Vehicle control devices

Abstract

The present invention relates to a vehicle control device. In the vehicle control device, when the shift lever is in the parking position and the brake is disengaged, the device controls the shift from the parking position to another shift position (implementing a P lock), and when the shift lever is in the neutral position and the brake is disengaged, the device controls the shift from the neutral position to another shift position (implementing an N lock). If it is determined that there is a fault in the electrical contacts and the brake is disengaged, the P lock is implemented and the clutch mechanism is controlled to a released state (controllably establishing a neutral position), thereby cutting off power transmission between a driving force source and the drive wheels (step S12).

Description

Technical Field

[0001] The present invention relates to a control device for a vehicle equipped with an automatic transmission, and more particularly to a control device for a vehicle equipped with a shift device for switching a shift position (gear stage or gear ratio) of the automatic transmission. Background Art

[0002] Japanese Patent Application Laid-Open No. 9-123787 describes a control device for a vehicle equipped with a PTO (Power Take Off) device and an automatic transmission. A PTO device is a device that extracts power from a driving power source (e.g., an engine) to drive a mounting device such as a crane or pump in a vehicle equipped with such a device. Furthermore, the vehicle controlled by the control device described in Japanese Patent Application Laid-Open No. 9-123787 includes a P-shift lock mechanism that locks the position of the automatic transmission's shift lever (shift device) when the shift lever is in the parking position (P gear), and an N-shift lock mechanism that locks the position of the shift lever when the shift lever is in the neutral position (N gear). Furthermore, the control device described in Japanese Patent Application Laid-Open No. 9-123787 is configured to prevent the transmission of a shift lock release signal while the PTO device is in use. That is, while the PTO device is in use, the operation for releasing the shift lever lock performed by the P-shift lock mechanism and the N-shift lock mechanism is controlled. Summary of the Invention

[0003] As described above, the vehicle control device described in Japanese Patent Application Laid-Open No. 9-123787 is designed for special vehicles equipped with a mounting device, a PTO device, etc., and performs a P-shift lock (P lock) that locks the position (shift position) of the automatic transmission shift lever in the parking position, and an N-shift lock (N lock) that locks the position (shift position) of the automatic transmission shift lever in the neutral position. By enabling both the P lock and the N lock when the PTO device is in use, even if the shift lever is erroneously operated, the vehicle can be prevented from losing control.

[0004] However, in ordinary passenger cars or ordinary vehicles other than the special vehicles mentioned above, such as buses and trucks, when equipped with automatic transmissions, there is also a system (P lock) for locking the position of the shift device that selects the parking position. For example, when the shift lever of the shift device enters the parking position, the P lock is activated to lock the position of the shift lever. That is, the shift position is fixed at the parking position, and switching to other shift positions is regulated or restricted. Regarding the P lock, for example, when the brake is turned on and the vehicle is braked, the lock is released. That is, switching from the parking position to other shift positions is possible. By providing such a P lock function, it is possible to prevent the vehicle from starting unintentionally due to erroneous operation of the shift lever.

[0005] Conventional automatic transmission shifting devices typically employ a so-called mechanical shift lever, mechanically linked to the shift lever and the manual valve of the hydraulic control system within the automatic transmission. These shift levers typically employ electrical contacts that correspond one-to-one with each shift position selected by the shift lever, i.e., the number of electrical contacts equals the number of shift positions. The shift position selected by the shift lever is detected based on electrical signals received from each electrical contact. Therefore, if the electrical contacts used to receive the detection signals for each shift position malfunction or fail, the exact shift position cannot be determined. Consequently, the vehicle could unexpectedly begin moving due to, for example, erroneous operation of the shift lever. For example, consider a scenario where the shift lever or the shift position displayed on the shift lever indicates the parking position, but is actually set to the neutral position. In this case, the shift position can be switched from the neutral position to a driving position such as the forward position (D gear) or the reverse position (R gear). Therefore, if the shift position is switched to the driving position due to an erroneous operation of the shift lever, the vehicle may start unexpectedly.

[0006] It should be noted that, as in the vehicle control device described in Japanese Patent Application Laid-Open No. 9-123787, by providing, in addition to the P lock, an N lock system that locks the position of the shift device or shift lever when the neutral position is selected, it is theoretically possible to prevent the vehicle from starting in an unintended manner as described above. However, in a shift device linked to a manual valve of an automatic transmission, it is structurally difficult to operate both the P lock and the N lock simultaneously.

[0007] The present invention has been conceived with an eye on the above-mentioned technical problems, and its object is to provide a vehicle control device that is targeted at vehicles equipped with an automatic transmission in which a shift position is selected by a shift device. The vehicle control device can reliably prevent an unintended vehicle start-up even when an electrical contact for extracting a detection signal for the shift position fails or malfunctions.

