JP2008128453A - Hydraulic control device for automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a simple-to-construct, miniaturizable and inexpensive hydraulic control device for an automatic transmission in which the hydraulic control device is switchable into a forward travel stage condition, a reverse travel shift stage condition, a neutral condition or a parking condition in accordance with electric signals with the switching operation of a driver. <P>SOLUTION: The hydraulic control device comprises: a plunger held at a neutral position by a spring; a multiple solenoid part having a casing storing a first coil for moving the plunger to a first position and a second coil for moving the plunger to a second position; a valve housing integrally fixed to the casing and having a supply pressure port connected to a supply pressure oil path, a forward travel port connected to a forward travel oil path, a reverse travel port connected to a reverse travel oil path, and an oil drain port connected to an oil drain path; and a spool fitted in the valve housing and connected to the plunger for controlling a communication relationship among the supply pressure port, the forward travel port, the reverse travel port, and the oil drain port. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a hydraulic control device for an automatic transmission that can be switched to a forward shift state, a reverse shift state, a neutral state, and a parking state in accordance with an electrical signal generated by a driver's switch operation.

In recent years, hydraulic control devices for automatic transmissions have been developed that can be switched between a forward shift state, a reverse shift state, a neutral state, and a parking state in accordance with an electrical signal generated by a driver's switch operation. Japanese Patent Application Laid-Open No. 2004-133830 switches between forward hydraulic output and output stop in a hydraulic control device for an automatic transmission for a vehicle in which a forward shift stage is established by forward hydraulic pressure and a reverse shift stage is established by reverse hydraulic pressure. There is disclosed a hydraulic control device provided with a forward solenoid valve and a reverse solenoid valve for switching between output and output stop of a reverse hydraulic pressure. In this hydraulic control device, the forward solenoid valve is switched according to ON / OFF of a forward switching signal generated by a driver's switch operation, and the reverse solenoid valve is switched according to ON / OFF of a reverse switching signal. Therefore, when the forward shift stage is commanded by the driver's switch operation, the forward solenoid valve is in the output state with the coil excited, and the reverse solenoid valve is in the output stop state with the coil de-energized, The forward gear stage can be established. When the reverse gear is commanded, the reverse solenoid valve is in the output state with the coil excited, and the forward solenoid valve is in the output stop state with the coil de-energized so that the reverse gear can be established. It becomes.
Japanese Patent Laying-Open No. 2005-24060 (paragraph [0005], FIG. 3)

   In the one described in Patent Document 1, a forward solenoid valve and a reverse solenoid valve are provided, and two hydraulic valves for amplifying the flow rates of the outputs of the forward and reverse solenoid valves are provided. The device becomes complicated and the mounting space increases.

   Also, when the solenoid drive transistor is turned on or fails, or when the harness is shorted and the solenoid drive circuit is in a failure mode, both the forward and reverse solenoid valve coils are de-energized, for example, automatic transmission The aircraft needs to be in a neutral state. In the device disclosed in Patent Document 1, for example, when the solenoid drive transistor that excites and de-energizes the coil of the forward solenoid valve fails in the ON state, the output state of the forward hydraulic pressure is continued. Even if the coil is energized or de-energized, the automatic transmission does not enter the neutral state. Therefore, in addition to the solenoid drive transistors that drive the forward and reverse solenoid valves, a transistor corresponding to the failure mode is provided between the solenoid drive transistor and the power source, and when the solenoid drive circuit enters the failure mode, It is necessary to shut off both solenoid drive transistors from the power source by the transistor corresponding to the failure mode and to stop the forward solenoid valve and the reverse solenoid valve. For this reason, an additional transistor corresponding to the failure mode must be provided, and the cost of the device increases.

   The present invention is an automatic transmission in which a hydraulic control device is switched to a forward gear state, a reverse gear state, a neutral state, and a parking state in accordance with an electric signal generated by a driver's switch operation. Is to provide a simple hydraulic control device.

In order to solve the above problems, the structural features of the invention described in claim 1 are a supply pressure oil passage connected to the pump and a forward oil for supplying a forward hydraulic pressure to establish a forward shift stage state. In a hydraulic control device for an automatic transmission having a road, a reverse oil passage for supplying reverse hydraulic pressure to establish a reverse gear position, and an oil discharge passage connected to a reservoir, the spring is held in a neutral position. The plunger is moved to the first and second positions by the urging of the first and second coils to shift the spool, and the supply pressure oil passage, the forward oil passage, the reverse oil passage, and the reservoir It is equipped with a PRND solenoid valve that switches the communication relationship.

  According to a second aspect of the present invention, there are provided a supply pressure oil passage connected to the pump, a forward oil passage for supplying a forward hydraulic pressure to establish a forward gear position, and a reverse gear stage state. In a hydraulic control device for an automatic transmission having a reverse oil passage for supplying reverse hydraulic pressure to establish the condition and a drain oil passage connected to a reservoir, a plunger held in a neutral position by a spring; A first solenoid that moves to a first position and a second coil that moves the plunger to a second position are housed in a casing, and are fixed integrally to the casing and connected to the supply pressure oil passage. A supply pressure port, a forward port connected to the forward oil passage, a reverse port connected to the reverse oil passage, a valve housing provided with an oil discharge port connected to the drain oil passage, and the valve housing And a spool that is fitted to the udine and connected to the plunger to control the communication relationship between the supply pressure port, the forward port, the reverse port, and the oil discharge port.

  According to a third aspect of the present invention, in the second aspect, the spool blocks the supply pressure port when the first and second coils are de-energized, and further includes a forward port and a forward port. When the reverse port and the oil discharge port are communicated, and the first coil is excited and the second coil is de-energized, the supply pressure port and the forward port are communicated, and the reverse port When the oil discharge port is communicated, the first coil is de-energized and the second coil is energized, the supply pressure port communicates with the reverse port, and the forward port and the exhaust port communicate with each other. It is to communicate with the oil port.

  According to a fourth aspect of the present invention, in the second aspect, the spool communicates the supply pressure port and the advance port when the first and second coils are de-energized. In addition, when the reverse port and the drain port are communicated, when the first coil is de-energized and the second coil is energized, the supply pressure port and the reverse port are communicated, When the forward port and the oil discharge port are communicated, and the first coil is excited and the second coil is not excited, the supply pressure port is blocked, and the forward port and the reverse port And communicating with the oil drain port.

  The structural feature of the invention according to claim 5 is the operation of the parking lock device according to any one of claims 2 to 4, wherein the parking lock device has a locked state and a unlocked state for mechanically locking the drive wheels of the vehicle. When the parking lock device is in a locked state, the supply pressure oil passage and the supply pressure port are blocked by the movement of the valve body, and the supply pressure port Is provided with a valve device communicating with the reservoir.

