JPH0979361A - Hydraulic control device for automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent inclination of a valve element without increasing the stem length of a valve and to improve responsiveness of a valve to a signal pressure. SOLUTION: A valve 25 is axially extended in such a state to surround the outer peripheral side of a spring 259, and comprises a guide part 252a to prevent inclination of a valve element 252 in such a way to make slide contact with a valve hole 32a; and a protrusion part 252b to improve pressure responsiveness by narrowing a signal pressure feed space in a valve chamber 33 protruding to the inner peripheral side of the spring 259. The protrusion part 252b has an axial length exceeding that of a guide part 252a. By making contact with the end face of the valve hole 32, the protrusion part is additionally functioned as a stopper to block the cutoff between a port 34 and the valve chamber 33 by the guide part 252a.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic control device for an automatic transmission, and more particularly to a hydraulic control device including a valve for supplying a hydraulic pressure to a hydraulic servo that operates a friction engagement element of the automatic transmission.

[0002]

2. Description of the Related Art A hydraulic control device for an automatic transmission is mainly composed of a valve body attached to a speed change mechanism, and has a large number of oil passages formed in the valve body and is inserted in the oil passages. It is composed of a large number of valves, and regulates the hydraulic pressure from the hydraulic pressure source appropriately, switches the connection of the oil passage, and supplies it to a hydraulic servo that operates a friction engagement element arranged in the speed change mechanism. The valve thus arranged in the valve body is
Generally, a spool that is slidably disposed in the valve hole or a plunger that is integral with or separate from the spool (in this specification, a movable element that slides in the valve hole is referred to as a valve element).
And a spring disposed coaxially with the valve element, and the valve element is slid in the valve hole by the biasing force of the spring and the signal pressure applied to the pressure receiving surface of the valve element. The port connected to the hole is controlled by switching with a spool.

In order to make such a valve element slide smoothly in the valve hole, a predetermined clearance must be set between the valve hole and the valve element, and the inclination of the valve element with respect to the valve hole must be minimized. However, in order to do so, it is desirable to increase the axial length of the valve element and sufficiently secure the sliding contact portion between the valve element and the valve hole. Specifically, it is desirable that the ratio of the diameter of the portion of the valve element that is in sliding contact with the valve hole and the axial length be at least 1: 1 or more. However, if a spring is further arranged at the end of the valve element while ensuring such a dimensional ratio, the axial length of the valve hole becomes long, and it becomes difficult to dispose the spring in the valve body. Therefore, conventionally, the inner peripheral side is made hollow while leaving the outer peripheral surface of the valve element as a sliding contact guide part with the valve hole, and the spring is nested in the hollow part, so that the guide part and the spring are In which the axial length of the sliding contact portion is ensured while avoiding an increase in the axial dimension of the valve (JP-A-6-341542).
(See Japanese Patent Publication).

On the other hand, in the valve for controlling the switching of the port connected to the valve hole by sliding the valve element in the valve hole by the biasing force of the spring and the signal pressure applied to the pressure receiving surface of the valve element as described above, A good response of the valve to the application of pressure is essential for highly accurate control of the hydraulic pressure supplied to the hydraulic servo. However, as described above, when the spring is arranged so as to be in contact with the end surface of the valve element, the space of the valve chamber in which the spring is arranged becomes large,
It takes time for the supplied oil to fill the space,
The time lag until the signal pressure effectively acts on the pressure receiving surface of the valve element increases, and the responsiveness of the valve element deteriorates. As a result, there arises a problem that the responsiveness of the hydraulic pressure supply to the hydraulic servo deteriorates.

Therefore, in order to solve the above-mentioned problems, a projection portion extending from the end face of the valve element is provided on the inner peripheral side of the spring to reduce the substantial signal pressure supply space of the valve chamber. There is one in which the signal pressure is applied to the pressure receiving surface by supplying less oil to improve the responsiveness of the valve element (see JP-A-6-307536).