[0008] In order to achieve the above-mentioned purpose, the present invention is a control device for a vehicle, wherein the vehicle comprises: a driving force source; a braking device; an automatic transmission, which transmits torque between the driving force source and the drive wheels and sets a plurality of shift positions including at least a parking position, a neutral position and a driving position that generates driving force for driving; a shift device, which selects any of the shift positions set by the automatic transmission; electrical contacts, which correspond one-to-one to the shift positions; a detection unit, which detects the shift position selected by the shift device and a fault of the electrical contacts based on an electrical signal taken out from the electrical contacts, and detects the working state of the braking device; and a clutch mechanism, which selectively cuts off the power transmission between the driving force source and the drive wheels, and when the shift device selects the shift position, the detection unit detects a fault of the electrical contacts and the shift position selected by the shift device based on an electrical signal taken out from the electrical contacts, and detects the working state of the braking device; and When the vehicle is in the parking position, the brake device is not operated, and the switching from the parking position to the other shift position is regulated or restricted (i.e., the so-called P lock is performed); and when the neutral position is selected by the shift device, the brake device is not operated, and the switching from the neutral position to the other shift position is regulated or restricted. The control device of the vehicle is characterized in that it is provided with a controller for controlling the automatic transmission and the clutch mechanism respectively, and when it is determined that the electrical contact fails and the brake device is not operated, the controller regulates or restricts the switching from the parking position to the other shift position, and controls the clutch mechanism to be released to cut off the power transmission.

[0009] Furthermore, the controller in the present invention may be configured to determine that a fault has occurred in the electrical contact when the electrical signals are detected simultaneously from a plurality of the electrical contacts or when the electrical signal cannot be detected from any of the electrical contacts.

[0010] In addition, the controller in the present invention can also be configured to: release the control or restriction of switching from the parking position to the other shift positions (P lock) when the braking device is in operation; and when the control or restriction of switching from the parking position to the other shift positions (P lock) is released, alternatively, control or restrict switching from the neutral position to the other shift positions (i.e., perform so-called N lock) when the braking device is not in operation; and release the control of switching from the neutral position to the other shift positions (N lock) when the braking device is in operation; and when the control of switching from the neutral position to the other shift positions (N lock) is released, alternatively, control or restrict switching from the parking position to the other shift positions (i.e., perform P lock) when the braking device is not in operation.

[0011] Furthermore, it may also be that: the automatic transmission in the present invention is a structure having a hydraulic control device that switches and sets the shift position by actuating a manual valve, and the shift device in the present invention is a structure having a mechanical shift lever that mechanically links the manual valve to switch the shift position.

[0012] The vehicle control device of the present invention controls a vehicle equipped with an automatic transmission that switches shift positions via a shifting device and includes a clutch mechanism that selectively interrupts power transmission between a driving force source and drive wheels. The shifting device activates the hydraulic control device of the automatic transmission to set the shift position (gear stage or gear ratio) of the automatic transmission. For example, the shifting device includes a so-called mechanical shift lever that mechanically links with a manual valve of the hydraulic control device to switch the shift position. Furthermore, the vehicle control device of the present invention includes electrical contacts that correspond to each shift position selected by the shifting device. The shift position selected by the shifting device is detected and determined based on electrical signals (detection signals) received from the electrical contacts. Furthermore, the vehicle control device of the present invention implements a so-called P lock function that controls or restricts switching from the parking position to another shift position when the shifting device selects the parking position (P position) while the brakes are not engaged (i.e., the brakes are off). It should be noted that when the brakes are engaged (i.e., the brakes are on), shifting from the park position to another shift position is permitted. Specifically, when the brakes are on, the P lock described above is released, allowing shifting from the park position to another shift position. This P lock function prevents a vehicle stopped in the park position from being accidentally started due to, for example, erroneous operation of the shifter.

[0013] However, if the electrical contacts described above fail or malfunction, the accurate shift position cannot be determined, resulting in the P lock not being able to function properly. Therefore, the vehicle control device of the present invention determines whether the electrical contacts are faulty. If the electrical contacts are determined to be faulty and the brakes are released, the P lock is executed, and the clutch mechanism is controlled to a released state, disconnecting the driving force source from the vehicle's power transmission path. In other words, unlike the neutral position of an automatic transmission, which is set by operating the shifter, the clutch mechanism is controlled to forcibly establish a so-called controlled neutral state, which forcibly disconnects power transmission between the driving force source and the drive wheels. Therefore, even if the shifter is misoperated due to an electrical contact failure and the accurate shift position cannot be determined, unintended vehicle starts can be prevented. For example, even if the shift position is switched to a driving position such as D or R, the controlled neutral state described above can prevent unintended vehicle starts caused by misoperation of the shift lever.

[0014] It should be noted that, regarding the aforementioned electrical contact failure or malfunction, for example, when electrical signals are detected simultaneously from multiple electrical contacts (multiple contacts are connected) or when no electrical signal is detected from any electrical contact (no contact), it is determined that a failure has occurred. Therefore, a failure or malfunction of the electrical contacts used to determine the shift position can be easily and accurately detected and determined.

[0015] The vehicle control device of the present invention has the aforementioned P-lock function and also has a so-called N-lock function. Specifically, when the P-lock is released, the vehicle control device of the present invention selectively executes an N-lock function to control or restrict shifting from the neutral position to another shift position while the brake is disengaged. The N-lock function releases the P-lock function. Furthermore, the N-lock function releases the P-lock function. The N-lock function prevents a vehicle stopped in the neutral position from being accidentally started due to, for example, erroneous operation of the shift device.

