JPH05149427A - Hydraulic pressure control device of automatic transmission for vehicle - Google Patents

Abstract

PURPOSE:To prevent the accomplishment of a backward gear stage by erroneous operation of a shift lever without increasing the running resistance of an operating oil fed to or exhausted from a friction engaging device for accomplishing a backward gear stage. CONSTITUTION:When it is decided that a shift lever is operated to a backward stage by an error by an electronic control device, a signal pressure for avoiding backward movement is generated from the output port 152 of a backward control valve 84, and a spool valve 124 is positioned at its second position. As a result, a clutch C2 and a brake B2 are operated, and a passing of the backward range pressure PR to deliver to these members is blocked, and the insides of the clutch C2 and the brake B3 are opened to the atmosphere. Consequently, no backward control valve is provided between a manual valve 68, and the clutch C2 and the brake B3 which are the friction engaging device for accomplishing a backward gear stage, thereby an increase of a running resistance resulting from the backward control valve is eliminated.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pressure regulating valve device for a vehicle hydraulic automatic transmission.

[0002]

2. Description of the Related Art In an automatic transmission for a vehicle in which a forward gear stage and a reverse gear stage are established by a combination of operations of a plurality of hydraulic friction engagement devices, a forward range is set when a shift lever is operated to a forward range. A friction valve for generating a reverse range pressure when it is operated to a reverse range and for establishing a reverse range pressure in the hydraulic friction engagement device. 2. Description of the Related Art A hydraulic control device of a type in which a reverse gear is established by supplying the reverse gear to the device is known. In such a hydraulic control circuit, as described in, for example, Japanese Patent Application Laid-Open No. 2-80859, the reverse range pressure generated from the manual valve prevents the reverse gear from being established due to an erroneous operation of the shift lever. It is adapted to be supplied to the reverse gear stage establishing friction engagement device through a reverse control valve (reverse control valve) and other valves.

[0003]

In the conventional hydraulic control system for an automatic transmission for a vehicle as described above, a reverse control valve is provided between the manual valve and the friction engagement device for establishing reverse gear. It is unavoidable that the flow resistance increases due to the presence of the reverse control valve, as compared with a hydraulic control device for an automatic transmission for a vehicle of a different type. For this reason, between the manual valve and the friction engagement device for establishing reverse gear,
Since a relatively large flow rate of hydraulic oil for operating the hydraulic friction engagement device is circulated, the hydraulic responsiveness of the hydraulic friction engagement device can be improved by the flow resistance, especially at low temperatures when the viscosity of the hydraulic oil increases. Inconvenience will occur. For example, in the case where hydraulic oil is discharged from the reverse-gear stage friction engagement device by the urging force of the return spring, a shock may occur due to delay or deviation of the release timing.

The present invention has been made in view of the above circumstances, and an object thereof is to increase the flow resistance of hydraulic oil supplied to or discharged from a friction engagement device for establishing a reverse gear. An object of the present invention is to provide a hydraulic control device for an automatic transmission for a vehicle that can prevent the reverse gear from being established due to an erroneous operation of the shift lever without performing the above operation.

[0005]

In order to achieve the above object, the gist of the present invention is that a forward gear stage and a reverse gear stage are established by a combination of the operations of a plurality of hydraulic friction engagement devices. In an automatic transmission for a vehicle, a manual valve is provided that generates a forward range pressure when a shift lever is operated to a forward range and a reverse range pressure when the shift lever is operated to a reverse range. A hydraulic control device of a type that establishes a reverse gear stage by supplying it to a friction engagement device for establishing a reverse gear stage of a hydraulic friction engagement device, wherein: (a) is based on the forward range pressure And (b) the forward gear is established by switching between two positions according to the forward control signal pressure from the electromagnetic control valve and (b) the forward control signal pressure. While controlling the supply of hydraulic oil to the hydraulic friction engagement device, the reverse range pressure toward the friction engagement device for establishing the reverse gear is provided at the switching position when the forward control signal pressure is not supplied. And (c) when the shift lever is erroneously operated to the reverse range, a reverse-travel prevention signal pressure for preventing the establishment of the reverse gear is generated and supplied to the shift valve. Then
And a reverse control valve that positions the shift valve at a position that prevents passage of the reverse range pressure.

