Vehicle control device

Abstract

To provide a vehicle control device capable of suppressing switching of a shift device from a parking position while a brake device is not operated.SOLUTION: A vehicle control device includes a lock mechanism structured so as to switch between a P-lock regulating switch of a shift operation part from a P-position, and an N-lock regulating switch of the shift operation part from an N-position, and to release the P-lock or the N-lock set by operating a brake operation part. The vehicle control device estimates a current position of the shift operation part on the basis of a plurality of electric contact point signals outputting signals corresponding to the position of the shift operation part (step S1), stores an operation history of the shift operation part to the P position, and sets either one of the P-lock and the N-lock on the basis of the current position of the estimated shift operation part and the operation history of the shift operation part (steps S6, S7).SELECTED DRAWING: Figure 6

Description

[Technical Field]

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

[0002] Patent Document 1 describes a vehicle control device that can prevent unintended vehicle starts even if a malfunction occurs in the electrical contacts of a shift position of an automatic transmission using a mechanical shift lever. The mechanical shift lever described in Patent Document 1 is equipped with a lock mechanism that prevents switching from the parking position and neutral position to other shift positions when the brake device is not operated. This lock mechanism is configured to set either a P lock that prevents switching from the parking position or an N lock that prevents switching from the neutral position. The control device described in Patent Document 1 is configured to control the lock mechanism to prevent switching from the parking position and cut off the transmission of power between the vehicle's drive power source and the drive wheels when it determines that a malfunction has occurred in the electrical contacts and the brake device is not operated.

[0003] The control device described in Patent Document 1 is currently configured to N-lock when the electrical contact (N-contact) that detects the neutral position is on and the braking device is not operated. In other words, it is configured to release the P-lock when the N-contact is on and the braking device is not operated. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Publication No. 2023-132851 Summary of the Invention [Problem to be solved by the invention]

[0005] As described above, the control device described in Patent Document 1 is configured to release the P lock and engage the N lock when the N contact is on and the brake device is not operated. Therefore, if a load is applied to the shift lever for some reason while the shift lever is in the parking position, causing the electrical contact (P contact) that detects the parking position to switch off, and if a malfunction occurs that causes the N contact to switch on, the N contact will be on and the brake device will not be operated, releasing the P lock. In such a case, the shift lever may be able to move from the parking position even though the brake device is not being operated.

[0006] This invention was devised with an eye on the above-mentioned technical problems, and aims to provide a vehicle control device that can prevent the shift device from being switched from the parking position when the braking device is not operated. [Means for solving the problem]

[0007] In order to achieve the above object, the present invention provides a vehicle equipped with a shift operation unit for selecting 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 turned on when the shift operation unit is in the parking position, a neutral contact that is turned on when the shift operation unit is in the neutral position, and a driving contact that is turned on when the shift operation unit is in the driving position; a lock mechanism configured to be switchable between a parking position lock that restricts or limits switching of the shift operation unit from the parking position to another shift position, and a neutral position lock that restricts or limits switching of the shift operation unit from the neutral position to another shift position; and a brake pedal operated by a driver to apply a braking force to wheels. and a brake operation unit, and the locking mechanism is configured to release the parking position lock or the neutral position lock that has been set when the brake operation unit is operated, the vehicle control device comprising a controller that controls the locking mechanism based on a signal detected by the electrical contacts, the controller comprising: a shift position estimation unit that estimates the current position of the shift operation unit based on the signal of the electrical contacts; a history memory unit that stores an operation history of the shift operation unit to the parking position; and a lock determination unit that determines to set either the parking position lock or the neutral position lock based on the current position of the shift operation unit estimated by the shift position estimation unit and the operation history of the shift operation unit stored in the history memory unit.

[0008] In addition, in this invention, the history memory unit may store the operation history of the shift operation unit to the parking position when only the parking contact is on, and may delete the operation history of the shift operation unit to the parking position when at least one of the neutral contact and the driving contact is on.