[0016] Therefore, according to the vehicle control device of the present invention, for a vehicle equipped with an automatic transmission in which a shift position is selected by a shift device, even if the electrical contacts for extracting the detection signal of the shift position fail or malfunction, it is possible to reliably prevent the vehicle from starting unintentionally. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, in which like reference numerals represent like elements, and in which:

[0018] Figure 1This is a diagram for explaining a vehicle that is a target for control in the vehicle control device of the present invention, and schematically shows an example of the structure and control system of the vehicle.

[0019] Figure 2 This is a diagram for explaining the configuration of the vehicle control device of the present invention, and in particular, schematically shows an example of a control system between a controller, a shift device, and an automatic transmission.

[0020] Figure 3 This diagram is used to explain an example of a manual valve of a hydraulic control device that is linked to a shift lever of a shift device, and schematically shows the position of the manual valve and the flow of hydraulic control oil when the parking position (P position) is set.

[0021] Figure 4 This diagram is used to explain an example of a manual valve of a hydraulic control device that is linked to a shift lever of a shift device, and schematically shows the position of the manual valve and the flow of hydraulic control oil when the driving position (R range) is set.

[0022] Figure 5 This is a flowchart for explaining an example of control executed by the vehicle control device of the present invention. DETAILED DESCRIPTION

[0023] The embodiment of the present invention will be described with reference to the accompanying drawings. It should be noted that the embodiment described below is merely an example of a specific embodiment of the present invention and does not limit the present invention.

[0024] In an embodiment of the present invention, the vehicle to be controlled includes a driving force source, driving wheels, a braking device, an automatic transmission, a shifting device, and a clutch mechanism. Furthermore, the control device of the vehicle in an embodiment of the present invention is configured to: when the parking position is selected by the shifting device, perform a so-called P lock that controls or restricts switching from the parking position to other shift positions while the braking device is not in operation. Figure 1 An example of such a vehicle structure and control system is shown in FIG.

[0025] Figure 1 The illustrated vehicle Ve includes an engine (ENG) 1 and a motor (MG) 2 as driving force sources. Furthermore, the vehicle Ve includes drive wheels 3, a brake device (BR) 4, an automatic transmission (AT) 5, a shift device 6, a clutch mechanism 7, a detection unit 8, and a controller (ECU) 9 as main components.

[0026] The engine 1 is an internal combustion engine, such as a gasoline engine or a diesel engine, and is configured to electrically control operating states such as output adjustment and starting and stopping. For a gasoline engine, the throttle opening, the fuel supply or injection amount, the start and stop of ignition, and ignition timing are electrically controlled. For a diesel engine, the fuel injection amount, the fuel injection timing, or the throttle opening (in an EGR system) are electrically controlled.

[0027] Motor 2 converts electrical energy into mechanical energy (or rotational energy), or converts mechanical energy (or rotational energy) into electrical energy. For example, it is composed of a permanent magnet synchronous motor or an induction motor. A battery (not shown) is connected to motor 2 via an inverter (not shown). The power stored in the battery can be supplied to motor 2, so that motor 2 functions as a prime mover and outputs a driving torque. In addition, it can also be configured so that motor 2 functions as a generator, and the power generated at this time is stored in the battery. That is, motor 2 can also be a so-called electric generator that has both the function of a prime mover and the function of a generator.

[0028] It should be noted that in Figure 1 In the example shown, the vehicle Ve is a hybrid vehicle equipped with an engine 1 and a motor 2 as driving force sources. In the embodiments of the present invention, the vehicle Ve to be controlled is not limited to a hybrid vehicle. For example, it may be a conventional engine vehicle equipped with only the engine 1 as a driving force source. Alternatively, it may be an electric vehicle that combines the motor 2 as a driving force source with an automatic transmission 5.

[0029] The driving wheels 3 are wheels that generate the driving force of the vehicle Ve by transmitting the output torque of the engine 1 and the motor 2, which are the driving force sources. Figure 1 In the example shown, the driving wheels 3 are the rear wheels of the vehicle Ve, and are connected to the output shaft 5a of the automatic transmission 5 described later via a propeller shaft 10, a differential gear 11, and left and right drive shafts 12. Figure 1 In the example shown, the vehicle Ve is a rear-wheel drive vehicle that uses the rear wheels as drive wheels 3 and generates driving force at the rear wheels. It should be noted that the vehicle Ve in the embodiment of the present invention may also be a front-wheel drive vehicle (not shown) that uses the front wheels as drive wheels 3 and generates driving force at the front wheels. Alternatively, it may be a four-wheel drive vehicle (not shown) that distributes the output torque of the driving force source to the front and rear wheels through a transfer case (not shown), that is, uses the front and rear wheels as drive wheels 3 and generates driving force at the front and rear wheels. Alternatively, it may be a four-wheel drive hybrid vehicle (not shown) that uses the engine 1 to drive either the front wheel or the rear wheel and uses the motor 2 to drive the other of the front wheel or the rear wheel.

[0030] The brake device 4 is a device that generates braking force for the vehicle Ve. For example, a conventionally used structure such as a hydraulic disc brake or drum brake is used. The brake device 4 is activated by the driver's depression of a brake pedal (not shown) to generate braking force (braking torque) for the vehicle Ve. Furthermore, the brake device 4 is automatically controlled by, for example, a controller 9 (described later) to operate in conjunction with an ABS (anti-lock braking system) or an automatic braking system for collision avoidance or collision damage reduction.