[0006]

With this configuration, when the shift lever is erroneously operated to the reverse range, the reverse control signal pressure for preventing the establishment of the reverse gear is generated from the reverse control valve and the forward control signal is generated. The signal pressure is supplied to a shift valve, and the shift valve is positioned at a position that prevents passage of reverse range pressure.

[0007]

According to the present invention, since the reverse control valve is not provided between the manual valve through which a relatively large amount of hydraulic oil is circulated and the reverse gear stage friction engagement device, the reverse control is performed. The increase in flow resistance due to the valve is eliminated. Therefore, even at a low temperature when the viscosity of the hydraulic oil increases, the operation response of the hydraulic friction engagement device for establishing the reverse gear is not deteriorated by the reverse control valve, and delay or deviation of the release timing is suitably prevented. ..

[0008]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described in detail below with reference to the drawings.

FIG. 1 is a skeleton view of a vehicle power transmission device to which an embodiment of the present invention is applied. In the figure, the power of the engine 10 is transmitted to the drive wheels via a torque converter 12 with a lockup clutch 12, a stepped automatic transmission 14 including three sets of planetary gear units, and a differential gear device (not shown). It has become so.

The torque converter 12 is the engine 1
Pump impeller 18 connected to zero crankshaft 16
And a turbine impeller 22 fixed to the input shaft 20 of the automatic transmission 14 and rotated by receiving oil from the pump impeller 18, and a housing 26 which is a non-rotating member via a one-way clutch 24. Stator wheel 28
And a lock-up clutch 32 connected to the input shaft 20 via a damper 30. When the hydraulic pressure in the disengagement side oil chamber 33 is higher than that in the engagement side oil chamber 35 in the torque converter 12, the lockup clutch 32 is disengaged, so that the input / output rotational speed ratio of the torque converter 12 is reduced. The torque is transmitted at a corresponding amplification factor. However, when the oil pressure in the engagement-side oil chamber 35 is higher than that in the disengagement-side oil chamber 33, the lock-up clutch 32 is engaged, so that the input / output members of the torque converter 12, that is, the crankshaft 16 and the input. The shaft 20 is directly connected.

The automatic transmission 14 includes three coaxial transmissions.
Set of single pinion type planetary gear units 34, 36, 38
And an input shaft 20, an output gear 39 that rotates together with a ring gear of the planetary gear device 38, and a counter shaft (output shaft) 40 that transmits power between the differential gear device. Some of the components of the planetary gear units 34, 36 and 38 are not only integrally connected to each other, but also selectively connected to each other by three clutches C ₀ , C ₁ and C ₂ . Further, the planetary gear units 34, 36, 3
Some of the eight components are four brakes B ₀ , B ₁ , B
₂ and B ₃ are selectively connected to the housing 26, and further, some of the components are engaged with each other or with the housing 26 by their rotational directions by three one-way clutches F ₀ , F ₁ and F ₂ . It is supposed to be done.

The clutches C ₀ , C ₁ and C ₂ and the brakes B ₀ , B ₁ , B ₂ and B ₃ are provided with, for example, a multi-plate type clutch or one band or two bands whose winding directions are opposite to each other. 2 is constituted by band brakes and the like, each of which is operated by a hydraulic friction engagement device, and the operation of each of these hydraulic actuators is controlled by the electronic control device 42, so that the operation shown in FIG. The gear ratio I (= rotational speed of the input shaft 20 / counter shaft 4
It is possible to obtain four forward gears and one reverse gear having different rotational speeds (0). In FIG. 2, "1st",
"2nd", "3rd", "O / D (overdrive)" indicate the forward first speed, second speed, third speed, and fourth speed, respectively. The gear ratio gradually decreases from the first variable gear to the fourth gear. Since the torque converter 12 and the automatic transmission 14 are configured symmetrically with respect to the axis, the lower side of the rotation axis of the input shaft 20 and the upper side of the rotation axis of the counter shaft 40 are shown in FIG. It is omitted. The electronic control unit 42 includes a CPU, ROM, RA
M is a so-called microcomputer including an interface (not shown), and the throttle valve opening θ _th , engine rotation speed N _e (pump impeller rotation speed N _P ), input shaft rotation speed N _in (turbine impeller rotation speed N _T ), the output shaft rotation speed N _out , and the operation position P _s of the shift lever 58 based on the shift control for automatically switching the shift gears, the accumulator back pressure control for reducing shift shock, and the lock-up clutch. The lockup clutch engagement control for switching the engagement state of the lockup clutch 32, the slip control of the lockup clutch 32, and the like are executed.

