JP2003130209A - Range switching device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To control an automatic transmission so as not to be switched to a reverse range, even if operating a selector valve by a manual release mechanism except a fail time. SOLUTION: This device comprises an abnormality moving detection means (S10 to S12) for detecting that the selector valve is moved to the reverse range by the operation of the manual release mechanism 60 in a state in which positioning operations of the selector valve by selector valve control means 19, 20, 21 and 22 are normally functioned, and an abnormal range switching prevention means (S13) for inhibiting a reverse inhibit control means from driving a friction engagement element corresponding to the reverse range when the abnormality moving detection means detects that the selector valve is moved to the reverse range due to the operation of the manual release mechanism. An event in which the selector valve is switched to the reverse range due to the misoperation of the manual release mechanism except the fail time and a sudden departure occurs can be prevented.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a range switching device mounted on a vehicle and using a shift-by-wire system.

[0002]

2. Description of the Related Art Recently, a range selection device including an electric motor (and an electromagnetic clutch) is transmitted by transmitting an electric signal of a range selection from a shift lever to drive a hydraulic control device for an automatic transmission. There has been proposed a range switching device that switches a range by a so-called shift-by-wire system.

[0003]

However, in the range switching device for switching the traveling range by the electric signal as described above, the traveling range is switched when a failure such as disconnection or short circuit occurs (at the time of failure). In particular, when the shift lever selects the parking position (P range), the parking mechanism driven by the detent lever cannot be released. Therefore, there is a problem that the broken vehicle cannot be moved.

Therefore, in the event of a failure, it is proposed that the switching valve be manually moved from the parking range to the neutral range via the reverse range to release the parking mechanism interlocking with the parking range. However, such a mechanism is
If operated erroneously except during a failure, there is a risk that the switching valve will move and enter the reverse range even if the parking range is selected, resulting in sudden start or the like.

In view of the above-mentioned circumstances, the present invention provides a range switching device for a vehicle that controls the automatic transmission so as not to switch to the reverse range even if the switching valve is operated by the manual release mechanism except during a failure. It is intended to be provided.

[0006]

According to a first aspect of the present invention, at least a traveling range (forward range (D), reverse range (R), etc.) and a non-traveling range (neutral range (N), parking range (P), etc.). ), Which is capable of switching a plurality of ranges, drive means (10, 12) for driving the range switching means, and shift instruction means (25) for instructing switching in the plurality of ranges. And a manual switching means (6) capable of manually switching the range switching means.
0), and a vehicle range switching device having
When the range switching instruction is not instructed by the shift instructing means, when the non-traveling range is manually switched to the traveling range by the manual switching means, a traveling preventing means (step of the erroneous operation prevention program PMO) for preventing traveling of the vehicle. S10 to S13, or means for activating the brake of the vehicle, or, in the case of an electric vehicle or a hybrid vehicle, means for controlling the drive motor to prevent the vehicle from traveling, etc.).

In the case of the invention of claim 2, the driving means (1
0, 12) fail detecting means for detecting a failure (such as step S10 of the erroneous operation prevention program PMO), and the running preventing means detects the failure of the vehicle when the fail detecting means does not detect the fail of the driving means. It is configured to prevent running.

In the case of the invention of claim 3, in the invention of claim 1 or 2, the range switching device selectively engages a plurality of friction engagement elements (B1 brake, C1 clutch, etc.). According to the present invention, the vehicle is mounted on an automatic transmission capable of moving forward and backward, and the traveling prevention means prohibits engagement of frictional engagement elements engaged when moving forward or backward. .

According to a fourth aspect of the present invention, an automatic transmission (101, no transmission) capable of moving the vehicle forward and backward by selectively engaging a plurality of friction engagement elements (B1 brake, C1 clutch, etc.). (1) A vehicle range switching device (1) mounted on a multi-speed transmission (not limited to a multi-speed transmission), in which the shift range of the automatic transmission is a neutral range (N), a forward range (D), A switching valve (2) capable of switching between a reverse range (R) and a parking range (P), a drive motor (12) for switching and driving the switching valve, a switching valve (2) provided between the driving motor and the switching valve, A power transmission mechanism (7, 1) for transmitting the driving force of the drive motor to the switching valve.
2b, 13, 17, 46, etc.), a shift instruction means (25) for instructing a shift range of the automatic transmission, the drive motor is controlled in accordance with a shift instruction by the shift instruction means, and the switching valve is controlled by the shift valve. A switching valve control means (19, 20, 21, 22, etc.) for positioning at the shift position instructed by the shift instructing means, and a friction engagement element (B1) corresponding to the reverse range when the switching valve is in the reverse range. ) Driving means (1)
82), the reverse range control means (SLU) for prohibiting the drive is provided in the vehicle range switching device, and when the switching valve is in the parking range, the switching valve is changed from the parking range to another shift speed. The manual release mechanism (60) that can be manually operated to the range, and the switching valve control means (19, 20, 21, 22, etc.) is operated manually while the positioning operation of the switching valve is functioning normally. Abnormal movement detection means (step S1 of the erroneous operation prevention program PMO) for detecting that the release mechanism (60) has been operated to move the switching valve to the reverse range.
0 to step S12), and when the abnormal movement detection means detects that the manual release mechanism has been operated and the switching valve has been moved to the reverse range, the reverse inhibition control means performs the reverse movement. An abnormal range switching preventing means (step S13 of the erroneous operation prevention program PMO) for prohibiting the driving of the friction engagement element corresponding to the range is provided.

According to a fifth aspect of the invention, in the fourth aspect of the invention, the abnormal movement detecting means is configured to detect that the switching valve has been moved from the parking range to the reverse range.

According to a sixth aspect of the invention, a range switching means (2) capable of switching a plurality of ranges having at least a parking range and a non-parking range, and driving means (10, 12) for driving the range switching means.
A shift instructing means (25) for instructing switching in the plurality of ranges, and a manual switching means (60) capable of manually switching the range switching means. If the manual switching means manually switches from the parking range to the non-parking range when the range switching is not instructed by, the travel prevention means (steps S10 to S13 of the erroneous operation prevention program PMO) for preventing the vehicle from traveling. , Or means for activating the brake of the vehicle, or in the case of an electric vehicle or a hybrid vehicle, a means for controlling the drive motor to prevent the vehicle from traveling, etc.).

