KR950008816B1 - Automatic transmission control - Google Patents

Abstract

The device comprises a line regulator valve(103), a converter regulator valve(108), and compressors(110) of which the pilot pressures and reaction pressures are regulated by a torque compensation relay valve(110). The pilot pressure of the torque compensation relay valve(110) is regulated by a torque compensation solenoid valve(125) so as to decrease a loss due to an excessive oil pressure rise and a shock at the time of gear change. The solenoid valve is controlled in accordance with an opening degree of a throttle of an engine and an output speed of the speed change gear.

Description

Hydraulic control device of automatic transmission

1 is a cross-sectional view showing the structure of an automatic transmission that is automatically shifted by the hydraulic control device of the present invention.

FIG. 2 is a schematic perspective view showing schematically the three-dimensional structure of the automatic transmission shown in FIG. 1. FIG.

3 is a layout diagram in which the automatic transmission of FIG. 1 and the hydraulic control apparatus of the present invention are connected to each other, and the hydraulic control circuit showing the operating state of the hydraulic oil in the first stage of the D range and the 3 range.

4 is a hydraulic control circuit showing the operating state of the hydraulic oil in the case of two stages of D range and 3 range.

5 is a hydraulic control circuit showing the operating state of the hydraulic pressure in the third stage of the D range and the 3 range.

6 is a hydraulic control circuit showing the operating state of the hydraulic oil in the case of four stages of the D range.

7 is a hydraulic control circuit showing the operating state of the hydraulic oil in the case of two ranges three stages.

8 is a hydraulic control circuit showing the operating state of the hydraulic oil in the case of two ranges, two stages.

9 is a hydraulic control circuit showing the operating state of the hydraulic oil in the case of one stage 1 stage.

10 is a hydraulic control circuit showing the operating state of the hydraulic oil in the reverse direction.

11 is a hydraulic control circuit showing the operating state of the hydraulic oil in the case of parking (parking).

12 is a hydraulic control circuit showing the operating state of the hydraulic oil in the case of NeutraI.

13 is a hydraulic control circuit showing the operating state of the hydraulic oil to enable the vehicle to operate in three stages in the event of an electrical failure in the hydraulic control circuit when operating in the second range.

14 is a hydraulic control circuit showing the operating state of the hydraulic oil to enable the vehicle to operate in three stages in the event of an electrical failure in the hydraulic control circuit when operating in the first range.

FIG. 15 is a three-dimensional view showing the magnitude of the working pressure oil with respect to the output speed of the transmission and the opening degree of the throttle valve. FIG.

FIG. 16 (a) is a graph showing two-dimensional pressures of the operating pressure oil with respect to the opening degree of the throttle valve when the transmission output speed is less than 700 rpm, and (b) shows the pressure size of the operating pressure oil with respect to the opening degree of the throttle valve. Is a two-dimensional graph when the transmission output speed is over 700rpm.

17 is an automatic transmission diagram in which the automatic transmission is switched to each range according to the operation of the automatic transmission hydraulic control device of the present invention.

* Explanation of symbols for main parts of the drawings

1: Torque Converter 2: Central Shaft

3: planetary gear unit 4: shift control device

5: transmission case 6: oil pump

7: oil pump shaft 8: turbine shaft

9: output gear 10: output shaft

13a, 13b: Sun Gear 14a, 14b: Ring Gear

15a, 15b: Planetary gear 16a, 16b: Carrier

17: middle axis 18, 19, 20: 1, 2, 3, drum

21: connecting member 22, 23: brake cylinder

F: One-way clutch C: Clutch

B: Brake 101: Hydraulic Pump

102: flow path 103: line regulation valve

104: manual valve 105: pressure reducing valve

106: Euro 107: converter

108: converter regulator valve 109: accumulator

110: torque compensation relay valve 111: flow path

112: lock-up clutch valve 113: flow path

113a, b, c: Euro 114: 1-2 speed shift valve

115: flow path 116: 3-4 speed shift valve

117: 2-3 speed shift valve 118,119,120: flow path

121,122,123: Euro 124: Euro

125: torque upper solenoid valve 126: flow path

127: Euro 128: the first brake regulating valve

129: shuttle valve 130: euro

131: Euro 133: Euro

133a, 133b: Euro 133aa, 133bb: Euro

134: orifice 135: the first solenoid valve

136: orifice 137: second solenoid valve

138: pressure control valve 139: orifice

140: check valve 141: flow path

142: Euro 143: Orifice

144: check valve 145: flow path

146: Euro 147: Orifice

148: orifice 149: general pipe

150: Euro 151: orifice

152: shuttle valve 153: flow path

154: Euro 155: Euro

156: Euro 157: Euro

157aq: branch flow path 158: relief valve

159,160: Euro 161: Euro

162: orifice 163: check valve

164: cooler 165: drain passage

SP ₁ , SP ₂ , SP ₃ : Spring C ₁ : Lockup Release Line

C ₂ : Lockup Line.

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic control apparatus of an automatic transmission, and more particularly, to a hydraulic control apparatus of an automatic transmission such that the transmission hydraulic pressure is optimally supplied and supplied according to an engine load and an output rotation speed of the transmission.

One of the most important points in the automatic transmission is to make the shank smaller during shifting. The shift control is made by connecting and releasing the operating elements, that is, friction plates, by the hydraulic pressure. It must be properly controlled.

However, the conventional automatic transmission hydraulic pressure control device has been published in Patent Publication Nos. 90-1567 and 90-1638, these hydraulic control device is the pressure of the operating oil supplied by the oil pump is driven as the engine rotates To compensate according to the load of the engine and the output rotation speed of the transmission.The hydraulic circuit is controlled by detecting the opening of the throttle valve by the negative pressure of the throttle cable or the engine intake pipe and regulating it with a plurality of pressure regulating valves. Is complicated and inefficient.

In addition, unlike the above invention, although the hydraulic adjustment is made to be electronically controlled, the conventional electronically controlled hydraulic control device requires a plurality of solenoid valves because it is a separate configuration to adjust only a specific operating pressure, Therefore, these solenoid valves were difficult to control even if they are sequentially operated at the correct time.

Accordingly, the present invention has been made to solve the problems described above, the pressure applied to each operating element of the entire transmission by one relay valve that is operated linearly in accordance with the engine throttle opening degree and the transmission output speed. It is an object of the present invention to provide a hydraulic control device for an automatic transmission that is compact and has a low number of parts, and has a high function.

