JP6767911B2 - Shift control device - Google Patents

Description

The present invention relates to a shift control device used in a vehicle.

The vehicle is provided with a transmission having a hydraulic circuit to which various actuators such as a clutch are connected. The transmission incorporates a shift control device that switches a hydraulic pressure supply path, that is, an actuator to which hydraulic pressure is supplied, in response to a range switching operation with respect to the shift lever.

For example, Patent Document 1 proposes a shift-by-wire shift control device. This shift control device is provided with a parking lock mechanism that switches between a regulated state that regulates the rotation of the axle and a release state that allows the rotation of the axle. Then, when the shift lever is in the parking range, the parking lock mechanism is held in the regulated state.

Japanese Unexamined Patent Publication No. 2008-290575

The shift control device that employs the parking lock mechanism needs to be equipped with a fail-safe function to prevent malfunctions such as switching from the released state to the regulated state while the vehicle is running. In recent years, when further improvement in vehicle safety performance is required, there is a demand for the development of a shift control device that can exhibit a fail-safe function more reliably and quickly.

An object of the present invention is to provide a shift control device in which a fail-safe function is exhibited more reliably and quickly.

In order to solve the above problems, the shift control device of the present invention has a parking lock mechanism that switches between a regulated state that regulates the rotation of the axle and a release state that allows the rotation of the axle, and a hydraulic oil supplied to the clutch. A holding member that holds the parking lock mechanism in the released state by pressure is provided.

Further, the supply oil passage connecting the hydraulic oil supply source and the clutch, and the supply position connected to the supply oil passage and the supply position or the supply source to which the supply source and the clutch are connected according to the range of the shift lever. It may be provided with a switching valve that switches to a stop position where the connection with the clutch is disconnected, and a transmission oil passage that applies the pressure of hydraulic oil supplied to the clutch to the holding member when the switching valve is in the supply position. ..

Further, the parking lock mechanism is released when the hydraulic oil is supplied, and is regulated when the hydraulic oil supply is stopped, and the switching valve stops the supply of the hydraulic oil to the parking lock mechanism at the stop position. It may be possible.

According to the present invention, the fail-safe function can be exhibited more reliably and quickly.

It is the schematic of the parking lock mechanism. It is a figure which shows the release state of the parking lock mechanism. It is a figure explaining the shift control apparatus of this embodiment. It is the schematic of the Inhibita switch of this embodiment. It is a schematic diagram of a substrate, a 1st movable member, and a 2nd movable member. It is a figure explaining an example of the connection state of an input side terminal and an output side terminal. It is a figure which shows the shift control device and the inhibitor switch in the parking control state. It is a figure which shows the shift control device and the inhibitor switch in a neutral control state. It is a figure which shows the shift control device and the inhibitor switch in the drive control state. It is a figure which shows the shift control device and the inhibitor switch in the reverse control state.

A preferred embodiment of the present invention will be described in detail below with reference to the accompanying drawings. The dimensions, materials, other specific numerical values, and the like shown in the embodiment are merely examples for facilitating the understanding of the invention, and do not limit the present invention unless otherwise specified. In the present specification and drawings, elements having substantially the same function and configuration are designated by the same reference numerals to omit duplicate description, and elements not directly related to the present invention are not shown. To do.

Vehicles equipped with an automatic transmission (AT) are provided with a shift control device that switches the hydraulic pressure supply path in response to a range switching operation on the shift lever. Here, a shift-by-wire type shift control device in which the electric valve is controlled according to the range switching operation will be described. The shift control device of the present embodiment includes a parking lock mechanism that switches between a regulated state that regulates the rotation of the axle and a release state that allows the rotation of the axle. In the following, first, the schematic configuration of the parking lock mechanism will be described, and then the shift control device will be described in detail.

FIG. 1 is a schematic view of the parking lock mechanism 1, and FIG. 2 is a diagram showing an released state of the parking lock mechanism 1. As shown in FIG. 1A, the parking lock mechanism 1 includes a parking gear 10 and a parking pole 12. The parking gear 10 is provided on the output shaft of the transmission. The parking gear 10 is spline-engaged with the output shaft, for example, and rotates integrally with the output shaft. The parking gear 10 may rotate integrally with the axle of the vehicle, and may be provided on the axle, for example.

The parking pole 12 includes a base portion 12a and an arm portion 12b extending from the base portion 12a. A claw portion 12c that meshes with the parking gear 10 is provided on the tip end side of the arm portion 12b. The base 12a of the parking pole 12 is rotatably supported, and a spring (not shown) always exerts a urging force in the clockwise direction in the drawing. As shown in FIGS. 1 (a) and 2 (a), the parking pole 12 is swung around the base portion 12a by the parking rod 14.

The parking rod 14 is provided so as to be movable in the axial direction, and as shown in FIG. 1B, a slide cam 14a is provided at the tip thereof. The slide cam 14a is formed in a conical shape whose diameter gradually increases toward the tip. As shown in FIG. 1A, the slide cam 14a is adjacent to the arm portion 12b of the parking pole 12. When the parking rod 14 is moved to the base end side, the arm portion 12b of the parking pole 12 is in contact with the tip end side of the slide cam 14a as shown by cross-hatching in FIG. 1A. In this state, the parking pole 12 is pressed counterclockwise by the slide cam 14a, the claw portion 12c meshes with the parking gear 10, and the rotation of the parking gear 10 is restricted.

On the other hand, when the parking rod 14 moves toward the tip end side, as shown in FIG. 2A, the arm portion 12b of the parking pole 12 swings clockwise due to the urging force of the spring. In this state, the claw portion 12c is separated from the parking gear 10, and the rotation of the parking gear 10 is allowed. In this way, the parking pole 12 swings due to the difference in outer diameter of the slide cam 14a, and the rotation of the parking gear 10 is regulated or permitted.

A parking plate 16 is connected to the base end side of the parking rod 14. As shown in FIG. 1B, the parking plate 16 includes a shaft portion 16a through which a shaft (not shown) is inserted. The shaft portion 16a of the parking plate 16 is rotatably supported by the shaft. The parking plate 16 is provided with a transmission portion 16b and a protrusion 16c that project radially from the shaft portion 16a. The base end side of the parking rod 14 is connected to the transmission portion 16b.

The parking lock mechanism 1 includes an operating mechanism 20. The operating mechanism 20 includes a cylinder 22 and a piston 24 slidably provided in the cylinder 22. The piston 24 is provided with a piston rod 24a. The internal space of the cylinder 22 is divided into a rod chamber 22a located on the piston rod 24a side and a hydraulic chamber 22b located on the opposite side of the piston rod 24a with the piston 24 as a boundary. The rod chamber 22a is provided with an urging member 26 made of a spring or the like. The urging member 26 constantly urges the piston 24 toward the hydraulic chamber 22b.