[0009] In addition, this invention may further include a switch that is turned on when the shift operating unit is in the parking position or the neutral position and is different from the electrical contact, and the history memory unit may delete the operation history of the shift operating unit to the parking position when the neutral contact and the switch are on.

[0010] In this invention, the lock determination unit may determine to set the neutral position lock when the following conditions are met: the operation history is not stored in the history memory unit, the electrical contact that is turned on is the neutral contact, and the brake operation unit is being operated. [Effects of the Invention]

[0011] The vehicle control device of this invention estimates the current position of the shift operation device based on signals from the electrical contacts, stores the operation history of the shift operation device to the parking position, and determines whether to lock the parking position or the neutral position using the lock mechanism based on the estimated current position of the shift operation device and the operation history of the shift operation device to the parking position. Therefore, even if the shift operation device is pressed from the parking position to another position such as the drive position, causing no signals to be input from all the electrical contacts and causing a malfunction in which the neutral contact is turned on, by reading the operation history of the shift operation device to the parking position, it is possible to prevent the shift operation device from being switched from the parking position when the brake operation device is not being operated. [Brief explanation of the drawings]

[0012] [Figure 1] 1 is a diagram for explaining an example of a vehicle according to an embodiment of the present invention, and is a diagram schematically showing an example of the configuration and control system of the vehicle. [Figure 2]FIG. 1 is a diagram for explaining the configuration of a control device in an embodiment of the present invention, and is a diagram schematically showing an example of a control system between a controller, a shift device, and an automatic transmission. [Figure 3] This is a diagram showing the P lock and N lock depending on the position of the shift lever and whether the brake pedal is operated or not. [Figure 4] FIG. 4 is a diagram showing an example of a shift position estimation map. [Figure 5] FIG. 10 is a diagram showing an example of a history ON / OFF map. [Figure 6] 3 is a flowchart illustrating an example of control executed by a control device according to an embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0013] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The following embodiments of the present invention will be described with reference to the accompanying drawings. Note that the following embodiments are merely examples of specific embodiments of the present invention and are not intended to limit the scope of the present invention.

[0014] An example of a vehicle according to an embodiment of the present invention is shown schematically in Fig. 1. The vehicle Ve shown in Fig. 1 includes an engine (ENG) 1 and a motor (MG) 2 as driving force sources, a brake pedal (BR) 3 that the driver operates to slow down or stop the vehicle Ve, and an automatic transmission 5 for changing the rotation speed ratio (gear ratio) between the driving force sources 1 and 2 and the driving wheels 4.

[0015] The engine 1 is an internal combustion engine such as a gasoline engine or a diesel engine, and is configured to electrically control its output and its operating state, such as starting and stopping. In the case of a gasoline engine, the throttle valve opening, fuel injection amount, ignition timing, etc. are electrically controlled. In the case of a diesel engine, the fuel injection amount, fuel injection timing, EGR valve opening, etc. are electrically controlled.

[0016] The motor 2 is configured as a motor-generator that can function as a prime mover that converts electrical energy into mechanical energy, as well as a generator that converts mechanical energy into electrical energy. Specifically, the motor 2 is configured to function as a prime mover by controlling an inverter (not shown) so that power is supplied from a battery (not shown) to the motor 2, and to function as a generator by controlling the inverter so that braking torque is output from the motor 2, thereby charging the battery. Such a motor 2 can be configured, for example, as a permanent magnet synchronous motor or induction motor.

[0017] The vehicle Ve targeted in the embodiments of the present invention is not limited to the hybrid vehicle shown in FIG. 1 equipped with an engine 1 and a motor 2 as driving power sources, but may be, for example, a general engine vehicle equipped with only an engine 1 as a driving power source, or an electric vehicle equipped with only a motor 2 as a driving power source.

