Hybrid vehicle control device

Abstract

To provide a controller of a hybrid vehicle in which: abnormality of a shift position sensor can be easily detected at low cost by use of a neutral switch and a reverse switch; and an electric motor can be prevented from driving based on the detection result of the abnormality of the shift position sensor.SOLUTION: ECU 10 of a hybrid vehicle 1 prohibits, when detection result of a shift position sensor 41 detecting position of a shift and select shaft 45 according to a shift gear stage of a transmission does not match detection result of a neutral switch 42 and a reverse switch 43, control of a motor generator 3 based on the detection result of the shift position sensor 41.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a control device for a hybrid vehicle. [Background technology]

[0002] 2. Description of the Related Art Hybrid vehicles are known that have an internal combustion engine and an electric motor as a drive source, and are equipped with a manual transmission and a friction clutch as means for transmitting power from the drive source to drive wheels (see Patent Document 1).

[0003] In this hybrid vehicle, the motor is installed on the output side (drive wheel side) of the manual transmission, and the rotation direction of the motor is switched depending on the traveling direction of the vehicle. In addition, the operation position of the shift lever by the driver is detected by a shift position sensor, and the driving torque of the motor (MG torque) is adjusted based on the result of the shift position sensor.

[0004] In this hybrid vehicle, in order to prevent a problem in controlling the motor when an abnormality occurs in the shift position sensor, the driver is notified of the abnormality in the shift position sensor and EV driving prohibition processing is performed. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] JP 2013-1182 A Summary of the Invention [Problem to be solved by the invention]

[0006] However, in the hybrid vehicle described in Patent Document 1, there is no specific description of the configuration for detecting whether or not there is an abnormality in the shift position sensor, and it is not possible to know how an abnormality in the shift position sensor is detected.

[0007] If an abnormality in the shift position sensor were detected using a dedicated device for failure detection, there is a risk that the manufacturing costs of the control device will increase.

[0008] The present invention has been made in light of the above-mentioned circumstances, and aims to provide a control device for a hybrid vehicle that can easily and inexpensively detect abnormalities in a shift position sensor by utilizing a neutral switch and a reverse switch, and can prevent the electric motor from being driven based on the detection result of an abnormal shift position sensor. [Means for solving the problem]

[0009] The present invention provides a manual transmission having an internal combustion engine and an electric motor that generate driving force transmitted to drive wheels, and a shift member that is connected to the internal combustion engine via a clutch and that switches gears in response to operation of a shift lever, the shift member is a shift and select shaft provided in the manual transmission, the shift and select shaft moves in position according to a gear stage of the manual transmission, and the gear stage of the manual transmission is switched by this movement of position; The gear stage of the manual transmission Shift and Select Axis Location Output according to A shift position sensor for The shift and select shaft The gear stage of the manual transmission of Neutral state and In the position A neutral switch that detects when the The shift and select shaft The gear stage of the manual transmission of Reverse gear and In the position and a reverse switch that detects whether the shift position sensor is in a neutral position or not, and the direction of rotation of the electric motor is switched depending on the traveling direction of the hybrid vehicle. The control device for a hybrid vehicle is characterized in that it has a control unit that prohibits drive control of the electric motor based on the detection result of the shift position sensor, on the condition that the detection result of the shift position sensor is not consistent with the detection results of the neutral switch and the reverse switch. Effect of the Invention

[0010] As described above, according to the present invention, by utilizing the neutral switch and reverse switch, an abnormality in the shift position sensor can be detected simply and inexpensively, and the electric motor can be prevented from being driven based on the detection result of an abnormal shift position sensor. [Brief description of the drawings]