The tip of the piston rod 24a protrudes from the rod chamber 22a even when the piston 24 is located closest to the hydraulic chamber 22b, and is in contact with the protruding portion 16c of the parking plate 16. The parking plate 16 is provided with a coil spring (not shown), and an urging force in the counterclockwise direction always acts on the shaft portion 16a of the parking plate 16 in FIG. 1 (b). This urging force is transmitted to the piston rod 24a via the protrusion 16c. That is, the parking plate 16 exerts a force for urging the piston 24 toward the hydraulic chamber 22b via the piston rod 24a.

The parking lock mechanism 1 includes a holding mechanism 30. The holding mechanism 30 includes a holding pin 32, a cylinder 34, a holding member 36, and a spring 38. The holding pin 32 is a rod-shaped member in which the tip 32a side is bent at a substantially right angle, and the support portion 32b is rotatably supported. The holding member 36 is composed of a valve body slidably provided in the operating chamber 34a of the cylinder 34. The holding member 36 has a base end surface 36a facing the working chamber 34a, and when hydraulic oil is supplied to the working chamber 34a, the base end surface 36a is pressed and moves to the tip end 36b side. The tip 36b of the holding member 36 is in contact with the holding pin 32. When the holding member 36 moves toward the tip 36b, an urging force that rotates the holding pin 32 in the counterclockwise direction acts on the holding pin 32 in FIG. 1 (b). The spring 38 exerts an urging force that rotates the holding pin 32 in the clockwise direction in FIG. 1 (b).

The tip 32a of the holding pin 32 fits into the lock groove 24b formed in the piston rod 24a. As shown in FIG. 2B, the lock groove 24b is formed at a position of the piston rod 24a exposed to the outside of the cylinder 22 in a state where the piston 24 is most moved toward the rod chamber 22a. When the piston 24 is most moved toward the rod chamber 22a, the lock groove 24b is located on the rotation locus of the tip 32a of the holding pin 32.

For example, when the shift position is in the parking range, the parking lock mechanism 1 is in the regulated state shown in FIG. In this regulated state, as shown in FIG. 1B, the piston 24 is located closest to the hydraulic chamber 22b, and the piston rod 24a is in the most contracted state. In this state, as shown in FIG. 1A, the claw portion 12c of the parking pole 12 meshes with the parking gear 10. When the claw portion 12c is engaged with the parking gear 10, the rotation of the parking gear 10 is regulated, and thus the rotation of the axle is regulated.

On the other hand, when the shift position is, for example, in the drive range, the parking lock mechanism 1 is in the released state shown in FIG. In this released state, as shown in FIG. 2B, the piston 24 is located closest to the rod chamber 22a, and the piston rod 24a is in the most extended state. When the piston rod 24a is extended, the protruding portion 16c is pressed and the parking plate 16 rotates clockwise in the drawing. When the parking plate 16 rotates, the parking rod 14 provided on the transmission unit 16b moves. When the parking rod 14 moves, the parking pole 12 tilts as shown in FIG. 2A. In this state, the claw portion 12c of the parking pole 12 is separated from the parking gear 10. When the claw portion 12c is separated from the parking gear 10, the rotation of the parking gear 10, that is, the rotation of the axle is allowed.

As described above, the parking lock mechanism 1 switches between a regulated state that regulates the rotation of the axle and a release state that allows the rotation of the axle. In the present embodiment, the parking lock mechanism 1 is switched to the regulated state or the released state by the shift control device that switches the hydraulic pressure supply path to the clutch or the like according to the range switching operation. The shift control device will be described in detail below.

FIG. 3 is a diagram illustrating the shift control device 100 of the present embodiment. The shift control device 100 includes a hydraulic circuit 100a that connects a plurality of supply destinations to the pump 102 that is a supply source of hydraulic oil. Here, the forward clutch FWC, the reverse clutch REC, the hydraulic chamber 22b (piston 24) and the operating chamber 34a (holding member 36) of the parking lock mechanism 1 are connected to the hydraulic circuit 100a as the supply destinations of the hydraulic oil.

In the pump 102, the suction port is connected to the tank T, and the discharge port is connected to the supply oil passage 104. The supply oil passage 104 connects the pump 102, which is a supply source of hydraulic oil, to the forward clutch FWC and the reverse clutch REC. Here, the supply oil passage 104 is composed of a first supply oil passage 104a, a second supply oil passage 104b, a third supply oil passage 104c, a fourth supply oil passage 104d, and a fifth supply oil passage 104e.

The upstream side of the first supply oil passage 104a is connected to the discharge port of the pump 102. Therefore, the first supply oil passage 104a is located on the most upstream side of the supply oil passage 104. A linear valve 106 including a flow rate control valve is provided in the first supply oil passage 104a. The linear valve 106 is electrically controlled by the transmission control unit TCU. The transmission control unit TCU calculates the required flow rate of each hydraulic oil supply destination, and controls the opening degree of the linear valve 106 according to the calculation result.

In the hydraulic circuit 100a, the first switching valve 110 and the second switching valve 110 that switch the connection path between the pump 102 and the hydraulic oil supply destination (forward clutch FWC, reverse clutch REC, hydraulic chamber 22b) according to the shift position of the shift lever. A switching valve 120 is provided. The first supply oil passage 104a is branched on the downstream side of the linear valve 106, and the branch destinations are connected to the first switching valve 110 and the second switching valve 120, respectively.

The first switching valve 110 includes a spool valve 110a slidably provided in the spool hole, a pilot chamber 110b facing one end of the spool valve 110a, and a spring chamber 110c facing the other end of the spool valve 110a. Be prepared. The spring chamber 110c is provided with a spring 110d that urges the spool valve 110a toward the pilot chamber 110b. When no pilot pressure is acting on the pilot chamber 110b, the urging force of the spring 110d keeps the spool valve 110a in the initial position shown. On the other hand, when the pilot pressure acts on the pilot chamber 110b, the spool valve 110a is held at the switching position moved to the spring chamber 110c side against the urging force of the spring 110d.

Ten ports (a, b, c, d, e, f, g, h, i, j in the figure) connected to the hydraulic oil passage are shown in the spool hole of the first switching valve 110. It is formed like this. Each port is opened and closed according to the position of the land portion formed on the spool valve 110a.

The second switching valve 120 includes a spool valve 120a slidably provided in the spool hole, a pilot chamber 120b facing one end of the spool valve 120a, and a spring chamber 120c facing the other end of the spool valve 120a. Be prepared. The spring chamber 120c is provided with a spring 120d that urges the spool valve 120a toward the pilot chamber 120b. When no pilot pressure is acting on the pilot chamber 120b, the urging force of the spring 120d keeps the spool valve 120a in the initial position shown. On the other hand, when the pilot pressure acts on the pilot chamber 120b, the spool valve 120a is held at the switching position moved to the spring chamber 120c side against the urging force of the spring 120d.