[0018] 1, an automatic transmission 5 is connected to the output shaft of a driving force source formed by an engine 1 and a motor 2 via a torque converter (not shown) or the like. This automatic transmission 5 is configured to appropriately change the gear ratio, which is the ratio of the rotation speed of an output shaft 5a to the rotation speed of an input shaft (not shown), in other words, the ratio of the rotation speeds of the driving force sources 1, 2 and the drive wheels 4. Note that the automatic transmission 5 may be a conventional stepped transmission mechanism that changes the gear ratio in steps, or may be a continuously variable transmission mechanism that changes the gear ratio continuously.

[0019] This automatic transmission 5 is provided with a clutch mechanism 6 that can switch between an engaged state that enables torque transmission between the driving power sources 1, 2 and the driving wheels 4, and a disengaged state that blocks torque transmission between the driving power sources 1, 2 and the driving wheels 4. Note that the clutch mechanism 6 may be a clutch mechanism that is engaged to set a gear position, or may be a so-called starting clutch that only has the function of selectively blocking torque transmission between the driving power sources 1, 2 and the driving wheels 4.

[0020] The clutch mechanism 6 is configured as a so-called normally open hydraulic clutch mechanism that is engaged when hydraulic pressure is supplied and disengaged when the hydraulic pressure is reduced, and is provided with a hydraulic control device 7 for controlling the hydraulic pressure supplied to the clutch mechanism 6. The hydraulic control device 7 includes a manual valve 8 that switches on and off the supply of oil from a hydraulic source (not shown) to the clutch mechanism 6, and a shift solenoid valve 9 that increases or decreases the hydraulic pressure of the clutch mechanism 6. The manual valve 8 is mechanically linked to a shift lever 13b (described later), and is configured to cut off the supply of oil from the hydraulic source to the clutch mechanism 6 when the shift lever 13b is in the parking position or neutral position, thereby disengaging the clutch mechanism 6, and to enable the supply of oil from the hydraulic source to the clutch mechanism 6 when the shift lever 13b is in any other position, thereby engaging the clutch mechanism 6.

[0021] A pair of drive wheels 4 are connected to the output shaft 5a of the automatic transmission 5 via a propeller shaft 10, a differential gear 11, and left and right drive shafts 12. That is, the vehicle Ve shown in FIG. 1 is a rear-wheel drive vehicle in which the rear wheels are drive wheels 4. Note that the vehicle Ve in the embodiment of the present invention may be a front-wheel drive vehicle in which the front wheels are drive wheels 4, a four-wheel drive vehicle in which the output torque of drive power sources 1, 2 is distributed to the front and rear wheels by a transfer case and the front and rear wheels are drive wheels, or a four-wheel drive hybrid vehicle in which either the front wheels or the rear wheels are driven by the engine 1 and the other of the front wheels or the rear wheels is driven by the motor 2.

[0022] The rear and front wheels, which are the drive wheels 4, are each provided with a braking device (not shown), such as a disc brake or a drum brake, that applies a braking force to the wheel. The braking device is configured to generate a braking torque according to the amount of depression or force of the brake pedal 3 applied by the driver. The brake pedal 3 corresponds to the "brake operating unit" in this embodiment of the present invention.

[0023] The vehicle Ve described above, like conventional vehicles, is configured to be able to set at least four ranges: a parking range (P range) that cuts off the transmission of torque between the driving force 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 driving force sources 1 and 2 to the drive wheels 4 in a direction that moves the vehicle Ve backward; a neutral range (N range) that cuts off the transmission of torque between the driving force sources 1 and 2 and the drive wheels 4; and a drive range (D range) that transmits torque from the driving force sources 1 and 2 to the drive wheels 4 by appropriately changing the gear ratio using the automatic transmission 5.

[0024] The above-mentioned ranges are configured to be switched in response to the driver's operation of the shift device 13. As shown in FIGS. 1 and 2, the shift device 13 includes a shift gate 13a provided on a center console (not shown) or the like, and a shift lever 13b that moves the shift gate 13a. The shift gate 13a is assigned four positions, in the order listed above: a parking position (P position) for selecting the P range, a reverse position (R position) for selecting the R range, a neutral position (N position) for selecting the N range, and a drive position (D position) for selecting the D range, and the driver operates the shift lever 13b to select a range. The R position and the D position correspond to the "driving positions" in the embodiments of the present invention, and the shift lever 13b corresponds to the "shift operation unit" in the embodiments of the present invention.