[0006]

By the way, in the former valve of the prior art, although the smooth operation of the valve element can be realized while avoiding the increase in the axial length, the spring installation space surrounded by the guide portion is Since a large signal pressure supply space corresponding to the outer shape of the spring is provided, the valve responsiveness deteriorates for the above reason. Further, in the latter valve in the prior art, since the signal pressure supply space is small, the responsiveness of the valve is improved, but since the axial length of the valve hole corresponding to the length of the spring is required, Increasing the axial dimension of the valve is unavoidable.

Therefore, according to the present invention, the axial length of the sliding contact portion is sufficiently taken without increasing the axial dimension of the valve to ensure the smooth operation of the valve, and the valve pressure against the applied signal pressure is increased. It is a first object of the present invention to provide a hydraulic control device for an automatic transmission with improved responsiveness.

By the way, as in the former prior art,
When the guide part of the valve element and the spring overlap in the radial direction, the guide part of the valve element that is in sliding contact with the valve hole closes the signal pressure supply port at the maximum stroke of the valve element, and the signal pressure in the valve chamber is increased. It may limit or hinder the supply of water, and such a phenomenon also causes deterioration of valve responsiveness.
Therefore, a second object of the present invention is to secure the communication between the valve chamber and the supply port regardless of the stroke of the valve element, and to improve the responsiveness of the valve.

Further, according to the present invention, in the hydraulic control device as described above, at the time of so-called re-grabbing of the frictional engagement element, which simultaneously releases one of the two frictional engagement elements and engages the other at the time of shifting. By using it for control, the discharge pressure, that is, the release pressure from the friction engagement element on the released side is controlled according to the supply pressure, that is, the apply pressure to the friction engagement element on the engaged side. A third object is to reduce the shift shock of the automatic transmission by controlling the release pressure accordingly without a response delay.

[0010]

In order to achieve the above first object, the present invention provides a friction engagement element, a hydraulic servo for operating the friction engagement element, a hydraulic source, and a hydraulic source. A hydraulic control device for supplying hydraulic pressure to the hydraulic servo through a valve in a valve body, the valve comprising a valve element slidably disposed in a valve hole of the valve body, the valve element and the valve. A valve element provided coaxially with the valve element in a valve chamber surrounded by a hole and biasing the valve element in one direction, and the biasing force of the spring and the valve supplied to the valve chamber. A first signal pressure for urging the element in one direction and the valve element with the first signal pressure.
In the one for controlling the hydraulic pressure supply from the hydraulic pressure source to the hydraulic servo by operating the valve element by applying a second signal pressure urging in a direction opposite to the direction, the valve element is the spring. It has a guide portion that surrounds the outer peripheral side of the spring and extends in the axial direction, and is in sliding contact with the valve hole, and a protrusion formed on the inner peripheral side of the spring.

In order to achieve the second object, the valve has a port for supplying the first signal pressure to the valve chamber, and the protrusion has an axial length exceeding the guide. The guide portion prevents the port from shutting off from the valve chamber by contacting the valve hole.

Further, in order to achieve the third object,
The friction engagement element includes a first friction engagement element and a second friction engagement element that is engaged when the first friction engagement element is released, and the hydraulic servo includes the first friction engagement element. A first hydraulic servo that operates one friction engagement element by supplying and discharging hydraulic pressure; and a second hydraulic servo that operates the second friction engagement element by supplying and discharging hydraulic pressure. Has a first valve element having the guide portion and the protrusion, and a second valve element that is disposed coaxially with the first valve element and operates in cooperation with the first valve element. However, the first signal pressure is a supply pressure to the second hydraulic servo.

[0013]

According to the above-described structure of the present invention, the valve element includes the guide portion including the spring and slidingly contacting the valve hole, and the protrusion provided on the inner peripheral side of the guide portion and on the inner peripheral side of the spring. By having the installation portion, it is possible to sufficiently secure the sliding contact portion of the valve element with respect to the valve hole without increasing the axial dimension of the valve, and to reduce the signal pressure supply space of the valve chamber. Therefore, the responsiveness of the valve to the supply of the signal pressure is improved, and the responsiveness of the hydraulic pressure supply to the hydraulic servo that operates the friction engagement element can be improved.