[0011] [Figure 1] FIG. 1 is a schematic diagram of a hybrid vehicle according to an embodiment of the present invention. [Diagram 2] FIG. 2 is a diagram showing the output of a signal from a shift position sensor of a hybrid vehicle according to one embodiment of the present invention, and shows the range of outputs for determining each gear position. [Diagram 3] FIG. 3 is a diagram showing the output of a signal from a shift position sensor of a hybrid vehicle according to one embodiment of the present invention, illustrating an example of an abnormality, showing the relationship between an actual gear position and a gear position that is erroneously determined by the output of the shift position sensor. [Figure 4] FIG. 4 is a diagram showing the output of a signal from a shift position sensor of a hybrid vehicle according to one embodiment of the present invention, and is a diagram showing another example of an abnormality, showing the relationship between an actual gear step and a gear step that is erroneously determined by the output of the shift position sensor. [Diagram 5] FIG. 5 is a diagram showing the output of a signal from a shift position sensor of a hybrid vehicle according to one embodiment of the present invention, illustrating yet another example of an abnormality, showing the relationship between an actual gear position and a gear position that is erroneously determined by the output of the shift position sensor. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] A control device for a hybrid vehicle according to one embodiment of the present invention includes an internal combustion engine and an electric motor that generate driving force transmitted to drive wheels, a manual transmission connected to the internal combustion engine via a clutch and having a shifting member that switches gears in response to operation of a shift lever, a shift position sensor that detects the position of the shifting member according to the gear of the manual transmission, a neutral switch that detects when the gear of the manual transmission is in neutral, and a reverse switch that detects when the gear of the manual transmission is in reverse, and is a control device for a hybrid vehicle in which the rotation direction of the electric motor switches according to the traveling direction of the hybrid vehicle, and has a control unit that prohibits drive control of the electric motor based on the detection result of the shift position sensor, on the condition that the detection result of the shift position sensor does not match the detection results of the neutral switch and the reverse switch.

[0013] As a result, the control device for a hybrid vehicle in one embodiment of the present invention can utilize the neutral switch and reverse switch to simply and inexpensively detect abnormalities in the shift position sensor, and can prevent driving of the electric motor based on the detection results of an abnormal shift position sensor. EXAMPLES

[0014] A control device for a hybrid vehicle according to an embodiment of the present invention will now be described with reference to the drawings, in which: Figures 1 to 5 are diagrams showing a control device for a hybrid vehicle according to an embodiment of the present invention.

[0015] First, the configuration will be described. 1, a hybrid vehicle 1 according to an embodiment of the present invention includes an engine 2, a motor generator 3 (indicated as MG) as an electric motor, a manual transmission 4, a differential device 5, left and right drive wheels 6A, 6B, and an ECU (Electric Control Unit) 10 as a control unit. The engine 2 in this embodiment constitutes an internal combustion engine.

[0016] A plurality of cylinders are formed in the engine 2. In this embodiment, the engine 2 is configured to perform a series of four strokes, which are an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke, for each cylinder.

[0017] An ISG (Integrated Starter Generator) 20 is connected to the engine 2. The ISG 20 is connected to a crankshaft (not shown) of the engine 2 via a belt 21 or the like.

[0018] The ISG20 functions as an electric motor that rotates when supplied with electricity to drive the engine 2, and as a generator that is rotated by the rotational force input from the crankshaft of the engine 2 and converts this rotation into electric power.

[0019] The motor generator 3 functions as an electric motor that generates driving force using electricity supplied from a battery 31 via an inverter 30, and also functions as a generator that performs regenerative power generation using the rotational force (reverse driving force) input from the drive wheels 6A, 6B via a differential device 5.

[0020] Under the control of the ECU 10, the inverter 30 converts DC power supplied from the battery 31 into three-phase AC power and supplies it to the motor generator 3, and also converts the three-phase AC power generated by the motor generator 3 into DC power to charge the battery 31. The battery 31 is formed of a secondary battery such as a lithium ion battery.

[0021] The manual transmission 4 is an MT (Manual Transmission) that changes the speed of the rotation output from the engine 2 at a gear ratio corresponding to one of a plurality of gear stages and outputs the changed speed.