[0025] 2, the shift device 13 is provided with a lock mechanism 14 that selectively switches between a parking position lock (P lock) that restricts or limits movement of the shift lever 13b from the P position to other positions, and a neutral position lock (N lock) that restricts or limits movement of the shift lever 13b from the N position to other positions. Note that, for example, when the P lock is selected with the shift lever 13b in a position other than the P position, movement of the shift lever 13b is permitted, but after the shift lever 13b has moved to the P position with the P lock selected, movement from the P position to other positions is restricted.

[0026] 2, the lock mechanism 14 includes a link mechanism 14a configured to select either P lock or N lock, and a lock solenoid valve 14b for actuating the link mechanism 14a, and is configured to control the lock solenoid valve 14b to achieve a lock state determined in accordance with the position of the shift lever 13b. Note that the configuration of the lock mechanism 14 is not limited to the above, as long as it can selectively switch between P lock and N lock.

[0027] 3, the P lock or N lock is determined based on the position of the shift lever 13b and whether or not the brake pedal 3 is being operated. That is, if the shift lever 13b is in the P position and the amount of operation of the brake pedal 3 is less than a predetermined amount at which it can be determined that the brake pedal 3 is not being operated (brake OFF), it is determined that the P lock is being executed (i.e., the N lock is being released), and if the shift lever 13b is in the P position and the amount of operation of the brake pedal 3 is equal to or greater than a predetermined amount at which it can be determined that the brake pedal 3 is being operated (brake ON), it is determined that the P lock is being released (i.e., the N lock is being executed).

[0028] Similarly, when the shift lever 13b is in the N position and the brake is OFF, it is determined that the N lock is executed (i.e., the P lock is released), and when the shift lever 13b is in the N position and the brake is ON, it is determined that the N lock is released (i.e., the P lock is executed).

[0029] Furthermore, when the shift lever 13b is not in the P position or the N position, but in the R position or the D position, it is determined that the P lock is engaged (that is, the N lock is released) regardless of whether the brake pedal 3 is operated or not.

[0030] That is, when the shift lever 13b is in the P position or the N position, the lock mechanism 14 is configured to switch between P lock and N lock only when the brake pedal 3 is operated. In other words, when the shift lever 13b is in the P position or the N position, the lock mechanism 14 is configured to restrict or limit the movement of the shift lever 13b unless the brake pedal 3 is operated.

[0031] Therefore, a sensor is provided to detect the position of the shift lever 13b. In the example shown in Fig. 2, there are provided a plurality of electrical contacts 15 assigned to each position to individually determine the position of the shift lever 13b, and a neutral switch (hereinafter referred to as NSW) 16 that outputs an ON signal when the shift lever 13b is in either the P position or the N position.

[0032] The electrical contacts 15 are composed of a parking contact (P contact) 15a that outputs an ON signal when the shift lever 13b is in the P position, a reverse contact (R contact) 15b that outputs an ON signal when the shift lever 13b is in the R position, a neutral contact (N contact) 15c that outputs an ON signal when the shift lever 13b is in the N position, and a drive contact (D contact) 15d that outputs an ON signal when the shift lever 13b is in the D position. Therefore, when the driver operates the shift lever 13b, only the electrical contact 15 that corresponds to that position of the shift lever 13b is turned ON. The R contact 15b and the D contact 15d correspond to the "driving contacts" in this embodiment of the present invention.

[0033] The vehicle Ve is configured so that a starter motor (not shown) for starting the engine 1 can be operated only when the shift lever 13b is in either the P position or the N position, and the NSW 16 is an existing switch provided to determine whether or not to allow the starter motor to operate.

