Vehicle control device

Abstract

A vehicle control device is equipped with a lock mechanism configured so as to be able to switch between a P lock that restricts switching of a shift operation unit from a P range and an N lock that restricts switching of the shift operation unit from an N range, and to release the set P lock or N lock when a brake operation unit is operated. A shift range is determined on the basis of signals of a plurality of electric contacts that output signals corresponding to the position of a shift operation unit, and when no ON signal is output from all of the electric contacts, the shift range is determined on the basis of signals of a first switch that is turned on when the shift operation unit is in the P range and the N range and a second switch that is turned on when the shift operation unit is in the P range, and the shift range is determined on the basis of signals of a second switch that is turned on when the shift operation unit is in the N range. A shift gear is determined.

Description

Technical Field

[0001] The present invention relates to a device for controlling a vehicle based on a gear selected from a plurality of shift gears including a parking gear, a driving gear, and a neutral gear by a driver's shift operation. Background Art

[0002] Japanese Unexamined Patent Application Publication No. 2023-132851 discloses a control device for a vehicle that can prevent an accidental start of the vehicle even when a failure occurs at an electrical contact point of a shift gear of an automatic transmission equipped with a mechanical shift lever. The mechanical shift lever described in Japanese Unexamined Patent Application Publication No. 2023-132851 is provided with a locking mechanism that restricts the shift from the parking gear and the neutral gear to other gears in a state where the braking device is not operated. The locking mechanism is configured to set either P-lock that restricts the shift from the parking gear or N-lock that restricts the shift from the neutral gear. Further, the control device described in Japanese Unexamined Patent Application Publication No. 2023-132851 is configured to control the locking mechanism to restrict the shift from the parking gear and cut off the power transmission between the power source of the vehicle and the drive wheels when it is determined that a failure has occurred at the electrical contact point and the braking device is not operated.

[0003] In addition, the control device described in Japanese Unexamined Patent Application Publication No. 2023-132851 is configured to perform P-lock when all electrical contact points are disconnected due to a failure in which an electrical contact point corresponding to the position of the shift lever is not closed and the control device is not operated. Summary of the Invention

[0004] As described above, the control device described in Japanese Unexamined Patent Application Publication No. 2023-132851 is configured to release the N-lock when a failure occurs in which the electrical contact point (N-contact) for detecting the neutral gear is not closed and the shift lever is in the neutral gear and the control device is not operated. Thus, when the shift lever is in the neutral gear, there is a possibility that the shift lever can be moved from the neutral gear regardless of whether the braking device is operated.

[0005] The present invention has been made in view of the above technical problems, and an object thereof is to provide a control device for a vehicle that can suppress the shift device from being shifted from the neutral gear in a state where the braking device is not operated.

[0006] To achieve the above object, a mode of the present invention is a control device for a vehicle. The vehicle is equipped with:

[0007] a shift operation unit that selects a plurality of shift gears including a parking gear, a neutral gear, and a driving gear;

[0008] a plurality of electrical contacts, the plurality of electrical contacts including: a parking contact that is connected when the shift operating unit is in the parking gear position, a neutral contact that is connected when the shift operating unit is in the neutral gear position, and a driving contact that is connected when the shift operating unit is in the driving gear position;

[0009] a locking mechanism configured to switch between a parking position lock and a neutral position lock, wherein the parking position lock restricts or controls switching of the shift operating unit from the parking position to another shift position, and the neutral position lock restricts or controls switching of the shift operating unit from the neutral position to another shift position; and

[0010] The driver operates the brake operating unit to apply braking force to the wheels.

[0011] The lock mechanism is configured to release the set parking position lock or the neutral position lock when the brake operating unit is operated.

[0012] The vehicle control device includes: a first switch that is turned on when the shift operating unit is in the parking position and the neutral position; a second switch that is turned on only when the shift operating unit is in the parking position; and a controller that controls the locking mechanism according to the shift position.

[0013] The controller is equipped with:

[0014] a normal determination unit that, when an ON signal is output from any one of the electrical contacts, determines the shift position of the shift operation unit based on the ON signal of the electrical contact; and

[0015] A backup determination unit determines the shift position of the shift operating unit based on the signals of the first switch and the second switch when none of the electrical contacts output an ON signal.