  In the invention according to claim 1 configured as described above, the first and second coils of the PRND solenoid valve are excited and de-energized so that the forward shift stage state, the reverse shift stage state, and the neutral state are electrically Therefore, the relationship with the control of other devices can be easily taken.

  In the invention according to claim 2 configured as described above, the plunger held in the neutral position by the spring and the plunger of the double solenoid part housed in the casing are fitted into the valve housing. Since the spools are connected, the hydraulic control device is simplified and can be reduced in size and the mounting space can be reduced as compared with the case where two independent solenoid valves are provided.

   When the solenoid drive circuit is in a failure mode, the automatic transmission needs to be in a neutral state, for example, by placing the spool in a neutral position when the first and second coils are not energized. In the double solenoid section, for example, when the solenoid driving transistor that excites and de-energizes the first coil fails in the on state, the first and second coils can be turned on if the solenoid driving transistor that energizes and de-energizes the second coil is turned on. The coils are excited together to balance the attractive force, and the plunger is stopped at the neutral position. Thus, when the solenoid drive circuit is in a failure mode, it is not necessary to provide a transistor for shutting off both solenoid drive transistors from the power source in order to hold the plunger in the neutral position, and the cost can be reduced. .

   In the invention according to claim 3 configured as described above, when the first and second coils are de-energized, the supply pressure port is blocked, and the forward hydraulic pressure is supplied to establish the forward shift stage state. Since the reverse oil passage that supplies the reverse hydraulic pressure to establish the forward oil passage and the reverse gear stage is communicated with the oil discharge passage connected to the reservoir, the automatic transmission can be set to the neutral state with a simple configuration. Can do. As a result, the vehicle can be pulled when the solenoid drive circuit fails. Furthermore, for example, when the solenoid drive transistor that excites and de-energizes the first coil fails, the automatic transmission can be set to the neutral state simply by turning on the solenoid drive transistor that energizes and de-energizes the second coil. can do.

   In the invention according to claim 4 configured as described above, when the first and second coils are de-energized, the supply pressure oil passage connected to the pump establishes the forward shift stage state so as to establish the forward shift stage state. Since the reverse oil passage that communicates with the forward oil passage that supplies the reverse pressure and supplies the reverse hydraulic pressure to establish the reverse gear position is communicated with the drain oil passage that is connected to the reservoir, the first and second coils are connected to each other. When de-energized, the automatic transmission can be set in the forward shift stage state with a simple configuration. As a result, when the solenoid drive circuit fails, the vehicle can be set in the forward shift stage state and maintained in a state where the vehicle can travel. Furthermore, for example, if the solenoid drive transistor that excites and de-energizes the first coil fails, the automatic transmission can be moved forward by simply turning on the solenoid drive transistor that energizes and de-energizes the second coil. Can be in a state.

   In the invention according to claim 5 configured as described above, the parking state is the same as the neutral state, and when the first and second coils are de-energized and the spool is held in the neutral position, for example, supply pressure The port is blocked, and a forward oil path for supplying forward hydraulic pressure to establish the forward shift speed state and a reverse oil path for supplying reverse hydraulic pressure to establish the reverse shift speed state are communicated with the reservoir. On the other hand, the parking lock device having a locked state and an unlocked state for mechanically locking the drive wheels of the vehicle is brought into a locked state when a parking signal is sent by a switch operation. When the parking lock device is locked by a valve device including a valve body mechanically interlocked with the operation of the parking lock device, the supply pressure oil passage and the supply pressure port are blocked by the movement of the valve body. Since the supply pressure port communicates with the reservoir, the parking lock device is locked, and the hydraulic control device is reliably prevented from entering the forward shift stage state or the reverse shift stage state, and the drive torque from the engine is driven by the drive wheels. Can be prevented from acting on a parking lock device in a locked state that mechanically locks.

  Hereinafter, an automatic transmission including a hydraulic control device for an automatic transmission according to a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a skeleton diagram showing an example of an automatic transmission 10. The automatic transmission 10 includes a torque converter 11 to which an unillustrated engine is connected to the input side, and a forward 6-speed connected to the output side of the torque converter 11. The first reverse speed planetary gear transmission 12 is constructed. The torque converter 11 includes a pump impeller 13, a turbine runner 14, a stator 15, a stator 15, a one-way clutch 17 that supports and supports the case 16 of the automatic transmission 10 in only one direction, and an inner race of the one-way clutch 17. A stator shaft 18 is provided for fixing to the stator. A lockup clutch 19 directly connects the pump impeller 13 and the turbine runner 14.

  The transmission planetary gear G, which is the main part of the planetary gear transmission 12, is a double pinion type, and is long meshed directly with the large and small diameter sun gears S2, S3 and the large diameter sun gear S2 and meshed with the small diameter sun gear S3 via the pinion P3. It comprises a pinion P2, a long pinion P2 and a carrier C2 (C3) that supports the pinion P3 and a ring gear R2 (R3) that meshes with the long pinion P2. The large-diameter sun gear S2 is connected to the case 16 by the first brake B-1, and the carrier C2 (C3) is connected to the input shaft 20 through the second clutch C-2, and the one-way clutch F-1 and the brake B are connected. -2 is connected to the case 16 in parallel. The input shaft 20 is connected to the turbine runner 14 of the torque converter 11.

  The planetary gear G1 of the planetary gear transmission 12 is a single pinion type, a ring gear R1 as an input element is connected to the input shaft 20, and a carrier C1 as an output element is connected to the small-diameter sun gear S3 via the first clutch C-1. In addition to being coupled to the large-diameter sun gear S2 via the third clutch C-3, the sun gear S1 is fixed to the case 16 to receive a reaction force.

  The clutches C1 to C3 and the brakes B1 and B2 constitute the friction engagement elements of the automatic transmission 10, and the relationship between the engagement and release of each clutch, brake, and one-way clutch and each gear stage of the automatic transmission 10 is shown in FIG. As shown in the operation table. In the operation table, ◯ indicates engagement, X indicates release, and Δ indicates engagement only during engine braking.

  That is, the first forward speed (1st) is achieved by engagement of the clutch C-1 and automatic engagement of the one-way clutch F-1. The rotation of the input shaft 20 is decelerated by the reduction planetary gear G1, the rotation of the carrier C1 is input to the small-diameter sun gear S3 of the transmission planetary gear G via the clutch C-1, and the carrier C2 whose reverse rotation is prevented by the one-way clutch F-1. (C3) receives the reaction force, and the ring gear R2 (R3) is decelerated and rotated at the maximum reduction ratio and output to the output shaft 21.