In the spool hole of the second switching valve 120, 10 ports (k, m, n, p, q, r, s, t, u, v in the figure) connected to the oil passage of the hydraulic oil are shown. It is formed like this. Each port is opened and closed according to the position of the land portion formed on the spool valve 120a.

The first supply oil passage 104a is connected to the port a of the first switching valve 110 and the port k of the second switching valve 120, respectively. Therefore, the hydraulic oil discharged from the pump 102 is guided from the port a to the first switching valve 110 and from the port k to the second switching valve 120 after the flow rate is controlled by the linear valve 106. The second supply oil passage 104b connects the port b of the first switching valve 110 and the port r of the second switching valve 120. The third supply oil passage 104c connects the port f of the first switching valve 110 and the port m of the second switching valve 120. The fourth supply oil passage 104d connects the port q of the second switching valve 120 and the forward clutch FWC. The fifth supply oil passage 104e connects the port e of the first switching valve 110 and the reverse clutch REC.

The hydraulic circuit 100a is provided with a reflux passage 130 communicating with the tank T. The ports c and d of the first switching valve 110 and the ports n and p of the second switching valve 120 are connected to the reflux passage 130, respectively. Further, the hydraulic circuit 100a includes a first connecting oil passage 132 connecting the port g of the first switching valve 110 and the port v of the second switching valve 120, the port j of the first switching valve 110, and the second switching valve. The second connecting oil passage 134 connecting the port t of the 120, the port h of the first switching valve 110, and the third connecting oil passage 136 connecting the port u of the second switching valve 120 are provided.

Further, the port i of the first switching valve 110 is connected to the hydraulic chamber 22b of the parking lock mechanism 1 via the parking lock oil passage 138. Further, the port s of the second switching valve 120 is connected to the first supply oil passage 104a, that is, the pump 102 via the branch oil passage 140.

Further, the hydraulic circuit 100a is provided with a transmission oil passage 142. The transmission oil passage 142 connects the downstream side of the linear valve 106 of the first supply oil passage 104a with the operating chamber 34a of the parking lock mechanism 1. That is, a part of the hydraulic oil whose flow rate is controlled by the linear valve 106 is guided to the working chamber 34a via the transmission oil passage 142.

Further, the hydraulic circuit 100a is provided with a pilot oil passage 144. The pilot oil passage 144 is connected to the upstream side of the first supply oil passage 104a with respect to the linear valve 106. The pilot oil passage 144 is provided with a pressure reducing valve 146 that constantly reduces the pressure of hydraulic oil to a constant pressure. Of the pilot oil passage 144, the downstream side of the pressure reducing valve 146 branches in parallel to the first pilot oil passage 144a and the second pilot oil passage 144b. The first pilot oil passage 144a connects the pilot oil passage 144 and the pilot chamber 110b of the first switching valve 110. Further, the second pilot oil passage 144b connects the pilot oil passage 144 and the pilot chamber 120b of the second switching valve 120. Therefore, the hydraulic oil discharged from the pump 102 is reduced to a predetermined pressure by the pressure reducing valve 146 and then guided to the pilot chambers 110b and 120b.

A first control valve 150 is provided in the first pilot oil passage 144a, and a second control valve 160 is provided in the second pilot oil passage 144b. Both the first control valve 150 and the second control valve 160 are composed of an electromagnetic solenoid valve and are controlled by a transmission control unit TCU. The first control valve 150 is held in the closed position shown in the figure when the power is off. At this closed position, the communication between the pump 102 and the pilot chamber 110b is cut off, and the pilot chamber 110b is connected to the tank T. On the other hand, the first control valve 150 is held in the open position on the right side in the drawing when energized. In the open position, the pump 102 and the pilot chamber 110b are communicated with each other, and the pilot pressure is applied to the pilot chamber 110b.

Similarly, the second control valve 160 is held in the closed position shown in the figure when it is not energized. At this closed position, the communication between the pump 102 and the pilot chamber 120b is cut off, and the pilot chamber 120b is connected to the tank T. On the other hand, the second control valve 160 is held in the open position on the right side in the drawing when energized. In the open position, the pump 102 and the pilot chamber 120b are communicated with each other, and the pilot pressure is applied to the pilot chamber 120b.

When no pilot pressure is acting on the pilot chamber 110b, the first switching valve 110 is held at the initial position shown in the figure. Therefore, the first switching valve 110 is held in the initial position when the first control valve 150 is not energized. On the other hand, when the pilot pressure is acting on the pilot chamber 110b, the first switching valve 110 is held at the switching position moved downward in the drawing. Therefore, the first switching valve 110 is held at the switching position when the first control valve 150 is energized. Similarly, when no pilot pressure is acting on the pilot chamber 120b, the second switching valve 120 is held in the initial position shown. Therefore, the second switching valve 120 is held in the initial position when the second control valve 160 is not energized. On the other hand, when the pilot pressure is acting on the pilot chamber 120b, the second switching valve 120 is held at the switching position moved downward in the drawing. Therefore, the second switching valve 120 is held at the switching position when the second control valve 160 is energized.

As described above, the shift control device 100 includes a first control valve 150 and a second control valve 160 that are operated by energization of the first switching valve 110 and the second switching valve 120, respectively. Then, the first switching valve 110 and the second switching valve 120 are switched to the initial position or the switching position according to the operating state of the first control valve 150 and the second control valve 160.

Here, the transmission control unit TCU switches the first switching valve 110 and the second switching valve 120 to the initial position or the switching position according to the shift position of the shift lever. The shift control device 100 is provided with an inhibitor switch that detects the state (position) of the first switching valve 110 and the second switching valve 120. In the vehicle, based on the signal detected by the inhibitor switch, control at the time of shifting or reversing, failure diagnosis, control for ensuring safety, etc. are performed. The outline of the inhibitor switch of this embodiment will be described below.

FIG. 4 is a schematic view of the Inhibita Switch 200 of the present embodiment. 4 (a) shows a front view of the hibita switch 200, FIG. 4 (b) shows a top view of the hibita switch 200, and FIG. 4 (c) shows IV (c)-in FIG. 4 (a). The cross-sectional view of line IV (c) is shown. The inhibitor switch 200 includes a hollow casing 202. The casing 202 is formed by overlapping the case members 202a and 202b. Two insertion holes 202d are formed in the upper surface 202c of the casing 202. The two insertion holes 202d are formed so as to be separated from each other in the width direction of the casing 202 (the left-right direction of FIGS. 4A and 4B).

Substrates 204a and 204b are provided in the casing 202. The substrate 204a is fixed to the case member 202a, and the substrate 204b is fixed to the case member 202b. The substrates 204a and 204b are arranged so as to be separated from each other in the thickness direction of the casing 202 (the vertical direction in FIG. 4A and the horizontal direction in FIG. 4C). The substrates 204a and 204b have a curved surface 204c that is partially curved along the insertion hole 202d, as shown by a broken line in FIG. 4B.