[0012]

According to the invention of claim 1, the traveling prevention means (steps S10 to S13 of the erroneous operation prevention program PMO, or means for activating the brake of the vehicle,
Alternatively, in the case of an electric vehicle or a hybrid vehicle, the means for controlling the drive motor to prevent the vehicle from traveling, etc.) is operated from the non-traveling range by the manual switching means when the range switching is not instructed by the shift instructing means. Since the vehicle is prevented from traveling when manually switched to the off state, the manual switching means is erroneously operated at times other than when the failure occurs, and the switching valve is in the non-traveling range (neutral range (N), parking range (P), etc.). To driving range (forward range (D), reverse range (R), etc.)
It is possible to prevent situations such as sudden entry into the car and other problems.

According to the second aspect of the present invention, the vehicle is prevented from traveling when the non-traveling range is manually switched to the traveling range by the manual switching means other than when the drive means fails. Can be accurately prevented.

According to the third aspect of the present invention, the traveling prevention means prevents the vehicle from traveling by prohibiting the engagement of the frictional engagement element that is engaged when moving forward or backward. It is possible to control by, and the range switching device can have a simple structure.

According to the fourth aspect of the invention, the abnormal movement detecting means (steps S10 to S12 of the erroneous operation prevention program PMO) is in a state where the positioning operation of the switching valve is normally functioning, that is, at the time of failure. Then, it is detected that the manual release mechanism (60) is operated to move the switching valve to the reverse range, and further abnormal range switching preventing means (erroneous operation prevention program P
In step S13) of MO, the reverse inhibit control means is prohibited from driving the friction engagement element corresponding to the reverse range, so that the manual release mechanism is erroneously operated except when the failure occurs, and the switching valve is opened. It is possible to prevent situations such as sudden start when the vehicle enters the reverse range.

According to the fifth aspect of the present invention, the abnormal movement detecting means detects that the switching valve has been moved from the parking range to the reverse range, so that the switching is performed despite the selection of the parking range. It is possible to prevent the situation where the valve enters the reverse range and suddenly starts.

According to the invention of claim 6, the traveling prevention means (steps S10 to S13 of the erroneous operation prevention program PMO, or means for activating the brake of the vehicle,
Alternatively, in the case of an electric vehicle or a hybrid vehicle, the means for controlling the drive motor to prevent the vehicle from traveling, etc.) is operated by the manual switching means from the parking range to the non-parking mode when the range switching is not instructed. When the range is manually switched, the vehicle is prevented from traveling, so the manual switching means is erroneously operated at times other than during a failure so that the switching valve moves from the parking range (P) to the non-parking range (neutral range (N), It is possible to prevent a situation in which the vehicle enters the forward range (D), the reverse range (R), etc., and suddenly starts.

The numbers in parentheses are for convenience of showing the corresponding elements in the drawings, and the present description is not limited to the description in the drawings.

[0019]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 is a diagram showing an example of a vehicle range switching device, FIG. 2 is a partially omitted sectional view showing an output gear of a valve drive device, and FIG. 3 is an example of a manual operation device. 4 is a plan view showing the manual operation device of FIG. 3, FIG. 5 is a front view showing an example of a drive part of the range switching device, and FIG. 6 is a view showing an example of a detent lever.
FIG. 7 is an enlarged view showing details of the engagement state of the detent lever and the detent spring, FIG. 8 is a flowchart for explaining the operation of the range switching device, and FIG. 9 is a schematic diagram showing an example of a belt type continuously variable transmission. 10, FIG. 10 is a diagram showing an example of a hydraulic circuit of the continuously variable transmission of FIG. 9, and FIG. 11 is a flowchart showing an example of an erroneous operation prevention program.

Continuously variable transmission 1 which is an automatic transmission shown in FIG.
Is a CVT (belt type continuously variable transmission) 102, a forward / reverse switching device 103, a torque converter 106 incorporating a lockup clutch 105, a counter shaft 107,
And a differential device 109, and these devices and members are housed in a split case (not shown).

Torque converter 106 mounted on the vehicle
As shown in FIG. 9, is supported by a pump impeller 111 connected to the engine output shaft 110 via a front cover 117, a turbine runner 113 connected to the input shaft 112, and a one-way clutch 115. Having a stator 116 that is open. The lockup clutch 105 includes the input shaft 112 and the front cover 1.
It is interposed between 17 and. In the figure, 120 is a damper spring interposed between the lockup clutch plate and the input shaft 112, and 121 is an oil pump that is driven by being connected to the pump impeller 111.

The CVT 102 has a primary shaft 12
A primary pulley 126 including a fixed sheep 123 fixed to the second shaft 2 and a movable sheep 125 supported by the primary shaft 122 so as to be slidable only in the axial direction.
And a secondary sheave 131 composed of a fixed sheave 129 fixed to a secondary shaft 127 constituting an output shaft of the automatic transmission, and a movable sheave 130 supported by the secondary shaft 127 so as to be slidable only in the axial direction. , A metal belt 132 wound around these primary pulley 126 and second pulley 131
It has and.

Further, a hydraulic actuator 1 consisting of a double piston is provided on the rear surface of the primary side movable sheep 125.
33 is arranged, and the secondary movable sheave 1
A hydraulic actuator 135 composed of a single piston is arranged on the back surface of 30. The primary hydraulic actuator 133 includes a cylinder member 136 fixed to the primary shaft 122 and a reaction force support member 137.
And a cylindrical member 139 and a piston member 140 fixed to the movable sheave 125. The cylindrical member 139, the reaction force support member 137, and the movable sheave 125 have a first rear surface.
The hydraulic chamber 141 of the cylinder member 13
The second hydraulic chamber 142 is constituted by 6 and the piston member 140. Since the first hydraulic chamber 141 and the second hydraulic chamber 142 are communicated with each other through the communication hole 137a, as a whole, compared with the axial force generated in the secondary hydraulic actuator 135 by the same hydraulic pressure. Tehoba 2
Generates double axial force. On the other hand, the secondary hydraulic actuator 135 has a reaction force support member 143 fixed to the secondary shaft 127 and a tubular member 145 fixed to the back surface of the movable sheave 130. And the tubular member 145 constitute one hydraulic chamber 146, and when the movable sheave 130 and the reaction force support member 143 are connected, the spring 14 for preloading is used.
7 is reduced.

The forward / reverse switching device 103 has a double pinion planetary gear 150, a reverse brake Bl, and a direct clutch Cl. In the double pinion planetary gear 150 described above, the sun gear S is connected to the input shaft 112, the carrier CR supporting the first pinion Pl and the second pinion P2 is connected to the primary side fixed sheave 123, and The ring gear R is connected to the above-mentioned reverse brake Bl,
Further, the above direct clutch Cl is interposed between the carrier CR and the ring gear R.