According to the second aspect of the present invention, the valve element is biased in the direction of compressing the spring by the application of the second signal pressure, and the protruding portion contacts the valve chamber even when the stroke is maximized. By contacting, the guide part does not hinder the communication between the port and the valve chamber, so that it is possible to speedily supply the signal pressure to the valve chamber, and in combination with the small signal pressure supply space of the valve chamber, The responsiveness of the valve is further improved.

Further, according to the third aspect of the invention, the release pressure of the first hydraulic servo can be controlled according to the apply pressure of the second hydraulic servo by the valve having excellent responsiveness as described above. Therefore, the release pressure can be controlled without a response delay, the release of the first frictional engagement element and the engagement of the second frictional engagement element can be performed with good timing, and the so-called frictional engagement element is called. It is possible to reduce the shift shock caused by the grip change.

[0016]

Embodiments of the present invention will be described below with reference to the drawings. First, a schematic configuration of the entire automatic transmission will be described. As shown in FIG. 3, the automatic transmission 1 is incorporated into a mechanism portion shown by a skeleton in the figure and a valve body (not shown) disposed below the mechanism portion. The oil pressure control device 2 controls the mechanism unit by hydraulic pressure using an oil pump (not shown) incorporated in the mechanism unit as a hydraulic pressure source. The mechanical parts in this example are a torque converter T with a lockup clutch L, a subtransmission mechanism D having a front-end type overdrive configuration, and a main transmission mechanism M having four forward gears and one reverse gear having a simple connection 3 planetary gear train configuration. And a transmission mechanism having a 5-speed structure.

The sub-transmission mechanism D includes a one-way clutch F0, a multi-plate clutch C0 as a frictional engagement element in parallel with the one-way clutch F0, and a multi-plate brake B0 in series with the one-way clutch F0 in association with the sun gear S0, the carrier C _R 0 and the ring gear R0. Is equipped with. On the other hand, the main transmission mechanism M includes a sun gear S1 to S3, the carrier C _R 1~C _R 3, 3 sets of gear unit P1~P3 simple coupling a suitably directly connected each shift element consisting of a ring gear R1-R3, each Multiple disc clutches C1 and C2 as friction engagement elements, a band brake B1, and multiple disc brakes B2 to B4 are provided in association with the speed change elements of the gear unit.
Further, one-way clutches F1 and F2 are provided. Although not shown, each clutch and brake is equipped with a hydraulic servo composed of a piston / cylinder mechanism for engaging / disengaging them.

In the on-vehicle state, the automatic transmission 1 is connected to the engine E, and the hydraulic control device 2 is connected to the automatic transmission control computer 4 via the on / off solenoid valves and the linear solenoid valves incorporated therein. , The automatic shift control computer 4 controls the engine E and the automatic transmission 1.
Are connected to various sensors arranged in each part of the vehicle including the engine control computer 5.

In the automatic transmission 1, the rotation of the engine E is transmitted to the input shaft N of the auxiliary transmission mechanism D via the torque converter T. Under the control of the hydraulic control device 2, the rotation of the input shaft N engages the clutch C0 to directly connect the sub transmission mechanism D, engages the clutch C1 of the main transmission mechanism M, and other friction engagement elements. When all are released, the sun gear S3 of the gear unit P3 enters the sun gear S3, and the one-way clutch F2 prevents the ring gear R3 from rotating in the reverse direction.
The first speed is output from _R 3 to the output shaft U.