[0034] An electronic control device (hereinafter referred to as the controller) 17 is provided which receives signals from the above-mentioned electrical contacts 15 and NSW 16, determines the position of the shift lever 13b based on the received signals, and controls the lock mechanism 14, the shift solenoid valve 9, etc.

[0035] Like controllers provided in conventional vehicles, this controller 17 can be configured mainly with a microcomputer, and receives signals from various sensors provided in the vehicle Ve. In the example shown in Figures 1 and 2, the controller 17 receives signals from a wheel speed sensor 18a that detects the rotation speed of the drive wheels 4, an engine rotation speed sensor 18b that detects the rotation speed of the engine 1, a resolver 18c that detects the rotation angle of the motor 2, a brake sensor 18d that detects the depression amount and depression force of the brake pedal 3, electrical contacts 15, and NSW 16.

[0036] The controller 17 shown in FIG. 2 includes a shift position estimation unit 19, a history storage unit 20, and a lock determination unit 21. The shift position estimation unit 19 is configured to estimate the shift position based on a signal input from the electrical contact 15. Specifically, the shift position estimation unit 19 stores a shift position estimation map shown in FIG. 4, and estimates the shift position based on the shift position estimation map and the signal input from the electrical contact 15. That is, when an ON signal is input only from the P contact 15a, the shift position is estimated to be the P position; when an ON signal is input only from the R contact 15b, the shift position is estimated to be the R position; when an ON signal is input only from the N contact 15c, the shift position is estimated to be the N position; and when an ON signal is input only from the D contact 15d, the shift position is estimated to be the D position. 4, that is, when an ON signal is input from multiple electrical contacts 15 for some reason, or when an ON signal is not input from any electrical contact 15, it is determined to be indeterminate, that is, when it is determined that no shift position is established.

[0037] Meanwhile, although the shift lever 13b is positioned at one of four positions provided on the shift gate 13a, there is play at each position due to assembly errors of the shift lever 13b, etc. Also, the detection range of the electrical contacts 15a and the NSW 16 may be narrower than the entire range of each position. Therefore, for example, when the shift lever 13b is in the P position and P-locked, pushing the shift lever 13b toward the R position may not move the shift lever 13b to the R position, but the P contacts 15a and the NSW 16 may be turned off.

[0038] However, when the shift lever 13b is pressed toward the R position as described above to turn off the P contact 15a, if a malfunction occurs in which the N contact 15c turns on even though the shift lever 13b is not in the N position, for example, due to foreign matter entering the shift gate 13a, the estimation result of the shift position estimation unit 19 will be the N position. Therefore, if the lock mechanism 14 is controlled only based on the estimation result of the shift position estimation unit 19, it may be determined that the N lock is in effect, and the P lock may be released even though the brake pedal 3 is not being operated, allowing the shift lever 13b to move.

[0039] Therefore, the control device in this embodiment of the present invention is configured to determine whether the shift position has been directly shifted from the P position as estimated by the shift position estimation unit 19 to the N position. Specifically, a history ON / OFF map is stored in the history storage unit 20, which switches on or off a P position flag indicating that the P position has been selected, based on the signals of the electrical contact 15 and the NSW 16 immediately before in the control routine. In other words, the history storage unit 20 is configured to store the operation history of the shift lever 13b to the P position.

[0040] FIG. 5 shows an example of a history ON / OFF map. In the example shown in FIG. 5, the P position flag is switched on when an ON signal is output from P contact 15a and NSW 16, and no ON signals are output from R contact 15b, N contact 15c, or D contact 15d. Also, when an ON signal is output from either R contact 15b or D contact 15d, the P position flag is switched off regardless of the output signals from the other contacts or NSW 16. Furthermore, when an ON signal is output from N contact 15c and NSW 16, the P position flag is switched off regardless of the output signals from the other contacts. If the signals from electrical contacts 15a and NSW 16 do not meet the conditions for turning on or off the P position flag shown in FIG. 5, the condition is determined to be indeterminate, and the P position flag is maintained in its ON or OFF state.