[0022] The manual transmission 4 includes an input shaft 8 to which the power of the engine 2 is transmitted, and an output shaft 9 (not shown) connected to the input shaft 8 via a plurality of speed change gear sets, and the output shaft 9 is connected to left and right drive wheels 6A, 6B via a differential device 5. The output shaft of the motor generator 3 is connected to the output shaft 9 of the manual transmission 4. In other words, on the path of transmission of driving force, the output of the motor generator 3 is disposed closer to the drive wheels 6A, 6B than the manual transmission 4, and is configured to be able to transmit driving force to the drive wheels 6A, 6B regardless of the state of the manual transmission 4, including the gear position.

[0023] The gears that can be established in the manual transmission 4 include, for example, forward gears for forward driving ranging from 1st gear, which is a low gear, to 6th gear, which is a high gear, and a reverse gear. The number of gears for driving varies depending on the specifications of the hybrid vehicle 1, and is not limited to the above-mentioned 1st gear to 6th gear.

[0024] The gear stages in the manual transmission 4 are selected / switched by the driver, and are switched according to the operating position of a shift lever 40 operated by the driver.

[0025] Specifically, the shift lever 40 is connected by a cable or a link to a shift and select shaft 45 provided on the manual transmission 4. The shift and select shaft 45 also moves in response to the shift lever 40 moving in response to the driver's operation. More specifically, the shift and select shaft 45 moves in the axial direction in response to the driver's select operation of the shift lever 40, and rotates about the axis in response to the driver's shift operation of the shift lever 40.

[0026] The shift and select shaft 45 is provided with finger portions (not shown). The manual transmission 4 has a speed change mechanism (not shown) that switches between gears, and the finger portions are members that engage with the speed change mechanism and move the speed change mechanism. Specifically, when the shift and select shaft 45 moves in the axial direction, the finger portions selectively engage with a shift yoke for 1st and 2nd gears, a shift yoke for 3rd and 4th gears, a shift yoke for 5th and 6th gears, and a shift yoke for reverse (not shown). In other words, the speed change mechanism is made up of these shift yokes, a shifter shaft (to be described later), a shift fork, and a synchronizer.

[0027] Then, for example, a select operation moves the shift and select shaft 45 in the axial direction, and the finger portion moves to a position where it engages with the shift yoke for the 1st to 2nd gears, thereby selecting the shift yoke for the 1st to 2nd gears, and then, when a shift operation rotates the shift and select shaft 45 about its axis, the finger portion moves the shift yoke for the 1st to 2nd gears, and the shifter shaft for the 1st to 2nd gears (not shown) connected to the shift yoke for the 1st to 2nd gears moves in the axial direction, and the shift fork for the 1st to 2nd gears (not shown) connected to the shifter shaft for the 1st to 2nd gears moves in the axial direction. The movement of the shift fork operates the synchronizer, and the gears constituting the gears engage with the input shaft 8 or the output shaft 9 so as to be able to transmit driving force, thereby establishing the gears.

[0028] For example, when the 1st-2nd gear shift fork moves axially to one side toward the 1st gear to establish 1st gear, a 1st-2nd gear sleeve that fits into the 1st-2nd gear shift fork connects the 1st gear change gear to the output shaft 9, enabling the change gear and output shaft 9 to rotate integrally, and the power of the engine 2 is output to the differential device 5 via the input shaft 8, the 1st gear change gear on the input shaft 8 side, the 1st gear change gear on the output shaft 9 side connected by the sleeve, and the output shaft 9.

[0029] As described above, the state (position) of the gear of the manual transmission 4, which is switched by the driver's operation of the shift lever 40, is detected by the shift position sensor 41. The shift position sensor 41 is connected to the ECU 10, detects the position of the shift and select shaft 45, and transmits the detection result to the ECU 10.

[0030] Specifically, the shift position sensor 41 has a magnetic detection element such as a Hall element. The shift and select shaft 45 is provided with a detection target portion made of a permanent magnet (not shown).