[0016] Furthermore, the backup determination unit of the present invention may determine that the shift operation unit is in the neutral position when an ON signal is output from the first switch and an ON signal is not output from the second switch.

[0017] Alternatively, it is also possible that the backup determination unit of the present invention is provided with a parking history update map. When the parking contact is closed or when the second switch is closed, the parking history update map stores the operation history of the shift operation unit shifting to the parking gear. When the parking contact and the second switch are open and the driving contact is closed, or when the parking contact and the second switch are open and the first switch and the neutral contact are closed, the parking history update map deletes the operation history.

[0018] The backup determination unit determines the shift gear of the shift operation unit based on the operation history stored based on the parking history update map and the signal input from the first switch.

[0019] Furthermore, it is also possible that the controller of the present invention is further provided with a lock determination unit. The lock determination unit is configured to, based on the shift gear determined by either the normal determination unit or the backup determination unit and whether the brake operation unit is operated, release either the parking gear lock or the neutral gear lock using the locking mechanism, and implement the other of the parking gear lock and the neutral gear lock.

[0020] The control device of the vehicle of the present invention is provided with a plurality of electrical contacts that output on signals according to the positions of the respective shift operation units. When an on signal is output from any one of these electrical contacts, the shift gear of the shift operation unit is determined based on the on signal of the electrical contact. In addition, a first switch that is closed when the shift operation unit is in the parking gear and the neutral gear, and a second switch that is closed only when the shift operation unit is in the parking gear are provided. When no on signal is output from all the electrical contacts, the shift gear of the shift operation unit is determined based on the signals of the first switch and the second switch.

[0021] That is, for example, when a failure occurs where no on signal is output from the neutral contact in a state where the shift operation unit is in the neutral gear, or when a failure occurs where no on signal is output from the parking contact in a state where the shift operation unit is in the parking gear, etc., and no on signal is input to the controller from all the electrical contacts, the shift gear is determined based on the signal of the first switch or the second switch.

[0022] Accordingly, even when a failure occurs where an ON signal cannot be output from the electric contact points for detecting the shift position, it is possible to at least determine the parking position and the neutral position based on the signals input to the controller from the first switch or the second switch. That is, it is possible to appropriately switch the locked state of the locking mechanism (parking position lock or neutral position lock) formed when the shift operation unit is in the parking position or the neutral position. Therefore, it is possible to suppress the situation where the shift operation unit moves from the parking position or the neutral position to another shift position without the brake operation unit being operated. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Hereinafter, the features, advantages, and technical and industrial significance of the present invention will be described with reference to the drawings, in which like reference numerals denote like components, and in which:

[0024] Figure 1 is a diagram for explaining an example of a vehicle according to an embodiment of the present invention, and schematically shows an example of the structure of the vehicle and a control system;

[0025] Figure 2 is a diagram for explaining the structure of a control device according to an embodiment of the present invention, and schematically shows an example of a control system between a controller, a shift device, and an automatic transmission;

[0026] Figure 3 is a graph showing P lock and N lock corresponding to the position of the shift lever and the presence or absence of operation of the brake pedal;

[0027] Figure 4 is a diagram showing an example of a shift position determination map;

[0028] Figure 5 is a diagram showing an example of a PSW history update map;

[0029] Figure 6 is a flowchart showing an example of control performed by a control device according to an embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0030] Embodiments of the present invention will be described with reference to the drawings. In addition, the embodiments shown below are merely examples when the present invention is embodied, and do not limit the present invention.

[0031] An example of a vehicle according to an embodiment of the present invention is schematically shown in Figure 1 . Figure 1 The vehicle Ve shown is equipped with: an engine (ENG) 1 and a motor (MG) 2 as driving force sources, a brake pedal (BR) 3 operated by a driver to decelerate or stop the vehicle Ve, and an automatic transmission 5 for changing the speed ratio (gear ratio) between the driving force sources 1, 2 and the drive wheels 4.