  Second speed (2nd) is achieved by engagement of clutch C-1 and brake B-1. The rotation of the input shaft 20 is decelerated by the reduction planetary gear G1, the rotation of the carrier C1 is input to the small-diameter sun gear S3 of the transmission planetary gear G via the clutch C-1, and the large diameter is prevented from rotating by the engagement of the brake B-1. The sun gear S2 receives the reaction force, and the ring gear R2 (R3) is decelerated and rotated to the second gear and output to the output shaft 21. The reduction ratio at this time is smaller than the first gear (1st).

  The third speed (3rd) is achieved by engagement of the clutch C-1 and the clutch C-3. The rotation of the input shaft 20 is decelerated by the reduction planetary gear G1, and the rotation of the carrier C1 is simultaneously input to the small-diameter sun gear S3 and the large-diameter sun gear S2 via the clutches C-1 and C-3. The ring gear R2 (R3) is rotated at the same rotational speed as the carrier C1 and output to the output shaft 21.

  The fourth speed (4th) is achieved by engagement of the clutch C-1 and the clutch C-2. The rotation of the input shaft 20 is directly input to the carrier C2 (C3) of the transmission planetary gear G by the clutch C-2, the rotation of the input shaft 20 is decelerated by the reduction planetary gear G1, and the rotation of the carrier C1 is shifted via the clutch C-1. Input to the sun gear S3 of the planetary gear G, the ring gear R2 (R3) is decelerated to an intermediate rotational speed between the input shaft 20 and the carrier C1 and output to the output shaft 21.

  The fifth speed (5th) is achieved by engagement of the clutch C-2 and the clutch C-3. The rotation of the input shaft 20 is directly input to the carrier C2 (C3) of the transmission planetary gear G by the clutch C-2, the rotation of the input shaft 20 is decelerated by the reduction planetary gear G1, and the rotation of the carrier C1 is the clutch C- of the transmission planetary gear G. 3 is input to the sun gear S2, and the ring gear R2 (R3) is rotated to the fifth speed and output to the output shaft 21.

  The sixth speed (6th) is achieved by engagement of the clutch C-2 and the brake B-1. The rotation of the input shaft 20 is directly input to the carrier C2 (C3) of the transmission planetary gear G by the clutch C-2, and the sun gear S2 whose rotation is prevented by the engagement of the brake B-1 receives a reaction force, and the ring gear R2 (R3 ) Is increased in speed to the sixth gear having a gear ratio smaller than the fifth gear and output to the output shaft 21.

  The reverse speed (R) is achieved by engagement of the clutch C-3 and the brake B-2. The rotation of the input shaft 20 is decelerated by the deceleration planetary G1, the rotation of the carrier C1 is input to the sun gear S2 of the transmission planetary gear G via the clutch C-3, and the rotation of the carrier C2 (which is blocked by the engagement of the brake B-2) ( C3) receives the reaction force, and the ring gear R2 (R3) is reversely rotated and output to the output shaft 21.

  FIG. 3 is a block diagram showing the control relationship of the automatic transmission. In the electronic control device 67 having a built-in CPU, the shift lever 34 operated by the driver has a parking position P, a reverse position R, a neutral position N, or PRND position sensor 35 for sending an electric signal indicating whether or not the drive position D is shifted, rotational speed sensors 68 and 69 for detecting rotational speeds on the input side and output side of the automatic torque converter 21, and the amount of accelerator depression A throttle opening sensor 70 to be detected and solenoid pressure control valves SLC1 to SLC3, SLB1, SLT, SLU, a PRND solenoid valve 66 and the like of a hydraulic control device 22 to be described later are connected.

  The shift lever 34 and the PRND position sensor 35 function as a switch operated by the driver. When the shift lever 34 is shifted to the N position by the driver, the shift lever 34 and the PRND position sensor 35 are shifted to the neutral signal and D position. When it is shifted, the forward signal requesting switching to the forward shift stage state, when it is shifted to the R position, the reverse signal requesting switching to the reverse shift stage state, and when shifted to the P position, the hydraulic control device 22 is parked. A parking signal requesting switching to the state is sent from the PRND position sensor 35.

  As shown in FIGS. 4 and 5, the hydraulic control device 22 for establishing each gear stage in the automatic transmission 10 includes a pump 23, a primary regulator valve 24, first and second modulator valves 25, 26, and six pieces. Solenoid pressure control valves SLC1 to SLC3, SLB1, SLT, SLU, clutches C-1 to C-3, brakes B-1 and B-2 and hydraulic servo units 28 to 33 of the lockup clutch 19, PRND solenoid valve 66 and A hydraulic circuit part 36 is included. The hydraulic circuit unit 36 is a control valve that regulates the hydraulic pressure supplied to the hydraulic servo units 28 to 33, a cut-off valve that intermittently switches the hydraulic path according to the state, and a minimum travel when a failure occurs. There are used fail-safe valves (not shown) and the like, through these valves, PRND solenoid valve 66, six solenoid pressure control valves SLC1-SLC3, SLB1, SLT, SLU, hydraulic servo units 28-33, A primary regulator valve 24 and the like are connected.

  In the first and second modulator valves 25 and 26 that are pressure regulating valves, after the valve body 58 is urged by the compression spring 59 and the line pressure controlled to a predetermined pressure by the primary regulator valve 24 is input to the input port 60. The hydraulic pressure reduced from the line pressure is output from the output port 61. Output hydraulic pressure from the output port 61 of the modulator valves 25 and 26 is input from the feedback port 62 and acts on the valve body 58 to generate a feedback force. The valve body 58 is moved to a position where the spring force of the compression spring 59 and the feedback force are balanced, and sends the modulator pressure to the output port 61. The output port 61 of the first modulator valve 25 is connected to the input ports of the solenoid pressure control valves SLC1, SLC3, SLT, and the output port 61 of the second modulator valve 26 is connected to the input ports of the solenoid pressure control valves SLC2, SLB1, SLU. Has been.