The counter shaft 107 has a large gear 15
1 and the small gear 152 are fixed, the large gear 151 meshes with the gear 153 fixed to the secondary shaft 127, and the small gear 152 is the differential device 10.
9 meshes with the gear 155. In the differential device 109, the rotation of the differential gear 156 supported by the differential case 166 having the gear 155 is changed by the left and right axles 160, 161 via the left and right side gears 157, 159.
Be transmitted to.

Further, a large number of uneven portions 123a are formed at equal intervals on the outer peripheral portion of the primary side fixed sheep 123 by gear cutting, and are fixed to a case (not shown) so as to face these uneven portions 123a. Electromagnetic pickup 1
62 is arranged. Similarly, a large number of concavo-convex portions 129a are also formed on the outer peripheral portion of the secondary side fixed sheep 129 at equal intervals by gear cutting.
An electromagnetic pickup 163 is arranged so as to be fixed to the case so as to face 9a. These electromagnetic pickups 16
2, 163, the detection surface of each of which is the above-mentioned uneven portion 12
3a, 129a are arranged in proximity to the uneven portion 123a,
A primary (input) rotation speed sensor and a secondary (output) rotation speed sensor (vehicle speed sensor) that detect 129a are respectively configured. Further, an electromagnetic pickup 165 is arranged near the front cover 117, and the electromagnetic pickup 165 constitutes an engine speed sensor.

Next, with reference to FIG. 10, the outline of the hydraulic circuit of the continuously variable transmission 101 of the present invention will be described. In FIG. 10, 121 is the above-mentioned oil pump, 1
Reference numeral 72 is a primary regulator valve, 173 is a secondary regulator valve, 176 is a solenoid modulator valve, SLT is a line pressure control linear solenoid valve, and SLU is a lockup clutch control / forward / backward hydraulic control linear solenoid valve. Reference numeral 2 is a manual valve, and the modulator pressure (hydraulic pressure of the port PL) adjusted by the clutch modulator valve 179 is switched to a plurality of ports on the left and right in the figure by a manual operation. Reference numeral 180 is a Cl control valve, 181 is a relay valve, 182 is a B1 control valve which also serves as a reverse inhibit valve, and Sl is a pressure control switching solenoid valve. Also, Cl
Is the hydraulic servo for the direct clutch Cl, Bl
Is the above-mentioned hydraulic servo for reverse brake Bl, 190,
Reference numerals 191 are an accumulator for Bl and an accumulator for Cl, respectively.

192 is a ratio control valve, SO
L1 and SOL2 are solenoid valves for up / down shift of the ratio control valve 192.
Reference numerals 33 and 135 are the above-mentioned primary side hydraulic actuator and second side hydraulic actuator. 195
Is a lock-up control valve, 196 is a lock-up relay valve that also functions as a gain switch, and S3 is a lock-up switching solenoid valve. In the figure, EX is a drain port and 100 is a cooler.

Further, the range switching device 1 has the aforementioned manual valve 2 as a switching valve, as shown in FIG. The manual valve 2 is housed in a valve body 3 forming a part of a cover 8 of the automatic transmission. The manual valve 2 is provided movably in the valve body 3 in the directions of arrows A and B, which are the axial center directions of the spool 2a of the valve. By moving the manual valve 2 in the directions of the arrows A and B and positioning it at a predetermined position, the automatic transmission sequentially moves from the arrow A side in the drawing toward the arrow B side in the P, R, N, D, and Ds ranges. You can switch to.

At the tip of the manual valve 2 on the arrow A side,
An engagement groove 2c composed of two discs 2b, 2b is formed. The detent lever 5 is engaged with the engaging groove 2c via a pin 5a that is planted in an arm portion 5b of the detent lever 5. As shown in FIG. 6, the detent lever 5 has a plate-shaped main body 5c. Five range engaging grooves 5d, 5e, 5f, and 5 are provided on the upper portion of the body 5c in the figure.
g and 5h are formed at predetermined intervals. The range engagement grooves 5d, 5e, 5f, 5g, and 5h are used for the ranges "P (parking range)", "R (reverse range)", "N (neutral range)", "D (forward range) of the automatic transmission. ) ”And“ Ds (forward low range) ”are arranged in order from right to left in the figure. Also, the main body 5
On the right side of c in the drawing, an arm portion 5b in which the above-mentioned pin 5a is planted is formed to project. On the left side of the main body 5c in the drawing, a parking rod engagement hole 5i for driving the parking mechanism in the P range (not shown) is formed through.
Further, a rectangular engagement hole 5j into which a range control shaft 7 to be described later is inserted is formed through substantially the center of the main body 5c.

Five range engaging grooves 5d, 5 of the main body 5c
e, 5f, 5g, 5h, as shown in FIG.
A detent spring 9 composed of a leaf spring having one end fixed to the valve body 3 or the casing of the automatic transmission.
However, the roller 9a, which is rotatably supported at the tip, is fitted into and engaged with any one of the five range engaging grooves 5d, 5e, 5f, 5g, and 5h by its own elasticity. It has a biased shape downward in the figure. Furthermore, the main body 5c
The rod-shaped range control shaft 7 is formed in the engaging hole 5j.
, Are integrally engaged with the detent lever 5.

An engaging portion 7a having a rectangular cross section is formed at the left end of the range control shaft 7 in FIG. The valve drive device 10 is connected to the engagement portion 7a. As shown in FIG. 5, the valve drive device 10 is mounted on the cover 8 of the automatic transmission via bolts 28 and the like. As shown in FIGS. 1 and 5, the valve drive device 10 has a casing 11 formed in a box shape. A drive motor 12 is attached to the casing 11.
A worm 12b is attached to the output shaft 12a of the drive motor 12.

A worm wheel 13 mounted on an input shaft 37 of an electromagnetic clutch 30 mounted on the left side of the casing 11 in FIG. 5 meshes with the worm 12b. The input shaft 37 is formed in a cylindrical shape. At the left end of the input shaft 37 in FIG. 5, the suction rotor 32 that constitutes the electromagnetic clutch 30.
Are provided in a spline-coupled form. An exciting coil 33 is provided on the outer peripheral portion of the attraction rotor 32.