Hydraulic control device of the present invention automatic transmission for achieving the above object is a line regulation valve for adjusting the line pressure of the operating pressure oil applied to each operating element of the transmission to the hydraulic pump driven by the engine, A manual valve connected to the shift selector lever to control the flow direction of the hydraulic oil according to the selected shift range, a pressure reducing valve for reducing the line pressure to operate as an internal pilot pressure oil for operating the sprue of another valve, and the pressure reducing valve As the sprue is adjusted according to the supply amount of the internal pilot pressure oil passing through, it acts as an internal pilot pressure oil to operate the respective spouls of the line regulator valve and the converter regulator valve connected to the line regulator by appropriately regulating the line pressure. In addition, the torque compensation relay valves acting as reaction force of the accumulator are connected in parallel. The converter regulating valve is connected to a lock-up clutch valve, and the manual valve has a 1-2 speed shift valve, a 2-3 speed shift valve, a 3-4 speed shift valve, a first brake of the automatic transmission, and a first speed shift valve. While the clutch and the third clutch are connected in parallel with each other, the flow path connecting between the pressure reducing valve and the sprue of the torque compensation relay valve is preset with the required line pressure according to the engine throttle valve opening and the transmission output speed. The torque compensation solenoid valve is controlled by the electric signal value.

In addition, between the manual valve and the first brake for selecting the shift range, the hydraulic fluid directly supplied through the manual valve or the 1-2 speed is controlled by the torque compensation pressure regulated by the torque compensation relay valve to the left and right. A first brake regulator valve for selectively supplying the hydraulic oil supplied through the shift valve to the first brake is installed, and in the middle of the flow path connecting the sprue of the first brake regulation valve from the torque compensation relay valve. The reaction force side of the first and second accumulators are connected in parallel so that the reaction pressure (backup pressure) of the accumulator changes in accordance with the increase or decrease of the torque compensation pressure adjusted by the torque compensation relay valve, and one of the output side of the accumulator (shaft) The pressure side) is connected to the 1-2 speed shift valve, while the output shaft of the other accumulator is connected to the 2-3 speed shift valve.

On the other hand, the second clutch piston of the automatic transmission is connected to the output side of the 1-2 speed shift valve, the second brake piston is connected to the output shaft of the 2-3 speed valve, and the third brake piston is connected to the 2-3 speed shift valve. It is connected in parallel with the other output side and the other output side of the 1-2 speed shift valve, and the fourth clutch piston has a structure connected with the output side of the 3-4 speed shift valve.

The hydraulic control device of the automatic transmission of the present invention having such a structure has a solenoid of the torque phase solenoid valve by an electrical signal corresponding to a pressure of a size required according to the opening of the throttle valve and the output speed of the transmission detected by the sensor. This torque compensation solenoid valve controls the flow rate of the pilot pressure oil supplied from the pressure reducing valve to the sprue of the torque compensation relay valve, so that the sprue of the torque compensation relay valve is moved finely to the left and right and from the hydraulic pump. The line pressure of the supplied hydraulic oil is regulated to modulate the torque compensation pressure, and the hydraulic pressure of this torque compensation pressure controls the sprue of the line regulator valve, the converter regulator valve and the first brake regulator valve to the left and right. In addition, determine the size of the accumulator capacity of the accumulator. Is to act as an internal pilot pressure as reaction force.

Therefore, according to the opening of the throat valve and the output speed of the transmission, the electric signal generated by the electronic control unit operates only one torque compensation solenoid valve, so that the torque compensation solenoid valve passes the pressure reducing valve while passing the pressure reducing valve. Adjust the pressure to the electronic control module pressure, and combine the line pressure of the hydraulic oil flowing directly from the pump to the torque compensation pressure by moving the sprue of the torque compensation relay valve to the left and right by this electronic control module pressure. By operating each sprue of the compensating pressure line regulator valve, the converter regulator valve and the first brake valve as a whole, the hydraulic pressure of the line pressure passing through the valve can be adjusted appropriately. The reaction pressure of the accumulator is adjusted according to the adjusted pressure of the hydraulic fluid. It is properly adjusted at the same time to give it a coaxial overwhelmed.

In addition, a flow path connected to one outlet of the 1-2 speed shift valve is connected to a middle of the flow path connected to the first brake cylinder from one outlet side of the manual valve, and a shuttle valve is installed at the connection portion of both flow paths. According to the selected range, hydraulic oil through this manual valve or hydraulic oil passing through the 1-2 speed shift valve is supplied to the first brake cylinder, and the pressure of the hydraulic oil supplied to the first brake cylinder is a torque compensation relay valve. According to the magnitude of the torque compensation pressure regulated by the first brake regulating valve, the first brake regulating valve is appropriately adjusted so that gentle braking is applied.

The accumulator is composed of only two and can act on all four shift stages, and the actuating pressure of the accumulator is such that the torque compensation pressure regulated by the mutual torque compensation relay valve acts as a reaction force. Therefore, according to each shift driving state of the vehicle, the appropriate accumulator is supplied to the corresponding operating element.

Hereinafter, with reference to the accompanying drawings, the present invention will be described in detail.

First turning as a half cross-sectional view showing the structure of an automatic transmission is the automatic transmission by the hydraulic control apparatus of the present invention, the phase on the basis of the center line (C _L) in the transverse direction and yirumyeonseo symmetrical, the structure has a first degree As shown in FIG. 2, the torque converter 1 converts and transmits the power of the engine output shaft by using the kinetic energy of the fluid, and a plurality of power transmission shafts arranged in a horizontal direction at the center thereof. The central shaft portion (2) to be transmitted to the transmission shaft unit (3), which is connected to the central shaft portion (2), directly or indirectly and converts the torque and the driving speed of the power transmitted from the engine, the transmission gear unit (3) A power transmission control device (4) for controlling the connection state of each transmission gear element for transmitting power by braking or braking each element of the element so that power is transmitted or braked; That accommodate the protecting consists of a transmission casing (5).

In this case, the central shaft portion 2 is composed of a plurality of power transmission shafts, that is, the oil pressure required to switch the gear coupling arrangement state of the transmission gear unit 3 is arranged in the center and directly connected to the output shaft of the engine An oil pump shaft (7) installed across this automatic transmission to drive an oil pump that generates a pressure and the output shaft of the torque converter (1) are inserted to rotate relative to the outside of the oil pump shaft (7). A turbine shaft 8 connected and driven through the spline 1b and the spline 1b is disposed outside the turbine shaft 8 to output the power transmitted from the transmission gear unit 3 to the output gear 9. Through the idle gear (not shown) and the differential gear (not shown) is configured as an output shaft (10) to pass to the axle (not shown).