[0031] The automatic transmission 5 is provided between the engine 1 and the motor 2, i.e., the driving force source, and the driving wheels 3, and transmits the output torque of the driving force source between the driving force source and the driving wheels 3. At the same time, the automatic transmission 5 changes the rotational speed of the output shaft (not shown) of the driving force source. Figure 1 In the illustrated embodiment, the automatic transmission 5 is connected to the output side of the engine 1 and the motor 2 via a torque converter or the like (not shown), and transmits the output torque of the engine 1 or the motor 2 to the drive wheels 3 between the engine 1 and the motor 2 and the drive wheels 3. In short, the automatic transmission 5 is a device that can appropriately change the ratio of the rotational speed of the output shaft 5a to the rotational speed of the input shaft (not shown), that is, the speed ratio, and automatically controls the change of the speed ratio or the gear, that is, the speed control. In addition, the automatic transmission 5 allows the driver to arbitrarily select a shift position via the shift device 6 described later. The automatic transmission 5 is set to a plurality of shift positions, including at least a parking position (P gear), a neutral position (N gear), and a driving position (for example, D gear, B gear, and R gear) that generates driving force for driving.

[0032] The automatic transmission 5 also includes a hydraulic control device 13 for hydraulically controlling the shifting operation of the automatic transmission 5. Specifically, the engagement and release states of the clutch mechanism (clutch and brake for shift control) 5b of the automatic transmission 5 are controlled by the hydraulic control device 13. The hydraulic control device 13 includes a manual valve 13b (described later), and by operating the manual valve 13b, the shift position, gear stage, or gear ratio of the automatic transmission 5 are switched and set.

[0033] The shift device 6 selects an arbitrary shift position set by the automatic transmission 5. For example, the shift device 6 includes a shift lever 6a, which is manually operated by the driver to switch and set each shift position of the automatic transmission 5. Figure 1In the example shown, the automatic transmission 5 is configured to selectively set five shift positions: parking (P), reverse (R), neutral (N), forward (D), and brake (B). Of these shift positions, the reverse (R), forward (D), and brake (B) positions generate driving force for travel. As described later, the shift lever 6a is a so-called "mechanical shift lever" that mechanically links the manual valve 13b of the hydraulic control device 13 to switch the shift positions.

[0034] Furthermore, the vehicle Ve is provided with electric contacts 14 corresponding to the above-mentioned shift positions. Figure 2 As shown, the electric contact 14a corresponding to the parking position (P range) (hereinafter, P contact) 14a, an electric contact 14b corresponding to the reverse position (R range) (hereinafter, R contact) 14b, an electric contact 14c corresponding to the neutral position (N range) (hereinafter, N contact) 14c, an electric contact 14d corresponding to the forward position (D range) (hereinafter, D contact) 14d, and an electric contact 14e corresponding to the brake position (B range) (hereinafter, B contact) 14e are provided. Electrical signals can be taken from each of the electric contacts 14. For example, an ON signal is taken from the electric contact 14 corresponding to the shift position selected by the shift device 6. An OFF signal is taken from the electric contact 14 corresponding to the shift position not selected by the shift device 6. Furthermore, each of the electric contacts 14, namely, the P contact 14a, R contact 14b, N contact 14c, D contact 14d, and B contact 14e, is connected to the shift position sensor 8e, described later. The shift position selected by the shift device 6 is detected by the shift position sensor 8e.

[0035] The clutch mechanism 7 selectively cuts off the power transmission between the driving force source (i.e., the engine 1 and the motor 2) and the driving wheel 3. That is, the clutch mechanism 7 is controlled to be in an engaged state and a released state, and by selectively becoming in a released state, the power transmission between the driving force source and the driving wheel 3 is cut off. For example, the clutch mechanism 7 is composed of a clutch (not shown) provided between the driving force source and the automatic transmission 5 as a starting device (starting clutch) of the vehicle Ve. Alternatively, the clutch mechanism 7 may also be composed of a clutch mechanism (clutch and brake) controlled to be in an engaged state and a released state in order to form a predetermined gear (shift position) inside the automatic transmission 5. In Figure 1 In the example shown, the clutch mechanism 7 is constituted by the clutch mechanism 5b of the automatic transmission 5. That is, the clutch mechanism 5b of the automatic transmission 5 also serves as the clutch mechanism 7 in the embodiment of the present invention.

[0036] The detection unit 8 is a device or apparatus for acquiring various data and information required for controlling the vehicle Ve. It includes, for example, a power supply, a microcomputer, sensors, and an input / output interface. In particular, the detection unit 8 in this embodiment of the present invention detects various data and information used to control the engine 1, motor 2, automatic transmission 5, and clutch mechanism 7. Specifically, the detection unit 8 includes various sensors, devices, and apparatuses, such as a wheel speed sensor 8a for detecting the rotational speed of the drive wheels 3, an engine speed sensor 8b for detecting the rotational speed of the engine 1, a resolver 8c for detecting the rotational angle of the motor 2, a brake sensor (or brake switch) 8d for detecting the operating state (on / off) of the brake device 4, a shift position sensor 8e for detecting the selected position (i.e., shift position) of the shift device 6, and a timer 8f for measuring control duration, wait time, and the like. In particular, the shift position sensor 8e detects the shift position selected by the shift device 6 and any malfunctions in the electrical contacts 14 based on electrical signals received from the aforementioned electrical contacts 14. Furthermore, the detection unit 8 is electrically connected to a controller 9 described later, and outputs an electrical signal corresponding to the detection values ​​or calculated values ​​of the various sensors, devices, and apparatuses described above to the controller 9 as detection data.