A power input shaft 38 of a reduction gear mechanism 46, which will be described later, is rotatably supported on the inner periphery of the input shaft 37 in a nested and concentric manner with respect to the input shaft 37. ing. The power input shaft 38 is formed of a connecting shaft 39 and a small gear 35 provided at one end of the connecting shaft 39. One end of the connecting shaft 39 is supported by the casing 11 by a bearing 41. The other end of the connecting shaft 39 is supported by the input shaft 27 by bearings 42 and 43. Bearings 41, 42, 43 of the connecting shaft 39
One of the bearings 42 is the worm wheel 13
And is axially overlapped.

The attracted disk 31 is connected to the left end of the power input shaft 38 of the reduction gear mechanism 46. The attraction rotor 32 and the attraction disk 31 face each other.
They are provided so as to be attracted to and released from each other by exciting / de-exciting the exciting coil 33. The valve drive device 10 including the electromagnetic clutch 30 is arranged with respect to the cover 8 of the automatic transmission through a gap GP as shown in FIG. 5, and the automatic transmission transmitted from the cover 8 is generated. Eliminates the effects of heat.

A small gear 35 formed on a connecting shaft 39 of the power input shaft 38 is meshed with a large gear 36a of an intermediate shaft 36 rotatably supported by the casing 11. Intermediate shaft 3
6 has a small gear 36b formed therein. The output gear 17, which is formed in a fan shape as a whole, meshes with the small gear 36b. The output gear 17 is rotatably supported by the casing 11. Further, a rectangular engaging hole 17a is formed in the center of the output gear 17 (see FIG. 1). The engagement portion 7a of the range control shaft 7 described above is fitted and engaged in the engagement hole 17a.

The small gear 35 of the electromagnetic clutch 30 and the large gear 36 of the intermediate shaft 36 which constitute the reduction gear mechanism 46.
a, a small gear 36 b, a gear train such as the output gear 17, and the drive motor 12, the input shaft 37 of the electromagnetic clutch 30.
The power input shaft 38 of the reduction gear mechanism 46 is arranged in a nested and concentric manner, and the input shaft 37 and the power input shaft 38 of the reduction gear mechanism 46 are taken out in the same direction such as the right side in FIG. Therefore, as shown in FIG. 5, they are arranged in a form aligned in the vertical direction in the figure.

The drive motor 12, as shown in FIG.
The motor drive control unit 19 is connected. A shift operation control unit 20 is connected to the motor drive control unit 19. The shift operation control unit 20 is provided in the casing 11, and is provided with the range control shaft 7, and thus the detent lever 5.
A position sensor 21 that detects the position of the clutch, a clutch drive controller 22, and a shift lever position detector 23 are connected. The shift lever position detector 23 is connected to a shift lever 25 (or a shift switch or the like) as shift instruction means.

The position detection sensor 21 detects the switching position of the detent lever 5 between the detent lever 5 and the reduction gear mechanism 46. That is,
The position sensor 21 may be provided anywhere other than the range control shaft 7 as long as it can detect the rotation angle of the range control shaft 7 or the current position of the detent lever 5.

The casing 11 is supported by the support plate 45.
The suction rotor 32 and the worm wheel 13 are supported between them and attached to the cover 8 of the automatic transmission.

Next, the positional relationship between the output gear 17 of the valve drive device 10 and the manual valve 2 will be described with reference to FIG.
Follow along. FIG. 2 is a partially omitted sectional view showing the output gear 17 of the valve drive device 10. As mentioned above,
The output gear 17 is engaged with a small gear 36b arranged on the intermediate shaft 36 at the upper side in FIG. 2, and the small gear 36b is driven by the drive motor 12 via the electromagnetic clutch 30, so that the output gear 17 is It is driven in the directions of arrows C and D. Further, the engaging portion 17a of the output gear 17 is engaged with the range control shaft 7 as described above, and the output shaft 17 and the control shaft 7 rotate integrally, so that the angle of the output gear 17 changes depending on the angle. The range position of the manual valve 2 is determined.

When the output gear 17 rotates in the direction of arrow C from the position most rotated in the direction of arrow D, the manual valve 2 is driven in the direction of arrow B from the direction of arrow A. That is, when the output gear 17 is on the terminal side in the direction of the arrow D (the position of the angle shown by the solid line P in the figure), the roller 9a of the detent spring 9 engages at the position of the range engaging groove 5d, and the manual valve 2 is the position of the parking (P) range, and when the output gear 17 is in the position rotated by a predetermined angle in the direction of arrow C (the position of the angle shown by the solid line N in the figure), the roller 9a of the detent spring 9 is in the range. By engaging at the position of the engaging groove 5f, the manual valve 2 comes to the neutral range position.

As described above, the detent lever 5 has a parking rod for driving a parking mechanism (not shown) connected to the parking rod engagement hole 5i, and the output gear 17 is at the parking range position (solid line P in the figure). Position), the parking gear formed on the output shaft 127 is fixed by the parking rod via the range control shaft 7 and the detent lever 5, and the output shaft (secondary shaft 127) of the automatic transmission is fixed. The wheels of the vehicle are fixed via. Further, when the output gear 17 is in the neutral range position (the position of the angle shown by the solid line N in the figure), the parking gear is released from the fixed state by the parking rod via the range control shaft 7 and the detent lever 5. The wheels are free to rotate.

Further, as shown in FIG. 4, in the valve drive device 10, the rotation of the drive motor 12 is controlled by the worm 12
b, the worm wheel 13, the input shaft 37 of the electromagnetic clutch 30, the attracting rotor 32 and the attracted disk 31, the connecting shaft 39, the small gear 35, the large gear 36a of the intermediate shaft 36, and the small gear 36b to be transmitted to the output gear 17. , The range control shaft 7 engaged in the engagement hole 17a is driven to rotate in a direction indicated by arrows C and D in FIG. 1 over a predetermined rotation angle. Reference numeral 14 in FIG. 4 indicates a motor controller 19 and a clutch drive controller 2.
2 is a wiring for transmitting a signal from

As shown in FIGS. 3 and 4, the output gear 17
Is substantially fan-shaped as viewed from above, and has a protrusion 17b on one end side surface of the fan-shaped. On the other hand, on the opposite side of the casing 11 from the drive motor 12 (upper side in FIG. 3, lower side in FIG. 4),
The hole 11a is formed by punching, and the manual operation device (manual release mechanism) 60 projects to the outside of the casing 11 along substantially the entire one end side wall in the casing 11 and through the hole 11a. Are arranged along the arrow E and F directions in the figure.