In addition, the transmission gear unit 3 is of a simple type consisting of a first planetary gear unit 3a and a first planetary gear unit 3b, as shown in FIG. The gear units 3a and 3b are central sun gears 13a and 13b, ring gears 14a and 14b having the most teeth while being rotated on the same center axis line as the sun gears 13a and 13b, and the sun gears 13a and 13b. 13b) and a plurality of planetary gears 15a and 15b rotating and revolving between ring gears 14a and 14b (only one is shown in the figure) and the planetary gears 15a and 15b. It is connected to the center rotation shaft (15a, 15b) to support the planetary gears (15a, 15b), and made of a carrier (16a, 16b) for transmitting power while rotating around the sun gear (13a, 13b), The ring gear 14a of the first planetary gear unit 3a is provided with a dog clutch or the like via the carrier 16b of the second planetary gear unit 3b and the cylindrical connecting member 17. The carrier 16a of the first planetary gear unit 3a and the ring gear 14b of the second planetary gear unit 3b are splined to the output shaft 10, respectively. It is.

In addition, the power transmission control device 4 for controlling power to selectively transmit or selectively brake the respective gear elements of the planetary gear units 3a and 3b includes a plurality of clutches C ₁ and C. ₂ , C ₃ , C ₄ ), brakes B ₁ , B ₂ , B ₃ and one-way clutches F ₁ , F ₂ , and the clutches C ₁ , C ₂ , C ₃ , C ₄ are The brakes B _l , B ₂ and B ₃ on the clutch drum are mounted on the sum-rake cylinders, respectively.

The clutch drum may include a first drum 18 splined to the turbine shaft 8, a second drum 19 connected to the first drum 18 to rotate together with a dog clutch, and a second drum. It consists of a third drum (20) fixedly connected via a bolt or the like (19), the first clutch (C ₂ ) made of a multi-tubular type is installed inside and outside the first drum (18), In addition, the fourth clutch C ₄ is installed in the inside of the first drum 18 in a multi-plate manner, and the first clutch C ₁ has a cylindrical connecting member having a third one-way clutch F ₃ therebetween. 18a) is splined to the first planetary gear unit 3a, while the fourth clutch C ₄ is splined to the connecting member 18a to form a first drum from the turbine shaft 8; the power transmitted to 18 via the first clutch (C ₁₎ and / or the fourth clutch (C _4), the spline-coupled with the connection member (18a) Is a gear (13a) is driven to give.

Said second drum (19) inside the second There second clutch (C ₂₎ is provided, the second clutch (C ₂₎ is a first planetary ring gear (14a) and also a cylindrical connecting member of the gear unit (3a) The ring gear 14a and the ring carrier 16b of the second planetary gear unit 3b connected to the ring gear 14a are connected to each other through the third drum (19a). 20) inside of the third clutch (C ₃₎ is installed bar, the third clutch (C ₃₎ is intermediate the sun gear (13b) and the connecting member 21 of cylindrical shape of the second planetary gear unit (3b) Is connected.

Meanwhile, the second clutch C ₂ and the third clutch C ₃ are also multi-plate clutches, and thus the _first , _second , _third and _fourth clutches C ₁ , C ₂ , C ₃ , and C _{4 are used.} Are all multi-plate clutches, the driving plate (Ca) and the driven plate (Cb) are respectively engaged to transmit or short-circuit the power.

In addition, two brake cylinders 22 and 23 equipped with brakes B ₁ , B ₂ and B _{9 u} for locking the predetermined elements of the planetary gear units 3a and 3b are fixedly installed in the transmission case 5. The first brake cylinder 22 is formed such that a part of the body of the transmission case 5 extends in the circumferential direction in the circumferential direction from the second planetary gear unit 3b to be integrally formed with the transmission case 5. The two brake cylinders 23 are formed by pressing a separate inverse " c " cylindrical member in front of the brake cylinder 22, and the position thereof is fixed by the fixing ring 23a.

On the other hand, the first brake cylinder (22) ln sprocket plug (F _S2), the second one-way clutch (F ₂₎ with a there is disposed an inner support race (Bla) of the first brake (B _l) is the second being fixedly connected to the inner race (F ₂ a) of the one-way clutch (F _2), the carrier (16b) of the second one-way clutch (F ₂₎ the inner race (F2a) of the second planetary gear unit (3b) Connected, the carrier 16b controls the sprag F _S2 of the second one-way clutch F ₂ to rotate only in one direction of the non-locked side, and the second brake cylinder 23 The second brake (B ₂ ), the third brake (B ₃ ) and the third one-way clutch (F ₃ ) is installed therein, the second brake (B ₂ ) and the third one-way clutch (F ₃ ) is 1 of the inner race is adapted to use in common the (B ₂ a), the inside of the third one-way clutch (F ₃₎ the outer race side is that one end of a third brake (B ₃₎ of the Device (B ₃ a) an the other hand the other end, with yirum that are arranged to form an object to be copper plates of the third clutch (C ₃₎ embedded in the third drum 20, a third brake (B ₃₎ and The inner race B ₃ a of the third clutch C ₃ is connected via the sun gear ₁₃ b of the second planetary gear unit ₃ b and the connecting member 21.

Therefore, the second sun gear (13b) of the planetary gear unit (3b) is a third brake (B ₃₎ that when placing a brake or the second brake (b ₂₎ the third one-way clutch, with a brake and geom (F ₃ The rotation is prevented when the spike Fs _{3 of} ) is locked. That is, when the second brake (B ₂₎ a second, even if placing the braking third one-way clutch (F ₃₎ is able to rotate only in non-lock-side direction, and the third brake (B ₃₎ is to hang the brake the sun gear of the third brake (B _3), the inner race (B ₃₎ a second yusing gear unit (3b) connected is because it prevents the linking member (2l) to rotate, connected to the spline and the connection member 21 of (13b ) Will not rotate.

On the other hand, the first, second and third brakes B ₁ , B ₂ , B ₃ are also multi-plate like clutch C, and these brakes B ₁ , B ₂ , B ₃ and clutch C are ₁ , C ₂ and C ₃ are designed to be interrupted by hydraulically actuated pistons BP ₁ , BP ₂ , BP ₃ , CP ₁ , CP ₂ , CP ₃ and CP ₄ .

According to the gear shift stage and the shift lever position, the automatic transmission configured as described above has the first and second planetary gear units 3a, wherein the respective operating elements of the power transmission control device 4 operate differently as shown in Table 1 below. The arrangement of the operating gear of 3b) is changed so that the power drawn out is shifted.