Next, in the second speed, the auxiliary transmission mechanism D is directly connected,
Is achieved when engaging the clutch C1 and the brake B3, this time, the input having entered the ring gear R2 of the gear unit P2, the carrier C _R 2 of the gear unit P2 carrier C _R 1 of the gear unit P1 as a reaction element And output to the ring gear R1 of the gear unit P1 directly connected thereto, and the output shaft U is rotated at the second speed.

On the other hand, in the third speed, similarly, the auxiliary transmission mechanism D is directly connected and the clutch C1 remains engaged, and the brake B3 engaged in the second speed is released, and instead, the brake B2 is applied.
Is achieved when the are engaged. Therefore, in this gear train, when shifting from the second speed to the third speed (hereinafter referred to as 2 → 3 shift in the description of the embodiment),
The above-mentioned so-called grip change operation is performed. And 2
→ When three gears have been completed, the ring gear R of the gear unit P2
The input that enters 2 is output to the carrier C _R 2 using the sun gear S2 as a reaction force element, and the output shaft U is rotated at the third speed.

The fourth speed is also directly connected to the subtransmission mechanism D and is achieved when both the clutch C1 and the clutch C2 are engaged. At this time, the output rotation of the subtransmission mechanism D is
Since it is input to the ring gear R2 and the sun gear S2, the gear unit P2 is directly connected and the input rotation is output as it is. In the fifth speed rotation, the main speed change mechanism M causes the fourth speed
In the state of high speed rotation, the clutch C0 is released and the brake B0 is released.
This is achieved by fixing the sun gear S0 by engaging with and rotating the sub transmission mechanism D at an increased speed. The reverse drive is achieved by setting the auxiliary transmission mechanism D in the above state and engaging the clutch C2 and the brake B4 of the main transmission mechanism M. At this time, the input to the sun gear S2 of the gear unit P2 is the ring gear. It is output as reverse rotation of the carriers C _R 2 and C _R 3 of the gear units P2 and P3 having R3 as a reaction force element.

The relationship between the operation of each one of the friction engagement elements and the one-way clutch in each of the above shift speeds is shown in FIG. 4 as an operation chart. In the figure, circles are clutches, brakes are engaged, one-way clutches are locked, circles are engaged only during engine braking, broken circles are engaged or released, and circles are not related to power transmission. Represents a match.

In the automatic transmission 1 having such a structure, according to the present invention, the first friction engagement element is the brake B3, and the second friction engagement element is the second friction engagement element.
The friction engagement element of is applied as the brake B2,
As shown in the circuit configuration of FIG. 2, the first hydraulic servo 28 and the second hydraulic servo 29 for engaging / disengaging the brakes B2 and B3 serve as valves for controlling the release pressure and the apply pressure of the first hydraulic servo 28 and the second hydraulic servo 29. The configuration which is the subject of the present invention is applied to the three-control valve 25. In addition to the above, the 1-2 servo valve 21, the 2-3 shift valve 22, the 3-4 shift valve 23, and the B-2 are provided in the circuit portions related to the hydraulic pressure adjustment and supply / discharge of the hydraulic servo 28 and the hydraulic servo 29. A release valve 24, a relay valve 26 and a B-2 accumulator 27 are provided, and these are an on / off solenoid valve (not shown) for switching each shift valve, a lock-up linear solenoid valve, a B-2 accumulator 27 and the same. It is controlled by a linear solenoid valve for accumulator control that controls the back pressure, a linear solenoid valve for throttle pressure output that outputs a control signal according to the engine load, and the like.

As shown in FIG. 1, a B-3 control valve 25 as a valve to which the present invention is applied is a valve body 3
The first valve that is slidably disposed in the valve hole 32a of the sleeve 31a that is separate from the valve body 31 that is fitted in the first valve hole 32, and that is indirectly inserted in the valve hole 32. An element or plunger 252, a second valve element divided into a spool 251 and a plunger 253, and a plunger 2
52 is disposed coaxially with the plunger 252 in the valve chamber 33 surrounded by the valve hole 32 and 32a.
2, a spring 259 that biases the spool 251 and the plunger 253 in one direction. And this valve 2
Reference numeral 5 denotes an urging force of the spring 259, a first signal pressure or an apply pressure (P _{B 2} ) for urging each valve element supplied to the valve chamber 33 in one direction, and each valve element in the first direction. The spool 251 is operated by applying the second signal pressure (P _SLU ) to the plunger 253, which is biased in the direction opposite to the above, to control the hydraulic pressure supply from the oil pump 20 as the hydraulic pressure source to the hydraulic servo 28.