[0037] The controller 9 is, for example, an electronic control device mainly composed of a microcomputer. In particular, the controller 9 in the embodiment of the present invention mainly controls the actions of the engine 1, motor 2, automatic transmission 5, clutch mechanism 7, etc. Various data detected or calculated by the above-mentioned detection unit 8 are input to the controller 9. The controller 9 uses the various input data and pre-stored data, calculation formulas, etc. to perform calculations. In addition, the controller 9 is configured to output a control instruction signal based on the calculation result to control the actions of the above-mentioned engine 1, motor 2, automatic transmission 5, clutch mechanism 7, etc. Figure 1 , a plurality of controllers 9 may be provided in accordance with the devices or equipment to be controlled, or in accordance with the control contents.

[0038] exist Figure 2 The control system and control instruction system between the automatic transmission 5 and the shift device 6 and the controller 9 are shown in FIG. Figure 2 As shown, the hydraulic control device 13 of the automatic transmission 5 includes a shift solenoid 13a and a manual valve 13b. The shift solenoid 13a operates based on the instruction signal from the controller 9, causing the manual valve 13b to operate (move forward and backward). The manual valve 13b is mechanically linked with the mechanical shift lever 6a of the shift device 6 to switch the shift position. Specifically, Figure 3 、 Figure 4 As shown, the valve stem 13c of the manual valve 13b moves forward and backward (in Figure 3 、 Figure 4 The oil passage 13d of the hydraulic control device 13 is opened and closed (operating in the left and right directions), thereby switching and setting the shift position.

[0039] For example, Figure 3 The following shows an example of setting the parking position (P gear) by the manual valve 13b. When the valve column 13c of the manual valve 13b moves to the P gear position, the oil circuit 13d is closed, and the clutch solenoid 13e that actuates the clutch mechanism 5b of the automatic transmission 5 is not supplied with hydraulic pressure. As a result, the clutch mechanism 5b of the automatic transmission 5 becomes uncontrollable. That is, the normally open clutch mechanism 5b becomes released, and the parking position (P gear) in which no driving force is generated is set. In the case of setting the neutral position (N gear) by the manual valve 13b, similarly to the above-mentioned example of the parking position (P gear), the oil circuit 13d is closed at the N gear position of the valve column 13c, thereby setting the neutral position (N gear) in which no driving force is generated.

[0040] in addition, Figure 4 The following shows an example of setting the reverse gear position (R gear) by the manual valve 13b. When the valve stem 13c of the manual valve 13b moves to the R gear position, the oil circuit 13d is opened, and hydraulic pressure is supplied to the clutch solenoid 13e that actuates the clutch mechanism 5b of the automatic transmission 5. As a result, the clutch mechanism 5b of the automatic transmission 5 becomes controllable. In other words, the clutch mechanism 5b becomes engaged. Therefore, the driving position (R gear, D gear, B gear) that generates driving force can be set. In this case, the reverse gear position (R gear) that generates driving force is set. When the forward position (D gear) or the brake position (B gear) is set by the manual valve 13b, the oil circuit 13d is opened at the D gear or B gear position of the valve stem 13c, similarly to the above-mentioned reverse gear position (R gear), so that the forward position (D gear) or the brake position (B gear) that generates driving force can be set.

[0041] Furthermore, in the vehicle control device according to the embodiment of the present invention, when the parking position (P position) is selected by the shift device 6, while the brake device 4 is not in operation and the brake is in the off state, switching from the parking position (P position) to another shift position is controlled or restricted. In other words, the so-called P lock is implemented. The P lock is released when the brake device is in operation. In other words, the P lock allows switching from the parking position (P position) to another shift position while the brake is in the on state.

[0042] In addition, the control device of the vehicle in the embodiment of the present invention has the function of the P lock as described above, and also has the function of the so-called N lock. In the control device of the vehicle in the embodiment of the present invention, when the P lock is released, the switching from the neutral position (N gear) to other shift positions is regulated or restricted in the state where the brake is disconnected. That is, the so-called N lock is implemented. The N lock is released in the state where the brake device is working. That is, the N lock can be switched from the neutral position (N gear) to other shift positions in the state where the brake is connected. And, by releasing the N lock, the P lock can be operated. In short, the control device of the vehicle in the embodiment of the present invention is configured so that the P lock and N lock as described above can be alternatively in a state where they can be operated or released.

[0043] Thus, the vehicle control device according to the embodiment of the present invention includes, in addition to the aforementioned P-lock function, an N-lock function, thereby appropriately preventing the vehicle Ve, which is stopped in the parking position or neutral position, from starting against the driver's will. In particular, when the vehicle Ve is an electric vehicle (e.g., an electric vehicle or hybrid vehicle) capable of starting and traveling solely by the power of the motor 2 (a vehicle without the engine 1 idling), the provision of the N-lock function, which locks the neutral position, appropriately prevents the vehicle Ve from being unintentionally started due to, for example, driver erroneous operation of the shifter.