TABLE 1

When the vehicle is parked or stopped in the above Table-1, the selector lever is in the P range, the reverse range is in the R range, and the reverse range is in the N range. When the car is driven, the D range and the 3, 2, 1 range should be selected according to the driving condition.In the D range, there are 1, 2, 3, 4 gear shift stages, and in the 3 range, 1, In the 2nd, 3rd and 2nd ranges, there are gear shifting stages of only 1st and 2nd stages in the 1st range, and the gear shifting stages of these 1st, 2nd, 3rd and 4th stages have the same gear shifting arrangement regardless of the range. Therefore, in the following description, D, 3, 2, 1, and the ranges will be described separately for each gear shift, rather than for each of the corresponding range description.

In addition, in Table-1, the 0 mark for each operating element means that the corresponding operating element is operated at the gear shifting stage, and the △ table does not have a direct operation effect at the corresponding shifting stage, but shifts to the front and rear shifting stages. In addition to making this easy, it is shown that the operating elements are engaged in advance to improve the feeling of shifting.

Each operating element of the automatic transmission having the structure as described above, in particular each clutch C and brake B, is controlled by the hydraulic control device of the present invention.

This hydraulic control device is arranged in the innermost center shaft portion 2 of the automatic transmission through the flow path 102 to the hydraulic pump 101 is operated by receiving power from the oil pump drive shaft (7) driven by the engine. Selected transmission is connected to the line regulation valve 103 for adjusting the line pressure (P ₁ ) of the operating pressure oil applied to each operating element of the transmission, and the shift selection lever (not shown) that the driver of the vehicle directly grips and operates. Manual valve 104 for controlling the flow direction of the hydraulic oil according to the range, pressure-reducing valve 105 for reducing the line pressure (P _L ) of the operating oil to operate with the internal pilot pressure oil for moving the sprue of another valve And, while passing through the pressure reducing valve 105, the sprue is moved in accordance with the supply amount of the pressure-controlled internal pilot pressure oil as appropriately adjust the line pressure (P _L ) of the operating oil to the line regulating valve 103 and Each of the spouls (l03a, 108a) of the converter regulator valve 108, which is connected via the in-regulation valve 103 and the flow path 106, controls the pressure of the hydraulic oil supplied to the converter 107 of the automatic transmission. In addition to acting as an internal pilot pressure oil to move to the right, and the torque compensation relay valve 110 to act as a reaction force of the accumulator 109 are respectively connected in parallel, the converter regulating valve 108 has a flow path ( A lockup clutch valve 112 is connected via 111.

In addition, the 1-2 speed shift lever 114 is connected to the outlet 104a of the manual valve 104 through the flow path 113, and the 3-4 speed shift valve 116 is connected through the flow path 115. Between the 1-2 speed shift valve 114 and the 3-4 speed shift valve 116, a 2-3 speed shift valve 117 is disposed, and the 2-3 speed shift valve 117 is described above. It is connected to the outlets 114a, 114b and 114c of the 1-2 speed shift valve 114 through four flow paths 118, 119 and 120, and the inlet side 116a, 116b and 116c of the 3-4 speed shift valve 116. ) Are also connected through three flow paths 121, 122, and 123, respectively.

In addition, the flow path 124 connecting the outlet 105a of the pressure reducing valve 105 and the sprue 110a of the torque compensation relay valve 110 is required according to the throttle valve opening of the engine and the output speed of the transmission. A torque compensation slave valve 125, which is controlled by setting the magnitude of the line pressure P _L in advance and causing an electrical signal corresponding thereto to be generated, is provided.

In addition, the other outlet 104b of the manual valve 104 is connected to the third clutch cylinder CP ₃ of the automatic transmission via the flow path 126, while the flow path 127 branched in the middle of the flow path 126. Is connected to the first brake cylinder BP ₁ of the automatic transmission, and in the middle of the flow path 127 connecting the first brake cylinder BP ₁ to the torque compensated by the torque compensation relay valve 110. The first brake regulating valve 128 is installed to control the flow rate of the hydraulic fluid while the sprue is adjusted left and right by the compensation pressure Pc.

The inlet shaft of the first brake regulating valve 128 communicates with a flow path 130 connected to the 1-2 stage shift valve 114 via the shuttle valve 129. The flow path 131 connected to the third outlet 104 of the valve 104 and the 1-2 stage shift valve 114 are connected to each other.

On the other hand, in the middle of the flow path 113 connecting the manual valve 104 and the 1-2 speed shift valve 114, the hydraulic oil of the line pressure (P _L ) is 1-2 speed shift valve 114 and 2-3 Some of the line pressure P _L hydraulic fluid of the flow passage 113 operated by the internal pilot pressure oil for moving each sprue of the speed shift valve 117 is connected to the 1-2 speed shift valve 114 and 2-3 speed. A flow path 133 for supplying to the spoof chamber of the shift valve 117 is branched. The flow path 133 of the 1-2 speed shift valve 114 side of the flow path 133 is orifice 134 and normally open ( Normal open type) The first solenoid valve (l35) is provided, the orifice 136 and the normally closed type in the flow path (133b) of the 2-3 speed shift valve 117 side of the flow path (133). A second solenoid valve l37 is provided.

These solenoid valves 135 and 137 are configured not to drain or drain the internal hydraulic fluid of each of the flow paths 133a and 133b connected in accordance with the opening and closing operations thereof. Therefore, when the slenoid valves 135 and l37 are opened, the pressure inside the flow path of the open valve side is greater because the amount of pressure oil drained from the flow paths 133a and 133b is greater than the pressure oil pressure supplied through the orifices 134 and l36. Will be lowered.

In addition, a pressure control valve 138 is installed in the middle of the flow path 133 to control the line pressure PL of the hydraulic oil supplied through the flow path 133 to a predetermined pressure. In the middle, a flow path 133aa for supplying the pressurized oil controlled by the first solenoid valve 135 to the 2-3 speed shift valve 117 is connected in parallel, and in the middle of the flow path 133b, a second solenoid valve ( A flow path 133bb for supplying the hydraulic oil controlled by 137 to the spool chamber of the 1-2 speed shift valve 114 is connected in parallel.