[0041] Then, the lock determination unit 21 determines whether to set the lock mechanism 14 to either the P lock or the N lock based on the estimation result by the shift position estimation unit 19 and the P position flag stored in the history storage unit 20.

[0042] FIG. 6 is a flowchart illustrating an example of control executed by the controller 17. In the control example shown in FIG. 6, first, the current position of the shift lever 13b is estimated (step S1), and the P position flag is read (step S2). This step S1 can be estimated by the shift position estimation unit 19 based on the signal of the electrical contact 15 input to the controller 17 and the shift position estimation map shown in FIG. 3. Furthermore, since the P position flag is successively updated based on the history ON / OFF map stored in the history storage unit 20, step S2 reads the P position flag. Note that steps S1 and S2 may be executed simultaneously, or step S2 may be executed prior to step S1.

[0043] Next, it is determined whether the P position flag is on (step S3). This determination in step S3 can be made by referring to the P position flag read in step S2.

[0044] As shown in FIG. 5, when the P position flag is on, the previous position of the shift lever 13b is the P position, and therefore the current shift lever 13b is either the P position or the R position. Therefore, if the P position flag is on and a positive determination is made in step S3, it is determined whether the current position of the shift lever 13b is the P position (step S4). This step S4 can be determined based on the signal of the electrical contact 15 input to the controller 17, as in step S1. In this case, it may be determined that the shift lever is in the P position when the NSW 16 is on in addition to the signal of the electrical contact 15. Note that, for example, if all of the electrical contacts 15 are off, the shift position estimation unit 19 determines that the position is indeterminate as described above, and therefore a negative determination is made in step S4.

[0045] If the current position of the shift lever 13b is in the P position and therefore the answer in step S4 is affirmative, it is determined whether the brake pedal 3 is being operated (step S5). If the answer in step S5 is affirmative and therefore the brake pedal 3 is being operated, the N lock is executed (i.e., the P lock is released) (step S6). Conversely, if the answer in step S5 is negative and therefore the brake pedal 3 is being operated, or if the answer in step S4 is negative and therefore the current position of the shift lever 13b is not in the P position, the N lock is released (i.e., the P lock is executed) (step S7), and this routine is temporarily ended. Note that, as described above, if all of the electrical contacts 15 are off, the answer in step S4 is also negative, and therefore the N lock is released (the P lock is executed).

[0046] On the other hand, if the P position flag is off and a negative determination is made in step S3, the previous position of the shift lever 13b is other than the P position, and the lock mechanism 14 selects the N-lock only when the shift lever 13b is in the N-position and the brake pedal 3 is operated, as shown in FIG. 4. Therefore, if a negative determination is made in step S3, it is determined whether the current position of the shift lever 13b estimated in step S1 is the N-position and the brake pedal 3 is not being operated (step S8). If a positive determination is made in step S8 because the current position of the shift lever 13b is the N-position and the brake pedal 3 is not being operated, the N-lock is executed (i.e., the P-lock is released) (step S6). If a negative determination is made in step S8 because the current position of the shift lever 13b is not the N-position or the brake pedal 3 is being operated, the N-lock is released (i.e., the P-lock is executed) (step S7), and this routine is temporarily terminated.

[0047] According to the control example described above, for example, if the shift lever 13b is in the P position and is pressed toward the R position without the brake pedal 3 being operated, and a malfunction occurs in which the N contact 15c is in the ON state, an ON signal is output only from the N contact 15c, and so in step S1, the N position is estimated.

[0048] On the other hand, when the shift lever 13b is in the P position, specifically before it is pressed toward the R position, the P position flag is turned on. If the shift lever 13b is pressed toward the R position from that state and a malfunction occurs that causes the N contact 15c to be in the ON state, an ON signal is output from the NSW 16, but an ON signal is not output from the NSW 16.

[0049] Therefore, while the shift lever 13b is pressed toward the R position, the history storage unit 20 determines that the shift lever is indeterminate and maintains the P position flag in the ON state. Then, it is determined whether the shift lever is in the P position, and if it is in the P position, either P lock or N lock is selected depending on whether the brake pedal 3 is operated. Note that if the shift lever is in the R position, the P lock is executed.