[0044] On the other hand, the vehicle control device in the embodiment of the present invention uses the electrical signals taken from the electrical contacts 14 corresponding to the shift positions selected by the shift device 6 for control. Therefore, if the electrical contacts 14 malfunction or fail, the accurate shift position cannot be determined, and as a result, the P lock described above may not function properly. Therefore, the vehicle control device in the embodiment of the present invention is configured to take into account the operating state of the electrical contacts 14. When the shift device 6 is operated with the brake released, for example, the following is executed: Figure 5 The control is shown in the flowchart.

[0045] exist Figure 5 In the flowchart, first, in step S1, the working state of the electric contact 14 is considered to determine whether the electric contact 14 has a fault or the possibility of the electric contact 14 having a fault. Specifically,

[0046] Determine whether all the following conditions are met:

[0047] (1) In the immediately preceding (last) routine, the P contact 14a is on (the electrical signal detected from the P contact 14a is on);

[0048] (2) In the immediately preceding (last) routine, the N contact 14c is open (the electrical signal detected from the N contact 14c is open);

[0049] (3) The brake was off in the immediately preceding (last) routine (the brake device 4 was not operating);

[0050] (4) The current P contact 14a is connected;

[0051] (5) The current N contact 14c is open.

[0052] If a negative determination is made in step S1 because at least one of the above-mentioned determination conditions is not satisfied, the process proceeds to step S2.

[0053] In step S2 , it is determined whether at least the P contact 14 a is currently closed, or whether there is no contact currently (ie, all the electrical contacts 14 are open).

[0054] If an affirmative determination is made in step S2 because at least P contact 14a is currently closed or all electrical contacts 14 are currently open, the process proceeds to step S3.

[0055] In step S3 , it is determined whether the brake is on, that is, whether the brake device 4 is in an operating state.

[0056] If the brake device 4 is operated and in operation, that is, the brake is on, and an affirmative determination is made in step S3 , the process proceeds to step S4 .

[0057] In step S4, the P lock is released. That is, the shift position can be switched from the parking position (P position) to another shift position. With the release of the P lock, the N lock can be activated.

[0058] The control of step S4 is executed when the parking position (P range) is selected by the shift device 6 and the brake is on. That is, when the parking position (P range) is selected, the P lock is released according to a normal or predetermined procedure.

[0059] When the P lock is released in step S4, that is, when the N lock is implemented and the P lock is able to work, the process is temporarily terminated. Figure 5 The routine is shown in the flowchart.

[0060] On the other hand, if a negative determination is made in step S3 because the brake is off, that is, the brake device 4 is not in operation, the process proceeds to step S5.

[0061] In step S5 , a controlled neutral state is established. Specifically, unlike the neutral position (N position) set by the operation of the shifter 6 , the clutch mechanism 7 is controlled to forcibly cut off the power transmission between the driving force source and the drive wheels 3 .

[0062] Next, in step S6, P lock is executed. That is, switching from the parking position (P position) to other shift positions is regulated or restricted. With the execution of P lock, N lock is released.

[0063] The control of step S6 is executed with the parking position (P range) selected by the shift device 6 and the brake released. That is, when the parking position (P range) is selected, the P lock is executed according to a normal or predetermined procedure.

[0064] Furthermore, the control of steps S5 and S6 described above is performed assuming that at least one of the electrical contacts 14 is malfunctioning when all the electrical contacts 14 are disconnected. Specifically, the control is performed assuming that a neutral position (N gear) is actually formed when all the electrical contacts 14 are disconnected and the accurate shift position currently set cannot be determined. Therefore, even when the shift device 6 is operated in a state where the accurate shift position cannot be determined as described above, the undesired start of the vehicle Ve can be prevented by forming a controlled neutral state in step S5 described above. For example, even when the shift position is switched to a driving position such as a forward position (D gear) or a reverse position (R gear), the undesired start of the vehicle Ve can be prevented.

[0065] When the P lock is executed in the above step S6, that is, the N lock is released and the P lock is enabled, the process is temporarily terminated. Figure 5 The routine is shown in the flowchart.

[0066] On the other hand, if a negative determination is made in the aforementioned step S2 because the P contact 14a is currently open and is not currently contactless, the process proceeds to step S7.

[0067] In step S7, it is determined whether at least the N contact 14c is currently closed.

[0068] If an affirmative determination is made in step S7 because at least the N contact 14 c is currently closed, the process proceeds to step S8 .

[0069] In step S8 , it is determined whether the brake is on, that is, whether the brake device 4 is in an operating state.

[0070] If the brake device 4 is operated and in operation, that is, the brake is on, and an affirmative determination is made in step S8 , the process proceeds to step S9 .

[0071] In step S9, the P lock is activated. This means that shifting from the parking position (P gear) to other shift positions is regulated or restricted. With the P lock activated, the N lock is released. In other words, shifting from the neutral position (N gear) to other shift positions is possible. In other words, the N lock is released. With the N lock released, the P lock becomes operational.