In addition, an orifice 139 and a check valve 140 are installed in parallel in one flow path 120 among several flow paths connecting the 1-2 speed shift valve 114 and the 2-3 speed shift valve 1l7. The flow path 141 communicating with the second clutch piston CP ₂ is connected in parallel to the flow path 120 between the orifice 139 and the check valve 140 and the 1-2 speed shift valve 114. Supplying the hydraulic oil for moving the sprue of the lock clutch valve 112 to the left side to the flow path 120 between the orifice 139 and the check valve 140 and the 2-3 speed shift valve 117 The flow path 142 is connected in parallel, and the flow path 142 is provided with a solenoid valve 142a and an orifice 142b for controlling the flow and flow of the pressurized oil, respectively.

On the other hand, the orifice 143 and the check valve 144 is also provided in the flow path 113 connecting the 1-2 speed shift valve 114 from the manual valve 104, the orifice 143 and the shank Front and rear of the valve 144 are connected in parallel with the 1-2 speed shift valve 11 through one branch flow path (113a, 113b), of which the rear branch flow path (113b) and the first clutch piston (CP _l ) The hydraulic fluid of the line pressure P _L supplied in parallel and connected from the pump 10l and regulated by the line regulating valve 103 is controlled by the orifice 143 installed in the flow passage 113 to control the first flow rate. It is to be supplied to the clutch piston (CP ₁ ).

In addition, the accumulators 109a and 109b are configured in two, and the first accumulator 109a in charge of the first clutch piston CP ₁ and the second clutch piston CP ₂ is provided through the flow path 145. The second accumulator 109b, which is connected to the 1-2 speed shift valve 114 and is responsible for the second brake piston BP ₂ and the third brake piston BP ₃ , has a flow path 146 through the flow path 146. It is connected to the speed shift valve 117, the end of the 2-3 speed shift valve 117 of the flow path 146 through the orifice 147, the check valve 148 and the general channel 149, respectively, It is connected in parallel with the three-speed shift valve 117 in three directions.

In addition, the flow path 150 connected to the outlet 114b of the 1-2 speed shift valve 114 is an outlet shaft flow path of the 2-3 speed shift valve 117 through the orifice 151 and the shuttle valve 152. 123 is connected to the shuttle valve 152 through the flow path 150 from the 1-2 speed shift valve 114 connected to the flow path 153 in communication with the third brake cylinder BP ₃ . According to the pressure difference of the pressure oil supplied through the pressure oil supplied through the outlet side flow path 123 of the supplied pressure oil or the 2-3 speed shift valve 117, the shuttle valve 152 selects and switches the direction of the supply oil to form a third clutch cylinder ( BP ₃ ) is to be sent. In addition, the second brake piston BP ₂ of the automatic transmission is connected to the outlet side of the 2-3 speed shift valve 117 through the flow path 154, and the fourth clutch cylinder CP ₄ opens the flow path 155. It is connected to the outlet side of the 3-4 speed change valve 116 through.

On the other hand, the 2-3 speed shift valve 117 is to control the pressure oil discharged from the third outlet 104C of the manual valve 104 is supplied through the flow path 156, the flow path 156 Is connected in parallel with a flow passage 157 for supplying pressure oil for pushing and moving one of the spouls 103a of the line regulating valve 103 and the sprue 112a of the lock-up clutch valve 112. A branch valve 157a connected to the line regulating valve 103 at 157 is provided with a relief valve 158 for regulating pressure.

And the hydraulic fluid of the line pressure (P ₁ ) supplied to the valve 110 through the flow path 102 to the outlet side of the torque compensation relay valve 110 while passing through the sprue of the torque compensation relay valve 110 Two flow paths (159, 160) that are regulated by the torque compensation pressure (Pc), and then transferred to each sprue (108a, 128a) of the converter regulator valve 108 and the first brake regulator valve (l28) and The flow paths 161 to which the accumulators 109a and 109b are connected are respectively connected such that the hydraulic pressure of the torque compensation pressure Pc acts as a reaction force of the accumulators 109a and 109b.

Here, a flow path 157a connected from the torque compensation relay valve 110 to the spun side of the converter regulating valve 108 and a spout side of the line regulating valve 103 from the manual valve 104. Are connected to each other via an orifice 162 and a check valve 163, the converter regulating valve 108 of the flow path 159 is a relief valve 159a and an orifice for controlling the supply pressure and the supply amount 159b) are provided respectively.

On the other hand, a cooler 164 for cooling the hydraulic oil heated in the torque converter 107 is installed in one of the flow path 111 for connecting between the converter regulating valve 108 and the lock-up clutch valve 112 Part of the working oil cooled in the cooler 164 is supplied to the rear of the automatic transmission as lubricating oil, and the other flow path 111 is connected to a lubrication line for supplying lubricating oil to the front of the automatic transmission. .

Hereinafter will be described the operation of the hydraulic control device of the present invention.

In order to optimize the operating pressure of the clutch C, the brake B, the torque converter and the accumulator 109 of the transmission in response to the engine throttle opening and the engine torque according to the output of the transmission according to the driving condition of the vehicle. The throttle position sensor detects the opening degree of the throttle, and the speed sensor detects the transmission output speed, and the electronic control device (not shown) is torqued according to the input data which is pre-calculated to obtain the output and speed corresponding thereto. The electronic control module pressure (Pecm) is formed by adjusting the duty (opening time) or stroke amount of the compensation solenoid valve 125, and the spring provided in the electronic control module pressure (Pecm) and the torque compensation relay valve 110 ( elasticity and interacts with the torque compensation of the 110b) to the pressure regulating switch mozzarella ray be puul (110a) as a result, the torque compensation pressure (P _C), the working oil supplied through the flow passage 102 while moving the valve (110) The. The pressure oil of the torque compensation pressure Pc thus regulated moves each of the spouls 103a, 108a, 128a of the various regulating valves 103, 108, and 128, so that the pressure of the hydraulic oil passing through these valves 103, 108, and 128 is properly adjusted. On the other hand, the pressure compensation of the torque compensation pressure (PC) that is adjusted in the torque compensation relay valve 110 acts as a back up pressure of the accumulators (109a, 109b) to optimize the overall operation, the torque compensation By controlling only the solenoid valve 125, the total hydraulic pressure of the automatic transmission hydraulic control device can be adjusted as a whole.

This control is required by the torque compensation solenoid valve 125 by the electronic controller to obtain the required line pressure P _L corresponding to the throttle opening of the engine and the transmission output speed as shown in FIG. 15 and FIG. This is achieved by applying an electrical signal.