[0031] When the shift and select shaft 45 moves in the select direction (axial direction) and the shift direction (rotational direction), the shift position sensor 41 detects the strength of the magnetic field associated with the movement of the detected part of the shift and select shaft 45, generates a voltage according to the strength of the magnetic field, and outputs an output signal according to that voltage.

[0032] The output signal output from the shift position sensor 41 indicates the position of the shift and select shaft 45, and is preset to a value corresponding to each gear. The ECU 10 determines the currently established gear based on the output signal from the shift position sensor 41.

[0033] Fig. 2 shows the output range for determining each gear position with respect to the signal output of the shift position sensor 41. As shown by the dashed line in Fig. 2, the shift position sensor 41 detects the movement of the detected part of the shift and select shaft 45 (hereinafter referred to as "output pattern") which moves in the same manner as the operation range (shift gate pattern) of the shift lever 40 by the driver.

[0034] That is, the output signal of the shift position sensor 41 increases in the shift direction from 2nd / 4th / 6th gear to reverse (REV) / 1st / 3rd / 5th gear, and increases in the select direction from reverse to 5th / 6th gear.

[0035] When the shift lever 40 is operated in the select direction and the shift direction, the shift and select shaft 45 moves in the shift direction (rotation direction) and the select direction (axial direction), and the finger portion of the shift and select shaft 45 moves the shift yoke. When the tip position of the finger portion (the engagement point with the shift yoke) matches the position of 1st, 2nd, 3rd, 4th, 5th, 6th, or reverse, that gear is established as the gear of the manual transmission 4.

[0036] The shift position sensor 41 detects the position of the detection portion of the shift and select shaft 45 in the shift direction (rotation direction) and the select direction (axial direction). In other words, the shift position sensor 41 detects where the detection portion of the shift and select shaft 45 is located on FIG.

[0037] The output of the shift position sensor 41 when each gear stage (1st, 2nd, 3rd, 4th, 5th, 6th and reverse) is established is set to be within a predetermined range corresponding to each gear stage in Figure 2, and when the output of the shift position sensor 41 matches the range of each gear stage of 1st, 2nd, 3rd, 4th, 5th, 6th and reverse, the ECU 10 determines that that gear stage is established as a gear stage of the manual transmission 4.

[0038] The manual transmission 4 is provided with a neutral switch 42, which is connected to the ECU 10. The neutral switch 42 detects a state in which neither the forward gear nor the reverse gear is established in the manual transmission 4, that is, a neutral state. In detail, it detects a state in which the tip of the finger portion is not moving the shift yoke, and the finger portion is freely movable between the shift yoke for 1st and 2nd gears, the shift yoke for 3rd and 4th gears, the shift yoke for 5th and 6th gears, and the shift yoke for reverse (a state in which select movement is possible).

[0039] The neutral switch 42 is a switch that is turned on when the manual transmission 4 is in a neutral state and a neutral lever (not shown) provided on the shift and select shaft 45 comes into contact with the neutral switch 42. In detail, when the shift and select shaft 45 is not rotating in the shift direction and can move in the select direction, the neutral switch 42 is energized to notify the ECU 10 of the neutral state.

[0040] In Fig. 2, this neutral state is located between 2nd / 4th / 6th gear and reverse / 1st / 3rd / 5th gear in the shift direction, and extends in the select direction. That is, the output value of the shift position sensor 41 in the neutral state is an output value between the output value at 2nd / 4th / 6th gear and the output value at reverse / 1st / 3rd / 5th gear in the shift direction. The output range of the neutral state in Fig. 2 is shown as neutral band N.

[0041] The shift position sensor 41 and the neutral switch 42 are independent of each other, and when the output value of the shift position sensor 41 is generally within the region of the neutral band N, the neutral switch 42 is turned on, and when the output value is generally outside the region of the neutral band N, the neutral switch 42 is turned off.

[0042] The manual transmission 4 is provided with a reverse switch 43, and the reverse switch 43 is connected to the ECU 10. The reverse switch 43 detects that the manual transmission 4 is in the reverse gear position.