The plunger 252 has a guide portion 252a surrounding the outer circumference of the spring 259, extending in the axial direction, and in sliding contact with the valve hole 32a, and a projection 252b formed on the inner circumference of the spring 259. The B-3 control valve 25 has a port 34 that supplies an apply pressure (P _{B 2} ) to the valve chamber 33, and the protrusion 252b has a guide 252a.
The axial length of the valve hole 32 exceeds the value of .alpha. The end faces of the guide portion 252a and the projecting portion side 252b is formed in the plunger 252, the oil pressure (P _{B 2)} is applied during the supply of apply pressure to the second hydraulic servo 29 (P _{B 2)} Pressure receiving surface A _R.

In this embodiment, the second valve element is divided into a spool 251 and a plunger 253,
The spool 251 has a pair of lands 25 having the same diameter at both ends thereof.
A shaft portion 251c having 1a and 251b and extending from one land 251a is in contact with the plunger 252. The end surface of the land 251 a serves as a pressure receiving surface A _F to which the feedback pressure from the second hydraulic servo 28 is applied from the other direction via the port 37, and the D range pressure supplied from the input port 35. (P _D ) output port 3
6, and the land 251b is connected to the output port 3
6 to the drain port 38. The plunger 253 is configured to have a differential pressure receiving surface by a pair of lands having different diameters formed at both ends thereof, and the end surface of the large diameter land has a second signal pressure (P) applied via the port 39. _SLU ) as the pressure receiving surface A _{S 1,} and the diameter difference surfaces of the large and small lands as the opposing pressure receiving surface A _{S 2 of} the second signal pressure (P _SLU ) applied from the port 39 ′. The spool 251 and the plunger 253 can come into contact with each other against the urging force of the spring 258 that urges them in the directions in which they are separated from each other.

Returning to FIG. 2, the connection relationship between each valve and the oil passage will be described in further detail. The D range pressure oil passage a connected to the manual valve (not shown) branches via the 1-2 shift valve 21, Oil passage b of the oil passage c via the 2-3 shift valve 22.
Is connected to the relay valve 26, and is connected to an oil passage d reaching the hydraulic servo 28 of the brake B3 via the valve 26. The other branched oil passage e is connected to the input port 35 of the B-3 control valve 25 via the 3-4 shift valve 23, the oil passage f, the B-2 release valve 24, and the oil passage g, and the oil is fed from the valve 25. It is connected to the relay valve 26 via the path h.

The other D range pressure oil passage i connected to the manual valve branches via the 2-3 shift valve 22, and one oil passage j passes through the orifice and the hydraulic servo 29 of the brake B2.
Is connected to the oil passage k. This oil passage k is B-2
It is connected to the oil passage m via the release valve 24 and the check valve, and is also connected to the accumulator 27 via the orifice. The other branched oil passage n passes through the 3-4 shift valve 23 and the hydraulic servo C of the clutch C2 (see FIG. 3).
-2.

The 3-4 shift valve 23 is provided for both the oil passages e and n.
In addition to communication and disconnection of the third speed signal pressure (P _{SL 3} ) B-
In order to apply the 2 release valve 24 to the spool end, it is connected to the B-2 release valve 24 via the third speed signal pressure oil passage p.