Further, the electronic control unit 42 determines the vehicle speed SP from the relationship stored in advance from the output shaft rotation speed N _out.
While calculating D, this vehicle speed SPD is, for example, 20 km / h.
Above, the operation position of the shift lever 58 is D, S, L
When the vehicle is operated from the forward range such as the range to the reverse (R) range, it is determined that the shift lever 58 is operated during the forward traveling, the third solenoid valve 52 described later is turned on, and the reverse control valve 84 is blocked. Execute reverse control control to switch to position.

In this embodiment, a hydraulic control circuit 44 for controlling the engagement of the lockup clutch 32 and for controlling the gear stage of the automatic transmission 14 is provided. This hydraulic control circuit 44 for shift control is shown in FIGS.
And the solenoid, as shown split in FIG.
No. 1 and No. 2 are driven on and off respectively 1st
A solenoid valve 48 and a second solenoid valve 50 are provided, and a combination of the operation of the first solenoid valve 48 and the second solenoid valve 50 selectively actuates a clutch and a brake as shown in FIG. Any one of the first speed to the fourth speed is established. The lockup clutch 32 is released or engaged by the operation of the third electromagnetic valve 52 driven by the solenoid No.3. A slip solenoid valve 54 driven by the linear solenoid SL.U executes slip control in the half engagement region of the lockup clutch 32. Then, by the linear solenoid valve 56 driven by the linear solenoid SL.N, the clutch C
₁ Back pressure of accumulator A _C1 , back pressure of clutch C ₂ accumulator A _C2 , brake B ₀ accumulator A
The back pressure of _{BO and} the back pressure of accumulator A _B2 of brake B ₂ are controlled respectively.

In FIGS. 3, 4, and 5, the hydraulic oil pressure-fed by the pump 60 rotationally driven by the engine 10 is supplied from the throttle opening detection valve 64 by the first relief type pressure regulating valve 62. Throttle pressure P
_th , the cutback pressure P _cb supplied from the cutback valve 66, and the R range pressure P _R supplied from the manual valve 68 interlocked with the shift lever 58, so that the first line pressure P ₁₁ is generated. To be made. The first line pressure P ₁₁ is used as the engagement pressure of the friction engagement device and is controlled by the manual valve 68 and the second solenoid valve 50 1-
2-shift valve 70, controlled by first solenoid valve 48 2-
Through the 3 shift valve 72, 3-4 shift valve 74, B1 orifice control valve 78, low coast modulator valve 80, second coast modulator valve 82, etc., each clutch C ₀ , C ₁ , C ₂ , brake B ₀ , B ₁ , B ₂ , B ₃
Is supplied to. The reverse control valve 84 connects the 1-2 shift valve 70 and the 2-3 shift valve 72 to the clutch C in order to prevent the reverse gear from being established when the shift lever 58 is erroneously operated to the R range during forward traveling. ₂ and brake B
It is for forcibly switching to the side that releases ₃ respectively.

The hydraulic oil flowing out of the first pressure regulating valve 62, the second pressure regulating valve 86 pressure is regulated according to the throttle pressure P _th, the second line pressure P _l2 is generated. This second
Line pressure P _l2 is supplied to the lock-up clutch switching valve 88 for actuating the lock-up clutch 32. The lock-up clutch switching valve 88 in accordance with the signal pressure from the third solenoid valve 52 using the B ₂ pressure as source pressure and the engagement-side oil chamber by the action of the second line pressure P _l2 to the release side oil chamber 33 The clutch release side position (OFF side position in the figure) where the hydraulic oil in 35 is drained through the oil cooler 90, and the second line pressure P 12 _{is applied} to the engagement side oil chamber 35 and the release side oil chamber 33 inside. It is switched to a clutch engagement side position (ON side position in the drawing) for draining the hydraulic oil through the slip control valve 92. The relay valve 91 is set to B ₂
When the pressure is generated, the R range pressure P _R is used to position the lockup clutch switching valve 88 on the disengagement side.