  It is a part of the hydraulic circuit unit 36, and the output hydraulic pressures of the solenoid pressure control valves SLC1 to SLC3, SLB1 are regulated by the control valve 40 to control the clutches C-1 to C-3 and the hydraulic servo unit 28 to the brake B-1. Since the portion supplied to 31 is substantially the same, the portion for adjusting the control hydraulic pressure of the solenoid pressure control valve SLC1 by the control valve 40 and supplying it to the hydraulic servo section 28 of the clutch C-1 will be described with reference to FIG. The PRND solenoid valve 66 is a neutral signal, forward signal, reverse signal sent from the PRND position sensor 35 when the driver operates the shift lever 34 to shift to the N position, D position, R position, and P position. Based on the parking signal, the forward port 91 and the reverse port 92 are communicated with the supply pressure port 88 and the oil discharge port 89. The line pressure from the primary regulator valve 24 is supplied to the supply pressure port 88. The forward port 91 communicated with the supply pressure port 88 when the shift lever 34 is shifted to the D position includes an input port 41 of the control valve 40 of the solenoid pressure control valve SLC1 and a line pressure port 43 of the C1 apply relay valve 42. Each can be connected. The port 44 of the C1 apply relay valve 42 is supplied with a hydraulic pressure (modulator pressure) controlled to a constant pressure by reducing the line pressure by the first modulator valve 25.

  The solenoid pressure control valve SLC1 flows from the input port 48 by operating the linear solenoid 45 in response to the control current supplied from the control device 67 and moving the valve body 46 to a position balanced with the spring force of the compression spring 47. The modulator pressure controlled to a constant pressure is adjusted, and a control hydraulic pressure that increases as the control current from the control device 67 decreases is output from the output port 49. The output port 49 of the solenoid pressure control valve SLC1 is connected to the control port 50 of the control valve 40 and also to the switching port 51 of the C1 apply relay valve 42. The valve body 52 of the control valve 40 is in a position where the axial force due to the control hydraulic pressure from the solenoid pressure control valve SLC1 input from the control port 50 balances the spring force of the compression spring 53 acting on the valve body 52 and the axial force due to feedback hydraulic pressure. As a result, the line pressure supplied to the input port 41 is controlled to output hydraulic pressure that increases as the control current decreases, and is output from the output port 54 to the input port 55 of the C1 apply relay valve 42.

  In the C1 apply relay valve 42, the sum of the axial force based on the control hydraulic pressure supplied to the switching port 51 and the spring force of the compression spring 39 is based on the axial force based on the constant pressure supplied from the first modulator valve 25 to the port 44. When it becomes larger, the valve body 56 is shifted from the right half position in the figure to the left half position in the figure. When the valve body 56 is in the right half position in the figure, the C1 apply relay valve 42 connects the input port 55 to the output port 57 and supplies the output hydraulic pressure from the control valve 40 to the hydraulic servo section 28 of the clutch C-1. When shifted to the left half position in the figure, the line pressure port 43 communicates with the output port 57, and the line pressure from the forward port D of the PRND solenoid valve 66 is supplied to the hydraulic servo section 28 of the clutch C-1. The clutch C-1 is maintained in the engaged state by the line pressure.

  In the hydraulic circuit section 36, the input of the control valve 40 for amplifying the output hydraulic pressure from the solenoid pressure control valves SLC1 and SLC2 and supplying the hydraulic pressure to the hydraulic servo sections 28 and 29 of the clutches C-1 and C-2. The port 41 can communicate with the forward oil passage 99 via a control valve (not shown). The input port 41 of the control valve 40 for amplifying the flow rate of the output hydraulic pressure from the solenoid pressure control valves SLC3 and SLB1 and supplying the hydraulic pressure to the hydraulic servo units 30 and 31 of the clutch C-3 and the brake B-1 The supply pressure oil passage 97 can be communicated with a control valve (not shown). Further, the hydraulic servo part 32 of the brake B-2 can communicate with the reverse oil passage 100 in the hydraulic circuit part 36.

  The solenoid pressure control valve SLU supplies hydraulic pressure to the hydraulic servo unit 33 to directly connect the pump impeller 13 of the torque converter 11 and the turbine runner 14 when a predetermined condition is satisfied. The solenoid pressure control valve SLT outputs a control pressure that increases as the throttle valve opening increases to the primary regulator valve 24, and increases the predetermined pressure of the primary regulator valve 24 as the throttle valve opening increases.

  As shown in FIG. 6, the PRND solenoid valve 66 mainly includes a double solenoid part 71 and a spool valve part 72 fixed to one end of the double solenoid part 71. In the double solenoid part 71, a first and second coils 73a and 73b, first and second cores 74a and 74b, a yoke 75, a plunger 76, and a compression spring 77 for holding the plunger 76 in a neutral position are housed in a casing 78. Configured. The first and second cores 74a and 74b, the yoke 75, and the plunger 76 are made of a magnetic material. The first and second cores 74a and 74b have a cylindrical portion and a flange portion protruding from each outer end portion of the cylindrical portion, and guide holes 79a and 79b are formed on the axis of the cylindrical portion. Yes. The first and second cores 74 a and 74 b are fixed to both end portions of the yoke 75 by flange portions so that the cylindrical portions are located inside the cylindrical yoke 75. An annular common yoke 80 made of a magnetic material is fixed to the central portion of the yoke 75. On the inner peripheral side of the yoke 75, first and second coils 73 a and 73 b surrounding the outer periphery of the cylindrical portion of the first and second cores 74 a and 74 b are provided on both sides of the common yoke 80.

  The central portion of the plunger 76 is fitted in the central hole of the common yoke 80 so as to be slidable in the axial direction, and both end surfaces of the plunger 76 are separated from the inner end surfaces of the cylindrical portions of the first and second cores by a predetermined distance. Facing each other. Guide shafts 81a and 81b made of a non-magnetic material are fixed to both end surfaces of the plunger 76 on the axis of the plunger 76, and the guide shafts 81a and 81b are inserted into the guide holes 79a and 79b of the first and second cores 74a and 74b. It is slidably fitted.

  A valve housing 82 of the spool valve portion 72 is fixed to a base portion provided at one end of the casing 78. The valve housing 82 is provided with a spring housing hole 83 opened on the casing 78 side and a valve hole 84 having a smaller diameter than the spring housing hole 83 coaxially with the plunger 76. A spool 85 of the spool valve portion 72 is slidably fitted into the valve hole 84, and the spool 85 is restricted from relative movement in the axial direction with respect to the guide shaft 81b fixed to the plunger 76 and can float in the radial direction. It is connected. The spool 85 and the guide shaft 81b are formed with small diameters in the spring accommodating holes 83, and spring seats 127 and 128 are loosely fitted into these small diameter parts, respectively. A compression spring 77 is interposed between the spring seats 127 and 128, and the spring seats 127 and 128 are brought into contact with the shoulders of the spool 85 and the guide shaft 81 b by the spring force of the compression spring 77. When the spring seats 127 and 128 come into contact with the shoulders of the spool 85 and the guide shaft 81b by the spring force, the spring seat 127 comes into contact with the bottom surface of the spring accommodating hole 83 and the spring seat 128 contacts the base end surface of the casing 78. Touch. Accordingly, the plunger 76 is held at the neutral position by the spring force.

