Vehicle control device

Abstract

To provide a vehicle control device that can prevent a shift device from being switched from a neutral position when a brake device is not operated.SOLUTION: A vehicle control device is configured to be able to switch between a P lock, which restricts switching of a shift operation unit from a P position, and an N lock, which restricts switching of the shift operation unit from an N position, and is equipped with a lock mechanism configured to release the set P lock or N lock when a brake operation unit is operated. The vehicle control device determines a shift position on the basis of signals from a plurality of electric contacts that output signals corresponding to the position of the shift operation unit (step S3), and if no ON signals are output from all of the electric contacts, determines the shift position on the basis of signals from a first switch that is turned on when the shift operation unit is in the P position and N position, and a second switch that is turned on when the shift operation unit is in the P position (step S4).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 configured to P-lock when a malfunction occurs in which the electrical contacts corresponding to the position of the shift lever do not turn on, causing all electrical contacts to turn off 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 N-lock if a malfunction occurs in the electrical contact (N contact) that detects the neutral position, and if the brake device is not operated when the shift lever is in the neutral position. Therefore, when the shift lever is in the neutral position, there is a possibility that the shift lever can be moved from the neutral position even if the brake device is not 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 neutral 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 operation unit operated by a driver to apply a braking force to wheels, The mechanism is a vehicle control device configured to release the parking position lock or the neutral position lock that has been set when the brake operation unit is operated, and includes a first switch that is turned on when the shift operation unit is in the parking position and the neutral position, a second switch that is turned on when the shift operation unit is in only the parking position, and a controller that controls the lock mechanism in accordance with the shift position, wherein the controller includes a normal determination unit that determines the shift position of the shift operation unit based on the on signal of the electrical contacts when an on signal is output from any one of the electrical contacts, and a backup determination unit that determines the shift position of the shift operation unit based on the signals of the first switch and the second switch when on signals are not output from all of the electrical contacts.

[0008] Furthermore, the backup determination unit in 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.

[0009] Furthermore, the backup determination unit in this invention may include a parking history update map that stores an operation history of the shift operation unit to the parking position when the parking contact is on or the second switch is on, and deletes the operation history when the parking contact and the second switch are off and the running contact is on, or when the parking contact and the second switch are off and the first switch and the neutral contact are on, and the backup determination unit may determine the shift position of the shift operation unit based on the operation history stored based on the parking history update map and a signal input from the first switch.

[0010] The controller in the present invention may further include a lock determination unit configured to release either the parking position lock or the neutral position lock using the lock mechanism, and to execute the other of the parking position lock or the neutral position lock, based on the shift position determined by either the normal determination unit or the backup determination unit and whether or not the brake operation unit is operated. [Effects of the Invention]

[0011] The vehicle control device of this invention is provided with multiple electrical contacts that output an ON signal according to the position of each shift operation device, and when an ON signal is output from any one of the electrical contacts, it determines the shift position of the shift operation device based on the ON signal from the electrical contact.The vehicle control device also includes a first switch that is turned ON when the shift operation device is in the parking position and neutral position, and a second switch that is turned ON only when the shift operation device is in the parking position, and when ON signals are not output from all of the electrical contacts, it determines the shift position of the shift operation device based on the signals from the first switch and the second switch.

[0012] In other words, if an ON signal is not input to the controller from all electrical contacts, such as when a failure occurs in which an ON signal is not output from the neutral contact when the shift operating unit is in the neutral position, or when a failure occurs in which an ON signal is not output from the parking contact when the shift operating unit is in the parking position, the shift position is determined based on the signals from the first switch and the second switch.

[0013] Therefore, even if a failure occurs that prevents an ON signal from being output from the electrical contact for detecting the shift position, it is possible to determine at least whether the shift operation device is in the parking position or the neutral position based on the signals input to the controller from the first switch and the second switch. In other words, it is possible to appropriately switch the lock state (parking position lock or neutral position lock) of the lock mechanism when the shift operation device is in the parking position or the neutral position. This makes it possible to prevent the shift operation device from moving from the parking position or the neutral position to another shift position without operating the brake operation device. [Brief explanation of the drawings]

[0014] [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 determination map. [Figure 5] FIG. 10 is a diagram illustrating an example of a PSW history update 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

[0015] 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.

[0016] 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.

[0017] 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.

[0018] 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.

[0019] 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.

[0020] 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.