[0043] The reverse switch 43 is a switch that is turned ON when the manual transmission 4 is in reverse gear and a reverse lever (not shown) provided on the shift and select shaft 45 comes into contact with the reverse switch 43. When the reverse gear is established as one of the gear stages of the manual transmission 4, the reverse switch 43 is energized to notify the ECU 10 that the reverse gear is established.

[0044] The reverse switch 43 is turned on when the output value of the shift position sensor 41 is approximately within the reverse gear range in Fig. 2, and the reverse switch 43 is turned off when the output value is approximately outside the reverse gear range in Fig. 2. The shift and select shaft 45 of this embodiment constitutes a shifting member.

[0045] As shown in FIG. 2 for reference, the region in which the reverse switch 43 is on and the output range in which the shift position sensor 41 indicates that the reverse gear is established are the same, but the region in which the reverse switch 43 is on and the output range in which the shift position sensor 41 indicates that a gear is established are spaced apart and do not overlap with the region in which the neutral switch 42 is on. This improves the reliability of the determination that each gear is established and suppresses the occurrence of inconsistencies.

[0046] A clutch 7 is provided in the power transmission path between the engine 2 and the manual transmission 4. For example, a dry single-plate friction clutch can be used as the clutch 7. The engine 2 and the manual transmission 4 are connected via the clutch 7.

[0047] The clutch 7 is operated by a clutch actuator 70 and is switched between an engaged state in which power is transmitted between the engine 2 and the manual transmission 4, a released state in which power is not transmitted, and a half-clutch state in which torque is transmitted with a rotational difference. The clutch actuator 70 is connected to and controlled by the ECU 10.

[0048] The ECU 10 controls the clutch actuator 70 in response to the depression amount of a clutch pedal 71 operated by the driver, so as to perform an operation equivalent to that of a manual clutch. That is, the hybrid vehicle 1 of this embodiment has a clutch 7 of a clutch-by-wire system.

[0049] The amount of depression of the clutch pedal 71 is detected by a clutch pedal sensor 72. The clutch pedal sensor 72 is connected to the ECU 10 and transmits a signal corresponding to the amount of depression of the clutch pedal 71 to the ECU 10.

[0050] The hybrid vehicle 1 includes a clutch pedal pseudo load device 73 that generates a pseudo reaction force when the clutch pedal 71 is depressed. The reaction force generated by the clutch pedal pseudo load device 73 when the driver depresses the clutch pedal 71 provides the driver with a feeling of depression equivalent to that of a normal clutch that is not a clutch-by-wire type.

[0051] The hybrid vehicle 1 is equipped with an accelerator pedal 90 that is operated by the driver. The amount of depression of the accelerator pedal 90 is detected by an accelerator opening sensor 91. The accelerator opening sensor 91 is connected to the ECU 10, detects the amount of depression of the accelerator pedal 90 as an accelerator opening, and transmits a signal corresponding to the accelerator opening to the ECU 10.

[0052] The hybrid vehicle 1 is equipped with a brake pedal 92 that is operated by the driver. The amount of depression of the brake pedal 92 is detected by a brake pedal sensor 93. The brake pedal sensor 93 is connected to the ECU 10 and transmits a signal corresponding to the amount of depression of the brake pedal 92 to the ECU 10.

[0053] The ECU 10 is composed of a computer unit having a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory for storing backup data, etc., an input port, and an output port.

[0054] The ROM of the computer unit stores various constants, various maps, and the like, as well as a program for causing the computer unit to function as the ECU 10. That is, the CPU executes the program stored in the ROM using the RAM as a working area, causing the computer unit to function as the ECU 10 in this embodiment.

[0055] The ECU 10 switches the control mode of the hybrid vehicle 1. In this embodiment, an EV mode and an HEV mode are set as the control modes.

[0056] The EV mode is a control mode in which the clutch 7 is in a released state and the hybrid vehicle 1 is driven by the power of the motor generator 3. The HEV mode is a control mode in which the clutch 7 is in an engaged state and the hybrid vehicle 1 is driven by the power of the engine 2, or the engine 2 and the motor generator 3.