[0072] The control of step S9 is executed when the neutral position (N range) is selected by the shift device 6 and the brake is on. That is, when the neutral position (N range) is selected, the N lock is released according to a normal or predetermined procedure.

[0073] When the N lock is released in step S9, that is, the P lock is implemented and the N lock is released, the process is temporarily terminated. Figure 5 The routine is shown in the flowchart.

[0074] On the other hand, if a negative determination is made in step S8 because the brake is off, that is, the brake device 4 is not in operation, the process proceeds to step S10 .

[0075] In step S10, the P lock is released. This means that shifting from the parking position (P gear) to other shift positions is possible. With the P lock released, the N lock becomes active. In other words, shifting from the neutral position (N gear) to other shift positions is regulated or restricted. In other words, the N lock is executed. With the N lock applied, the P lock is released.

[0076] The control of step S10 is executed with the neutral position (N range) selected by the shifter 6 and the brake released. That is, when the neutral position (N range) is selected, the P lock is released according to a normal or predetermined procedure.

[0077] When the P lock is released in step S10, that is, the N lock is implemented and the P lock is released, the process is temporarily terminated. Figure 5 The routine is shown in the flowchart.

[0078] On the other hand, if a negative determination is made in the aforementioned step S7 because at least the N contact 14 c is currently open, the process proceeds to step S11 .

[0079] In step S11, it is determined whether there was no contact (i.e., all electrical contacts 14 were open) in the immediately preceding (last) routine, and whether the brake was off, i.e., the brake device 4 was not operated in the immediately preceding (last) routine.

[0080] If an affirmative determination is made in step S11 because there was no contact in the immediately preceding (last) routine and the brake was off in the immediately preceding (last) routine, the process proceeds to step S12 .

[0081] In step S12, a controlled neutral state is established. This is the same control as in step S5, except that, unlike the neutral position (N position) set by the operation of the shifter 6, the clutch mechanism 7 is controlled to forcibly cut off the power transmission between the driving force source and the drive wheels 3.

[0082] Next, in step S13, the P lock is activated. This means that shifting from the parking position (P gear) to other shift positions is regulated or restricted. In other words, shifting from the neutral position (N gear) to other shift positions is enabled. In other words, the N lock is released. With the N lock released, the P lock becomes operational.

[0083] In this case (if a positive determination is made in step S11), the control of steps S12 and S13 is executed assuming that N contact 14c of electrical contact 14 has failed. Specifically, the control is executed assuming that all electrical contacts 14, including N contact 14c, are disconnected, making it impossible to accurately determine the currently set shift position. This assumes that the vehicle is mistakenly identified as having been set to the parking position (P position) despite actually being in the neutral position (N position) as described above. Therefore, even if the shift device 6 is operated while the accurate shift position cannot be determined as described above, the controlled neutral state established in step S12 can prevent the vehicle Ve from being unintentionally started. For example, even if the shift position is switched to a driving position such as the forward position (D position) or the reverse position (R position), the vehicle Ve can be prevented from being unintentionally started.

[0084] When the P lock is executed in the above step S13, that is, the N lock is released and the P lock is enabled, the process is temporarily terminated. Figure 5 The routine is shown in the flowchart.

[0085] In contrast, when a negative judgment is made in the aforementioned step S11 because there is no contact in the immediately preceding (last) routine or the brake is engaged in the immediately preceding (last) routine, step S12 is skipped and the process proceeds to step S13.

[0086] In step S13, the same control as in the past is executed. That is, P lock is executed to regulate or limit the shift from the parking position (P position) to other shift positions. In addition, N lock is released with the execution of P lock.

[0087] In this case (if a negative determination is made in step S11), the control of step S13 (skipping step S12) is executed with the neutral position (N range) selected by the shift device 6 and the brake engaged. Based on the determination result in step S11, there is a possibility that a failure of the electrical contact 14 has occurred. However, in this case, since the brake is engaged and the brake device 4 is operating, even if the shift position is switched from the actual neutral position (N range) to a driving position such as the forward position (D range) or the reverse position (R range), the vehicle Ve will not start unintentionally. Therefore, assuming that the neutral position (N range) is selected, the N lock is released according to the usual or prescribed procedure. With the N lock released, the P lock becomes operational.

[0088] When the P lock is executed in step S13, that is, the N lock is released and the P lock is enabled, the process is temporarily terminated. Figure 5 The routine is shown in the flowchart.

[0089] On the other hand, if all the determination conditions shown in the first step S1 are satisfied and an affirmative determination is made in the step S1, the process proceeds to the above-mentioned steps S12 and S13, and the same control as in the conventional art is executed.

[0090] That is, in step S12, a controlled neutral state is established. This is the same control as in step S5, except that, unlike the neutral position (N position) set by the operation of the shifter 6, the clutch mechanism 7 is controlled to forcibly cut off the power transmission between the driving force source and the drive wheels 3.

[0091] Then, in step S13, the P lock is activated. That is, shifting from the parking position (P gear) to other shift positions is regulated or restricted. In other words, shifting from the neutral position (N gear) to other shift positions is enabled. In other words, the N lock is released. With the N lock released, the P lock becomes operational.