[0021] 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.

[0022] 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.

[0023] 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.

[0024] 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.

[0025] 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.

[0026] 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.

[0027] 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.

[0028] 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.

[0029] 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).

[0030] 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).

[0031] 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.

[0032] 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.

[0033] 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, 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, and a parking switch (hereinafter referred to as PSW) 17 that outputs an ON signal when the shift lever 13b is in the P position and a button (not shown) provided on the knob at the tip 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.

[0034] 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.

[0035] 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 permit operation of the starter motor. The PSW 17 is also an existing switch provided on the shift lever 13b to detect the P lock state.

[0036] An electronic control device (hereinafter referred to as a controller) 18 is provided which receives signals from the above-mentioned electrical contacts 15, NSW 16, and PSW 17, and determines the position of the shift lever 13b based on the received signals, thereby controlling the lock mechanism 14, the shift solenoid valve 9, etc.

[0037] Like controllers provided in conventional vehicles, this controller 18 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 18 receives signals from a wheel speed sensor 19a that detects the rotation speed of the drive wheels 4, an engine rotation speed sensor 19b that detects the rotation speed of the engine 1, a resolver 19c that detects the rotation angle of the motor 2, a brake sensor 19d that detects the depression amount and depression force of the brake pedal 3, electrical contacts 15, NSW 16, and PSW 17.

[0038] The controller 18 shown in Fig. 2 includes 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 position based on a signal input from the electrical contact 15. Specifically, the normal determination unit 20 stores a shift position determination map shown in Fig. 4, and determines the shift position based on the shift position determination map and the signal input from the electrical contact 15.

[0039] That is, when an ON signal is input only from the P contact 15a, the shift position is determined to be the P position; when an ON signal is input only from the R contact 15b, the shift position is determined to be the R position; when an ON signal is input only from the N contact 15c, the shift position is determined to be the N position; and when an ON signal is input only from the D contact 15d, the shift position is determined to be the D position.

[0040] 4, i.e., if an ON signal is input from multiple electrical contacts 15 for some reason, or if an ON signal is not input from any electrical contact 15, it is determined to be indeterminate. In other words, it is determined that no shift position is established. Therefore, the locked state by the lock mechanism 14 is maintained.

[0041] 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 from 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, the backup determination unit 21 is configured to determine whether the position of the shift lever 13b is in the N position.

[0042] For this reason, the backup determination unit 21 has a PSW history update map for storing the operation history of the shift lever 13b to the P position. An example of the PSW history update map is shown in Fig. 5, and in the example shown in Fig. 5, the map is configured so that a P position flag indicating the P position is switched on when an ON signal is output from the P contact 15a and when an ON signal is output from the PSW 17.

[0043] In addition, when an ON signal is output from either the R contact 15b or the D contact 15d, and an ON signal is not output from the P contact 15a or the PSW 17, the P position flag is switched OFF regardless of the output signal from the N contact 15c or the NSW 16.

[0044] Furthermore, when an ON signal is output from the N contact 15c and the NSW 16 and an ON signal is not output from the P contact 15a or the PSW 17, the P position flag is switched OFF regardless of the output signals from the R contact 15b and the D contact 15d. Note that when the signals from the electrical contacts 15 and the NSW 16 do not meet the conditions for turning the P position flag ON or OFF shown in Figure 5, the condition is determined to be indeterminate, and the ON or OFF state of the P position flag is maintained. This PSW history update map corresponds to the "parking history update map" in this embodiment of the present invention.

[0045] Then, the lock determination unit 22 determines whether the lock mechanism 14 should be set to P lock or N lock, based on the position of the shift lever 13b determined by the normal determination unit 20 or the backup determination unit 21.

[0046] A flowchart illustrating an example of control executed by the controller 18 is shown in Figure 6. In the control example shown in Figure 6, first, the P position flag is read (step S1). Specifically, since the P position flag is updated sequentially based on the PSW history update map stored in the backup determination unit 21, the P position flag is read in step S1.

[0047] Next, it is determined whether or not an ON signal is input from any one of the electrical contacts 15 (step S2), and if the determination in step S2 is affirmative because an ON signal is input from any one of the electrical contacts 15, the normal determination unit 20 determines the shift position based on the ON signal input from the electrical contacts 15 (step S3). That is, the shift position is determined based on the input electrical contact 15 and the shift position determination map stored in the normal determination unit 20.