That is, the discharge line pressure P _L of the hydraulic pump 101 operated by the engine in the hydraulic control device of the present invention is the drain passage 165 determined by the movement amount of the spoul 103a of the line regulating valve 103. It is inversely proportional to the amount of oil drained through, the amount of movement of the sprue 103a of the line regulating valve 103 is the torque compensation pressure (Pc) supplied from the torque compensation relay valve 110 through the flow path (159) The torque compensation pressure (Pc) is determined by the amount of movement of the sprue (110a) of the torque compensation relay valve 110, and the torque compensation pressure (PL) is the torque compensation solenoid valve ( Since it is controlled by the electronic control medium pressure (Pecm) determined by the 125), the line pressure (P _L ) is eventually controlled by the electronic control module pressure (Pecm).

On the other hand, the sprue 103a of the line regulating valve 103 is a flow path 157 from the manual valve 104 that is not hydraulic oil of the torque compensation pressure Pc regulated by the torque compensation relay valve 110. And may be moved by the hydraulic oil of the line pressure P _L supplied through the flow path 157a. In this case, the torque compensation pressure P in the shift range in which a large line pressure Pc is required as described below. This is the case when a line pressure P _L greater than _C ) is required.

The following describes the operation of the hydraulic control unit in each gear stage of each range of the automatic transmission.

D range one step

When the driver selects the manual valve 104 as the D range by operating the lever, as shown in FIG. 3, the oil passage 102 passes through the oil passage 113 and the oil passage 133 through the manual valve 104. When the automatic control transmission is determined as one shift stage at the start, the engine speed is still low and the discharge pressure of the pump 101 operated by the engine is low. In this state, the line pressure P _L controlled by the discharge pressure of the pump 101 is low, and the pressure control valve 138 provided in the flow path 133 is not opened yet.

Therefore, the hydraulic oil is not supplied through the flow path 133, and an electrical signal corresponding to one shift stage is applied to each of the solenoid valves 135 and 137 by the electronic controller to open the first slenoid. When the solenoid of the valve 135 is turned off and the solenoid of the second solenoid valve 137 of the closed type (No type) is turned on, both of the solenoid valves 135 and 137 are opened, and 1 through these valves 135 and 137 is opened. Since the working pressure oil in the two-speed shift valve 114 side flow path 133a and the 2-3 speed shift valve 117 side flow path 133b is drained, the pressure in each of the flow paths 133a and 133b is lowered. 's puul (114a) is puul switch (117a) in the 2-3 shift valve 117 by a spring (SP ₁₎ of the 1-2 speed shift valve 114 is moved to the left respectively by means of a spring (SP ₂₎ Done.

Therefore, the operating pressure oil supplied through the oil passage 113 is transferred to the first clutch piston CP ₁ of the automatic transmission through the oil passage 113C, while the 1-2 speed shift valve 114 and the oil passage 145 are provided. By supplying hydraulic pressure to the first accumulator 109a, smooth shifting is performed while reducing the shank at the time of shifting. In addition, in the 3-4 speed shift valve 116, the sprue 116a is moved to the left side by the spring SP ₂ , so that the operating pressure oil in the flow path 115 passes through the fourth clutch piston CP _4. Will be delivered. Therefore, as shown in Table-1, the first clutch C ₁ and the fourth clutch C ₁ are connected to each other, so that the first stage of the D range is obtained.

At this time, the hydraulic oil supplied to the fourth clutch C ₄ is directly delivered through the 3-4 speed shift valve 116 and the oil passage 155 in the oil passage 115, and is supplied to the first clutch C ₁ . Since the hydraulic fluid is delivered in communication with the first accumulator 109a as described above, the fourth clutch C is operated by operating the first clutch piston CP ₁ at a slight time interval rather than the pressure oil delivered directly. ₄ ) is connected, the power transmission (semi-clutch state) accompanied by a slight sliding by the third one-way clutch (F ₃ ) is made, and then the first clutch (C ₁ ) is continuously connected to complete power transmission. In the initial power transmission process, the impact caused by the connection is reduced.

D range two steps

As the vehicle speed increases in the first stage of the D range, the solenoid of the first solenoid valve 135 of the NO type is NO as shown in FIG. 4 in the first stage by the electronic control unit, and the first solenoid valve 135 is closed. And the second solenoid valve 137 remains open.

In addition, since the vehicle speed is increased from the first stage to the second stage, that is, the rpm of the engine is increased, so that the discharge pressure of the pump 101 is increased, and thus the line pressure P _L flows through the flow path 133 to the pressure control valve ( 138, which opens the pressure control valve 138 by an internal pilot line (not shown).

Therefore, the pressure inside the flow path 133a is increased because the oil pressure is continuously supplied from the pressure control valve 138 without the pressure oil inside the flow path 133a being drained because the first solenoid valve 135 is closed. By pushing the sprue 114a of the 1-2 speed shift valve 114 to the right.

However, since the second solenoid valve 137 is open, the internal oil is opened in the flow paths 133b and 133aa than the amount of oil supplied from the pressure control valve 138 through the orifice 136. Since there is more drainage through the solenoid valve l37, the pressure does not rise in the flow paths 133b and 133aa.

Accordingly, the flow path 118 through the 2-3 speed shift valve 117 is opened, and the second shaft is connected through the flow path 146 connected through the flow path 118 and the 2-3 speed shift valve 117. By supplying the hydraulic oil to the pressurizer 109b, the accumulator 109b reduces the sudden shift of the hydraulic oil, while the hydraulic oil is supplied to the second brake piston BP ₂ through the oil passage 154.

At the same time, the hydraulic oil is supplied to the _first clutch cylinder CP ₁ through the oil passage 113 and the oil passage 113C, and the oil pressure of the oil passage 115 passes through the 3-4 speed shift valve 116 and the oil passage 155. The first clutch C ₁ , the fourth clutch C ₄ , and the second brake B ₂ are connected to the fourth clutch cylinder CP ₄ , and thus, the second range of the D range is obtained. .

D range three steps

As shown in FIG. 17, when the output speed rpm of the transmission increases gradually to the third shift stage, the solenoids of the first and second solenoid valves 135 and 137 are controlled by the electronic controller as shown in FIG. Is turned off.

Therefore, since the first solenoid valve 135 of the NO type is open and the second solenoid valve 137 of the NC type is closed, the opening is higher than the pressure oil supplied from the pressure control valve 138 through the orifice 134. Since the oil pressure drained through the first solenoid valve 135 is increased, the oil inside the oil passages 133a and 133bb is drained, but the oil pressure is drained because the second solenoid 137 on the opposite side is closed. Only the supply is received and the internal pressure of the flow path 133b is increased, so that the sprue 117a of the 2-3 speed shift valve 117 is moved to the right side, overcoming the reaction force of the spring SP ₂ , Pressure oil is also supplied to the sprue chamber of the 1-2 speed shift valve 114 through the flow path 133aa connected to the second solenoid valve 137 to move the spout 114a of the valve 114 to the right. do.