The first movable member 210 and the second movable member 220 are housed in the casing 202. Both the first movable member 210 and the second movable member 220 are made of a columnar insulator. The first movable member 210 and the second movable member 220 are sandwiched between the curved surfaces 204c of the substrates 204a and 204b, and are in surface contact with the curved surface 204c. That is, the substrates 204a and 204b are provided so as to sandwich the first movable member 210 and the second movable member 220.

The first movable member 210 and the second movable member 220 are inserted into the insertion hole 202d, and the tips thereof are exposed to the outside of the casing 202. Two spring members 206 are provided in the casing 202. As shown in FIG. 4C, one spring member 206 is provided between the base end of the first movable member 210 and the bottom surface 202e of the casing 202, and the first movable member 210 is placed on the tip end side. I'm urging. The other spring member 206 is provided between the base end of the second movable member 220 and the bottom surface 202e of the casing 202, and urges the second movable member 220 toward the tip end side.

FIG. 5 is a schematic view of the substrates 204a and 204b, and the first movable member 210 and the second movable member 220. FIG. 5A shows the substrate 204a, FIG. 5B shows the substrate 204b, FIG. 5C shows the second movable member 220, and FIG. 5D shows the first movable member. It shows 210. As shown in FIG. 5A, the substrate 204a has an electric circuit (wiring) formed of a conductor such as copper foil on a surface impregnated with an insulating resin.

An input side terminal 230 connected to a power supply (indicated as E in the drawing) is provided on the curved surface 204c of the substrate 204a, which is located on the right side in FIG. 5A and is in contact with the first movable member 210. Has been done. Further, of the substrate 204a, the curved surface 204c located on the left side in FIG. 5A and in contact with the second movable member 220 has a parking output side terminal 240a, a drive output side terminal 240b, and a reverse output. A side terminal 240c and a neutral output side terminal 240d are provided.

The parking output side terminal 240a, the drive output side terminal 240b, the reverse output side terminal 240c, and the neutral output side terminal 240d correspond to the parking range, drive range, reverse range, and neutral range of the shift lever, respectively. Hereinafter, the parking output side terminal 240a, the drive output side terminal 240b, the reverse output side terminal 240c, and the neutral output side terminal 240d are collectively referred to as an output side terminal 240. As described above, the substrate 204a is provided with the input side terminals 230 that come into contact with the first movable member 210 and a plurality of (here, four) output side terminals 240 that come into contact with the second movable member 220.

Here, from above the substrate 204a, the parking output side terminal 240a, the drive output side terminal 240b, the reverse output side terminal 240c, and the neutral output side terminal 240d are arranged in this order. These four output-side terminals 240 are arranged apart from each other in the height direction (vertical direction in FIG. 5) of the substrate 204a. The separation distances of the two output side terminals 240 adjacent to each other in the vertical direction are the same. Further, the input side terminal 230 extends longer in the height direction than one output side terminal 240. The upper end of the input side terminal 230 has the same height position as the upper end of the drive output side terminal 240b, and the lower end of the input side terminal 230 has the same height position as the lower end of the reverse output side terminal 240c.

Further, the substrate 204a is provided with relay terminals 250 and 260. The relay terminals 250 and 260 are provided so as to straddle the two curved surfaces 204c, and are arranged apart from each other in the height direction of the substrate 204a.

The relay terminal 250 is provided with an input side connection portion 250a at one end and an output side connection portion 250b at the other end. The input side connecting portion 250a is located on the curved surface 204c in contact with the first movable member 210, and the output side connecting portion 250b is located on the curved surface 204c in contact with the second movable member 220. The position of the input side connection portion 250a is the same as that of the drive output side terminal 240b in the height direction. Further, the output side connection portion 250b extends longer in the height direction than the input side connection portion 250a. The upper end of the output side connection part 250b has the same height position as the upper end of the parking output side terminal 240a, and the lower end of the output side connection part 250b has the same height position as the lower end of the drive output side terminal 240b. equal. The input side connection portion 250a is separated from the input side terminal 230 in the width direction (left-right direction in FIG. 5) of the substrate 204a. Similarly, the output side connection portion 250b is separated from the output side terminal 240 in the width direction of the substrate 204a.

The relay terminal 260 is provided with an input side connection portion 260a at one end and an output side connection portion 260b at the other end. The input side connecting portion 260a is located on the curved surface 204c in contact with the first movable member 210, and the output side connecting portion 260b is located on the curved surface 204c in contact with the second movable member 220. The height position of the input side connection portion 260a is the same as that of the reverse output side terminal 240c. Further, the output side connection portion 260b extends longer in the height direction than the input side connection portion 260a. The upper end of the output side connection part 260b has the same height position as the upper end of the reverse output side terminal 240c, and the lower end of the output side connection part 260b has the same height position as the lower end of the neutral output side terminal 240d. equal. The input side connection portion 260a is separated from the input side terminal 230 in the width direction (left-right direction in FIG. 5) of the substrate 204a. Similarly, the output side connection portion 260b is separated from the output side terminal 240 in the width direction of the substrate 204a.

Similar to the above-mentioned board 204a, the board 204b has an input side terminal 230, a parking output side terminal 240a, a drive output side terminal 240b, a reverse output side terminal 240c, a neutral output side terminal 240d, and a relay terminal 250, 260. It has. FIG. 5B shows the substrate 204b upside down. Each of the above terminals on the substrate 204b has an arrangement in which the substrate 204a is inverted. Since the connection relationship of each terminal of the substrate 204b is the same as that of the substrate 204a, the description thereof is omitted here.

As shown in FIG. 5D, the first movable member 210 includes a first energizing portion 210a made of a conductor such as a copper foil. The first energizing portion 210a is divided into two in the circumferential direction, one of which contacts the substrate 204a and the other of which contacts the substrate 204b. As shown in FIG. 5C, the second movable member 220 includes two second energizing portions 220a and 220b made of a conductor such as a copper foil. The second energizing portions 220a and 220b are provided apart from each other in the axial direction of the second movable member 220. The second energizing portions 220a and 220b are each divided into two in the circumferential direction, one of which contacts the substrate 204a and the other of which contacts the substrate 204b.

FIG. 6 is a diagram illustrating an example of a connection state between the input side terminal 230 and the output side terminal 240. As described above, the first movable member 210 is provided so as to be movable in the axial direction. In other words, the first movable member 210 is provided so as to be movable relative to the input side terminal 230. Further, the second movable member 220 is provided so as to be movable in the axial direction like the first movable member 210. In other words, the second movable member 220 is provided so as to be relatively movable with respect to the first movable member 210 and the plurality of output side terminals 240.