The manual operating device 60 comprises a rod 61 and a handle 63 (a connecting portion 63 when a manual operating mechanism (not shown) is connected) arranged at the tip of the rod 61.
A groove 61a is formed in the groove 1, and the groove 61a and the output gear 17 are arranged so as to overlap each other. The groove 6
1a is formed so as not to interfere when the output gear 17 is driven by the drive motor 12 (accommodation mechanism). Further, the step portion on the one end side of the groove portion 61a is a contact portion 61b with the protrusion portion 17b of the output gear 17.
Has become.

Next, the operation of the continuously variable transmission 101 and the hydraulic circuit having the above-mentioned configurations will be described with reference to FIGS. 9 and 10. A predetermined hydraulic pressure is generated by the activation of the oil pump 121 based on the engine rotation, and this hydraulic pressure is based on the linear solenoid valve SLT controlled by a signal from the control unit which is calculated based on the pulley ratio and the input torque, and the primary regulator valve 172. Thus, the line pressure PL is adjusted, and the secondary pressure Ps is adjusted by the secondary regulator valve 173.

In the D range of the manual valve 2, the hydraulic pressure from the port PL changes from the port D to the port C on the right side of FIG.
It is supplied to the direct clutch hydraulic servo Cl via the control valve 180 and the relay valve 181, and the direct clutch Cl is connected. In this state, the rotation of the engine output shaft 10 is transmitted to the primary pulley 126 via the planetary gear 150 that is in the direct connection state by the torque converter 6, the input shaft 112, and the direct clutch Cl, and is further transmitted through the CVT 102 that is appropriately shifted. Is transmitted to the secondary shaft 127 that is the output shaft of the automatic transmission, and is then transmitted to the left and right axles 160 and 161 via the counter shaft 107 and the differential device 109.

When the manual valve 2 is operated in the R (reverse) range, the hydraulic pressure from the port PL is as shown in FIG.
It is supplied to the brake hydraulic servo Bl from the port R on the left of 0 via the B1 control valve 182 and the relay valve 181. In this state, the planetary gear 15
The ring gear R of 0 is locked, and the rotation of the sun gear S from the input shaft 112 is taken out as reverse rotation by the carrier CR, and this reverse rotation is transmitted to the primary pulley 126.

As described above, the B1 control valve 182 is used for the brake hydraulic servo Bl when the manual valve 2 is accidentally moved to the R range while the automatic transmission 101 is running in the D range or the like. It also serves as a reverse inhibit valve for controlling the automatic transmission 101 so as not to be reversely rotated by being supplied with hydraulic pressure. When performing reverse inhibit control, when the shift position of the R range is selected by the shift lever 25, the shift operation control unit 20 of the range switching device 1 which will be described later is performed.
However, if the current vehicle speed is detected and the automatic transmission is rotated in the reverse direction, there is a risk that serious problems such as damage to the transmission may occur, and if the vehicle is moving forward at a vehicle speed higher than the vehicle speed. Outputs a reverse inhibit command to an automatic transmission control unit (not shown). In response to this, the automatic transmission control unit supplies a signal pressure from the linear solenoid valve SLU to the B1 control valve 182 to shut off between the R range port of the manual valve 2 and the brake hydraulic servo Bl, and Prevent pressure from being supplied to the brake hydraulic servo Bl. As a result, the reverse rotation of the carrier CR, that is, the continuously variable transmission 101 which is an automatic transmission is prevented.

Further, in the above-mentioned CVT 102, the line pressure PL from the primary regulator valve 172 is supplied to the hydraulic actuator 135 of the secondary pulley 131, and acts on the belt clamping force according to the input torque and the gear ratio. On the other hand, the duty solenoid valves SOL1 and SOL2 (the duty solenoid valves SOL1 and SOL2 are the same parts having the same characteristics (for example, normally closed type)) are appropriately controlled based on the shift signal from the control unit.
The ratio control valve 192 is controlled by (signal pressure) from SOL2, and the hydraulic pressure from its output port Pps is supplied to the hydraulic actuator 133 composed of the double piston of the primary pulley 126, whereby C
The gear ratio of the VT 102 is appropriately controlled.

Then, the torque of the engine output shaft 110 is transmitted to the input shaft 112 via the torque converter 106, and especially when the vehicle starts moving, the torque converter 106 shifts the torque so as to increase the torque ratio. It is transmitted to 112 and starts smoothly. Further, the torque converter 106 has a lock-up clutch 105, and during high-speed stable traveling, the lock-up clutch 105 is engaged and the engine output shaft 110 and the input shaft 112 are directly connected. As a result, the power loss of the torque converter 106 due to the oil flow is reduced.

Next, the operation of the range switching device 1 will be described. During operation of the vehicle, the shift operation control unit 20 of the range switching device 1 determines, via the shift lever position detection unit 23, whether or not the position of the shift lever 25 has changed due to the driver's operation. (Refer to the flowchart of FIG. 8, (S-1)). The shift lever 25 outputs a shift signal S1 as an electric signal to the shift lever position detector 23 in accordance with the shift position.
The shift lever position detector 23 receives the signal S1
The shift position currently selected by the shift lever 25 is calculated and output as the shift position signal S2 to the shift operation control unit 20. Therefore, the shift operation control unit 20
By monitoring the shift position signal S2, it is possible to easily determine whether or not the shift lever position has changed (S-2).

When the shift operation control unit 20 determines that the shift lever position has changed, the shift position previously selected by the shift lever 25 (referred to as the "current shift position") is changed. In order to move the shift position from the current shift position to the target shift position by comparing the selected shift position (referred to as “target shift position”) as a result of the shift lever position variation, It is determined whether or not should be normally rotated.

That is, since the range position of the manual valve 2 is set linearly in the directions of arrows A and B as shown in FIG. 1, the range between the current shift position and the target shift position is set. It is necessary to determine whether to rotate the drive motor 12 in the normal direction or the reverse direction according to the positional relationship. Here, the shift operation control unit 20 normally rotates the drive motor 12 when switching the range in the P → R → N → D direction, for example, when switching from the R range to the D range via the N range. When the range is switched in the direction of D → N → R → P, for example, when the range is switched from the D to the P range via the N and R ranges, it is determined that the drive motor 12 is rotated in the reverse direction.

In this way, when the rotation direction of the drive motor 12 is determined by the shift operation control unit 20, the shift operation control unit 20 commands the clutch drive control unit 22 to connect the electromagnetic clutch 30, and at the same time, the motor drive control is performed. The unit 19 is instructed to rotate the drive motor 12 in the determined rotation direction.