  First and second annular grooves 86 and 87 are engraved at intervals in the valve hole 84 of the valve housing 82, and the valve housing 82 is opened between the first and second annular grooves 86 and 87. Pressure port 88, oil discharge ports 89 and 89 that open to the outside of the first and second annular grooves 86 and 87, forward port 91 and reverse port 92 that open to the first and second annular grooves 86 and 87 are formed. ing.

  The spool 85 is provided with first to fourth lands 93 to 96 at intervals, and when the spool is held in the neutral position, the supply pressure port 88 is blocked between the second and third lands 94 and 95. The forward port 91 and the oil discharge port 89 are communicated between the first and second lands 93 and 94 via the first annular groove 86, and the reverse port 92 and the oil discharge port 89 are connected to the third and fourth lands 95. , 96 communicate with each other via a second annular groove 87. When the first coil 73a is energized and the second coil 73b is de-energized so that the plunger 76 and the spool 85 are positioned at the first position, the forward port 91 is connected to the second and third lands 94 and 95. The communication with the supply pressure port 88 is established via the first annular groove 86 and the communication with the oil discharge port 89 is blocked by the second land 94. The reverse port 92 communicates with the oil discharge port 89 through the second annular groove 87 between the third and fourth lands 95 and 96. When the first coil 73a is de-energized and the second coil 73b is energized to move the plunger 76 and the spool 85 to the second position, the reverse port 92 is connected to the second and third lands 94 and 95. In communication with the supply pressure port 88 via the second annular groove 87, the communication with the oil discharge port 89 is blocked by the third land 95. The advance port 91 communicates with the oil discharge port 89 through the first annular groove 86 between the first and second lands 93 and 94.

  The supply pressure port 88 is connected to the supply oil passage 97 connected to the pump 23 via the primary regulator valve 24, the oil discharge port 89 is connected to the oil discharge passage 98 connected to the reservoir, and the forward port 91 is connected to the forward shift stage. The reverse port 92 is connected to the forward oil passage 99 that supplies the forward hydraulic pressure to establish the state, and the reverse port 92 is connected to the reverse oil passage 100 that supplies the reverse hydraulic pressure to establish the reverse gear position.

  As shown in FIG. 7, the parking lock device 101 mainly includes a parking gear 102 that is rotationally connected to the drive wheels, a parking pole 103 that engages with the parking gear 102 and mechanically locks the drive wheels, and a parking pole. An engagement / disengagement device 104 that engages / disengages 103 with the parking gear 102.

  The parking pole 103 is swingably supported by the case 16 of the automatic transmission 10 and is urged in a direction to be detached from the parking gear 102 by a spring force of a torsion spring (not shown). Reference numeral 105 denotes a cam for engaging the parking pole 103 with the parking gear 102 against the spring force of the torsion spring. The cam 105 is slidably fitted to the parking rod 106, and the front end of the parking rod 106 is driven by the spring force of the compression spring 107. It abuts on a step formed in the part. The parking rod 106 is mounted on the case 6 so as to be movable in the axial direction by the guide portion 108. Reference numeral 109 denotes a parking cylinder attached to the case 16, and a piston 110 is integrally fixed to the parking rod 106. The parking rod 106 is urged forward by the spring force of the compression spring 111 interposed between the piston 110 and the rear chamber bottom surface of the cylinder 109, and moves backward together with the piston 110 when pressure oil is supplied to the front chamber of the cylinder 109. Is done.

  When the shift lever 34 is shifted to the parking position and a parking signal is sent from the PRND position sensor 35, the front chamber of the cylinder 109 is communicated with the reservoir, the parking rod 106 is moved forward by the spring force of the compression spring 111, The cam 105 presses the parking pole 103 and engages with the parking gear 102. At this time, if the parking pole 103 cannot rotate due to contact with the teeth of the parking gear 102, the cam 105 is prevented from moving forward by the parking pole 103, but the parking rod 106 compresses the compression spring 107. It is advanced by the spring force of the compression spring 111. When the parking gear 102 is slightly rotated by the rotation of the driving wheel and the parking pawl 103 can be engaged with the parking gear 102, the cam 103 is advanced by the spring force of the compression spring 107 to press the parking pawl 103. The parking gear 102 is engaged.

  When the shift lever 34 is shifted to the N position and a neutral signal is sent from the PRND position sensor 35 in the hydraulic control device for the automatic transmission configured as described above, the control device 67 causes the first and second coils 73a to be transmitted. 73b are de-energized. As a result, the plunger 76 and the spool 85 are held in the neutral position by the spring force of the compression spring 77, and the second and third lands 94 and 95 are connected to the forward pressure port 91 and the supply pressure port 88 of the reverse port 92. Since the communication is cut off and the communication with the oil discharge port 89 is allowed, the supply pressure port 88 connected to the supply pressure oil passage 97 is blocked, and the forward drive port 91 and the reverse drive oil connected to the forward oil passage 99 are blocked. A reverse port 92 connected to the path 100 is communicated with an oil drain path 98 connected to the reservoir.

  Therefore, when the forward oil passage 99 and the reverse oil passage 100 are connected to the reservoir in the neutral state, the input of the control valve 40 for supplying hydraulic pressure to the hydraulic servo sections 28 and 29 of the clutches C-1 and C-2. Since the forward oil passage 99 that can communicate with the port 41 in the hydraulic circuit portion 36 and the reverse oil passage 100 that can communicate with the hydraulic servo portion 32 of the brake B-2 in the hydraulic circuit portion 36 are communicated with the reservoir, the hydraulic servo The hydraulic pressure is not supplied to the portions 28, 29, and 32, and the clutches C-1 and C-2 and the brake B-2 are not connected.

  When the shift lever 34 is shifted to the D position and a forward signal is sent from the PRND position sensor 35, the control device 67 excites the first coil 73a and de-excites the second coil 73b. As a result, the plunger 76, and thus the spool 85, is moved to the first position against the spring force of the compression spring 77, and the second land 94 allows the communication with the supply pressure port 88 of the advance port 91 and discharges. The communication with the oil port 89 is cut off, and the third land 95 cuts off the communication with the supply pressure port 88 of the reverse drive port 92 and allows the communication with the drain oil port 89. The reverse oil passage 100 communicates with the reservoir, and the reverse oil passage 100 communicates with the reservoir.