[0057] In detail, the EV mode in the hybrid vehicle 1 of this embodiment is a mode in which the output characteristics and speed range are set according to the gear stage of the manual transmission 4 selected by the driver's operation, and the vehicle travels with an output (driving force) corresponding to the amount of depression of the accelerator pedal 90 by the driver detected by the accelerator opening sensor 91.

[0058] The HEV mode is a control mode in which the hybrid vehicle 1 is driven by the driving force generated by the engine 2, and in which the hybrid vehicle 1 is driven by supplementary use of the power of the motor generator 3.

[0059] The ECU 10 switches between the EV mode and the HEV mode based on, for example, the accelerator opening and the engine speed.

[0060] For example, when the driver requested torque determined by the accelerator opening exceeds the HEV transition threshold while traveling in the EV mode, the ECU 10 restarts the engine 2 to transition to the HEV mode.

[0061] For example, when the driver requested torque, which is determined by the accelerator opening and the engine speed, falls below the EV shift threshold while driving in the HEV mode, the ECU 10 stops the engine 2 and shifts to the EV mode.

[0062] An output shaft 9 of the manual transmission 4 rotates in the forward direction when the hybrid vehicle 1 moves forward, and rotates in the opposite direction to the forward direction when the hybrid vehicle 1 moves backward. Since the output shaft of the motor generator 3 is connected to the output shaft 9 of the manual transmission 4, the rotation direction of the motor generator 3 switches according to the traveling direction of the hybrid vehicle 1 when traveling in EV mode and HEV mode, rotating forward when the hybrid vehicle 1 moves forward and rotating reversely when the hybrid vehicle 1 moves backward.

[0063] The ECU 10 controls the driving force of the motor generator 3 in a rotation direction corresponding to the forward gear or reverse gear based on the detection information of the shift position sensor 41. The motor generator 3 may be connected so as to output the driving force directly to the differential device 5, instead of to the output shaft 9 of the manual transmission 4.

[0064] In this embodiment, the ECU 10 detects the position of the shift and select shaft 45, and if the detection result of the shift position sensor 41, which outputs a signal according to the gear position of the manual transmission 4, does not match the detection results of the neutral switch 42 and the reverse switch 43, the ECU 10 determines that the shift position sensor 41 is abnormal.

[0065] This makes it possible to easily detect an abnormality in the shift position sensor 41 by utilizing the neutral switch 42 and reverse switch 43 that are already installed in the hybrid vehicle 1.

[0066] Furthermore, since there is no need to detect an abnormality in the shift position sensor 41 using a dedicated device for detecting a malfunction of the shift position sensor 41, the control device can be manufactured at low cost.

[0067] Furthermore, when the ECU 10 determines that the shift position sensor 41 is abnormal, the ECU 10 prohibits the motor generator 3 from being controlled based on the detection result of the shift position sensor 41.

[0068] This makes it possible to prevent the motor generator 3 from being driven based on the detection result of the shift position sensor 41 being abnormal, thereby making it possible to prevent the occurrence of a situation contrary to the driver's will.

[0069] When the shift position sensor 41 detects that the gear stage of the manual transmission 4 is in a forward gear, the ECU 10 causes the motor generator 3 to generate a driving force in the forward direction, provided that the neutral switch 42 does not detect that the gear stage of the manual transmission 4 is in a neutral state and the reverse switch 43 does not detect that the gear stage of the manual transmission 4 is in a reverse gear.

[0070] That is, when the shift position sensor 41 detects that the manual transmission 4 is in a forward gear, the neutral switch 42 is off, and the reverse switch 43 is off, the ECU 10 causes the motor generator 3 to generate a driving force in the forward direction.