Therefore, the oil pressure supplied from the flow passage 113 through the 1-2 speed shift valve 114 and then supplied through the flow path 118 is communicated with the flow path 142 through the 2-3 speed shift valve 117. Although the solenoid valve 142a is turned off, the pressure is not transmitted to the sprue of the lock-up clutch valve 112, but the pump 101 is converted from the pump 101. Since the regulator valve 108 and the lock-up clutch valve 112 are supplied to the torque converter 107, the converter clutch CC is not locked while communicating through the flow path 142 and the orifice 139. The second clutch C ₂ is supplied to the second clutch piston CP ₂ through the flow passage 141.

At the same time, the hydraulic oil is supplied to the first clutch piston CP ₁ , the second brake piston BP ₂ , and the fourth clutch piston CP ₄ through the oil passage 113c, the oil passage 154, and the oil passage 155, respectively. As shown in Table 1, three stages of D range are obtained. In this shifting process, the flow path 141 is connected to the first accumulator 109a through the flow path 120, the 1-2 speed shift valve 114, and the flow path l45, thereby preventing shock from the shift. 109a is absorbed and becomes smooth shifting.

By the way, although the converter clutch CC was locked-off in the above-mentioned state, the state of the vehicle is shown in FIG. 17 corresponding to the throttle opening of the engine and the transmission output speed in the automatic transmission control apparatus. As shown in the graph, when the lock-on range (single dashed line) is present, the solenoid valve 142 installed in the flow path 142 is turned on, and the lock-up clutch valve 112 By pushing the sprue to the left, the discharge passage 106 of the line regulating valve 103 and the lockup line L ₂ communicate with each other.

Therefore, the converter clutch CC is locked with the converter housing CH directly connected to the output shaft of the engine by the pressure of the oil flowing into the impeller of the converter 107 to the outside of the radius. It is not locked by a lock up state, which receives power directly from the engine's output shaft.

On the other hand, when the speed of the vehicle decreases in the lock-up ON range (double dashed line) in the lock-up ON state, the solenoid valve 142 is turned off by the electronic controller to drain the pressurized oil pushing the spool of the lock-up clutch valve 112. The sprue of the valve 112 sticks to the right side so that the flow path 106 and the lockup release line L _l communicate with each other, so that the pressure oil supplied through the lockup release line L _l is radiated from the converter housing CH side. The feed into the direction of the direction causes the converter clutch CO to disconnect from the converter housing CH and become locked up. That is, power transmission is achieved through the converter 107.

D range four steps

As shown in FIG. 17, when the speed of the vehicle is gradually increased to a four-stage state, the solenoid of the NO-type first solenoid valve 135 as shown in FIG. 6 is turned ON by the electronic controller to turn on the first solenoid. The valve 135 is sealed, and the solenoid of the NC type second solenoid valve 137 is turned off so that the second solenoid valve 137 is also sealed so that the hydraulic oil is not drained through the both valves 135 and 137. Pressure oil is applied to both the 133a and the flow path 133b to increase the pressure.

Therefore, the sprues 112a and 117a of the 1-2 speed shift valve 112 and the 2-3 speed shift valve 117 are pushed to the right by the pressure oil supplied through these flow paths 133a and 133b. The flow path 133bb communicates with the flow path 121 via the 2-3 speed shift valve 117, so that the sprue 116a of the 3-4 speed shift valve 116 is driven by the oil pressure of the flow path 121. The reaction force of the spring (SP ₃ ) is overcome and pushed.

Therefore, in the third stage, the supply of the pressurized oil delivered to the fourth clutch piston CP ₄ through the 3-4 speed shift valve 116 and the flow passage 155 from the flow passage 115 is cut off, thereby preventing the fourth clutch piston (CP). ₄ ) the lock operation is performed, and the pressure oil is transferred to the third brake piston BP ₃ through the flow path 123 and the flow path 153, wherein the flow path 123 is a 2-3 speed shift valve 117. In communication with the accumulator 109b connected to the flow path 146, and receives the pressure oil from the accumulator 109b, the smooth shift is made.

The ON / OFF operations of the first solenoid valve 135 and the second solenoid valve 137 at the respective shift stages of the D range are as follows.

After the pressure control valve 138 is opened in the second stage while driving in the D range, even if the pressure of the operating oil increases or decreases according to the acceleration or deceleration state, the pressure control valve 138 is temporarily stopped or stopped again by the hystersis of the pressure. Even when the engine is stopped (not in a state where the engine is stopped), the pressure control valve 138 is not easily closed, so that smooth shifting is made.

2-range 1-stage

When the selection lever is selected as the second range, as shown in FIG. 7, the flow path 156 and the flow path 157 are opened, so that the torque compensation relay valve is disposed on the right side of the spout 103a of the line regulating valve 103. Since the hydraulic oil of the line pressure P _L , not the hydraulic oil of the torque compensation pressure Pc, supplied from 110 is supplied through the orifice, the spool 103a is further pushed to the left side and drained through the drain passage 165. The amount becomes less and eventually the line pressure P _L becomes large.

The hydraulic fluid of the line pressure P _L is also supplied to the right side of the sprue 112a of the lock-up clutch valve 112 so that the sprue 112a is always pushed to the right, so that the flow path 106 is unlocked. In this way, the lockup is prevented so that power is always transmitted to the converter 107. Otherwise, it is the same as D stage 1 stage.

2-range 2-stage

The 2nd stage 2nd stage is the same as the 2nd stage D range, but also the 3rd brake piston BP via the flow path 157, the flow path 11a, the flow path 150, and the flow path 153 as shown in FIG. ₃ ) The hydraulic oil is supplied to the engine brake.

1 range

The 1st range is the same as the 2nd stage 1st stage, but when the driver selects the l range, as shown in FIG. 9, the flow path 131 is opened by the manual valve 104, and this flow path 131 is shifted 1-2 speeds. By supplying pressure oil to the first brake cylinder B _l through the flow path 130, the flow path BL _l , and the flow path BL ₂ connected through the valve 114, the engine brake is applied at a speed higher than one speed. do. On the other hand, when the selection lever is positioned in one range, only one shift is always performed.