  As a result, when the clutches C-1 and C-2 are turned on in the forward shift state, the forward oil from the forward port 91 to the input port 41 of the control valve 40 is operated according to the operation of the solenoid pressure control valves SLC1 and SLC2. The hydraulic pressure is supplied via the path 99, and the output hydraulic pressure from the output port 54 of the control valve 40 is supplied to the hydraulic servo sections 28 and 29 of the clutches C-1 and C-2 via the C1 or C2 apply relay valve 42. Thus, the clutches C-1 and C-2 are engaged. When the clutch C-3 and the brake B-1 are turned on, the hydraulic pressure is supplied from the supply pressure oil passage 97 connected to the pump 23 to the input port 41 of the control valve 40 according to the operation of the solenoid pressure control valves SLC3 and SLB1. The output hydraulic pressure from the output port 54 of the control valve 40 is supplied to the clutch C-3 and the hydraulic servo units 30 and 31 of the brake B-1 via the C3 or B1 apply relay valve 42, and the clutch C-3, Brake B-1 is engaged. The reverse oil passage 100 that can communicate with the hydraulic servo section 32 of the brake B-2 in the hydraulic circuit section 36 is communicated with the reservoir via the oil drain port 89, so that hydraulic pressure is supplied to the hydraulic servo section 32. No brake B-2 is connected.

  When the shift lever 34 is shifted to the R position and a reverse signal is sent from the PRND position sensor 35, the control device 67 de-energizes the first coil 73a and excites the second coil 73b. As a result, the plunger 76, and thus the spool 85, is moved to the second position against the spring force of the compression spring 77, and the third land 95 allows communication with the supply pressure port 88 of the reverse drive port 92 and discharges. The communication with the oil port 89 is cut off, and the second land 94 cuts off the communication with the supply pressure port 88 of the forward movement port 91 and allows the communication with the oil discharge port 89. The forward oil passage 99 communicates with the reservoir.

  As a result, in the reverse gear position, the hydraulic pressure is supplied from the reverse port 92 to the hydraulic servo section 32 of the brake B-2 via the reverse oil passage 100, and the brake B-2 is engaged. Then, the hydraulic pressure is supplied to the input port 41 of the control valve 40 via the supply pressure oil passage 97 according to the operation of the solenoid pressure control valve SLC3, and the output hydraulic pressure from the output port 54 of the control valve 40 is changed to the C3 apply relay valve 42. Is supplied to the hydraulic servo section 30 of the clutch C-3, and the clutch C-3 is engaged. Since the forward oil passage 99 is connected to the reservoir, no hydraulic pressure is supplied to the hydraulic servo units 28 and 29, and the clutches C-1 and C-2 are not connected.

  When the shift lever 34 is shifted to the P position and a parking signal is sent from the PRND position sensor 35, the control device 67 de-energizes the first and second coils 73a and 73b. As a result, as in the neutral state, the supply pressure port 88 connected to the supply pressure oil passage 97 is blocked, and the forward port 91 connected to the forward oil passage 99 and the reverse port connected to the reverse oil passage 100. 92 communicates with oil drain passages 89 and 89 connected to the reservoir. At the same time, the front chamber of the cylinder 109 of the parking lock device 101 is communicated with the reservoir, the parking rod 106 is moved forward by the spring force of the compression spring 111, and the cam 105 presses the parking pawl 103 and the parking gear 102. The parking lock device 101 is locked by engaging.

  In the first embodiment, in the neutral state and the parking state, the first and second coils 73a and 73b are de-energized, and the plunger 76 and the spool 85 are held in the neutral position by the spring force of the compression spring 77. The supply pressure port 88 connected to the supply pressure oil passage 97 is blocked, and the forward port 91 connected to the forward oil passage 99 and the reverse port 92 connected to the reverse oil passage 100 are connected to the reservoir. Although the oil passage 89 is communicated, as in the second embodiment, the first and second coils 73a and 73b are de-energized and the spool 85 is held in the neutral position in the forward shift speed state. Then, the supply pressure port 88 and the forward port 91 may be communicated with each other, and the reverse port 92 and the oil discharge port 89 may be communicated with each other.

  As shown in FIG. 8, 117 to 121 are engraved in the valve hole 116 of the valve housing 115 at a predetermined interval. A supply pressure port 88 branches and opens in the first and fifth annular grooves 117 and 121, an advance port 91 opens in the second annular groove 118, an oil discharge port 89 opens in the third annular groove 119, and A reverse port 92 is opened in the four annular grooves 120.

  The spool 122 is provided with first to fourth lands 123 to 126. When the spool 122 is held at the neutral position, the first and second annular grooves 117 and 118 are formed between the first and second lands 123 and 124. The second and third annular grooves 119 and 120 communicate with each other between the second and third lands 124 and 125, and the fifth annular groove 121 is blocked between the third and fourth lands 125 and 126. It has become.

  Thus, when the first and second coils 73a and 73b are de-energized and the spool 122 is held in the neutral position, the supply pressure port 88 and the forward port 91 are communicated with each other, and the reverse port 92 and the oil discharge port 89 are connected. Is communicated. When the first coil 73a is energized and the second coil 73b is de-energized and the plunger 76, and thus the spool 122 is positioned at the first position, the second to fourth annular grooves 118 to 120 are second, The third land 124 and 125 communicate with each other, the forward port 91 and the reverse port 92 communicate with the oil discharge port 89, and the first and fifth annular grooves 117 and 121 include the first and second lands 123 and 124. Meanwhile, the third and fourth lands 125 and 126 are blocked. When the first coil 73a is de-energized and the second coil 73b is excited and the plunger 76, and thus the spool 122 is positioned at the second position, the second and third annular grooves 118 and 119 are first and The second land 123 and 124 communicate with each other, the fourth and fifth annular grooves 120 and 121 communicate with each other between the second and third lands 124 and 125, and the first annular groove 117 is blocked with the first land 123. The supply pressure port 88 and the reverse port 92 are communicated with each other, and the forward port 91 and the oil discharge port 89 are communicated with each other. As a result, when the solenoid drive circuit fails, the first and second coils 73a and 73b are de-energized so that the vehicle is in the forward shift stage state, and the vehicle can be maintained in a travelable state.

  In the first embodiment, when the shift lever 34 is shifted to the P position and a parking signal is sent from the PRND position sensor 35, the hydraulic control device 22 of the automatic transmission 10 is set to the parking state and the parking lock is set. The device 101 is locked. Since the movement of the shift lever 34 for bringing the hydraulic control device 22 into the parking state and the movement for engaging the parking pole 103 of the parking lock device 101 with the parking gear 102 are not mechanically interlocked, the parking signal When the hydraulic pressure is supplied to the forward oil passage 99 by a failure of the hydraulic control device 22 and one of the forward speed stages is established, for example, the engine drive torque mechanically drives the drive wheels. There arises a problem that it acts on the parking pole 103 and the parking gear 102 engaged for locking. Such inconveniences are caused by, for example, a shift lever movement for setting a hydraulic control device of an automatic transmission to a parking state, such as a parking device for an automatic transmission described in JP-A-4-63750, and parking. A similar problem may occur in an automatic transmission having a parking device that is not mechanically linked to the movement of the lock mechanism that locks the lock device.