The B-2 release valve 24 is provided to form a bypass circuit for speeding up the drainage of the hydraulic pressure of the accumulator 27 at the end of the release of the brake B2, has a spool 241 loaded with spring, and has the above-mentioned 3- Spool 2 the third speed signal pressure (P _{SL 3} ) via the 4 shift valve 23
41 is applied to the end 41 to connect and disconnect the bypass oil passage m to the oil passage k reaching the hydraulic servo 29 of the brake B2, and the input port 35 of the B-3 control valve 25 of the D range pressure oil passages f and q. To the differential pressure receiving surface A _{S 2} (see FIG. 1) of the plunger 253 of the B-3 control valve 25 via the oil passage r of the second signal pressure (P _SLU ). The drain connection of the oil passage r is switched.
Therefore, the input port 3 of the B-3 control valve 25
It is possible to supply the D range pressure (P _D ) from the two oil passages f and q in parallel to the No. 5 via the B-2 release valve 24.

The B-3 control valve 25 opens and closes the input port 35 on one side of the two lands provided on the spool 251 by the feedback pressure applied to the end of the spool 251 via the feedback pressure input port 37, and the drain on the other side. Output port 36 by opening and closing port 38
And a plunger 252 arranged coaxially with the spool 251.
Is a hydraulic servo 29 of the brake B2 of the oil passage s which is connected to the oil passage k of the brake B2 via the 2-3 shift valve 22 on the end surface.
Apply pressure (P _{B 2} ) to the spool 25
It is configured to press 1. In the present embodiment, the B-3 control valve 25 is separate from the spool 251. However, the plunger 253 and the plunger 252, which actually operate integrally with the spool 251, by compressing the spring 258 during pressure adjustment operation. Is provided on the opposite side to the second signal pressure (P _{S LU)} via the oil passage r via the B-2 release valve 24 at one end surface of the plunger 253 at all times, and at the other end surface thereof. ) Can be applied and released.

The relay valve 26 is a spring-loaded spool type switching valve, and the brake B2 pressure of the oil passage k is applied to the spring loaded spool end and the line pressure (P _L ) is applied to the other spool end. Are applied in opposition to switch the communication of the brake B3 oil passage d with the oil passage h and the oil passage c.

In the circuit thus constructed, in the steady state of the second speed, the third speed signal pressure (P _{S L3} ) is applied via the 3-4 shift valve 23, and the B-2 release valve 24 is shown. Signal pressure (P _SLU ) on the differential pressure receiving surface A _S2 side of the plunger 253 of the B-3 control valve 25 at the right half position
Is released, the B-3 control valve 25 is brought into a large gain state in which the counter pressure is not applied, and the 3-4 shift valve 2
3 and B-2 pathway e via release valve 24, f, D range pressure from g (P _D) is an oil passage h through the B-3 control valve 25. is supplied to the hydraulic servo 28 via d,
The brake B3 pressure has risen to the line pressure (P _L ). Therefore, in the second speed (2nd) steady state, the spool 251 is locked at the lowermost position in the figure, while the spool 241 of the B-2 release valve 24 has the third speed signal pressure (P _{SL 3} ). It is in the lower position in the figure when applied. When the spool 251 is displaced to the lowermost position, the protrusion 252b of the plunger 252, which is pushed down against the biasing force of the spring 259, comes into contact with the end surface of the valve hole 32, but the guide portion 252a restricts the port 34. Alternatively, since the valve chamber 33 is not displaced to the closed position, the valve chamber 33 is not shut off from the port 34.

On the other hand, when the input torque is large due to the high throttle opening state or the like, and the supply pressure to the B-3 control valve 25, that is, the line pressure (P _L ) exceeds a predetermined value and becomes high, In order to suppress the brake B3 pressure to a predetermined value, the B-3 control valve 25 is also applied with the signal pressure (P _SLU ) also on the differential pressure receiving surface A _{S 2} side to be in a pressure regulating state. In such a case, the plunger 252, which is in a state where the first signal pressure (P _{B 2} ) is not applied, moves the spring 259.
The contact state with the spool 251 is maintained by the urging force of.