In response to this, the clutch drive control section 22 excites the exciting coil 33 of the electromagnetic clutch 30 to connect the attracted disk 31 and the attracting rotor 32 (S).
-3), the motor drive control unit 19 rotationally drives the drive motor 12 in the direction determined previously (S-4). Accordingly, the rotation of the drive motor 12 is controlled by the worm 12b, the worm wheel 13, the input shaft 37 of the electromagnetic clutch 30,
Adsorption rotor 32, adsorption target disk 31, reduction gear mechanism 4
6 is transmitted to the output gear 17 via the power input shaft 38, the small gear 35, the large gear 36a of the intermediate shaft 36, and the small gear 36b,
The range control shaft 7 is rotated over a predetermined rotation angle, and the arrow C in FIG.
It is driven to rotate in the D direction.

Then, the detent lever 5 is also attached to the arm 5
together with b, rotate by a predetermined angle in the directions of arrows C and D, and
a rotates with the arm portion 5b in the directions of arrows C and D by a predetermined angle. When the pin 5a rotates in the directions of arrows C and D by a predetermined angle, the position of the pin 5a in the directions of arrows A and B in FIG. 6 varies according to the amount of rotation in the directions of arrows C and D. As a result, the spool of the manual valve 2 engaged with the pin 5a through the engaging groove 2c is also driven to move in the directions of arrows A and B by the same amount as the amount of movement of the pin 5a in the directions of arrows A and B. Then, the range of the manual valve 2 is indicated by the arrow A in FIG.
The P-R-N-D-Ds range is sequentially switched from the side.

For example, when the range is switched from the range P to the range R, the engagement engaging member 5d of the detent lever 5 rotationally driven by the drive motor 12 in the direction of the arrow C via the range control shaft 7 is engaged. As shown in FIG. 6, the roller 9a of the detent spring 9 which has been fitted is
From the range engaging groove 5d toward the range engaging groove 5e, the protrusion 5k is started to move upward in the figure against the elasticity of the detent spring 9. Thus, the drive motor 1
While 2 is rotationally driven, the roller 9a of the detent spring 9 is in a state in which the roller 9a of the detent spring 9 has completed moving to the range engaging groove 5e side rather than the top 5l of the protrusion 5k, as shown in FIG. The shift operation control unit 20 always detects the position of the detent lever 5 by the position sensor 21 via the range control shaft 7 (S-5 in FIG. 8). Since the position of the roller 9a of the detent spring 9 in the direction of arrows C and D in FIG. 7 is constant, the shift operation control unit 20
It is possible to easily detect from the output of the position sensor 21 that the roller 9a of the detent spring 9 has completed moving to the range engagement groove 5e side rather than the top 5l of the protrusion 5k.

The roller 9a of the detent spring 9 is
When it is detected that the protrusion 5k has moved slightly to the range engagement groove 5e side from the top 5l, the shift operation control unit 20 instructs the clutch drive control unit 22 to release the electromagnetic clutch 30. (S-6 in FIG. 8),
The motor drive controller 19 is instructed to stop the drive motor 12.

In response to this, the clutch drive control unit 22
Immediately releases the excitation of the excitation coil 33 of the electromagnetic clutch 30 (S-7 in FIG. 8), releases the attraction connection state between the attraction rotor 32 and the attraction disk 31, and the driving force from the drive motor 12 is reduced. The power is not transmitted to the power input shaft 38 of the mechanism 46, and the motor drive control unit 19 stops the rotational drive of the drive motor 12 (S-8 in FIG. 8).
Then, the rotational force from the drive motor 12 is applied to the output gear 1 thereafter.
7 is not transmitted, and the drive mechanism downstream from the attracted disk 31 of the electromagnetic clutch 30 from the power input shaft 38 of the reduction gear mechanism 46 to the intermediate shaft 36, the output gear 17 and the detent lever 5 is some kind. Unless the positioning operation is performed, it is in a free rotation state.

In this state, the roller 9a of the detent spring 9 which has moved upward in FIG. 7 tries to rotate the detent lever 5 with respect to the detent lever 5 in the direction of arrow C against the elasticity of itself. Due to the rotation moment, the detent lever 5 rotates in the direction of the arrow C at a predetermined angle in such a manner that the roller 9a of the detent spring 9 is fitted into the engagement groove 5e. When the roller 9a is fitted into the engagement groove 5e, the detent lever 5 is positioned and held at the predetermined position, that is, the R range position by the detent spring 9. Here, it is confirmed by the position sensor 21 whether or not it has finally reached the target range (S-9 in FIG. 8). If it is the target range, the process ends as it is. The range switching device is controlled so as to reach the target range.

At this time, an inertial force acts on the attraction rotor 32 of the electromagnetic clutch 30 having a relatively large mass as compared with the attracted disk 31 even after the drive motor 12 is stopped, and the rotation is attempted to continue. However, since the adsorption rotor 32 is connected to the drive motor 12 side via the input shaft 37, the inertial force does not act in the direction of rotating the detent lever 5, and the detent lever 5 is positioned by the detent spring 9. Is performed in an appropriate state without overrun due to the inertial force of the adsorption rotor 32. Further, since the suction rotor 32 and the drive motor 12 are connected via the reverse rotation prevention mechanism including the worm wheel 13 and the worm 12b, the rotation due to the inertial force of the suction rotor 32 is properly prevented by the reverse rotation prevention mechanism.

Even when the target shift position is not in the R range but in the next N and D ranges, similarly, the position sensor 21 causes the detent spring 9 to move.
The shift operation control unit 20 detects a state in which the roller 9a has completed moving to the range engagement groove 5f, 5g side rather than the top 5l of the projection 5k immediately before the range engagement groove corresponding to the target shift position. Until then, the drive motor 12 is continuously driven to rotate. As a result, the output gear 17 further rotates in the arrow C direction in FIG. 1, the range control shaft 7 also rotates in the arrow C direction together with the detent lever 5, and the roller 9a of the detent spring 9 moves from the range engaging groove 5e to the 5f direction. Drive motor 1 toward the range engagement groove corresponding to the target shift position.
2 is driven to move.

In this way, the roller 9a of the detent spring 9 has the range engagement groove 5f positioned more than the top 5l of the projection 5k immediately before the range engagement groove corresponding to the target shift position.
Alternatively, when the state where the movement to the 5g or 5h side is completed is detected, the shift operation control unit 20 causes the clutch drive control unit 22 to perform the electromagnetic clutch 30 operation in the same manner as described above.
And the motor drive control unit 19 to stop the drive motor 12.