R range

When the selection lever is selected as the R range (reverse), only the flow path 102 and the flow path 126 are opened by the manual valve 104 as shown in FIG. Therefore, the operating pressure oil is supplied to the third clutch piston CP ₃ and the first brake piston BP ₁ to perform reverse movement as shown in Table-1.

P.N range

When the selection lever is selected as P range (Parking) or N range (Neutral), as shown in FIG. 11 and FIG. 12, the manual valve 104 includes all of the shift valves 114, 116, 117, clutch piston (CP), and brake. By interrupting the supply of pressure oil to the piston BP, this makes the parking or gear neutral by preventing the actuator from connecting and shifting.

The first brake regulating valve 128 is operated only at the first stage and the first stage of the reverse range at each shift stage of each range. In the first stage, the first brake B ₁ operates for engine braking. The first brake regulating valve 128 supplies a low operating hydraulic pressure to allow the first brake B _l to operate smoothly, but at a low hydraulic pressure because the contact plate of the brake B _l consists of several sheets. Sufficient engine braking is achieved. In case of reversing, the 1st brake regulation valve BP ₁ supplies a low operating hydraulic pressure and provides a good shifting pressure when the range of N → R, P → R, D → R is changed, and when the throttle opening degree is large, the first brake regulator The rate valve 128 quickly supplies a large working hydraulic pressure to obtain a large restraint torque. Therefore, the regulating valve 128 properly adjusts the hydraulic pressure of the first brake B ₁ .

On the other hand, when an electrical failure occurs in the electronic control unit in the state of the 2 or 3 range, the solenoids of all solenoid valves 135, 137, 125, and 142a are turned off, so as shown in FIG. 13 and FIG. In addition to the maximum, the torque compensation pressure Pc and the line pressure P _L are also maximized, while the NC-type second solenoid valve 136 is closed when the current is OFF, so that no drain occurs. 133b is pressurized by the continuously supplied pressure oil so that the sprue 117a of the 2-3 speed shift valve 117 is pushed to the right, while the pressure oil supplied through the oil passage 133aa is 1-. The sprue 114a of the two-speed shift valve 114 is also pushed to the right to pass the first clutch piston CP ₁ and the _first through the flow path 113c, the flow path 114, the flow path 154, and the flow path 155, respectively. second clutch piston (CP _2), the second brake piston (BP ₂₎ and the fourth clutch Stone (CP ₄₎ each large line pressure (P _L) to be operated in oil supply, while preventing the combustion caused by the sliding or rubbing of the respective operating clutch _{(C 1, C 2, C} 3) , as shown in Table 1 to 3 You can safely go to the workshop just by shifting.

As described above, according to the present invention, since the line pressure P _L of the hydraulic oil is optimally controlled in response to the engine throttle opening degree and the engine torque according to the transmission output speed, the loss due to excessive oil pressure increase is reduced and the gear shift is performed. Smooth shifting is possible by reducing the shank of the seam. In addition, since the entire operating hydraulic pressure of the transmission is controlled by one torque compensation relay valve 110, it is possible to obtain a hydraulic control device for an automatic transmission having a compact structure, a low production cost, and excellent function. In addition, even in reverse operation, the operating oil regulated by the first brake regulating valve 128 can obtain a smooth shift. When an electrical failure occurs, the supply of electric current to all solenoid valves is turned off, and the electronic control module pressure (Pecm) The maximum of the line pressure P _L controlled according to this pressure Pecm is maximized so that the clutch of the entire transmission is brought into close contact with the maximum pressure, thereby preventing slippage and protecting the clutch. The second solenoid valve 137 has an effect of opening the flow path required for the three shift stages so that the third solenoid valve 137 can safely go to the repair shop at the three shift stages.

Claims (4)

A line speed regulating valve 103 connected to a speed regulating lever and a line regulating valve 103 for adjusting a line pressure P _{L of} working pressure oil applied to each operating element of an automatic transmission to a hydraulic pump 101 driven by an engine. Manual valve 104 to control the flow direction of the pressure oil according to the pressure, the pressure reducing valve 105 to operate the internal pilot pressure oil for depressurizing the lie pressure (P _L ) to operate the sprue of the other valve, and this pressure As the sprue is adjusted according to the supply amount of the internal pilot pressure oil passing through the valve 105, the line pressure P _L is adjusted to the torque compensation pressure P _C to regulate the line regulator valve 103 and the line regulator. To act as an internal pilot pressure oil for operating each of the sprues 103a and 108a of the converter regulator valve 103 connected to the valve 103 and the converter regulator valve 103 connected to the line regulation valve 103; In addition, the reaction pressure of the accumulator Torque compensation relay valves 110 are connected in parallel to each other, the converter regulating valve 108 is connected to the lock-up clutch valve 112, the manual valve 104 is a 1-2 speed shift valve. (114), 2-3 speed shift valve 117, 3-4 speed shift valve 116, the first brake 131, the first clutch (C ₁ ) and the third clutch (C ₃ ) of the automatic transmission, respectively While being connected in parallel, a flow path 124 connecting between the pressure reducing valve 105 and the sprues 105a and 110a of the torque compensation relay valve 110 is required according to the throttle valve opening of the engine and the transmission output speed. A hydraulic control device for an automatic transmission in which a torque compensation solenoid valve (125) having a preset size of the line pressure (P _L ) and controlled by an electric signal value corresponding thereto is installed. The flow path 126 or the speed of 21-2 in the middle of the flow path (126, 127, BL ₂ ) connected to the first brake cylinder (BP ₁ ) from one outlet (104b) of the manual valve 104 in claim ₁ The first brake regulator valve 128 is installed to control and deliver the hydraulic oil supplied through the oil passage 130 connected to the valve 114 to the first brake cylinder BP ₁ , and the first brake regulator valve ( One side of the sprue 128a of the 128 is connected to the torque compensation relay valve 110 through the flow path 160, the hydraulic control device of the automatic transmission. According to claim 1, wherein the pressure of the line pressure (P _L ) required according to the throttle opening of the engine and the output speed of the transmission to the flow path 124 connecting the pressure reducing valve 105 and the torque compensation relay valve 110. A hydraulic compensation device of an automatic transmission, characterized in that the torque compensation solenoid valve 125 is operated by an electrical signal corresponding to the. The accumulator of claim 1, wherein the accumulator includes a first accumulator 109a for the first clutch C ₁ and a second clutch C ₁ , a second brake B ₂ , and a third brake B ₃ . Hydraulic control of the automatic transmission, characterized in that consisting of a second accumulator (109b)