In such a state, when the 2 → 3 shift determination (shown by ∇ in the figure) is made as shown in FIG. 5, the 2-3 shift valve 22 is switched to the third speed side, and the 2-3 shift valve is opened. The D range pressure (P _D ) is started to be supplied to the hydraulic servo 29 via 22 as the apply pressure of the brake B2. At this time, B-
The apply pressure (P _{B 2} ) of the brake B2 is applied from the port 34 of the control valve 25 to the valve chamber 33, but the supply is not obstructed by the guide portion 252a as described above. Thus B-3 control valve 2
The release pressure (P _{B 3} ) of the brake B3 is drained by the communication of the output port 36 of the No. 5 to the drain port 38, and the torque transmission of the second speed is maintained according to the increase of the apply pressure (P _{B 2} ) of the brake B2. The pressure is adjusted to the minimum necessary pressure (section a). When the first filling of the hydraulic servo 29 of the brake B2 is completed and the inertia phase follows, the feedback control (section b) by the back pressure control of the B-2 accumulator 27 transmits the torque from the second speed to the third speed. Occurs, and the output rotation speed gradually decreases. Eventually, the inertia phase ends, and when the number of revolutions starts to increase again due to the synchronization of the third speed, it is determined that the shift is completed, and when the accumulation of pressure in the B-2 accumulator 27 is completed,
The relay valve 26 is switched, the oil passage of the brake B3 is cut off, and the gear shifting is completed.

FIG. 6 shows changes in the hydraulic pressure applied to the respective pressure receiving surfaces of the B-3 control valve 25 during the 2 → 3 shift, and the release pressure (P _{B 3} ) of the brake B3 is initially It decreases as the second signal pressure (P _SLU ) under control by the SLU current value shown in FIG. 5 decreases. In the process,
If there is play before the plunger 252 comes into contact with the spool 251, until the application of the first signal pressure, that is, the apply pressure (P _{B 2} ) that opposes the second signal pressure (P _SLU ). As shown by the dotted line, the release pressure (P _{B 3} ) falls slowly, but the disturbance of the control characteristics can be prevented by integrating the plunger 252 and the spool 251 by the urging force of the spring 259.

In summary, as described above, in the B-3 control valve 25 of the hydraulic control system 2 according to the above embodiment, the plunger 252 is biased in the direction of compressing the spring 259 by applying the second signal pressure (P _SLU ), The guide portion 252a does not hinder the communication between the port 34 and the valve chamber 33 by the abutment of the protruding portion 252b with the valve chamber 33 even when the stroke is maximized. The supply of the pressure (P _{B 2} ) to the valve chamber 33 can be speeded up, and the responsiveness of the B-3 control valve 25 is improved in combination with the small signal pressure supply space of the valve chamber 33.

Further, as described above, B-3 having excellent responsiveness
The hydraulic servo 2 of the brake B2 by the control valve 25
It is possible to control the release pressure of the hydraulic servo 28 of the brake B3 (P _{B 3)} in accordance with the applied pressure of 9 (P _{B 2),} can be controlled without delay in response to the release pressure (P _B3), The release of the brake B3 and the engagement of the brake B2 can be performed with good timing, and the shift shock associated with so-called grip change of the friction engagement element can be reduced.

The present invention has been described above in detail based on the embodiment. However, the present invention is not limited to this embodiment, and various concrete configurations may be changed within the scope of the matters described in the claims. It can be carried out. In particular, in the above embodiment, the technical idea of the present invention is applied to the plunger of the B-3 control valve as the pressure regulating valve, but the present invention is widely applied to other valves such as each shift valve as the switching valve. It is possible and also applicable to spools of such valves.

[Brief description of drawings]

FIG. 1 is a conceptual diagram showing a hydraulic control device for an automatic transmission according to an embodiment of the present invention, mainly showing a B-3 control valve.

FIG. 2 is a partial circuit diagram showing a part related to 2 → 3 shift of the hydraulic control device together with an oil passage connection state in the shift state.