  In order to eliminate such inconvenience, in the third embodiment shown in FIG. 9, it is mechanically interlocked with the operation of the parking lock device 101 having the locked state and the unlocked state in which the driving wheels of the vehicle are mechanically locked. A valve device 131 having a valve body 130 is provided. When the parking lock device 101 is in a locked state, the valve device 131 is moved by the valve body 130 to move the supply pressure oil passage 97 and the supply pressure port 88 of the PRND solenoid valve 66. The supply pressure port 88 is communicated with the reservoir.

  The valve device 131 is slidably fitted in a valve hole 133 formed in the valve housing 132 with a valve body 130, and can float in the radial direction by restricting relative movement in the axial direction at the rear end of the parking rod 106. It is connected to. The valve hole 133 is connected to the first port 134 connected to the supply pressure port 88 of the PRND solenoid valve 66, the second port 135 connected to the supply pressure oil passage 97 connected to the pump 23, and the reservoir. The third port 136 is open. When the valve body 130 is moved to the NotP position in conjunction with the backward movement of the parking rod 106 for bringing the parking lock device 101 into the unlocked state, the first port 134 and the second port 135 are communicated with each other. When the third port 136 is shut off and moved to the P position in conjunction with the forward movement of the parking rod 106 for bringing the parking lock device 101 into the locked state, the first port 134 and the third port 136 are communicated with each other. First and second lands 137 and 138 for blocking the second port 135 are formed. As a result, when the parking rod 106 moves forward and the parking lock device 101 is in the locked state, the valve body 130 moves to the P position and between the supply pressure oil passage 97 and the supply pressure port 88 of the PRND solenoid valve 66. And the supply pressure port 88 communicates with the reservoir. The third embodiment is the same as the first embodiment except that the valve device 131 is provided.

  When the shift lever 34 is shifted to the P position and a parking signal is sent from the PRND position sensor 35, the control device 67 de-energizes the first and second coils 73a and 73b. As a result, as in the neutral state, the supply pressure port 88 connected to the supply pressure oil passage 97 via the valve device 131 is blocked, and the forward advance port 92 and the reverse oil passage 100 connected to the forward oil passage 99 are blocked. The reverse port 92 connected to is connected to the oil drainage path 98 connected to the reservoir. Based on the parking signal, the cylinder 109 front chamber of the parking lock device 101 is communicated with the reservoir, the parking rod 106 is moved forward by the spring force of the compression spring 111, and the cam 105 presses the parking pole 103 to The parking lock device 101 is locked by engaging. In conjunction with the movement of the parking rod 106 to the locked position, the valve body 130 of the valve device 131 is moved to the P position, the first port 134 is communicated with the third port 136, and the second port 135 is blocked. . As a result, even if the PRND solenoid valve 66 and the hydraulic control device 22 fail in the parking state, even if any of the forward gears or the reverse gear is established, the solenoid pressure control valve SLC1, Since no hydraulic pressure is supplied to the hydraulic servo units 28, 29, and 32 of the SLC2 or the brake B-2, one of the forward gears or the reverse gear is not established, and the engine is driven. Torque can be prevented from acting on the parking pole 103 and the parking gear 102 engaged to mechanically lock the drive wheels.

  In the fourth embodiment shown in FIG. 10, in the hydraulic control device 22 for the automatic transmission for a vehicle in which the forward shift speed is established by the forward hydraulic pressure and the reverse shift speed is established by the reverse hydraulic pressure, the forward hydraulic pressure is set. The forward solenoid valve 140 for switching output and output stop, the reverse solenoid valve 141 for switching output and output stop of the reverse hydraulic pressure, and the outputs of the forward and reverse solenoid valves 140 and 141 for respectively amplifying the flow rate Forward and backward hydraulic valves 142 and 143 are provided.

  When the shift lever 34 is shifted to the N position and a neutral signal is sent from the PRND position sensor 35, the control device 67 de-energizes the coils 144, 145 of the forward and reverse solenoid valves 140, 141. The advance hydraulic valve 142 blocks the supply pressure port 146 to which the supply pressure oil passage 97 connected to the pump 23 is connected, and the advance port 148 to which the advance oil passage 99 for supplying the advance oil pressure is connected to the reservoir. The oil drain passage 150 connected to the pipe communicates with the oil drain port 150 connected thereto. The reverse hydraulic valve 143 blocks the supply pressure port 147 and communicates the reverse port 149 connected to the reverse oil passage 100 for supplying the reverse hydraulic pressure to establish the reverse gear position with the oil discharge port 151. . As a result, the hydraulic control device 22 enters a neutral state.

  When the shift lever 34 is shifted to the D position and a forward shift speed signal is sent from the PRND position sensor 35, the control device 67 excites the coil 144 of the forward solenoid valve 140 and the coil 145 of the reverse solenoid valve 141. Is de-energized. Thus, the forward hydraulic valve 142 communicates the supply pressure port 146 with the forward port 148 and blocks the oil discharge port 150. The reverse hydraulic valve 141 blocks the supply pressure port 147 and communicates the reverse port 149 with the oil discharge port 151.

  When the shift lever 34 is shifted to the R position and a reverse shift speed signal is sent from the PRND position sensor 35, the control device 67 de-energizes the coil 144 of the forward solenoid valve 140, and the coil of the reverse solenoid valve 141. 145 is excited. Thus, the forward hydraulic valve 142 blocks the supply pressure port 146 and communicates the forward port 148 with the oil discharge port 150. The reverse hydraulic valve 143 communicates the supply pressure port 147 with the reverse port 149 and blocks the oil discharge port 151.

  When the shift lever 34 is shifted to the P position and a parking signal is sent from the PRND position sensor 35, the control device 67 de-energizes the coils 144 and 145 of the forward and reverse solenoid valves 140 and 141 to control the hydraulic pressure. The device 22 is in the same state as the neutral state. In conjunction with the forward movement of the parking rod 106 for locking the parking lock device 101, the valve element 130 moves to the P position to supply the supply pressure oil passage 97 and the forward and reverse hydraulic valves 142 and 143. The connection between the pressure ports 146 and 147 and the supply pressure ports 146 and 147 communicating with the reservoir are the same as in the third embodiment.