The first movable member 210 and the second movable member 220 are axially movable first switching valves that switch the connection path between the pump 102 and the hydraulic oil supply destination according to the shift position of the shift lever. It is connected to either 110 or the second switching valve 120. Specifically, the tip of the first movable member 210 is connected (contacted) to the end of the first switching valve 110, and the tip of the second movable member 220 is connected to the end of the second switching valve 120. (Contact). In this way, the first movable member 210 and the second movable member 220 are connected to the first switching valve 110 and the second switching valve 120 which are different from each other, and are pressed by the first switching valve 110 or the second switching valve 120. Move in the axial direction.

The first energizing unit 210a is always connected (contacted) to the input side terminal 230 regardless of the position of the first movable member 210. Further, the first energizing unit 210a is selectively connected to any of the relay terminals 250 and 260 by the movement of the first movable member 210.

The second energizing unit 220a is always connected (contacted) to the relay terminal 250 regardless of the position of the second movable member 220. Further, the second energizing unit 220a is selectively connected (contacted) to the parking output side terminal 240a or the drive output side terminal 240b by the movement of the second movable member 220. The second energizing unit 220b is always connected (contacted) to the relay terminal 260 regardless of the position of the second movable member 220. Further, the second energizing unit 220b is selectively connected (contacted) to the reverse output side terminal 240c or the neutral output side terminal 240d by the movement of the second movable member 220.

As described above, relay terminals 250 and 260 for connecting the first energizing portion 210a and the second energizing portions 220a and 220b are provided apart from each other between the first movable member 210 and the second movable member 220. There is. The relay terminals 250 and 260 are connected to the second energizing units 220a and 220b which are different from each other. That is, the second energizing units 220a and 220b connect any one of the plurality of output side terminals 240 to the first energizing unit 210a. The drive output side terminal 240b corresponding to the drive range of the shift lever and the reverse output side terminal 240c corresponding to the reverse range of the shift lever are connected to the second energizing units 220a and 220b which are different from each other.

According to the inhibitor switch 200 having the above configuration, any one of the parking output side terminal 240a, the drive output side terminal 240b, the reverse output side terminal 240c, and the neutral output side terminal 240d is the first energizing unit 210a. It is connected to the input side terminal 230 via. Each output side terminal 240 is connected to a signal circuit (not shown), and an ON signal is output from the signal circuit connected to the input side terminal 230.

In the state shown in FIG. 6, the relay terminal 250 is connected to the input side terminal 230 by the first energizing unit 210a, and the parking output side terminal 240a is connected to the relay terminal 250 by the second energizing unit 220a. Therefore, a signal indicating that the parking output side terminal 240a is connected to the power supply and the shift control device 100 is in the parking control state (hereinafter, referred to as “parking control state”) is output to the outside. In this way, the control state of the shift control device 100 can be grasped by the inhibitor switch 200 that detects the positions of the first switching valve 110 and the second switching valve 120.

Next, the operation of the shift control device 100 having the above configuration will be described. FIG. 7 is a diagram showing a shift control device 100 and an inhibitor switch 200 in a parking control state. When the shift position of the shift lever is in the parking range, the transmission control unit TCU controls the first control valve 150 and the second control valve 160 to be unenergized and holds them in the closed position shown in the drawing. At this time, the transmission control unit TCU controls the linear valve 106 so as to shut off the supply oil passage 104.

In this parking control state, the hydraulic oil discharged from the pump 102 is guided as shown by a solid arrow and a thick line in the figure. Specifically, the linear valve 106 is closed, and the supply of hydraulic oil to the downstream side of the linear valve 106 is stopped. Further, the first control valve 150 is held in the closed position, and the supply of the pilot pressure to the pilot chamber 110b is stopped. As a result, the first switching valve 110 is held at the initial position shown in the figure by the urging force of the spring 110d. Similarly, the second control valve 160 is held in the closed position, and the supply of pilot pressure to the pilot chamber 120b is stopped. As a result, the second switching valve 120 is held at the initial position shown in the figure by the urging force of the spring 120d.

At the initial position of the first switching valve 110, the first supply oil passage 104a and the second supply oil passage 104b communicate with each other via the ports a and b, and at the initial position of the second switching valve 120, the port k, The first supply oil passage 104a and the third supply oil passage 104c communicate with each other via m. However, the spool valve 110a blocks the port f of the first switching valve 110 from the other ports, and the third supply oil passage 104c is not connected to any of the oil passages. Further, the port r of the second switching valve 120 is blocked from other ports by the spool valve 120a, and the second supply oil passage 104b is not connected to any of the oil passages. In this state, the inside of the first supply oil passage 104a, the second supply oil passage 104b, the third supply oil passage 104c, and the transmission oil passage 142 is maintained at a constant pressure.

Further, in the parking control state, the hydraulic oil is refluxed from the actuator to the tank T as shown by the broken line arrow and the thick broken line in the figure. Specifically, at the initial position of the first switching valve 110, the reverse clutch REC is connected to the return passage 130 via the ports d and e, and the reverse clutch REC is released. Further, at the initial position of the second switching valve 120, the forward clutch FWC is connected to the recirculation passage 130 via the ports p and q, and the forward clutch FWC is released.

Further, at the initial position of the first switching valve 110, the parking lock oil passage 138 is connected to the first connecting oil passage 132 via the ports i and g. Further, at the initial position of the second switching valve 120, the port v communicates with the spring chamber 120c. The spring chamber 120c is connected to the tank T via the return passage 130. Therefore, in this state, as shown in the figure, the hydraulic chamber 22b passes through the parking lock oil passage 138, the first switching valve 110, the first connecting oil passage 132, the second switching valve 120, and the reflux passage 130, and the tank T. Communicate with. As a result, the piston 24 is held at the position moved to the most hydraulic chamber 22b side, and the parking lock mechanism 1 is held in the regulated state (see FIG. 1).

As described above, according to the shift control device 100, the parking range is assigned a state in which both the first switching valve 110 and the second switching valve 120 are in the initial positions. When both the first switching valve 110 and the second switching valve 120 are in the initial positions (parking control state), the connection between the pump 102 and the forward clutch FWC and the reverse clutch REC is cut off. In this way, the combination position of the initial position of the first switching valve 110 and the initial position of the second switching valve 120 is called the stop position of the switching valve.

At this stop position, the connection between the pump 102 and the forward clutch FWC and the reverse clutch REC is cut off. Further, the hydraulic oil supply destination includes the parking lock mechanism 1. The parking lock mechanism 1 is in a regulated state when the switching valve stop position, that is, the first switching valve 110 and the second switching valve 120 are both in the initial positions and the supply of hydraulic oil is stopped.

Further, in the above parking control state, in the inhibitor switch 200, the first movable member 210 is urged toward the spool valve 110a and the second movable member 220 is urged toward the spool valve 120a by the spring member 206. It has become. In this state, as shown in the figure, the parking output side terminal 240a is connected to the input side terminal 230 via the first energizing unit 210a, the relay terminal 250, and the second energizing unit 220a. As a result, the parking output side terminal 240a is connected to the power supply, and a signal indicating that the shift control device 100 is in the parking control state is output to the outside.