The slip control valve 92 is provided between the engagement area and the release area of the lock-up clutch 32 during the shift period of the automatic transmission 14 in order to reduce the shift shock, or in order to improve the fuel consumption. When the vehicle state enters the provided slip area, the lockup clutch 3 is controlled by controlling the differential pressure between the disengagement side oil chamber 33 and the engagement side oil chamber 35 in accordance with the signal pressure from the linear solenoid valve 54.
The slip amount of 2 is controlled to a predetermined amount.

The solenoid modulator valve 94 regulates the first line pressure P ₁₁ to a constant modulator P _m and supplies it to the linear solenoid valves 54 and 56. Further, the modulator P _m is connected to the third valve via the B1 orifice control valve 78.
It is also supplied to the solenoid valve 52. Accumulator control valve 96
_Uses the first line pressure P ₁₁ as a source pressure and regulates it according to the signal pressure from the linear solenoid valve 56 to obtain a back pressure P _b.
Generate. The back pressure P _b is supplied to the back pressure chamber of the accumulator A _C1 , the back pressure chamber of the accumulator A _C2 , the back pressure chamber of the accumulator A _BO , and the back pressure chamber of the accumulator A _B2 .

Next, the portion related to the reverse control control will be described in more detail. First, the manual valve 6
From FIG. 8, when the shift lever 58 is in the forward (D, S, L) range, the D range pressure P _D having the same pressure as the first line pressure P ₁₁ is generated and the shift lever 5
When 8 is in the reverse (R) range, the first line pressure P
The R range pressure P _R of the same pressure as _l1 is generated. When the first solenoid valve 48 is in the ON state, the downstream side of the throttle 100 is drained to set the signal oil chamber 102 of the 2-3 shift valve 72 to the atmospheric pressure, and the position of the spool valve 104 is set to the left side in FIG. Although it is switched to the first position shown in FIG. 2, when it is in the OFF state, the D range pressure P _D is set to the downstream side of the throttle 100, and the signal is applied to the signal oil chamber 102 as the forward control signal pressure. The position of the spool valve element 72 of 72 is switched to the second position shown on the right side of FIG. 4 against the biasing force of the spring 106.
The 2-3 shift valve 72 includes the D range pressure supply port 108 to which the D range pressure P _D is supplied, the R range pressure supply port 110 to which the R range pressure P _R is supplied, and the clutch C _2.
An output port 112 connected to the spool valve 104
Is located at the second position, the R range pressure output port 114 outputs the R range pressure P _R.

Therefore, the shift lever 58 moves forward (D,
When the first solenoid valve 48 is turned off in the (S, L) range, the spool valve element 104 is placed in the second position, and the D range pressure P _D changes to the D range pressure supply port 108 and the output port. Clutch C through 112
Are supplied in _two, the first solenoid valve 48 is turned on, hydraulic fluid the output port 112 of the spool 104 is brought into the first position in the clutch C _2, R
It is discharged to the drain through the range pressure supply port 110 and the manual valve 68. Further, when the shift lever 58 is operated to the R range, the D range pressure P _D supplied to the signal oil chamber 102 is set to the atmospheric pressure,
Regardless of the operating state of the first solenoid valve 48, the 2-3 shift valve 7
Since the second spool valve element 104 is located at the first position shown on the left side in FIG. 4, the R range pressure P _R is supplied to the clutch C ₂ via the R range pressure supply port 110 and the output port 112. However, when the shift lever 58 is operated to the N range in this state, the R range pressure P _R is released and the clutch C ₂ is deactivated.

When the second solenoid valve 50 is in the ON state, the downstream side of the throttle 120 is drained to set the signal oil chamber 122 of the 1-2 shift valve 70 to the atmospheric pressure and the position of the spool valve 124 is shown. 4 is switched to the first position shown on the left side of FIG. 4, but when it is in the OFF state, the downstream side of the throttle 120 is set to the D range pressure P _D, and it is applied to the signal oil chamber 122 as the forward control signal pressure. The position of the spool valve element 124 of the 2-shift valve 70 is switched to the second position shown on the right side of FIG. 4 against the biasing force of the spring 126.
The 1-2 shift valve 70 is based on the R range supply port 128 to which the R range pressure P _R is supplied and the R range pressure P _R output from the R range pressure output port 114 of the 2-3 shift valve 72. It is provided with a modulator pressure supply port 130 to which the modulator pressure P _M regulated by the low coast modulator valve 80 is supplied, and a B ₃ output port 132 connected to the brake B ₃ . Further, the 1-2 shift valve 70 is connected through the S range pressure supply port 134 to which the S range pressure P _S is supplied through the 2-3 shift valve 72 and the brake B ₁ and B ₁ orifice valve 78. A B ₁ output port 136, a D range pressure port 138 to which the D range pressure P _D is supplied, and a B ₂ output port 140 connected to the brake B ₂ are provided, and these S range pressure supply ports 134 and B _{1 are provided.} The spool valve element 124 opens and closes between the output port 136 and between the D range pressure port 138 and the B ₂ output port 140.