[0032] The engine 1 is, for example, an internal combustion engine such as a gasoline engine or a diesel engine, and is configured to electrically control operations such as output adjustment, start, and stop. In the case of a gasoline engine, the throttle opening, fuel injection amount, ignition timing, etc. are electrically controlled. In addition, in the case of a diesel engine, the fuel injection amount, fuel injection timing, or the opening of the EGR valve, etc. are electrically controlled.

[0033] The motor 2 is composed of an electric generator, and this electric generator can function not only as a prime mover that converts electrical energy into mechanical energy but also as a generator that converts mechanical energy into electrical energy. Specifically, by controlling an inverter (not shown in the figure) to supply power from a battery (not shown in the figure) to the motor 2, the motor 2 functions as a prime mover. In addition, it is configured to be able to function as a generator to charge the battery by controlling the inverter so as to output a braking torque from the motor 2. Such a motor 2 can be composed of, for example, a permanent magnet type synchronous motor or an induction motor.

[0034] In addition, the vehicle Ve targeted in the embodiment of the present invention is not limited to the Figure 1 shown hybrid electric vehicle that mounts the engine 1 and the motor 2 as driving force sources. For example, it can also be a general engine vehicle that only mounts the engine 1 as a driving force source, or a battery electric vehicle that only mounts the motor 2 as a driving force source.

[0035] Figure 1 The automatic transmission 5 of the shown vehicle Ve is connected to the output shaft of the driving force source composed of the engine 1 and the motor 2 via a torque converter (not shown in the figure). The automatic transmission 5 is configured to appropriately change the gear ratio that is the ratio of the rotational speed of the output shaft 5a to the rotational speed of the input shaft (not shown in the figure), in other words, the ratio of the rotational speeds of the driving force sources 1 and 2 to the driving wheels 4. In addition, the automatic transmission 5 can be a conventional stepped transmission mechanism that changes the gear ratio step by step or a continuously variable transmission mechanism that continuously changes the gear ratio.

[0036] In this automatic transmission 5, a clutch mechanism 6 is provided, and this clutch mechanism 6 can switch between an engaged state in which the torque can be transmitted between the driving force sources 1 and 2 and the driving wheels 4 and a released state in which the torque transmission between the driving force sources 1 and 2 and the driving wheels 4 is cut off. In addition, the clutch mechanism 6 can be a clutch mechanism that engages to set a gear stage, or a so-called starting clutch that only has a function of selectively cutting off the torque transmission between the driving force sources 1 and 2 and the driving wheels 4.

[0037] The clutch mechanism 6 becomes engaged by being supplied with hydraulic pressure and becomes disengaged by reducing the hydraulic pressure. It is constituted by a so-called normally open type hydraulic clutch mechanism, and a hydraulic control device 7 for controlling the supply of hydraulic pressure to the clutch mechanism 6 is provided. The hydraulic control device 7 is equipped with a manual valve 8 for switching the presence or absence of the supply of oil from a hydraulic pressure source (not shown in the figure) to the clutch mechanism 6, and a shift solenoid valve 9 for increasing or decreasing the hydraulic pressure of the clutch mechanism 6. In addition, the manual valve 8 is mechanically connected to a shift lever 13b which will be described later. When the shift lever 13b is in the parking gear position and the neutral gear position, the supply of oil from the hydraulic pressure source to the clutch mechanism 6 is cut off and the clutch mechanism 6 becomes disengaged. When in other gear positions, the supply of oil from the hydraulic pressure source to the clutch mechanism 6 can be carried out, and the clutch mechanism 6 can be made engaged.

[0038] Moreover, a pair of drive wheels 4 are connected to the output shaft 5a of the automatic transmission 5 via a transmission shaft 10, a differential gear 11, and left and right drive shafts 12. That is, Figure 1 the vehicle Ve shown is a rear-wheel drive vehicle with the rear wheels as the drive wheels 4. In addition, the vehicle Ve of the embodiment of the present invention can also be a front-wheel drive vehicle with the front wheels as the drive wheels 4. It can also be a four-wheel drive vehicle that distributes the output torque of the power sources 1 and 2 to the front wheels and the rear wheels by means of a transfer case and uses these front wheels and rear wheels as drive wheels. It can also be a four-wheel drive hybrid electric vehicle in which either the front wheels or the rear wheels are driven by the engine 1 and the other of the front wheels and the rear wheels is driven by the motor 2.