[0050] Therefore, even though the shift lever 13b is maintained in the P position, if a malfunction occurs in which the shift lever 13b is pressed toward the R position, turning off the P contact 15a and outputting an ON signal from the N contact 15c, the N lock is released (i.e., the P lock is executed) because a negative determination is made in step S4. In other words, the P lock is not released regardless of whether the brake pedal 3 is operated. Therefore, even though the shift lever 13b is in the P position, it is possible to prevent the shift lever 13b from being switched from the P position without operating the brake pedal 3.

[0051] When the load pressing the shift lever 13b toward the R position is removed, an ON signal is output from the P contact 15a, and further, when the malfunction in which an ON signal is output from the N contact 15c at that time is resolved, the lock mechanism 14 determines whether to lock the shift lever to P or N in accordance with the brake pedal 3, just as in normal cases. In other words, the lock mechanism 14 is controlled in accordance with the actual position of the shift lever 13b.

[0052] As described above, the current position of the shift lever 13b is estimated based on the signal from the electrical contact, and the history of the shift lever 13b to the P position is stored or updated. The P lock and N lock are determined by the lock mechanism 14 based on the estimated current position of the shift lever 13b and the history of the shift lever 13b to the P position. This makes it possible to prevent the shift lever 13b from being switched from the P position when the brake pedal 3 is not operated, even if a malfunction occurs in which the shift lever 13b is pressed from the P position to the R position and the N contact 15c is turned on. [Explanation of symbols]

[0053] 1 Engine (power source) 2. Motor (driving power source) 3. Brake pedal 13 Shift device 13a Shift gate 13b Shift lever 14 Locking mechanism 14a Link mechanism 14b Lock solenoid valve 15 Electrical contacts 15a P contact 15b R contact 15c N contact 15d D contact 16 NSW 17 Controller 19 Shift position estimation unit 20 History memory section 21 Lock determination section Vehicle

Claims

1. a shift operation unit for selecting 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 turned on when the shift operation unit is in the parking position, a neutral contact that is turned on when the shift operation unit is in the neutral position, and a traveling contact that is turned on when the shift operation unit is in the traveling position; a lock mechanism configured to be switchable between a parking position lock that restricts or limits switching of the shift operation unit from the parking position to another shift position and a neutral position lock that restricts or limits switching of the shift operation unit from the neutral position to another shift position; a brake operating unit that is operated by a driver to apply a braking force to the wheels, The lock mechanism is configured to release the parking position lock or the neutral position lock that is set when the brake operation unit is operated. a controller that controls the locking mechanism based on a signal detected by the electrical contact; The controller a shift position estimation unit that estimates a current position of the shift operation unit based on a signal from the electrical contact; a history storage unit that stores an operation history of the shift operation unit to the parking position; a lock determination unit that determines whether to set one of the parking position lock and the neutral position lock based on the current position of the shift operation unit estimated by the shift position estimation unit and the operation history of the shift operation unit stored in the history storage unit. A vehicle control device characterized by:

2. The vehicle control device according to claim 1, The history storage unit stores the operation history of the shift operation unit to the parking position when only the parking contact is on, and deletes the operation history of the shift operation unit to the parking position when at least one of the neutral contact and the running contact is on. A vehicle control device characterized by:

3. The vehicle control device according to claim 2, a switch that is turned on when the shift operation unit is in the parking position or the neutral position and that is different from the electrical contact, The history storage unit deletes the operation history of the shift operation unit to the parking position when the neutral contact and the switch are on. A vehicle control device characterized by:

4. The vehicle control device according to any one of claims 1 to 3, The lock determination unit determines to set the neutral position lock when the following conditions are met: the operation history is not stored in the history storage unit; the turned-on electrical contact is the neutral contact; and the brake operation unit is operated. A vehicle control device characterized by:

Images