[0071] Here, as illustrated in FIG. 3, when the driver operates the shift lever 40 to reverse gear and the shift and select shaft 45 is moved to a position that achieves reverse gear P1, the shift position sensor 41 must output an output corresponding to the range of reverse gear P1. However, if the output in the select direction becomes large due to an abnormality or positional deviation of the shift position sensor 41, the shift position sensor 41 will output an output corresponding to the range of 1st gear (see P2) even though the actual gear is reverse gear, and the ECU 10 will erroneously determine that the gear is 1st gear (forward gear).

[0072] In this case, if the motor generator 3 is controlled based on the detection information of the shift position sensor 41, there is a risk that the motor generator 3 will generate a forward driving force even though the driver intends to move backward (backward).

[0073] However, in this embodiment, since the reverse switch 43 is on in accordance with the actual gear position in this state, the ECU 10 knows that the gear position is reverse and does not permit the motor generator 3 to drive forward based on the detection result of the shift position sensor 41. In other words, the ECU 10 does not allow the motor generator 3 to generate forward driving force.

[0074] This prevents the motor generator 3 from being erroneously driven in the forward direction (for forward driving) when the driver intentionally operates the reverse gear and the hybrid vehicle 1 is in a state in which it can travel in reverse, thereby preventing an unwanted situation from occurring to the driver.

[0075] In addition, when the shift position sensor 41 detects that the gear stage of the manual transmission 4 is in reverse, the ECU 10 causes the motor generator 3 to generate a driving force in the reverse direction, provided that the neutral switch 42 does not detect that the gear stage of the manual transmission 4 is in neutral and the reverse switch 43 detects that the gear stage of the manual transmission 4 is in reverse.

[0076] That is, when the shift position sensor 41 detects that the gear stage of the manual transmission 4 is reverse, and the neutral switch 42 is off and the reverse switch 43 is on, the ECU 10 causes the motor generator 3 to generate a driving force in the reverse direction. That is, the ECU 10 drives the motor generator 3 in the reverse direction.

[0077] As another example of a malfunction, as shown in FIG. 4, when the driver operates the shift lever, for example, to first gear and the shift and select shaft 45 is moved to a position that achieves first gear (see P3), the shift position sensor 41 must output an output corresponding to the range of first gear (P3).

[0078] However, if the output in the select direction becomes small due to an abnormality or positional deviation of the shift position sensor 41, the shift position sensor 41 will output an output corresponding to the range of the reverse gear (see P4) even though the actual gear is first gear, and the ECU 10 will erroneously determine that the gear is reverse gear (see P4).

[0079] In this case, if the motor generator 3 is controlled based on the detection information of the shift position sensor 41, there is a risk that the motor generator 3 will be driven in the reverse direction even though the driver intends to move forward.

[0080] However, in this embodiment, since the reverse switch 43 is off in accordance with the actual gear position in this state, the ECU 10 knows that the gear position cannot be reverse and does not permit reverse drive of the motor generator 3 based on the detection result of the shift position sensor 41. In other words, the ECU 10 does not cause the motor generator 3 to generate a reverse drive force (reverse drive force).

[0081] This prevents the motor generator 3 from being erroneously driven in reverse when the driver intentionally operates the forward gear and the hybrid vehicle 1 is in a state in which it can travel forward, thereby preventing a situation that is contrary to the driver's intention from occurring.

[0082] In addition, when the ECU 10 detects that the output from the shift position sensor 41 is an output indicating that the gear of the manual transmission 4 is not in a forward gear or a reverse gear, and when the neutral switch 42 detects that the gear of the manual transmission 4 is in a neutral state, the ECU 10 does not cause the motor generator 3 to generate driving force for traveling, regardless of the detection state of the reverse switch 43.

[0083] In other words, when the shift position sensor 41 detects that the gear of the manual transmission 4 is in the neutral position or is indefinite (a state in which neither the forward nor reverse gear has been established) and the neutral switch 42 is on, the ECU 10 prohibits the driving of the motor generator 3 and maintains the motor generator 3 in a stopped state, regardless of whether the reverse switch 43 is on or off.