[0039] On the rear wheels and front wheels as the drive wheels 4 described above, braking devices (not shown in the figure) such as disc brakes and drum brakes that apply braking force to the wheels are respectively provided. The braking device is configured to generate a braking torque corresponding to the depression amount and the stepping force of the driver on the brake pedal 3. In addition, the brake pedal 3 corresponds to the "braking operation portion" of the embodiment of the present invention.

[0040] The above vehicle Ve, like past vehicles, is configured to be able to set at least four ranges: a parking range (P range) that cuts off the torque transmission between the power sources 1 and 2 and the drive wheels 4 and locks any rotating member in the torque transmission path including the automatic transmission 5; a reverse range (R range) that transmits the torque of the power sources 1 and 2 to the drive wheels 4 in the direction for the vehicle Ve to reverse; a neutral range (N range) that cuts off the torque transmission between the power sources 1 and 2 and the drive wheels 4; and a driving range (D range) in which the automatic transmission 5 appropriately changes the gear ratio and transmits torque from the power sources 1 and 2 to the drive wheels 4.

[0041] Each of the above ranges is switched according to the operation of the driver on the shifting device 13. As Figure 1 and Figure 2As shown, the shift device 13 is equipped with a shift chute 13a provided on a center console (not shown in the figure) or the like, and a shift lever 13b that moves in the shift chute 13a. The shift chute 13a is configured such that four or more gears for selecting a parking gear (P gear) in the P range, a reverse gear (R gear) in the R range, a neutral gear (N gear) in the N range, and a driving gear (D gear) in the D range are arranged in parallel in the above order, and the driver operates the shift lever 13b to select a range. In addition, the R gear and the D gear correspond to the "driving gear" in the embodiment of the present invention, and the shift lever 13b corresponds to the "shift operation unit" in the embodiment of the present invention.

[0042] In addition, as Figure 2 shown, a locking mechanism 14 for selectively switching between parking gear lock (P lock) and neutral gear lock (N lock) is provided in the shift device 13. The parking gear lock is a lock that restricts or controls the movement of the shift lever 13b from the P gear to other gears, and the neutral gear lock is a lock that restricts or controls the movement of the shift lever 13b from the N gear to other gears. In addition, for example, when P lock is selected while the shift lever 13b is in a gear other than the P gear, the movement of the shift lever 13b is allowed. After the shift lever 13b moves to the P gear in a state where P lock is selected, the movement from the P gear to other gears is restricted.

[0043] As the locking mechanism 14 is Figure 2 schematically shown in, it is equipped with: a link mechanism 14a configured to select either P lock or N lock, and a locking solenoid valve 14b for operating the link mechanism 14a. The locking mechanism 14 is configured to control the locking solenoid valve 14b so as to be in a locking state determined corresponding to the position of the shift lever 13b. In addition, as long as the locking mechanism 14 can selectively switch between P lock and N lock, its structure is not limited to the above structure.

[0044] Specifically, as Figure 3 shown, based on the position of the shift lever 13b and whether the brake pedal 3 is operated, P lock or N lock is determined. That is, when the shift lever 13b is in the P gear and the operation amount of the brake pedal 3 is less than a specified amount that can be judged as not operating the brake pedal 3 (the brake is not working), it is judged that P lock is implemented (that is, N lock is released). When the shift lever 13b is in the P gear and the operation amount of the brake pedal 3 is equal to or more than a specified amount that can be judged as operating the brake pedal 3 (the brake is working), it is judged that P lock is released (that is, N lock is implemented).

[0045] Similarly, when the shift lever 13b is in the N gear position and the brake is not operating, it is determined that N lock is implemented (i.e., P lock is released). When the shift lever 13b is in the N gear position and the brake is operating, it is determined that N lock is released (i.e., P lock is implemented).