  In the fifth embodiment shown in FIG. 11, the spool 153 of the manual valve 152 is moved in conjunction with the movement of the shift lever 34, and the shift lever 34 is shifted to the P position, the D position, the R position, and the P position. Then, the spool 153 is moved to the neutral position, the forward shift position, the reverse shift position, and the parking position, and as in the first embodiment, the supply pressure oil passage 97, the forward oil passage 99, the reverse oil passage 100, the exhaust oil passage, The communication relationship of the oil passage 98 is controlled. Also in this case, when the shift lever 34 is shifted to the parking position and a parking signal is sent from the PRND position sensor 35, the parking rod 106 is moved to the lock position. In conjunction with the movement of the parking rod 106, the valve element 130 of the valve device 131 moves to the P position, and the first port 134 and the third port 136 are communicated to block the second port 135, thereby supplying the supply pressure oil passage 97. And the manual valve 152 supply pressure port 88 are cut off, and the supply pressure port 88 communicates with the reservoir. In the embodiment, a valve device 131 having a valve body 130 of the parking lock device 101 is provided, and the valve device 131 is slidably fitted in a valve hole 133 formed in the valve housing 132. The rear end of the parking rod 106 is connected to the rear end of the axial direction so as to be able to float in the radial direction. However, as shown in the embodiment, the valve device 131 is driven by a solenoid provided separately. A parking lock device may be used.

The skeleton figure of the automatic transmission controlled by the hydraulic control apparatus which concerns on this Embodiment. The operation table of the clutch and the brake at each shift stage of the automatic transmission. The block diagram which shows the electronic control apparatus of the hydraulic control apparatus of an automatic transmission. The figure which shows the hydraulic control apparatus for establishing each gear stage in an automatic transmission. The figure which shows the part regarding the clutch C-1 of a hydraulic circuit part. The figure which shows a PRND solenoid valve. The figure which shows a parking lock apparatus. The figure which shows the spool valve part which concerns on 2nd Embodiment. The figure which shows a part of hydraulic control apparatus which concerns on 3rd Embodiment. The figure which shows a part of hydraulic control apparatus which concerns on 4th Embodiment. The figure which shows a part of hydraulic control apparatus which concerns on 5th Embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 21 ... Output shaft, 22 ... Hydraulic control apparatus, 23 ... Pump, 28-33 ... Hydraulic servo part, 34 ... Shift lever, 35 ... PRND position sensor, 36 ... Hydraulic circuit part, 40 ... Control valve, 42 ... C1 apply relay Valve, 66 ... PRND solenoid valve, 67 ... Electronic control device, 71 ... Double solenoid part, 72 ... Spool valve part, 73a, 73b ... First, second coil, 74a, 74b ... First, second core, 75 ... Yoke 76 ... plunger 77 ... compression spring 78 ... casing 80 ... common yoke 82 ... valve housing 84 ... valve hole 85 ... spool 86,87 ... first and second annular grooves 88 ... supply pressure Port 89, oil discharge port 91, forward port 92, reverse port 94, 95, second and third lands 97, supply pressure oil passage 98, oil discharge passage 99, advance oil passage 100, Oil passage, 101 ... parking lock device, 102 ... parking gear, 103 ... parking pole, 105 ... cam, 106 ... parking rod, 107, 111 ... compression spring, 109 ... cylinder, 115 ... valve housing, 116 ... valve hole, 117-121 ... 1st thru | or 5th annular groove,
122 ... Spool, 123 to 126 ... First to fourth lands, 130 ... Valve body, 131 ... Valve device, 132 ... Valve housing, 133 ... Valve hole, 134 ... First port, 135 ... Second port, 136 ... First 3 ports, 137, 138 ... first and second lands, 140, 141 ... forward and reverse solenoid valves, 142, 143 ... forward and reverse hydraulic valves, 144, 145 ... coils, 146, 147 ... supply pressure Ports, 148 ... forward ports, 149 ... reverse ports, 150, 151 ... oil drain ports, 152 ... manual valves, 153 ... spools.

Claims (5)

A supply pressure oil path connected to the pump, a forward oil path for supplying forward hydraulic pressure to establish a forward shift stage state, and a reverse oil path for supplying reverse hydraulic pressure to establish a reverse shift stage state In a hydraulic control device for an automatic transmission having an oil discharge path connected to a reservoir,
The plunger held in the neutral position by the spring force is moved to the first and second positions by the bias of the first and second coils to shift the spool, and the supply pressure oil path, the forward oil path, A hydraulic control device for an automatic transmission, comprising a PRND solenoid valve for switching a communication relationship between the reverse oil passage and the reservoir. A supply pressure oil path connected to the pump, a forward oil path for supplying forward hydraulic pressure to establish a forward shift stage state, and a reverse oil path for supplying reverse hydraulic pressure to establish a reverse shift stage state In a hydraulic control device for an automatic transmission having an oil discharge path connected to a reservoir,
A plunger held in a neutral position by a spring; a first coil that moves the plunger to a first position; and a second solenoid that houses a second coil that moves the plunger to a second position;
A supply pressure port fixed integrally to the casing and connected to the supply pressure oil passage, a forward port connected to the forward oil passage, a reverse port connected to the reverse oil passage, and connected to the oil discharge passage A valve housing provided with a drainage port,
And a spool that is fitted to the valve housing and connected to the plunger to control the communication relationship between the supply pressure port, the forward port, the reverse port, and the oil discharge port. Control device. 3. The spool according to claim 2, wherein when the first and second coils are de-energized, the spool blocks the supply pressure port, and communicates the forward port, the reverse port and the oil discharge port. When the coil is energized and the second coil is de-energized, the supply pressure port communicates with the forward port, the reverse port communicates with the oil drain port, and the first coil An automatic transmission characterized in that when the second coil is de-energized and the second coil is excited, the supply pressure port and the reverse port communicate with each other, and the forward port and the oil discharge port communicate with each other. Hydraulic control device. 3. The spool according to claim 2, wherein when the first and second coils are not excited, the spool communicates the supply pressure port and the forward port, and communicates the reverse port and the oil discharge port. When the first coil is de-energized and the second coil is excited, the supply pressure port communicates with the reverse port, and the forward port and the oil discharge port communicate with each other, When the first coil is energized and the second coil is de-energized, the supply pressure port is blocked, and the forward port and the reverse port are connected to the oil discharge port. Hydraulic control device for automatic transmission. 5. The valve body according to claim 2, further comprising a valve body mechanically interlocked with an operation of a parking lock device having a locked state and an unlocked state for mechanically locking a drive wheel of the vehicle. When the locking device is in a locked state, a valve device is provided that shuts off the supply pressure oil passage and the supply pressure port by movement of the valve body and communicates the supply pressure port with a reservoir. Hydraulic control device for automatic transmission.

Images