FIG. 3 is a system configuration diagram showing an overall configuration of the above-described automatic transmission, with only a mechanical section being a skeleton and the other being a block.

FIG. 4 is an operation chart of the automatic transmission.

FIG. 5 is a time chart of the automatic transmission at the time of 2 → 3 shift.

FIG. 6 is a characteristic diagram of hydraulic pressure applied to a B-3 control valve at the time of 2 → 3 shift of the automatic transmission.

[Explanation of symbols]

1 Automatic Transmission 2 Hydraulic Control Device 20 Oil Pump (Hydraulic Source) 25 B-3 Control Valve (Valve) 28 First Hydraulic Servo 29 Second Hydraulic Servo 31 Valve Body 32, 32a Valve Hole 33 Valve Chamber 34 Port 251 Spool (second valve element) 252 Plunger (first valve element) 253 Plunger (second valve element) 252a Guide portion 252b Projection portion 259 Spring (biasing means) B2 Brake (first friction engagement element) B3 Brake (second friction engagement element) P _SLU signal pressure P _{B 2} Apply pressure (engagement pressure)

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Akira Fukatsu 10 Takane, Fujii-cho, Anjo City, Aichi Prefecture Aisin AW Co., Ltd. (72) Inventor Toshiyuki Akane, Takane, Fujii-cho, Aichi Prefecture Aichi Prefecture・ AW Co., Ltd. (72) Inventor Motoyuki Sakai 10 Takane, Fujii-cho, Anjo City, Aichi Prefecture Aisin AW Co., Ltd. (72) Makoto Hijikata, 10 Takane, Fujii-cho, Anjo City, Aichi Prefecture N AW Co., Ltd. (72) Inventor Nobuaki Takahashi 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Automobile Co., Ltd. (72) Inventor Tetsuro Hamajima 1 Toyota Town, Aichi Prefecture Toyota Motor Co., Ltd. (72) Inventor Yasuo Hojo 1 Toyota-cho, Toyota-shi, Aichi Toyota Motor Co., Ltd.

Claims (3)

[Claims] 1. A friction engagement element, a hydraulic servo for operating the friction engagement element, a hydraulic pressure source, and hydraulic control for supplying hydraulic pressure from the hydraulic pressure source to the hydraulic servo via a valve in a valve body. A valve element slidably disposed in a valve hole of a valve body, and a valve element coaxially disposed in a valve chamber surrounded by the valve element and the valve hole. A spring for urging the valve element in one direction, an urging force of the spring, a first signal pressure for urging the valve element supplied to the valve chamber in one direction, and the valve element. In which a hydraulic pressure supply from the hydraulic pressure source to the hydraulic servo is controlled by operating the valve element by applying a second signal pressure that urges the hydraulic pressure in a direction opposite to the first direction. Extends in the axial direction around the outer circumference of the spring, and A guide portion in contact, the hydraulic control device for an automatic transmission and having a protrusion formed on the inner peripheral side of the spring. 2. The valve has a port for supplying the first signal pressure to the valve chamber, the protrusion has an axial length exceeding the guide portion,
The hydraulic control device for an automatic transmission according to claim 1, wherein the contact between the valve hole and the valve hole prevents the guide portion from blocking the port from the valve chamber. 3. The friction engagement element includes a first friction engagement element and a second friction engagement element that is engaged when the first friction engagement element is released.
And a second hydraulic engaging element for operating the first friction engaging element by supplying and discharging hydraulic pressure, and a second hydraulic engaging element for supplying hydraulic pressure to the second friction engaging element. A second hydraulic servo operated by discharge, wherein the valve element includes a first valve element having the guide portion and a protrusion, and the valve element disposed coaxially with the first valve element. First
3. A hydraulic control of an automatic transmission according to claim 1, further comprising: a second valve element that operates in cooperation with the second valve element, wherein the first signal pressure is a supply pressure to the second hydraulic servo. apparatus.