[0046] In addition, when the shift lever 13b is not in either the P gear position or the N gear position, but in the R gear position or the D gear position, it is determined that P lock is implemented (i.e., N lock is released) regardless of whether the brake pedal 3 is operated.

[0047] That is, the locking mechanism 14 is configured such that when the shift lever 13b is in the P gear position or the N gear position, P lock and N lock are switched only when the brake pedal 3 is operated. In other words, when the shift lever 13b is in the P gear position or the N gear position, movement of the shift lever 13b is restricted or regulated as long as the brake pedal 3 is not operated.

[0048] Accordingly, a sensor for detecting the position of the shift lever 13b is provided. In Figure 2 the example shown, there are provided: a plurality of electrical contacts 15 assigned to each gear for individually determining the position of the shift lever 13b; a neutral switch (hereinafter referred to as NSW) 16 that outputs an on signal when the shift lever 13b is in either the P gear position or the N gear position; and a parking switch (hereinafter referred to as PSW) 17 that outputs an on signal when the shift lever 13b is in the P gear position and a button (not shown in the figure) on the handle provided at the front end of the shift lever 13b is not pressed. The NSW 16 corresponds to the "first switch" in the embodiment of the present invention, and the PSW 17 corresponds to the "second switch" in the embodiment of the present invention.

[0049] The electrical contact 15 is composed of the following contacts: a parking contact (P contact) 15a that outputs an on signal when the shift lever 13b is in the P gear position; a reverse contact (R contact) 15b that outputs an on signal when the shift lever 13b is in the R gear position; a neutral contact (N contact) 15c that outputs an on signal when the shift lever 13b is in the N gear position; and a drive contact (D contact) 15d that outputs an on signal when the shift lever 13b is in the D gear position. Accordingly, by the driver operating the shift lever 13b, only the electrical contact 15 corresponding to the position of the shift lever 13b is turned on. The R contact 15b or the D contact 15d corresponds to the "drive contact" in the embodiment of the present invention.

[0050] In addition, the vehicle Ve is configured such that the starting motor (not shown in the figure) for starting the engine 1 can operate only when the shift lever 13b is in either the P range or the N range. NSW16 is an existing switch provided for determining whether to permit the operation of the starting motor. In addition, PSW17 is an existing switch provided on the shift lever 13b for detecting the P-lock state.

[0051] An electronic control device (hereinafter referred to as a controller) 18 is provided. The electronic control device is configured to be input with the signals of the above-mentioned electrical contact 15, NSW16, and PSW17, and to determine the position of the shift lever 13b based on the input signals, thereby controlling the locking mechanism 14, the shift solenoid valve 9, etc.

[0052] This controller 18, like the controllers provided in past vehicles, can be mainly constituted by a microcomputer and is input with signals from various sensors provided in the vehicle Ve. In Figure 1 and Figure 2 the example shown, it is configured to input signals from a wheel speed sensor 19a that detects the rotational speed of the drive wheel 4, an engine speed sensor 19b that detects the rotational speed of the engine 1, a resolver 19c that detects the rotational angle of the motor 2, a brake sensor 19d that detects the depression amount and pedal force of the brake pedal 3, the electrical contact 15, NSW16, and PSW17 to the controller 18.

[0053] Figure 2 The controller 18 shown is provided with a normal determination unit 20, a backup determination unit 21, and a lock determination unit 22. The normal determination unit 20 is configured to determine the shift range based on the signal input from the electrical contact 15. Specifically, in the normal determination unit 20, there is stored a Figure 4 shown shift range determination map, and the shift range is determined based on this shift range determination map and the signal input from the electrical contact 15.

[0054] That is, when only an ON signal is input from the P contact 15a, the shift range is determined as the P range; when only an ON signal is input from the R contact 15b, the shift range is determined as the R range; when only an ON signal is input from the N contact 15c, the shift range is determined as the N range; and when only an ON signal is input from the D contact 15d, the shift range is determined as the D range.