[0084] As another example of a malfunction, as shown in Fig. 5, due to an abnormality or positional deviation of the shift position sensor 41, even though the actual gear position is neutral position P5, the shift position sensor 41 outputs an output corresponding to the range of third gear (see P6), causing the ECU 10 to erroneously determine that the gear position is third gear. In this case, if the motor generator 3 is controlled based on the detection information of the shift position sensor 41, there is a risk that the motor generator 3 will be driven in the forward direction.

[0085] However, in this embodiment, since the neutral switch 42 is on in this state, the ECU 10 does not permit the motor generator 3 to be driven in the forward direction based on the detection result of the shift position sensor 41.

[0086] This makes it possible to prevent the motor generator 3 from being erroneously driven when the manual transmission 4 is in the neutral position, thereby making it possible to prevent the occurrence of a situation contrary to the driver's intention.

[0087] As described above, the ECU 10 of this embodiment can detect an abnormality in the shift position sensor 41 simply and inexpensively by utilizing the neutral switch 42 and the reverse switch 43, and can prevent the motor generator 3 from being driven based on the detection result of an abnormal shift position sensor 41.

[0088] Furthermore, if the shift position sensor 41 is abnormal, it is highly likely that the shift position sensor 41 has failed, so the driver may be notified that the shift position sensor 41 has failed and be urged to inspect or replace the shift position sensor 41.

[0089] Although an embodiment of the invention has been disclosed, it will be apparent to one of ordinary skill in the art that modifications may be made thereto without departing from the scope of the invention, and it is intended that all such modifications and equivalents be included in the following claims. [Explanation of symbols]

[0090] 1... hybrid vehicle, 2... engine (internal combustion engine), 3... motor generator (electric motor), 4... manual transmission, 6A, 6B... drive wheels, 7... clutch, 10... ECU (control unit), 41... shift position sensor, 42... neutral switch, 43... reverse switch, 45... shift and select shaft (transmission member)

Claims

1. an internal combustion engine and an electric motor for generating driving force transmitted to driving wheels; a manual transmission having a shift member that is connected to the internal combustion engine via a clutch and that switches gears in response to an operation of a shift lever; the transmission member is a shift and select shaft provided in the manual transmission, the shift and select shaft moves in position according to the gear stage of the manual transmission, and the gear stage of the manual transmission is changed by this movement of the position; a shift position sensor that outputs an output according to a position of the shift and select shaft that corresponds to a gear position of the manual transmission; a neutral switch that detects that the shift and select shaft is in a position that places the gear stage of the manual transmission in a neutral state; a reverse switch that detects when the shift and select shaft is at a position that sets the manual transmission to a reverse gear; A control device for a hybrid vehicle in which a rotation direction of the electric motor is switched depending on a traveling direction of the hybrid vehicle, A control device for a hybrid vehicle, comprising: a control unit that prohibits drive control of the electric motor based on the detection result of the shift position sensor, on condition that the detection result of the shift position sensor does not match the detection results of the neutral switch and the reverse switch.

2. The control unit is 2. The control device for a hybrid vehicle according to claim 1, wherein when the shift position sensor detects that the gear stage of the manual transmission is a forward gear, the neutral switch does not detect that the gear stage of the manual transmission is in a neutral state, and the reverse switch does not detect that the gear stage of the manual transmission is in a reverse gear, the electric motor is caused to generate a driving force in a forward direction.

3. The control unit is 3. The control device for a hybrid vehicle according to claim 1, wherein when the shift position sensor detects that the gear stage of the manual transmission is in reverse, the neutral switch does not detect that the gear stage of the manual transmission is in neutral, and the reverse switch detects that the gear stage of the manual transmission is in reverse, the control device causes the electric motor to generate a driving force in a reverse direction.

4. The control unit is 4. The control device for a hybrid vehicle according to claim 1, wherein, on condition that the shift position sensor detects that the gear of the manual transmission is not in a forward gear or a reverse gear and the neutral switch detects that the gear of the manual transmission is in a neutral state, the control device does not cause the electric motor to generate driving force for traveling, regardless of the detection state of the reverse switch.

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