FIG. 8 is a diagram showing a shift control device 100 and an inhibitor switch 200 in a neutral control state. When the shift position of the shift lever is in the neutral range, the transmission control unit TCU energizes the first control valve 150 and the second control valve 160 and holds them in the open position shown in the figure. At this time, the transmission control unit TCU controls the linear valve 106 so as to shut off the supply oil passage 104.

In this neutral control state, the hydraulic oil discharged from the pump 102 is guided as shown by a solid arrow and a thick line in the figure. Specifically, the linear valve 106 is closed, and the supply of hydraulic oil to the downstream side of the linear valve 106 is stopped. Further, the first control valve 150 is held in the open position, and the pilot pressure acts on the pilot chamber 110b. As a result, the first switching valve 110 is held at the switching position shown in the figure against the urging force of the spring 110d. Similarly, the second control valve 160 is held in the open position, and the pilot pressure acts on the pilot chamber 120b. As a result, the second switching valve 120 is held at the switching position shown in the figure against the urging force of the spring 120d.

At the switching position of the first switching valve 110, the port a is cut off from the other port, and at the switching position of the second switching valve 120, the port k is cut off from the other port. Further, in the neutral control state, hydraulic oil is refluxed from the forward clutch FWC and the reverse clutch REC to the tank T as shown by the broken line arrow and the thick broken line in the figure. Specifically, at the switching position of the first switching valve 110, the ports b and c communicate with each other, and the ports e and f communicate with each other. Further, at the switching position of the second switching valve 120, the ports m and n communicate with each other, and the ports q and r communicate with each other.

Therefore, the reverse clutch REC is connected to the tank T via the fifth supply oil passage 104e, the first switching valve 110, the third supply oil passage 104c, the second switching valve 120, and the reflux passage 130. Further, the forward clutch FWC is connected to the tank T via the fourth supply oil passage 104d, the second switching valve 120, the second supply oil passage 104b, the first switching valve 110, and the reflux passage 130. As described above, in the neutral control state, both the forward clutch FWC and the reverse clutch REC are released.

Further, at the switching position of the first switching valve 110, the ports h, i, and j communicate with each other, and at the switching position of the second switching valve 120, the ports s, t, and u communicate with each other. Therefore, the hydraulic oil discharged from the pump 102 is the first supply oil passage 104a, the branch oil passage 140, the second switching valve 120, the second connecting oil passage 134 or the third connecting oil passage 136, the first switching valve 110, It is supplied to the hydraulic chamber 22b via the parking lock oil passage 138. When the hydraulic oil is supplied to the hydraulic chamber 22b in this way, the parking lock mechanism 1 has the piston 24 extended and held in the released state as shown in the drawing (see FIG. 2). At this time, since the linear valve 106 is closed, the pressures in the transmission oil passage 142 and the operating chamber 34a are not increased. Therefore, the holding member 36 is contracted in the operating chamber 34a, and the holding pin 32 is in an unlocked state disengaged from the lock groove 24b.

As described above, according to the shift control device 100, the state in which both the first switching valve 110 and the second switching valve 120 are in the switching position is assigned to the neutral range. When both the first switching valve 110 and the second switching valve 120 are in the switching position (neutral control state), the connection between the pump 102 and the forward clutch FWC and the reverse clutch REC is disconnected.

Further, in the above neutral control state, in the inhibitor switch 200, the first movable member 210 is pressed toward the spring member 206 by the spool valve 110a, and the second movable member 220 is pressed toward the spring member 206 by the spool valve 120a. It is in a state of being. In this state, as shown in the figure, the neutral output side terminal 240d is connected to the input side terminal 230 via the first energizing unit 210a, the relay terminal 260, and the second energizing unit 220b. As a result, the neutral output side terminal 240d is connected to the power supply, and a signal indicating that the shift control device 100 is in the neutral control state is output to the outside.

FIG. 9 is a diagram showing a shift control device 100 and an inhibitor switch 200 in a drive control state. When the shift position of the shift lever is in the drive range, the transmission control unit TCU controls the first control valve 150 to be unenergized and energizes the second control valve 160. Therefore, the first control valve 150 is held in the closed position and the second control valve 160 is held in the open position. At this time, the transmission control unit TCU calculates the required flow rate according to the traveling situation and the like, and controls the linear valve 106 to the opening degree according to the calculation result.

In this drive control state, the hydraulic oil discharged from the pump 102 is guided as shown by a solid arrow and a thick line in the figure. Specifically, a part of the hydraulic oil discharged from the pump 102 is flow-controlled by the linear valve 106 and supplied to the first switching valve 110, the second switching valve 120, and the operating chamber 34a. Further, the first control valve 150 is held in the closed position, and the supply of the pilot pressure to the pilot chamber 110b is stopped. As a result, the first switching valve 110 is held in the initial position by the urging force of the spring 110d. On the other hand, the second control valve 160 is held in the open position, and the pilot pressure acts on the pilot chamber 120b. As a result, the second switching valve 120 is held in the switching position against the urging force of the spring 120d.

At the initial position of the first switching valve 110, the first supply oil passage 104a and the second supply oil passage 104b communicate with each other via the ports a and b. At the switching position of the second switching valve 120, the port k is cut off from other ports, and the second supply oil passage 104b and the fourth supply oil passage 104d communicate with each other via the ports q and r. There is. Therefore, the hydraulic oil discharged from the pump 102 is a forward clutch via the first supply oil passage 104a, the first switching valve 110, the second supply oil passage 104b, the second switching valve 120, and the fourth supply oil passage 104d. It is supplied to the FWC. As a result, the forward clutch FWC is engaged, and the vehicle can travel forward.

Further, at the initial position of the first switching valve 110, the reverse clutch REC is connected to the recirculation passage 130 via the ports d and e as shown by the broken line arrow and the thick broken line in the figure, and the reverse clutch REC is released. Has been done.

Further, at the initial position of the first switching valve 110, the parking lock oil passage 138 is connected to the third connecting oil passage 136 via the ports i and h. Further, at the switching position of the second switching valve 120, the branch oil passage 140 is connected to the third connecting oil passage 136 via the ports s and u. Therefore, the hydraulic oil discharged from the pump 102 passes through the first supply oil passage 104a, the branch oil passage 140, the second switching valve 120, the third connecting oil passage 136, the first switching valve 110, and the parking lock oil passage 138. Is supplied to the hydraulic chamber 22b. As a result, in the parking lock mechanism 1, the piston 24 is extended and held in the released state (see FIG. 2).