[0055] In addition, when the signal input from the electrical contact 15 is in Figure 4When it does not conform to any of those shown, that is, when an ON signal is input from a plurality of electrical contacts 15 for some reason, or when no ON signal is input from any of the electrical contacts 15, it is determined as indeterminate. That is, it is determined that none of the shift positions is established. Accordingly, the locked state of the locking mechanism 14 is maintained.

[0056] The backup determination unit 21 is configured to determine whether the position of the shift lever 13b is in the N position based on the signals of the NSW 16 and the PSW 17 when an ON signal is not output from the electrical contact 15 for some reason. Specifically, when an ON signal is not output from the PSW 17 and an ON signal is output from the NSW 16, it is determined whether the position of the shift lever 13b is in the N position.

[0057] Therefore, the backup determination unit 21 is provided with a PSW history update map for storing the operation history of the shift lever 13b to the P position. In Figure 5 An example of this PSW history update map is shown. In Figure 5 In the example shown, when an ON signal is output from the P contact 15a and when an ON signal is output from the PSW 17, the P position identifier indicating the P position is switched to ON.

[0058] In addition, when an ON signal is output from any one of the R contact 15b and the D contact 15d and no ON signal is output from the P contact 15a or the PSW 17, the P position identifier is switched to OFF regardless of whether there is an output signal from the N contact 15c or the NSW 16.

[0059] Furthermore, when an ON signal is output from the N contact 15c and the NSW 16 and no ON signal is output from the P contact 15a or the PSW 17, the P position identifier is switched to OFF regardless of whether there is an output signal from the R contact 15b or the D contact 15d. In addition, when Figure 5 Under the condition that the P position identifier shown is ON or OFF, when the signals of the electrical contact 15 and the NSW 16 do not match, it is determined as indeterminate, and the ON state or OFF state of the P position identifier is maintained. This PSW history update map corresponds to the "parking history update map" of the embodiment of the present invention.

[0060] And, the lock determination unit 22 makes a determination based on the position of the shift lever 13b determined by the normal determination unit 20 and the backup determination unit 21, so as to set either P lock or N lock performed by the locking mechanism 14.

[0061] A flowchart for explaining an example of the control implemented by the controller 18 is shown in Figure 6 In Figure 6In the control example shown, first, the P range identifier is read (S1). Specifically, in order to update the map based on the PSW history stored in the backup determination unit 21, the P range identifier is updated successively, and the P range identifier is read in S1.

[0062] Subsequently, it is determined whether an ON signal is being input from any of the electrical contacts 15 (S2). When an affirmative determination is made in S2 because an ON signal is being input from any of the electrical contacts 15, the normal determination unit 21 determines the shift range based on the input ON signal of the electrical contact 15 (S3). That is, based on the input electrical contact 15 and the shift range determination map stored in the normal determination unit 20, the shift range is determined.

[0063] On the contrary, when a negative determination is made in S2 because no ON signal is being input from all of the electrical contacts 15, the backup determination unit 21 determines the shift range based on the input P range identifier and the signal from the NSW 16, in other words, based on the NSW 16 and the PSW 17 (S4). That is, when the P range identifier read in S1 is OFF and an ON signal is being input from the NSW 16, the shift range is determined to be the N range. Additionally, for example, when the P range identifier is ON, the shift range is determined to be the P range regardless of whether an ON signal is being input from the NSW 16.

[0064] Furthermore, the control example shown here is a control example assuming a failure where any of the electrical contacts 15 is not closed. Thus, for example, when ON signals are being input from multiple electrical contacts 15, or when the P range identifier is OFF and no ON signal is being input from the NSW 16, other controls or the like are used to determine the shift range to handle the situation.

[0065] Subsequently, it is determined whether the shift range determined in S3 or S4 is the N range (S5). When an affirmative determination is made in S5 because the shift range is the N range, it is determined whether the brake pedal 3 is not being operated (S6). And when an affirmative determination is made in S6 because the brake pedal is not being operated, the N lock is implemented by the locking mechanism 14 (that is, the P lock is released) (S7). When a negative determination is made in S6 because the brake pedal 3 is being operated, the N lock is released by the locking mechanism 14 (that is, the P lock is implemented) (S8), and this process is temporarily ended.