[0048] Conversely, if the determination in step S2 is negative because no on signals are input from all electrical contacts 15, the backup determination unit 21 determines the shift position based on the input P position flag and the signal from the NSW 16, in other words, based on the NSW 16 and the PSW 17 (step S4). That is, if the P position flag read in step S1 is off and an on signal is input from the NSW 16, the shift position is determined to be the N position. Also, for example, if the P position flag is on, the shift position is determined to be the P position regardless of whether an on signal is input from the NSW 16.

[0049] The control example shown here is an example of control assuming a failure in which one of the electrical contacts 15 does not turn on. Therefore, for example, if an on signal is input from multiple electrical contacts 15, or if the P position flag is off and an on signal is not input from NSW 16, the situation will be addressed by determining the shift position using other control, etc.

[0050] Next, it is determined whether the shift position determined in step S3 or step S4 is the N position (step S5), and if the shift position is determined to be the N position and the result of step S5 is affirmative, it is determined whether the brake pedal 3 is not being operated (step S6). If the result of step S6 is affirmative because the brake pedal is not being operated, the N lock is executed by the lock mechanism 14 (i.e., the P lock is released) (step S7), and if the result of step S6 is negative because the brake pedal 3 is being operated, the N lock is released by the lock mechanism 14 (i.e., the P lock is executed) (step S8), and this routine is temporarily ended.

[0051] On the other hand, if the shift position determined in step S3 or step S4 is not the N position and therefore the result of step S5 is negative, it is determined whether or not the shift position is the P position (step S9), and if the result of step S9 is negative because the shift position is not the P position, the N lock is released by the lock mechanism 14 (i.e., the P lock is executed) (step S8), and this routine is temporarily terminated.

[0052] On the other hand, if the shift position is in the P position and the determination in step S9 is affirmative, it is determined whether the brake pedal 3 is not being operated (step S10). If the determination in step S10 is negative because the brake pedal 3 is being operated, the lock mechanism 14 executes the N lock (i.e., the P lock is released) (step S7), and if the determination in step S10 is affirmative because the brake pedal 3 is not being operated, the lock mechanism 14 releases the N lock (i.e., the P lock is executed) (step S8), and this routine is temporarily terminated.

[0053] According to the above-described control example, when an ON signal is not input to the controller 18 from all electrical contacts 15, such as when a failure occurs in which an ON signal is not output from the N contact 15c when the shift lever 13b is in the N position, or when a failure occurs in which an ON signal is not output from the P contact 15a when the shift lever 13b is in the P position, the shift position is determined based on the signals of the NSW 16 and the PSW 17.

[0054] Therefore, even if a failure occurs that prevents an ON signal from being output from the electrical contact 15 for detecting the shift position, it is possible to determine at least whether the shift lever 13b is in the P position or the N position based on the signals input from the NSW 16 and the PSW 17 to the controller 18. In other words, the lock state (P lock or N lock) of the lock mechanism 14 when the shift lever 13b is in the P position or the N position can be appropriately switched. Therefore, it is possible to prevent the shift lever 13b from moving from the P position or the N position to another shift position without operating the brake pedal 3. [Explanation of symbols]

[0055] 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 Neutral switch (NSW) 17 Parking switch (PSW) 18 Controller 20 Normal judgment section 21 Backup Judgment Unit 22 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 first switch that is turned on when the shift operation unit is in the parking position and the neutral position; a second switch that is turned on only when the shift operation unit is in the parking position; a controller that controls the locking mechanism in accordance with the shift position; The controller a normal determination unit that, when an ON signal is output from any one of the electrical contacts, determines a shift position of the shift operation unit based on the ON signal from the electrical contact; a backup determination unit that determines the shift position of the shift operation unit based on signals from the first switch and the second switch when an ON signal is not output from all of the electrical contacts. A vehicle control device characterized by:

2. The vehicle control device according to claim 1, 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 an on signal is not output from the second switch. A vehicle control device characterized by:

3. The vehicle control device according to claim 1, the backup determination unit includes a parking history update map that stores an operation history of the shift operation unit to the parking position when the parking contact is on or the second switch is on, and deletes the operation history when the parking contact and the second switch are off and the traveling contact is on, or when the parking contact and the second switch are off and the first switch and the neutral contact are on; 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 a signal input from the first switch. A vehicle control device characterized by:

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

Images