[0092] In this case (if a positive determination is made in the initial step S1), the control of steps S12 and S13 is executed assuming a malfunction of P contact 14a in electrical contact 14. Specifically, the control is executed assuming a malfunction while P contact 14a is connected, and the currently set shift position cannot be accurately determined, resulting in a situation where the parking position (P position) is mistakenly recognized as being set despite the neutral position (N position) being in effect. Therefore, even if the shift device 6 is operated while the accurate shift position cannot be determined as described above, the controlled neutral state established in step S12 can prevent the unintended start of vehicle Ve. For example, even if the shift position is switched to a driving position such as the forward position (D position) or the reverse position (R position), the unintended start of vehicle Ve can be prevented.

[0093] When the P lock is executed in the above step S13, that is, the N lock is released and the P lock is enabled, the process is temporarily terminated. Figure 5 The routine is shown in the flowchart.

[0094] As described above, the control device of the vehicle in the embodiment of the present invention controls or restricts switching from the parking position (P gear) to other shift positions when the parking position (P gear) is selected by the shift device 6 and the brake of the braking device 4 is disconnected. That is, the so-called P lock is performed. The P lock allows switching from the parking position (P gear) to other shift positions when the brake of the braking device 4 is connected. That is, the P lock is released and switching from the parking position to other shift positions can be performed. By having such a P lock function, it is possible to prevent the vehicle Ve stopped in the parking position (P gear) from starting unexpectedly due to erroneous operation of the shift device 6, etc.

[0095] In addition, the vehicle control device in the embodiment of the present invention has the P lock function as described above, and also has a so-called N lock function. That is, when the P lock is released, the vehicle control device in the embodiment of the present invention selectively performs a so-called N lock that controls or restricts switching from the neutral position (N gear) to other shift positions when the brake is disconnected. The P lock is released by the N lock operation. In addition, the N lock is released by the P lock operation. By having such an N lock function, it is possible to prevent the vehicle Ve that is stopped in the neutral position (N gear) from being unintentionally started due to erroneous operation of the shift device 6, etc.

[0096] Furthermore, in the vehicle control device according to the embodiment of the present invention, the failure of the electric contact 14 is considered, and when it is determined that the failure of the electric contact 14 has occurred and the brake is released, the above-mentioned P lock is executed. Figure 1In the example shown, the clutch mechanism 5b) is controlled to a released state, disconnecting the driving force source from the power transmission path of the vehicle Ve. Specifically, unlike the normal neutral position (N gear) set in response to operation of the shifter 6, the clutch mechanism 7 (or 5b) is controlled to forcibly establish a so-called controlled neutral state, forcing the power transmission between the driving force source and the drive wheels 3. Therefore, even if the shifter 6 is erroneously operated while the electrical contacts 14 are malfunctioning and the accurate shift position cannot be determined, unintended vehicle Ve start can be prevented.

[0097] Therefore, according to the vehicle control device in the embodiment of the present invention, with the vehicle Ve equipped with the automatic transmission 5 in which the shift position is selected by the shift device 6 as the target, even if the electrical contact 14 for extracting the detection signal of the shift position fails or malfunctions, it is possible to reliably prevent the vehicle Ve from starting up undesirably by the driver.

Claims

1. A vehicle control device, characterized in that: The vehicle comprises: a driving force source; a braking device; an automatic transmission that transmits torque between the driving force source and drive wheels and is set to a plurality of shift positions including at least a parking position, a neutral position, and a driving position that generates driving force for driving; a shift device that selects any of the shift positions set by the automatic transmission; and electrical contacts that correspond one-to-one to the shift positions. a detection unit that detects the shift position selected by the shift device and a failure of the electrical contact based on an electrical signal taken out from the electrical contact, and detects an operating state of the brake device; and a clutch mechanism that selectively cuts off power transmission between the driving force source and the drive wheels, wherein, when the parking position is selected by the shift device, the shifting from the parking position to another of the shift positions is regulated while the brake device is not actuated, and, when the neutral position is selected by the shift device, the shifting from the neutral position to another of the shift positions is regulated while the brake device is not actuated, The vehicle control device includes a controller for controlling the automatic transmission and the clutch mechanism, respectively. When it is determined that the electrical contact has failed and the brake device is not actuated, the controller regulates switching from the parking position to another of the shift positions and controls the clutch mechanism to a released state to cut off the power transmission.

2. The vehicle control device according to claim 1, wherein: The controller determines that the electrical contact has failed when the electrical signals are detected from the plurality of electrical contacts simultaneously or when the electrical signal cannot be detected from any of the electrical contacts.

3. The vehicle control device according to claim 1 or 2, characterized in that: The controller In a state where the brake device is in operation, the control of switching from the parking position to another of the shift positions is released; When the control of switching from the parking position to the other shift position is released, switching from the neutral position to the other shift position is controlled in a state where the brake device is not actuated, and In a state where the brake device is in operation, the control of switching from the neutral position to the other shift positions is released; When the control of switching from the neutral position to the other shift position is released, switching from the parking position to the other shift position is controlled in a state where the brake device is not actuated.

4. The vehicle control device according to any one of claims 1 to 3, characterized in that: The automatic transmission includes a hydraulic control device for switching and setting the shift position by operating a manual valve. The shift device includes a mechanical shift lever that mechanically links the manual valve to switch the shift position.

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