In response to this, the clutch drive control section 22 immediately releases the excitation of the exciting coil 33 of the electromagnetic clutch 30, releases the attraction connection state between the attraction rotor 32 and the attraction disk 31, and the engagement of the electromagnetic clutch 30 is released. Adsorption disk 31
The drive mechanism from the power input shaft 38 of the reduction gear mechanism 46 to the intermediate shaft 36, the output gear 17, and the detent lever 5, which is downstream from the above, is brought into a freely rotating state.

Then, by the roller 9a of the detent spring 9 which has moved upward in FIG. 7 against its own elasticity, the detent lever 5 is rotated in the direction of arrow C so that the roller 9a is inserted into the engaging groove. Insert it. This allows
The detent lever 5 is positioned and held at the range position corresponding to the target shift position by the detent spring 9.

The same applies to the case where the drive motor 12 is rotated in the reverse direction to switch the range in the D → N → R → P direction.

Even if the drive motor 12 fails for some reason and cannot be rotationally driven, the electromagnetic clutch 30 is in the released state when the shift position is selected, and the drive motor 12 and the detent lever are in a released state. Since 5 is disconnected, the manual valve 2 can be operated by a manual operation as will be described later with the drive motor 12 separated from the range control shaft 7 and the detent lever 5.

In this mechanism, when the drive motor 12 (or the electromagnetic clutch 30) is not driven due to, for example, disconnection or short circuit, the output gear 17 of the valve drive device 10 which is the shift range operation unit is operated. A shift range switching operation for changing the manual valve 2 from the parking range to the neutral range by integrally including a manual operation means capable of manually rotating the end side in the direction of the arrow D in the direction of the arrow C by a predetermined angle. It becomes possible to move a vehicle in which such a failure has occurred.

The rod 61 passes through the handle 63, etc.
When operated in the direction, the protrusion 17b and the contact portion 61b come into contact with each other, and the output gear 17 is mechanically interlocked in the direction of arrow C. At this time, when the output gear 17 is interlocked, the small gear 36
b, the large gear 36a and the small gear 35 are also interlocked,
As described above, since the electromagnetic clutch 30 is disengaged except during the shift operation, the operation of the manual operation device 60 is not hindered. As shown in FIG. 4, a roller 64 may be arranged on the rod 61 to make the movement of the rod 61 smoother.

For example, when the shift lever 25 is located in the parking range, the output gear 17 is rotated in the direction of arrow D, as shown in FIG. 2), and the protrusion 17b is at the position indicated by the broken line in FIG. For example, when the drive motor 12 is in a non-functioning state (and the electromagnetic clutch 30 is in a disengaged state) (for example, at the time of failure such as disconnection or short circuit), the rod 6
1 is moved in the direction of arrow F, the protrusion 17b and the contact portion 6
b, and the output gear 17 can be mechanically interlocked with the output gear 17 in the direction of the arrow C by a predetermined amount to the neutral range position (the position of the angle indicated by the solid line N in FIG. 2).

As described above, the manual operation device 60 of the range switching device 1 does not interfere with the output gear 17 when the manual valve 2 is operated by the drive motor 12, that is, when the range switching device 1 is operated, so that the drive motor 12 and the like are operated. Can be prevented from burdening. Further, when the drive motor 12 is in a non-functioning state (and the electromagnetic clutch 30 is in a disengaged state), the gear train of the valve drive device 10, the range control shaft 7 and the detent lever 5 can be operated, and a manual operation is performed. The valve 2 can be manually operated from the parking range position to the neutral range position. As a result, it is possible to enable the movement of the vehicle in which a failure such as disconnection or short circuit has occurred.

Further, in the manual operation device 60, since the tip portion of the rod 61 protruding to the outside of the valve drive device 10 is integrally arranged along the valve drive device 10, a particularly large space is unnecessary. Therefore, the influence on the arrangement of the valve drive device 10 and the range switching device 1 of the vehicle can be reduced.

In this way, when the range switching device 1 fails such as when the electric motor 12 does not function, the driver manually operates the manual operating device 60 as described above to manually change the R range from the parking range position. The vehicle in which the failure has occurred can be moved by operating to the position of the neutral range via the vehicle. However, when the manual operation device 60 is erroneously operated other than at the time of failure, the parked vehicle is moved from the parking range. There is a risk of suddenly starting after entering the R range.

Therefore, the shift operation control section 20 periodically executes the erroneous operation prevention program PMO shown in FIG. 11 while the vehicle is operating, and the range switching device 1 is in a normal state and the manual operation device 60 is operated. Prevents a situation where the vehicle suddenly starts to move backward when the vehicle enters the R range.

That is, the erroneous operation prevention program PMO determines in step S10 whether or not the position sensor 21 has failed. If the position sensor 21 is failing, it is highly likely that the position sensor 21 does not indicate the correct shift position, so it is determined that the range switching device 1 is failing, and the control target of the program PMO is determined. Get out of.

If it is determined in step S10 that the position sensor 21 has not failed, step S10 is executed.
The shift position selected by the shift lever 25 at 11 and the actual shift position of the manual valve 2 or the like,
That is, it is determined whether or not the actuator positions match. If they match, there is no evidence that the manual operation device 60 has been operated, and the execution of this program PMO is terminated.

When the shift position (selection position) selected by the shift lever 25 does not match the actuator position, the manual operation device 60 is erroneously operated and the range control shaft 7 and the detent lever 5 are forcibly moved. Since there is a possibility that it is present, step S12 is entered. In step S12, it is determined whether or not the actuator position detected by the position sensor 21 is in the R range. If the actuator position is in the N range, there is no danger of a sudden start, so execution of the program PMO ends. To do.

If it is determined in step S12 that the actuator position is in the R range,
The line pressure is supplied to the brake hydraulic servo Bl via the B1 control valve 182 from the port of the R range of the manual valve 2 shown in 0, and there is a risk that the automatic transmission 10 reverses. Therefore, step S13 is entered. The shift operation control unit 20 transfers the linear solenoid valve SLU to a B1 control valve 182 which is a reverse inhibit valve via an automatic transmission control unit (not shown).
Supply signal pressure to the valve to operate it
The range port and the brake hydraulic servo Bl are cut off so that the line pressure is not supplied to the brake hydraulic servo Bl.