At this time, the hydraulic oil whose flow rate is controlled by the linear valve 106 is supplied to the operating chamber 34a via the transmission oil passage 142. As a result, as the pressure in the operating chamber 34a rises, the holding member 36 protrudes, and the holding pin 32 is in a locked state fitted in the lock groove 24b of the piston rod 24a. In this locked state, the contraction of the piston 24 is restricted, and the parking lock mechanism 1 does not switch from the released state to the regulated state. That is, the shift control device 100 has a fail-safe function for preventing a malfunction such as the parking lock mechanism 1 switching from the released state to the regulated state while the vehicle is traveling.

As described above, according to the shift control device 100, the state in which the first switching valve 110 is in the initial position and the second switching valve 120 is in the switching position is assigned to the drive range. In the state where the first switching valve 110 is in the initial position and the second switching valve 120 is in the switching position (drive control state), the pump 102 is connected to the forward clutch FWC, and the connection between the pump 102 and the reverse clutch REC is disconnected. Dripping. Here, the position of the switching valve to which the pump 102 and the forward clutch FWC or the reverse clutch REC are connected is supplied as in the combination position of the initial position of the first switching valve 110 and the switching position of the second switching valve 120. It is called a position.

At the supply position of the switching valve, either one of the forward clutch FWC and the reverse clutch REC is connected to the pump 102, and the other is disconnected from the pump 102 and connected to the tank T. Then, the parking lock mechanism 1 is in a released state in which hydraulic oil is supplied to the hydraulic chamber 22b at the supply position of the switching valve to allow the rotation of the axle.

Further, the shift control device 100 includes a transmission oil passage 142 that acts on the holding member 36 the pressure of the hydraulic oil supplied to the clutch (forward clutch FWC or reverse clutch REC) when the switching valve is in the supply position. .. At the supply position of the switching valve, the holding member 36 protrudes, and the parking lock mechanism 1 is locked in the released state. In this way, the holding member 36 holds the parking lock mechanism 1 in the released state by the pressure of the hydraulic oil supplied to the clutch (forward clutch FWC or reverse clutch REC), so that the fail-safe function is exhibited more reliably and quickly. Will be done.

More specifically, the first supply oil passage 104a for supplying hydraulic oil to the clutch is not connected to the tank T even in the parking control state shown in FIG. 7 and the neutral control state shown in FIG. , Is held at a constant pressure. In this way, by holding the first supply oil passage 104a at a constant pressure even in the parking control state or the neutral control state, the supply pressure to the clutch is reduced when the shift lever is switched to the drive range or the reverse range. Can be increased instantly.

Then, by connecting the transmission oil passage 142 to the first supply oil passage 104a, the transmission oil passage 142, that is, the operating chamber 34a is held at a constant pressure in the parking control state and the neutral control state. As a result, the responsiveness of the holding member 36 is enhanced, and when the parking control state or the neutral control state is switched to the drive control state or the reverse control state described later, the lock state is immediately set and the fail-safe function is quickly exhibited. Will be done.

In the above drive control state, in the inhibitor switch 200, the first movable member 210 is urged to the spool valve 110a side by the spring member 206, and the second movable member 220 is moved to the spring member 206 side by the spool valve 120a. It is in a pressed state. In this state, as shown in the figure, the drive output side terminal 240b is connected to the input side terminal 230 via the first energizing unit 210a, the relay terminal 250, and the second energizing unit 220a. As a result, the drive output side terminal 240b is connected to the power supply, and a signal indicating that the shift control device 100 is in the drive control state is output to the outside.

FIG. 10 is a diagram showing a shift control device 100 and an inhibitor switch 200 in a reverse control state. When the shift position of the shift lever is in the reverse range, the transmission control unit TCU energizes the first control valve 150 and controls the second control valve 160 to be unenergized. Therefore, the first control valve 150 is held in the open position and the second control valve 160 is held in the closed position. At this time, the transmission control unit TCU calculates the required flow rate according to the traveling situation and the like, and controls the linear valve 106 to the opening degree according to the calculation result.

In this reverse control state, the hydraulic oil discharged from the pump 102 is guided as shown by a solid arrow and a thick line in the figure. Specifically, a part of the hydraulic oil discharged from the pump 102 is flow-controlled by the linear valve 106 and supplied to the first switching valve 110, the second switching valve 120, and the operating chamber 34a. Further, the first control valve 150 is held in the open position, and the pilot pressure acts on the pilot chamber 110b. As a result, the first switching valve 110 is held in the switching position against the urging force of the spring 110d. On the other hand, the second control valve 160 is held in the closed position, and the supply of the pilot pressure to the pilot chamber 120b is stopped. As a result, the second switching valve 120 is held in the initial position by the urging force of the spring 120d.

At the initial position of the second switching valve 120, the first supply oil passage 104a and the third supply oil passage 104c communicate with each other via the ports k and m. At the switching position of the first switching valve 110, the port a is cut off from the other ports, and the third supply oil passage 104c and the fifth supply oil passage 104e communicate with each other via the ports e and f. There is. Therefore, the hydraulic oil discharged from the pump 102 is a reverse clutch via the first supply oil passage 104a, the second switching valve 120, the third supply oil passage 104c, the first switching valve 110, and the fifth supply oil passage 104e. Supplied to REC. As a result, the reverse clutch REC is engaged, and the vehicle can travel backward.

Further, at the initial position of the second switching valve 120, the forward clutch FWC is connected to the recirculation passage 130 via the ports p and q as shown by the broken line arrow and the thick broken line in the figure, and the forward clutch FWC is released. Has been done.

Further, at the switching position of the first switching valve 110, the parking lock oil passage 138 is connected to the first connecting oil passage 132 via the ports i and j. Further, at the initial position of the second switching valve 120, the branch oil passage 140 is connected to the first connection oil passage 132 via the ports s and t. Therefore, the hydraulic oil discharged from the pump 102 passes through the first supply oil passage 104a, the branch oil passage 140, the second switching valve 120, the first connecting oil passage 132, the first switching valve 110, and the parking lock oil passage 138. Is supplied to the hydraulic chamber 22b. As a result, in the parking lock mechanism 1, the piston 24 is extended and held in the released state (see FIG. 2).

At this time, the hydraulic oil whose flow rate is controlled by the linear valve 106 is supplied to the operating chamber 34a via the transmission oil passage 142, and is locked in the same manner as the drive control state described above. That is, even while the vehicle is reversing, a malfunction such as the parking lock mechanism 1 switching from the released state to the regulated state is prevented.

As described above, according to the shift control device 100, the state in which the first switching valve 110 is in the switching position and the second switching valve 120 is in the initial position is assigned to the reverse range. In the state where the first switching valve 110 is in the switching position and the second switching valve 120 is in the initial position (reverse control state), the pump 102 is connected to the reverse clutch REC, and the connection between the pump 102 and the forward clutch FWC is disconnected. Dripping. The combination position of the switching position of the first switching valve 110 and the initial position of the second switching valve 120 is the supply position of the switching valve described above. Therefore, even in the reverse control state, the fail-safe function is quickly exhibited as in the above-mentioned drive control state.