[0066] On the other hand, when a negative determination is made in S5 because the shift range determined in S3 or S4 is not the N range, it is determined whether this shift range is the P range (S9). When a negative determination is made in S9 because it is not the P range, the N lock is released by the locking mechanism 14 (that is, the P lock is implemented) (S8), and this process is temporarily ended.

[0067] On the contrary, when a positive determination is made in S9 because the shift position is the P position, it is determined whether the brake pedal 3 is not operated (S10). And, when a negative determination is made in S10 because the brake pedal 3 is operated, N lock is implemented by the locking mechanism 14 (that is, P lock is released) (S7). When a positive determination is made in S10 because the brake pedal 3 is not operated, N lock is released by the locking mechanism 14 (that is, P lock is implemented) (S8), and this process is temporarily ended.

[0068] According to the above control example, for example, in the case where a failure occurs in which an ON signal is not output from the N contact 15c in a state where the shift lever 13b is in the N position, or in the case where a failure occurs in which an ON signal is not output from the P contact 15a in a state where the shift lever 13b is in the P position, etc., when no ON signal is input to the controller 18 from all the electrical contacts 15, the shift position is determined based on the signals of the NSW16 and the PSW17.

[0069] Thus, even when a failure occurs in which an ON signal cannot be output from the electrical contact 15 for detecting the shift position, based on the signal input to the controller 18 from the NSW16 or the PSW17, at least the P position and the N position can be determined. That is, the locking state (P lock or N lock) of the locking mechanism 14 formed by the shift lever 13b being in the P position or the N position can be appropriately switched. Therefore, it is possible to suppress the situation where the shift lever 13b moves from the P position or the N position to other positions without operating the brake pedal 3.

Claims

1. A control device for a vehicle, comprising: a shift operation unit configured to select a plurality of shift positions including a parking position, a neutral position, and a driving position; a plurality of electrical contacts, including: a parking contact that is closed when the shift operation unit is in the parking position, a neutral contact that is closed when the shift operation unit is in the neutral position, and a driving contact that is closed when the shift operation unit is in the driving position; a locking mechanism configured to be able to switch between parking position locking and neutral position locking, wherein the parking position locking restricts or regulates the switching of the shift operation unit from the parking position to other shift positions, and the neutral position locking restricts or regulates the switching of the shift operation unit from the neutral position to other shift positions; and a brake operation unit, by which a driver operates to apply a braking force to the wheels, the locking mechanism is configured such that when the brake operation unit is operated, the set parking position locking or neutral position locking is released, wherein, the control device for the vehicle further comprises: a first switch that is closed when the shift operation unit is in the parking position and the neutral position; a second switch that is closed only when the shift operation unit is in the parking position; and a controller configured to control the locking mechanism according to the shift position, the controller comprises: a normal determination unit that, when an on-signal is output from any one of the electrical contacts, determines the shift position of the shift operation unit based on the on-signal of the electrical contact; and a backup determination unit that, when no on-signal is output from all the electrical contacts, determines the shift position of the shift operation unit based on the signals of the first switch and the second switch.

2. The control device for a vehicle according to claim 1, wherein the backup determination unit determines that the shift operation unit is in the neutral position when an on-signal is output from the first switch and no on-signal is output from the second switch.

3. The control device for a vehicle according to claim 1, wherein the backup determination unit is provided with a parking history update map. When the parking contact is closed or the second switch is closed, the parking history update map stores the operation history of the shift operation unit shifting to the parking position. When the parking contact and the second switch are open and the driving contact is closed, or when the parking contact and the second switch are open and the first switch and the neutral contact are closed, the parking history update map deletes the operation history, the backup determination unit determines the shift position of the shift operation unit based on the operation history stored based on the parking history update map and the signal input from the first switch.

4. The control device for a vehicle according to any one of claims 1 to 3, wherein the controller further comprises: A lock determination unit configured to release either the parking gear lock or the neutral gear lock using the locking mechanism and to implement the other of the parking gear lock and the neutral gear lock, based on the shift gear position determined by either the normal determination unit or the backup determination unit and on whether or not the brake operation unit is operated.

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