Therefore, the shift lever 58 moves forward (D,
When the second solenoid valve 50 is turned off in the (S, L) range, the spool valve element 124 is positioned at the second position, and the D range pressure P _D changes to the D range pressure supply ports 138 and B. is supplied to the brake B ₂ via the _second output port 112, if the S-range pressure P _S is supplied its S range pressure P _S via the S-range pressure supply port 134 and B ₁ output port 136 Is supplied to the brake B ₁ . Further, when the second electromagnetic valve 50 is turned on, the spool valve element 124 is positioned at the second position, and the S range pressure supply port 134 and the B ₁ output port 136 and the D range pressure are controlled. Port 138
And the B ₂ output port 140 are closed, and the inside of the brake B ₁ and the brake B ₂ is opened to the drain. Further, when the shift lever 58 is operated to the R range, the R range pressure P _R is applied to the R range supply port 128 and the modulator pressure supply port 130.
And since the modulator pressure P _M is supplied, the brake B ₃ R range pressure P _R is supplied with the modulator pressure P _M is supplied with the on and off states of the second solenoid valve 50.

The reverse drive control valve 84 includes an R range pressure supply port 150 to which the R range pressure P _R is supplied, an output port 152 for outputting the R range pressure P _R as a reverse drive signal pressure, and their R ranges. Spool valve 154 that opens and closes between the pressure supply port 150 and the output port 152
And an oil chamber 156 that receives the output pressure of the third solenoid valve 52 in order to urge the spool valve element 154 in the valve opening direction.
And B to urge the spool valve element 154 in the valve closing direction.
Oil chambers 158 and 160 for receiving ₃ and C ₂ pressures
And B ₃ pressure and C in their oil chambers 158 and 160
A plunger 162 that generates a biasing force in the valve closing direction by _two pressures and transmits the biasing force to the spool valve element 154. Therefore, when the reverse gear is established, B
_{When the 3} pressure and the C ₂ pressure are supplied to the oil chambers 158 and 160, the output pressure of the third solenoid valve 52 is the oil chamber 156.
, The spool valve element 154 is maintained in the closed position shown on the left side of FIG. 4, so that the reverse drive control valve irrespective of the engagement control of the lockup clutch 32 by the third electromagnetic valve 52 during forward drive. 84 cannot be switched. However, when at least one of the B ₃ pressure and the C ₂ pressure is not supplied, the output pressure of the third solenoid valve 52 is supplied and the spool valve element 154 moves to the open position shown on the right side of FIG. It is supposed to be done.

Therefore, when the electronic control unit 42 detects that the vehicle speed SPD of the running vehicle is, for example, 20 km / H or more and the shift lever 58 is operated to the R range, the shift during running is performed. R of lever 58
It is an operation error to the range. Therefore, the electronic control unit 42 turns on the third electromagnetic valve 52 to supply the output pressure to the oil chamber 156. At this time, the C ₂ pressure and B
_{Since the three} pressures are not supplied to the oil chambers 158 and 160, the spool valve element 154 is positioned at the open position and the R range pressure P _R is output from the output port 152 as the reverse travel signal pressure. This reverse drive signal pressure is applied to the check valve 1
Since they are supplied to the signal oil chamber 102 of the 2-3 shift valve 72 and the signal oil chamber 122 of the 1-2 shift valve 70 via 64 and 166, respectively, their spool valve 104
And 124 are located in the second position. As a result,
The inside of the clutch C ₂ is opened to the atmosphere through the C ₁ output port 112, the D range supply port 108, and the manual valve 68, and the inside of the brake B ₃ is the B ₃ output port 132.
Modulator pressure supply port 130, low coast modulator valve 80, check valve 168, and manual valve 68.
Is released to the atmosphere.