In the above reverse control state, in the inhibitor switch 200, the second movable member 220 is urged to the spool valve 120a side by the spring member 206, and the first movable member 210 is moved to the spring member 206 side by the spool valve 110a. It is in a pressed state. In this state, as shown in the figure, the reverse output side terminal 240c is connected to the input side terminal 230 via the first energizing unit 210a, the relay terminal 260, and the second energizing unit 220b. As a result, the reverse output side terminal 240c is connected to the power supply, and a signal indicating that the shift control device 100 is in the reverse control state is output to the outside.

As described above, according to the shift control device 100 described above, the switching valve is directly switched by the hydraulic pressure of the control valve without using an electric actuator. Further, a plurality (two here) of switching valves (first switching valve 110 and second switching valve 120) for switching the connection path between the pump 102 and the supply destination of the hydraulic oil are provided. As a result, the stroke amount required for switching one switching valve can be reduced, and the responsiveness can be improved.

Further, according to the shift control device 100, the first control valve 150 and the second control valve 160 are provided in each of the first switching valve 110 and the second switching valve 120, respectively. That is, two switching valves and two control valves (control members) for controlling the switching valves are provided. Then, four states in which the initial position and the switching position of the two switching valves are combined are assigned to the four shift positions of the shift lever: parking range, reverse range, neutral range, and drive range.

At this time, the switching valves (first switching valve 110 and second switching valve 120) are held in the initial positions when the control members (first control valve 150 and second control valve 160) are not energized, respectively. Further, the state in which the two switching valves (the first switching valve 110 and the second switching valve 120) are both in the initial positions is assigned to the parking range. Therefore, in the event of a power failure or the like, the shift control device 100 is maintained in the parking control state, and safety can be ensured.

Further, the parking lock mechanism 1 is in a regulated state if a plurality of switching valves (first switching valve 110 and second switching valve 120) are all in the initial positions, and the plurality of switching valves (first switching valve 110 and second switching valve 110) are in a regulated state. When at least one of the switching valves 120) is not in the initial position, the release state is set. Then, two states, one of the two switching valves (the first switching valve 110 and the second switching valve 120) in the initial position and the other in the switching position, are assigned to the drive range and the reverse range, respectively.

As a result, unless the first switching valve 110 and the second switching valve 120 operate at the same time in a position different from the original position, in other words, with respect to both the first control valve 150 and the second control valve 160. As long as there is no malfunction at the same time, the vehicle will not run in reverse. Therefore, the safety can be further improved.

Further, according to the above-mentioned inhibitor switch 200, a first movable member 210 and a second movable member 220 that move relative to each other are provided. The first movable member 210 and the second movable member 220 are provided so as to be movable in the axial direction so as to switch the connection path between the pump 102 and the hydraulic oil supply destination according to the shift position of the shift lever. Of the switching valves, they are connected to different switching valves and are pressed by the switching valves to move in the axial direction. By providing the first movable member 210 and the second movable member 220 in this way, the stroke amount can be reduced and the detection speed can be improved as compared with the case where one movable member is provided.

Further, according to the above-mentioned inhibitor switch 200, two substrates 204a and 204b provided with the input side terminal 230 and the output side terminal 240 are provided with the first movable member 210 and the second movable member 220 interposed therebetween. .. By detecting the detection signal by two independent electric circuits in this way, the reliability of the detection signal can be ensured.

Further, according to the above-mentioned inhibitor switch 200, a plurality (two) second energizing portions 220a and 220b are provided on the second movable member 220. Then, the drive output side terminal 240b corresponding to the drive range and the reverse output side terminal 240c corresponding to the reverse range are connected to the second energized portions 220a and 220b which are different from each other. At this time, when the second energizing unit 220a is connected to the drive output side terminal 240b, the second energizing unit 220b is not connected to the reverse output side terminal 240c. As a result, unless both the first movable member 210 and the second movable member 220 malfunction at the same time, the drive control state and the reverse control state are not erroneously detected, and the safety can be improved. it can.

Although the preferred embodiment of the present invention has been described above with reference to the accompanying drawings, it goes without saying that the present invention is not limited to such an embodiment. It is clear that a person skilled in the art can come up with various modifications or modifications within the scope of the claims, and it is understood that these also naturally belong to the technical scope of the present invention. Will be done.

The configuration of the parking lock mechanism 1 and the inhibitor switch 200 and the circuit configuration of the shift control device 100 in the above embodiment are only examples. For example, in the above embodiment, the case where there are two switching valves has been described, but the number of switching valves may be one or three or more.

Further, the positions of the control members (first control valve 150 and second control valve 160) and the positions of the switching valves (first switching valve 110 and second switching valve 120) in the above embodiment are relative to the shift position. The relationship is just an example and can be changed as appropriate.

Further, in the above embodiment, the case where the shift control device 100 includes the hibita switch 200 has been described, but the hibita switch 200 is not an indispensable configuration.

Further, in the above embodiment, the switching valve is switched to the stop position where the connection between the supply source and the clutch is cut off in both the neutral control state and the parking control state. At this time, in the parking control state, the supply of the hydraulic oil to the parking lock mechanism 1 is stopped, and in the neutral control state, the hydraulic oil is supplied to the parking lock mechanism 1. That is, when the switching valve is in the stop position, hydraulic oil may or may not be supplied to the parking lock mechanism 1. However, for example, even in the neutral control state, the supply of hydraulic oil to the parking lock mechanism 1 may be stopped. That is, when the switching valve is in the stop position, the supply of hydraulic oil to the parking lock mechanism 1 may always be stopped, or the supply of hydraulic oil to the parking lock mechanism 1 may not be stopped. May be good.

The present invention can be used for shift control devices used in vehicles.

1 Parking lock mechanism 36 Holding member 100 Shift control device 104 Supply oil passage 110 First switching valve 120 Second switching valve 142 Transmission oil passage

Claims (3)

A parking lock mechanism that switches to a regulated state that regulates the rotation of the axle and a release state that allows the rotation of the axle,
A holding member that holds the parking lock mechanism in the released state by the pressure of hydraulic oil supplied to the clutch, and
A shift control device comprising. A supply oil passage connecting the hydraulic oil supply source and the clutch,
Switching to a supply position connected to the supply oil passage and to which the supply source and the clutch are connected or a stop position where the connection between the supply source and the clutch is disconnected according to the range of the shift lever. With a valve
A transmission oil passage that causes the pressure of hydraulic oil supplied to the clutch to act on the holding member when the switching valve is in the supply position.
The shift control device according to claim 1. The parking lock mechanism is in the released state when the hydraulic oil is supplied, and is in the regulated state when the supply of the hydraulic oil is stopped.
The switching valve is
The shift control device according to claim 2, wherein the supply of hydraulic oil to the parking lock mechanism can be stopped at the stop position.

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