Thus, even if the manual valve 2 is switched to the R range due to an erroneous operation of the manual operation device 60, it is possible to prevent the vehicle from suddenly starting.

As shift range operating means, in addition to the shift lever 25 shown in FIG. 1, a shift button, a shift switch, a rotary switch, and a voice, as long as the driver's intention to switch the range can be output as an electric signal. Various modes such as an input device can be adopted.

In the above embodiment, the case where the parking range is switched from the parking range to the reverse range by the erroneous operation of the manual operation device 60 has been described. However, when the manual operation device can select an arbitrary range, the vehicle is not driven. The control may be performed so as to prevent the vehicle from traveling when an erroneous operation is performed from the range to the travel range. When preventing the running of the vehicle, not only prohibiting the engagement of the clutch or the brake, which is a frictional engagement element in the transmission for achieving the running range, but also controlling the brake of the vehicle, Of course, it is possible to control so as to prevent the movement.

Further, when the range switching device is mounted on an electric vehicle or a hybrid vehicle, the motor may be controlled so that the vehicle does not move when the parking range is erroneously operated from the parking range to the non-parking range. Good.

[Brief description of drawings]

FIG. 1 is a diagram showing an example of a vehicle range switching device.

FIG. 2 is a partially omitted sectional view showing an output gear of a valve drive device.

FIG. 3 is a perspective view showing an example of a manual operation device.

4 is a plan view showing the manual operation device of FIG. 3. FIG.

FIG. 5 is a front view showing an example of a driving portion of the range switching device.

FIG. 6 is a diagram showing an example of a detent lever.

FIG. 7 is an enlarged view showing details of an engaged state of a detent lever and a detent spring.

FIG. 8 is a flowchart for explaining the operation of the range switching device.

FIG. 9 is a schematic view showing an example of a belt type continuously variable transmission.

FIG. 10 is a diagram showing an example of a hydraulic circuit of the continuously variable transmission of FIG. 9.

FIG. 11 is a flowchart showing an example of an erroneous operation prevention program.

[Explanation of symbols]

1 ... Range switching device 2 ... Switching valve, range switching means (manual valve) 7 ... Power transmission mechanism (range control shaft) 10 ... Driving means (valve driving device) 12 ... Driving means (driving motor) 12b ... Power transmission mechanism (output shaft) 13 ... Power transmission mechanism (worm wheel) 17 ... Power transmission mechanism (output gear) 19 ... Switching valve control means (motor drive control section) 20 ... Switching valve control means (Shift operation control section) 21 ... Switching valve control means (position sensor) 22 ... Switching valve control means (clutch drive control section) 25 ... Shift instruction means (shift lever) 46 ... Power transmission mechanism (reduction gear mechanism) ) 60 ... Manual switching means, manual release mechanism (manual operation device) 101 ... Automatic transmission 182. Dynamic control means (B1 Control Rules valve) B1, C1 ...... frictional engagement elements (brake, clutch) SLU ...... reverse inhibit control means (linear solenoid)

Continued front page    (72) Inventor Naoki Ogoshi             10 Akane, Takane, Fujii-cho, Anjo City, Aichi Prefecture             N AW Co., Ltd. F term (reference) 3J067 AA01 AB22 AB23 AC23 AC53                       BA54 BA58 BA60 DB32 DB33                       FA63 FA84 FB73 FB76 GA01                 3J552 MA06 MA07 MA12 MA26 NA01                       NB08 PA19 PB01 QA10C                       QB06 QB07 RA19 RA20 RB02                       UA04 VA62W VD00W

Claims (6)

[Claims] 1. A range switching means capable of switching a plurality of ranges having at least a traveling range and a non-traveling range, a driving means for driving the range switching means, and a shift instructing means for instructing switching among the plurality of ranges. And a manual switching means capable of manually switching the range switching means, in a range switching device for a vehicle, wherein when the range switching is not instructed by the shift instructing means, the non-running range is set by the manual switching means. A range switching device for a vehicle, having a travel preventing means for preventing the travel of the vehicle when manually switched to the travel range. 2. A fail detection means for detecting a failure of the drive means, wherein the traveling prevention means can prevent the vehicle from traveling when the failure detection means does not detect the failure of the drive means. The range switching device for a vehicle according to claim 1. 3. The range switching device is mounted on an automatic transmission capable of moving a vehicle forward and backward by selectively engaging a plurality of frictional engagement elements, and the traveling prevention means comprises: 3. The vehicle range switching device according to claim 1, wherein engagement of a frictional engagement element that engages when moving forward or backward is prohibited. 4. A vehicle range switching device mounted on an automatic transmission capable of moving a vehicle forward and backward by selectively engaging a plurality of frictional engagement elements, the automatic transmission comprising: Shift range of the neutral range,
A switching valve that can switch between a forward range, a reverse range, and a parking range, a drive motor that switches and drives the switching valve, and a switching valve that is provided between the drive motor and the switching valve and that drives the driving motor. To the power transmission mechanism, a shift instruction means for instructing a shift range of the automatic transmission, the drive motor is controlled according to a shift instruction by the shift instruction means, and the switching valve is instructed by the shift instruction means. And a reverse inhibit control means for prohibiting the switching valve control means for positioning the shift valve at the shift position and the control means for driving the friction engagement element corresponding to the reverse range when the changeover valve is in the reverse range. In the range switching device for a vehicle having, When the replacement valve is in the parking range, the switching valve can be manually operated from the parking range to another shift range, a manual release mechanism, and the positioning operation of the switching valve by the switching valve control means is normal. The abnormal release detection means for detecting that the manual release mechanism has been operated and the switching valve has been moved to the reverse range while the manual release mechanism is operated. When it is detected that the switching valve has been moved to the reverse range, the reverse inhibit control means is prohibited from driving the friction engagement element corresponding to the reverse range, abnormal range switching prevention means, Has,
Vehicle range switching device. 5. The range switching device for a vehicle according to claim 4, wherein the abnormal movement detecting means detects that the switching valve has been moved from the parking range to the reverse range. 6. A range switching means capable of switching a plurality of ranges having at least a parking range and a non-parking range, a driving means for driving the range switching means, and a shift instructing means for instructing switching in the plurality of ranges. And a manual switching means capable of manually switching the range switching means, wherein a range switching device for a vehicle is provided, and when the range switching is not instructed by the shift instructing means, the manual switching means disables the switching from the parking range. A range switching device for a vehicle, which has a travel preventing means for preventing the travel of the vehicle when manually switched to the parking range.