As described above, according to this embodiment, when the electronic control unit 42 determines that the shift lever 58 has been erroneously operated to the reverse range, the reverse control is used to prevent the reverse gear from being established. The signal pressure is generated from the output port 152 of the reverse drive control valve 84 to generate the signal oil chamber 102 of the 2-3 shift valve 72 and the signal oil chamber 1 of the 1-2 shift valve 70.
22 and these 2-3 shift valves 72 and 1
The spool valve elements 104 and 124 of the -2 shift valve 70 are located in their second position. This prevents passage of the reverse range pressure P _R toward the clutch C ₂ and the brake B ₃ in order to operate them, and at the same time, the inside of the clutch C ₂ and the brake B ₃ is opened to the atmosphere. For this reason, since the reverse control valve is not provided between the manual valve 68 through which a relatively large amount of hydraulic fluid is circulated and the clutch C ₂ and the brake B ₃ which are the friction engagement devices for establishing the reverse gear, The increase in flow resistance due to the reverse control valve is eliminated. Thus determined, even at low temperatures the hydraulic oil viscosity is high, not reduced operational response of the clutch C ₂ and the brake B ₃ is the reverse control valve 68, the return spring (not shown) in the clutch C ₂ and the brake B ₃ It is possible to suitably prevent the delay or the deviation of the release speed or the release timing.

Although one embodiment of the present invention has been described above with reference to the drawings, the present invention can be applied to other modes.

For example, in the above-described embodiment, the 2-3 shift valve 72 and the 1-2 shift valve 70 have ports for controlling the friction engagement devices other than the clutch C ₂ and the brake B _3. However, it may be provided with only ports for controlling the clutch C ₂ and the brake B ₃ .

Further, the reverse control valve 84 of the above-mentioned embodiment is
Third solenoid valve 5 whose operation is controlled by the electronic control unit 42
Although the switching is performed by the signal pressure from 2, the switching is performed by the signal pressure generated based on the governor pressure and the switching state of the manual valve 68 when the governor pressure corresponding to the vehicle speed is generated. You may be allowed to.

The above description is merely one embodiment of the present invention, and the present invention can be variously modified without departing from the gist thereof.

[Brief description of drawings]

FIG. 1 is a diagram showing a configuration example of an automatic transmission for a vehicle to which an embodiment of the present invention is applied.

FIG. 2 is a chart for explaining a shift operation of the automatic transmission of FIG.

3 is a diagram showing a hydraulic control circuit for controlling the automatic transmission of FIG. 1 together with FIG. 4 and FIG.

4 is a diagram showing a hydraulic control circuit for controlling the automatic transmission of FIG. 1 together with FIG. 3 and FIG.

5 is a diagram showing a hydraulic control circuit for controlling the automatic transmission of FIG. 1 together with FIG. 3 and FIG.

[Explanation of symbols]

14 automatic transmission 48 first solenoid valve, 50 second solenoid valve (electromagnetic control valve) 58 shift lever 68 manual valve 70 1-2 shift valve, 72 2-3 shift valve (shift valve) 84 reverse control valve

Claims (1)

[Claims] 1. An automatic transmission for a vehicle in which a forward gear stage and a reverse gear stage are established by a combination of operations of a plurality of hydraulic friction engagement devices, when the shift lever is operated to the forward range. A friction valve for generating a reverse range pressure when it is operated to a reverse range and for establishing the reverse range pressure in the hydraulic friction engagement device. A hydraulic control device of a type that establishes a reverse gear stage by supplying the device to an apparatus, the electromagnetic control valve generating a signal pressure for forward control based on the forward range pressure, and a forward control from the electromagnetic control valve. By switching to two positions according to the signal pressure, the supply of hydraulic oil to the hydraulic friction engagement device for establishing the forward gear is controlled, while the forward control signal pressure is supplied. When the shift position is not set, the shift valve that allows passage of the reverse range pressure toward the friction engagement device for establishing the reverse gear, and the reverse lever when the shift lever is erroneously operated to the reverse range, And a reverse control valve for generating a reverse travel blocking signal pressure for blocking the establishment of the gear and supplying the shift valve with the shift valve, and for arranging the shift valve at a position for blocking passage of the reverse range pressure. A hydraulic control device for an automatic transmission for a vehicle, comprising: