Vehicle control device

Abstract

To inhibit occurrence of shift position changeover unintended by a driver.SOLUTION: When a battery voltage applied to an operation position sensor becomes continuously less than a predetermined voltage for assuring an operation position sensor performance, for a predetermined time to determine that shift operation is performed, operation position determination based on a position signal outputted from an operation position sensor according to an operation position in a shift operation device corresponding to a shift position of a power transmission device is not performed and the shift position of the power transmission device is set at a non-traveling position at which power transmission is cutoff, thereby, occurrence of shift position changeover unintended by a driver can be inhibited.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to a control device for a vehicle including a power source, a power transmission device, a shift operation device, and a switching device.

Background Art

[0002] A control device for a vehicle including a power source, a power transmission device that transmits power from the power source to drive wheels, a shift operation device that is operated by a driver to an operation position corresponding to a shift position of the power transmission device, an operation position sensor provided in the shift operation device that outputs a position signal corresponding to the operation position, a battery that applies a voltage for outputting the position signal to the operation position sensor, and a switching device that switches the shift position based on the position signal by the operation of an electric actuator is well known. For example, the shift control device for a vehicle described in Patent Document 1 is such a device. Patent Document 1 discloses that when the voltage of the battery becomes equal to or lower than a predetermined voltage, the shift position of the power transmission device is switched to a non-driving position where power transmission in the power transmission device is interrupted by fail-safe.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Incidentally, in a vehicle, it may be considered to determine that the operation position is the operation position corresponding to the same position signal when the same position signal is continuously output for a predetermined time or more. On the other hand, in a vehicle, a temporary voltage drop of the battery may occur, such as during cranking at engine start. In this case, if the shift position is uniformly switched only by referring to the voltage of the battery as in the fail-safe, even a short-term voltage drop that does not affect the determination of the operation position may cause the shift position to be switched to the non-driving position. Then, for example, at the time of restarting after cranking from during idling stop, even though the engine start is completed, the shift position may be switched to the non-driving position, and the vehicle may enter a state where it does not start. As a result, the driver may feel discomfort.

[0005] The present invention has been made against the background of the above circumstances, and an object thereof is to provide a vehicle control device capable of suppressing the occurrence of a shift position switch that the driver does not intend.

Means for Solving the Problems

[0006] The gist of the first invention is that (a) a power source, a power transmission device that transmits the power from the power source to the drive wheels, a shift operation device that is operated by a driver to an operation position corresponding to the shift position of the power transmission device, an operation position sensor provided in the shift operation device that outputs a position signal corresponding to the operation position, a battery that applies a voltage for outputting the position signal to the operation position sensor, and based on the position signal The electricity moving actuator is operating caused to by at least the shift position to the neutral state where power transmission in the power transmission device is interrupted and the rotating member that rotates with the drive wheels is mechanically fixed so as not to rotate, and to positions other than the parking position a switching device that switches, a control device for a vehicle, (b) when the same position signal is continuously output for a predetermined time or more determined in advance for determining that the shift operation has been performed, determining that the operation position is the operation position corresponding to the same position signal, make the shift position corresponding to the operation position determined by the switching device based on the position signal possible, andIt includes a shift control unit that sets the shift position to the shift position corresponding to the operation position determined based on the position signal. (c) When the voltage continuously becomes less than a predetermined voltage for ensuring the performance of the operation position sensor for a predetermined time or more, the shift control unit does not determine the operation position based on the position signal, and sets the shift position to a non-driving position where power transmission in the power transmission device is interrupted.

[0007] Further, a second invention is the vehicle control device according to the first invention, wherein when the voltage becomes equal to or higher than the predetermined voltage when the shift control unit is not determining the operation position based on the position signal, the shift control unit resumes the determination of the operation position based on the position signal.

[0008] Further, a third invention is the vehicle control device according to the first invention or the second invention, wherein the shift operation device includes an original position to which it returns when not being operated by the driver as the operation position, and when the shift control unit does not determine the operation position based on the position signal, the shift control unit fixes the operation position to the original position.

[0009] Further, a fourth invention is the vehicle control device according to the third invention, wherein when the voltage becomes equal to or higher than the predetermined voltage when the shift control unit is fixing the operation position to the original position, the shift control unit releases the fixing of the operation position set as the original position and resumes the determination of the operation position based on the position signal.

[0010] Further, a fifth invention is the vehicle control device according to any one of the first invention to the fourth invention, wherein the non-driving position is the Recorded PA- A parking position and a neutral position where the power transmission device is in the neutral state are included. When the shift control unit does not determine the operation position based on the position signal, if the shift position is the parking position, the parking position is maintained, while if the shift position is other than the parking position, the shift position is set to the neutral position.

Advantages of the Invention

[0011] According to the first invention, when the voltage of the battery applied to the operation position sensor is continuously less than a predetermined voltage for a predetermined time or more for determining that a shift operation has been performed, in order to guarantee the performance of the operation position sensor, the determination of the operation position based on the position signal output from the operation position sensor corresponding to the operation position in the shift operation device corresponding to the shift position of the power transmission device is not performed, and since the shift position of the power transmission device is set to a non-driving position where power transmission is interrupted, it is possible to suppress the occurrence of a shift position change not intended by the driver.

[0012] Also, according to the second invention, when the determination of the operation position based on the position signal is not being performed, if the voltage becomes equal to or higher than the predetermined voltage, the determination of the operation position based on the position signal is resumed. Therefore, when the possibility of misjudgment in the determination of the operation position based on the position signal becomes low, it is possible to promptly switch to the shift position intended by the driver.

[0013] Also, according to the third invention, when the determination of the operation position based on the position signal is not performed, the operation position is fixed to the original position to which it is returned when not being operated by the driver. Therefore, it is possible to appropriately suppress the occurrence of a shift position change not intended by the driver.

[0014] Further, according to the fourth invention, when the operating position is fixed at the original position and the voltage becomes equal to or higher than the predetermined voltage, the fixing of the operating position set as the original position is released, and the determination of the operating position based on the position signal is restarted. Therefore, the driver can appropriately and promptly switch to the shift position intended by the driver.

[0015] Further, according to the fifth invention, when the determination of the operating position based on the position signal is not performed and the shift position is the parking position, the parking position is maintained. Therefore, when suppressing the occurrence of a shift position change unintended by the driver, after appropriately shutting off the power transmission in the power transmission device, the vehicle is prevented from moving. On the other hand, when the shift position is other than the parking position, the shift position is set to the neutral position. Therefore, when suppressing the occurrence of a shift position change unintended by the driver, the power transmission in the power transmission device is appropriately shut off.

Brief Description of the Drawings

[0016]

Figure 1

Figure 2

Embodiments for Carrying Out the Invention

[0017] In an embodiment of the present invention, the power source is, for example, an engine such as a gasoline engine or a diesel engine that generates power by burning fuel. Further, the vehicle may be provided with a rotating machine or the like as the power source in addition to or instead of this engine.

[0018] Further, the power transmission device includes, for example, an automatic transmission. The automatic transmission is, for example, a known planetary gear type automatic transmission, a known belt type continuously variable transmission, a known synchronized engagement type parallel two-shaft automatic transmission, a known DCT (Dual Clutch Transmission), a known electric type continuously variable transmission, or a known transmission in which an electric type continuously variable transmission and a planetary gear type automatic transmission are provided in series, etc.

[0019] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

Embodiment

[0020] FIG. 1 is a diagram for explaining the schematic configuration of a vehicle 10 to which the present invention is applied. Further, FIG. 1 is a diagram for explaining the main parts of the control functions and control systems for various controls in the vehicle 10. In FIG. 1, the vehicle 10 includes an engine 12 as a power source, drive wheels 14, and a power transmission device 16 that transmits the power from the engine 12 to the drive wheels 14.

[0021] The engine 12 is controlled by an engine control device 30 such as a throttle actuator, a fuel injection device, and an ignition device provided in the vehicle 10 by an electronic control device 90 described later, so that the engine torque Te, which is the output torque of the engine 12, is controlled. When the engine 12 is in a stopped state, a starter 32 provided in the vehicle 10 is controlled by the electronic control device 90 to be cranked, that is, started.

[0022] The power transmission device 16 includes an automatic transmission 18 connected to the engine 12, a differential gear device 22 connected to an output shaft 20 that is an output rotating member of the automatic transmission 18, and left and right axles 24 connected to the differential gear device 22, etc. In the power transmission device 16, the power output from the engine 12 is transmitted to the automatic transmission 18, and is transmitted from the automatic transmission 18 to the drive wheels 14 via the differential gear device 22 and the like. The power is the same as torque and force when not particularly distinguished.

[0023] The automatic transmission 18 shifts according to the driver's accelerator operation, vehicle speed V, etc. by switching the operating state of the actuator in the automatic transmission 18 by the hydraulic pressure output from the hydraulic control circuit 40 provided in the vehicle 10, for example. The hydraulic control circuit 40 adjusts the hydraulic pressure output to the automatic transmission 18 by being controlled by an electronic control unit 90 described later.

[0024] The vehicle 10 further includes a shift operation device 50, a switching device 60, an accessory battery 70, and the like. In the vehicle 10, the shift position POSsh of the automatic transmission 18 is switched using a shift-by-wire system. In this embodiment, the shift-by-wire is also referred to as SBW. Also, the shift position POSsh of the automatic transmission 18 is the same as the shift range of the automatic transmission 18.

[0025] The shift operation device 50 is an operation device for manually selecting a plurality of types of shift positions POSsh in the automatic transmission 18, that is, an operation device that receives a request to switch the shift position POSsh of the automatic transmission 18 by being manually operated. The shift operation device 50 is operated by the driver to an operation position POSop corresponding to the shift position POSsh of the automatic transmission 18. The operation position POSop includes, for example, P, R, N, D, M operation positions, etc. The shift position POSsh of the automatic transmission 18 is the same as the shift position of the power transmission device 16.

[0026] The P operation position is a parking operation position for selecting the parking position ( = parking position) of the automatic transmission 18. In this embodiment, the parking position is referred to as the P position. The P position of the automatic transmission 18 is a shift position POSsh in which the power transmission device 16 is in a neutral state, that is, the automatic transmission 18 is in a neutral state, and the rotation of the output shaft 20, which is a rotating member that rotates together with the drive wheels 14, is mechanically blocked. The neutral state of the automatic transmission 18 is a state in which power transmission in the power transmission device 16, that is, power transmission in the automatic transmission 18 is interrupted, that is, a state in which the automatic transmission 18 cannot transmit power. The state in which the rotation of the output shaft 20 is mechanically blocked is a state in which the output shaft 20 is mechanically fixed so as not to rotate, and is a parking lock ( = P lock) state of the automatic transmission 18. The output shaft 20 is mechanically fixed so as not to rotate by the switching device 60.

[0027] The R operation position is a reverse travel operation position for selecting the reverse travel position ( = reverse travel position) of the automatic transmission 18 that enables the vehicle 10 to travel in reverse. In this embodiment, the reverse travel position is referred to as the R position. The N operation position is a neutral operation position for selecting the neutral position ( = neutral position) of the automatic transmission 18 in which the automatic transmission 18 is in a neutral state. In this embodiment, the neutral position is referred to as the N position. The D operation position is a forward travel operation position for selecting the forward travel position ( = forward travel position) of the automatic transmission 18 that enables the vehicle 10 to travel forward. In this embodiment, the forward travel position is referred to as the D position. The M operation position is a manual shift operation position for selecting the manual shift position ( = manual shift position) of the automatic transmission 18 that enables manual shifting of the automatic transmission 18 by an operation of a paddle switch or the like by the driver in a state where the vehicle 10 can travel forward. In this embodiment, the manual shift position is referred to as the M position.

[0028] The R, N, D, and M positions of the automatic transmission 18 are all shift positions POSsh where rotation of the output shaft 20 is permitted, and are non - parking positions (= non - P positions) of the automatic transmission 18. The R, N, D, and M operation positions are all non - parking operation positions (= non - P operation positions) for selecting the non - P position of the automatic transmission 18. The state where rotation of the output shaft 20 is permitted is a state where the mechanical fixation of the output shaft 20 is released, that is, a state where the P - lock state of the automatic transmission 18 is released, and is a non - parking lock (= non - P lock) state of the automatic transmission 18. Also, the P and N positions of the automatic transmission 18 are both non - driving positions where it is impossible to transmit the power of the engine 12 to the drive wheels 14, that is, non - running positions (= non - running positions) where running by the power of the engine 12 is impossible. That is, the non - running position is a shift position POSsh where power transmission in the automatic transmission 18 is interrupted. The P and N operation positions are both non - running operation positions for selecting the non - running position of the automatic transmission 18. The R, D, and M positions of the automatic transmission 18 are all driving positions where it is possible to transmit the power of the engine 12 to the drive wheels 14, that is, running positions where running by the power of the engine 12 is possible. That is, the running position is a shift position POSsh where power transmission in the automatic transmission 18 is made possible. The R, D, and M operation positions are all running operation positions for selecting the running position of the automatic transmission 18.

[0029] The shift operation device 50 has operators that are selectively operated by the driver to a plurality of operation positions POSop respectively corresponding to a plurality of shift positions POSsh of the automatic transmission 18. These operators are, for example, the shift lever 52 and the P switch 54. The P switch 54 is an operator provided separately from the shift lever 52. The operation position POSop of the shift lever 52 is the lever position (= lever location) Plev, and the operation position POSop of the P switch 54 is the P switch on position (= P switch on location) Psw. Both the shift lever 52 and the P switch 54 are momentary type operators that return to their original positions when no external force is applied. In this embodiment, this original position is referred to as the home position POSopH. The shift operation device 50 includes a home position POSopH that is returned when not being operated by the driver as an operation position POSop.

[0030] The shift lever 52 is selectively operated by the driver to the lever position Plev corresponding to the desired shift position POSsh among a plurality of non-P positions as the shift position POSsh of the automatic transmission 18. The P switch 54 is operated by the driver to make the shift position POSsh of the automatic transmission 18 the P position.

[0031] The lever position Plev of the shift lever 52 is, for example, the R operation position, the N operation position, the D operation position, the H operation position, and the M operation position (refer to R, N, D, H, M in FIG. 1). The H operation position is the home position POSopH of the shift lever 52. Even if the shift lever 52 is operated to a lever position Plev other than the H operation position, if the driver releases the shift lever 52, it will be returned to the H operation position by a mechanical mechanism such as a spring.

[0032] The shift operation device 50 is provided with a lever position sensor 56 that detects the lever position Plev. The lever position sensor 56 is a sensor that outputs a lever position signal Splev corresponding to the lever position Plev to an electronic control device 90 described later. The electronic control device 90 determines the lever position Plev based on the lever position signal Splev. Thereby, operations to the R, N, D, and M operation positions are detected. The operations to the R, N, D, and M operation positions are shift operations for switching the shift position POSsh of the automatic transmission 18 to any one of the R, N, D, and M positions, that is, shift operations for switching to a non-P position, and are also referred to as shift lever operations.

[0033] The P switch 54 is, for example, a momentary push button switch and is pushed by the driver to the P operation position which is the P switch on position Psw. The position when the P switch 54 is not pushed is the home position POSopH of the P switch 54. Even if the P switch 54 is pushed to the P operation position, if the driver releases the P switch 54, it is returned to the home position POSopH by a mechanical mechanism such as a spring. The P switch 54 is a sensor that outputs a P switch signal Spsw corresponding to the P operation position to the electronic control device 90 described later every time it is pushed to the P operation position. The electronic control device 90 determines the P switch on position Psw based on the P switch signal Spsw. Thereby, an operation to the P operation position is detected. The operation to the P operation position is a shift operation for switching the shift position POSsh of the automatic transmission 18 to the P position, and is also referred to as a P switch operation.

[0034] The lever position signal Splev and the P-switch signal Spsw are position signals Sposop corresponding to the operation position POSop. The P-switch 54 and the lever position sensor 56 are operation position sensors 58 that output the position signal Sposop. The shift lever operation and the P-switch operation by the driver are shift operations in the shift operation device 50 for switching the shift position of the automatic transmission 18.

[0035] The switching device 60 includes an electric actuator 61, an encoder 62, a parking lock mechanism 64, etc. The parking lock mechanism 64 includes a parking lock gear 66, a parking lock pole 67, a cam 68, a parking rod 69, etc. The parking lock gear 66 is a member provided to rotate integrally with the output shaft 20. The parking lock pole 67 has a claw portion that meshes with the gear teeth of the parking lock gear 66 and is a member capable of meshing with the parking lock gear 66. The cam 68 is provided at the tip of the parking rod 69 on the side of the parking lock pole 67 and is a tapered member that meshes the parking lock pole 67 with the parking lock gear 66 by being moved toward the parking lock pole 67 side. The parking rod 69 is a member that supports the cam 68 at one end and is mechanically connected to the electric actuator 61 via a member (not shown) on the other end side. The switching device 60 is a P-lock device that switches between a P-lock state and a non-P-lock state by operating the electric actuator 61 based on a P-switching control command signal Splock from an electronic control device 90 described later, and switches the shift position POSsh of the automatic transmission 18 between a P position and a non-P position. For example, when a P-switch operation at the P switch 54 is detected, the electric actuator 61 is controlled by the electronic control device 90 so that the cam 68 is biased toward the parking lock pole 67 side, and the parking rod 69 and the cam 68 are operated. As a result, the parking lock pole 67 is moved toward the parking lock gear 66 side. When the parking lock pole 67 is moved to a position where it meshes with the parking lock gear 66, the output shaft 20 is fixed so as not to rotate together with the parking lock gear 66, and the drive wheels 14 that rotate in conjunction with the output shaft 20 are fixed so as not to rotate.

[0036] In this way, the switching device 60 is a switching device that performs a shift switching to switch the shift position POSsh of the automatic transmission 18 by the operation of the electric actuator 61 based on the position signal Sposop corresponding to the operation position POSop, that is, based on the P-switching control command signal Splock which is a control command signal corresponding to the position signal Sposop. Therefore, the shift lever operation and the P-switch operation by the driver are also shift switching operations for causing the switching device 60 to perform shift switching.

[0037] The auxiliary battery 70 applies a predetermined voltage to each of the starter 32, the shift operation device 50, the switching device 60, the electronic control device 90 described later, and the like. An example of the voltage applied by the auxiliary battery 70 will be described by exemplifying the lever position sensor 56. The shift lever 52 is two-dimensionally shifted in two orthogonal directions. The lever position sensor 56 has sensors that detect the shift operations in each of the two orthogonal directions. The electronic control device 90 determines the lever position Plev based on the voltage of the lever position signal Splev output by the lever position sensor 56. For example, the lever position signal Splev includes different voltages corresponding to each lever position Plev in one of the two orthogonal directions and different voltages corresponding to each lever position Plev in the other of the two orthogonal directions, and the lever position Plev is determined by the combination of these voltage levels. The auxiliary battery 70 is a battery that applies a voltage for outputting a position signal Sposop corresponding to the operation position POSop to the operation position sensor 58 provided in the shift operation device 50.

[0038] Vehicle 10 further includes an electronic control unit 90 as a controller including a control device for the vehicle 10. The electronic control unit 90 is configured to include a so-called microcomputer having, for example, a CPU, a RAM, a ROM, an input / output interface, etc. The CPU performs signal processing according to a program stored in advance in the ROM while using the temporary storage function of the RAM, thereby executing various controls of the vehicle 10. For example, the electronic control unit 90 is configured to execute output control of the engine 12, shift control of the automatic transmission 18, shift position POSsh switching control of the automatic transmission 18 by the switching device 60, etc., and is configured to be divided into engine control, transmission control, SBW control, etc. as necessary.

[0039] Various signals (for example, P switch signal Spsw, lever position signal Splev, pulse signal Senc for obtaining the encoder count corresponding to the operating position of the electric actuator 61 in the switching device 60, engine rotation speed Ne which is the rotation speed of the engine 12, output rotation speed No which is the rotation speed of the output shaft 20 corresponding to the vehicle speed V, accelerator opening θacc which is the accelerator operation amount representing the magnitude of the driver's acceleration operation, brake on signal Bon which is a signal indicating that the brake pedal for operating the wheel brake is being operated by the driver, battery charge / discharge current Ibat and battery voltage Vbat of the auxiliary battery 70, etc.) based on the detection values by various sensors (for example, P switch 54, lever position sensor 56, encoder 62, engine rotation speed sensor 80, output rotation speed sensor 82, accelerator opening sensor 84, brake switch 86, battery sensor 88, etc.) provided in the vehicle 10 are respectively supplied to the electronic control unit 90.

[0040] From the electronic control unit 90, various command signals (for example, an engine control command signal Sep for controlling the engine 12, a cranking control command signal Scr for cranking the engine 12, a transmission control command signal Sat for controlling the automatic transmission 18, a P-switching control command signal Splock for controlling the switching between the P position and non-P positions, etc.) are output to each device (for example, the engine control unit 30, the starter 32, the hydraulic control circuit 40, the switching device 60, etc.) provided in the vehicle 10, respectively.

[0041] The electronic control unit 90 includes an engine control means, that is, an engine control section 92, a transmission control means, that is, a transmission control section 94, and a shift control means, that is, a shift control section 96, in order to realize various controls in the vehicle 10. The engine control section 92 may function as an engine ECU, the transmission control section 94 may function as a transmission ECU, and the shift control section 96 may function as a shift ECU.

[0042] The engine control section 92 calculates, for example, the driving demand amount for the vehicle 10 by the driver by applying the accelerator opening θacc and the vehicle speed V to a driving demand amount map. The driving demand amount map is a relationship, that is, a predetermined relationship, obtained experimentally or designedly in advance. The driving demand amount is, for example, the required driving torque Trdem at the drive wheels 14. The engine control section 92 outputs an engine control command signal Sep for controlling the engine 12 to the engine control unit 30 so that an engine torque Te for realizing the required driving torque Trdem is obtained, taking into account the gear ratio of the automatic transmission 18 and the like. The required driving torque Trdem [Nm] is, in other words, the required driving power Prdem [W] at the vehicle speed V at that time. As the driving demand amount, the required driving force Frdem [N] at the drive wheels 14, the required output torque at the output shaft 20, etc. can also be used. In the calculation of the driving demand amount, the output rotational speed No or the like may be used instead of the vehicle speed V.

[0043] When the engine control unit 92 detects a switch operation signal output from a start switch (not shown) operated by the driver in a state where, for example, the engine 12 is stopped, the operation position POSop is at the P operation position or the N operation position, and the brake-on signal Bon is input, and the engine start condition is satisfied, the engine control unit 92 outputs a cranking control command signal Scr for driving the starter 32. Along with the cranking by the starter 32, the engine control unit 92 outputs an engine control command signal Sep to the engine control device 30 for operating the engine 12 by performing fuel injection and ignition to bring the engine 12 into an operating state.

[0044] For example, in order to improve fuel efficiency, the engine control unit 92 executes automatic stop and restart control of the engine 12, that is, idling stop control, to automatically stop the engine 12 and then automatically restart the engine 12 without being affected by the driver's operation. Specifically, when a predetermined engine stop condition for executing idling stop control is satisfied, the engine control unit 92 executes fuel cut control or the like to stop the fuel supply to the engine 12, and outputs an engine control command signal Sep to the engine control device 30 for temporarily automatically stopping the engine 12, and starts idling stop control. When the predetermined engine stop condition becomes not satisfied during the idling stop control, the engine control unit 92 outputs a cranking control command signal Scr for driving the starter 32, and along with the cranking by the starter 32, outputs an engine control command signal Sep to the engine control device 30 for automatically restarting the engine 12 by performing fuel injection and ignition, and releases the idling stop control. The predetermined engine stop condition is, for example, when the vehicle speed V is determined to be zero, during vehicle stop or during vehicle deceleration at a low vehicle speed, with the accelerator off and after the warm-up of the engine 12 is completed, and the brake-on signal Bon is output.

[0045] The transmission control unit 94 performs shift determination of the automatic transmission 18 using, for example, a shift map which is a predetermined relationship, and outputs a transmission control command signal Sat for executing shift control of the automatic transmission 18 to the hydraulic control circuit 40 as necessary. The shift map has a predetermined relationship having shift lines for determining shifts of the automatic transmission 18 on, for example, two-dimensional coordinates with vehicle speed V and required driving torque Trdem as variables. In the shift map, output rotational speed No or the like may be used instead of vehicle speed V, and required driving force Frdem, accelerator opening θacc or the like may be used instead of required driving torque Trdem.

[0046] The shift control unit 96 switches the shift position POSsh of the automatic transmission 18 based on the operation position POSop in the shift operation device 50. Specifically, the shift control unit 96 determines the shift operation by the driver in the shift operation device 50 based on the position signal Sposop, and sets a required position corresponding to the operation position POSop. The shift control unit 96 switches to the shift position POSsh of the automatic transmission 18 corresponding to the required position. When the shift control unit 96 detects the input of the P switch signal Spsw when the shift position POSsh is in a non-P position, it sets the P position as the required position and outputs a P switching control command signal Splock to the switching device 60 to switch the automatic transmission 18 to the P lock state. The switching device 60 switches the automatic transmission 18 to the P lock state by the operation of the electric actuator 61. In addition, the shift control unit 96 outputs a shift position command signal Spossh for setting the automatic transmission 18 to the neutral state to the transmission control unit 94. The transmission control unit 94 outputs a transmission control command signal Sat for setting the automatic transmission 18 to the neutral state to the hydraulic control circuit 40. On the other hand, when the shift control unit 96 detects the input of the lever position signal Splev when the shift position POSsh is in the P position, it sets a non-P position as the required position and outputs a P switching control command signal Splock to the switching device 60 to switch the automatic transmission 18 to the non-P lock state. The switching device 60 switches the automatic transmission 18 to the non-P lock state by the operation of the electric actuator 61. In addition, the shift control unit 96 sets any one of the shift positions POSsh of the R position, N position, and D position corresponding to the lever position signal Splev as the required position, and outputs a shift position command signal Spossh for switching to the set shift position POSsh to the transmission control unit 94. The transmission control unit 94 outputs a transmission control command signal Sat for switching the automatic transmission 18 to the shift position POSsh corresponding to the shift position command signal Spossh to the hydraulic control circuit 40.

[0047] When setting the required position according to the operation position POSop, the shift control unit 96 determines that the operation position POSop is the operation position POSop corresponding to the same position signal Sposop when the same position signal Sposop is continuously output for a predetermined time TMf or more. That is, it determines the shift operation by the driver in the shift operation device 50. Then, the shift control unit 96 sets the required position according to the operation position POSop, and sets the shift position POSsh of the automatic transmission 18 to the shift position POSsh corresponding to the operation position POSop determined based on the position signal Sposop. The predetermined time TMf is, for example, a predetermined shift operation determination time TMshf for determining that the shift operation has been performed by the driver, and is a predetermined threshold value for reliably determining that the driver has intentionally operated the same operation position POSop. The shift operation determination time TMshf may be set to the same value for each operation position POSop, or may be set to different values depending on each operation position POSop.

[0048] Here, the voltage of the auxiliary battery 70 is applied to the operation position sensor 58, the electronic control device 90, etc. Also, when the shift is switched by the switching device 60, a voltage is applied from the auxiliary battery 70 to the electric actuator 61.

[0049] By the way, when the engine 12 is started, a voltage is also applied from the auxiliary battery 70 to the starter 32. Then, in the vehicle 10, there may be a temporary significant voltage drop of the auxiliary battery 70 as in the case of cranking the engine 12 by the starter 32. In this case, the battery voltage Vbat may fall below the predetermined voltage Vbatf. The predetermined voltage Vbatf is, for example, a predetermined shift sensor guarantee voltage Vshf for guaranteeing the performance of the operation position sensor 58, and is a predetermined threshold value for appropriately determining the operation position POSop corresponding to the position signal Sposop, that is, the shift operation by the driver in the shift operation device 50. Therefore, it is necessary to cope with the voltage drop of the auxiliary battery 70.

[0050] However, the determination of the shift operation by the driver in the shift operation device 50 is performed when the same position signal Sposop is continuously output for a shift operation determination time TMshf or more. That is, even if the operation position sensor 58 outputs a voltage level corresponding to an operation position POSop different from the actual operation position POSop due to the voltage drop of the auxiliary battery 70, if the output voltage level is not continued for the shift operation determination time TMshf, the different operation position POSop is not determined as a shift operation by the driver. Therefore, even if the battery voltage Vbat falls below the shift sensor guaranteed voltage Vshf, if the time is short and less than the shift operation determination time TMshf, it is difficult to cause a problem such as misjudging the shift operation.

[0051] Therefore, the electronic control unit 90 does not determine the shift operation by the driver and sets the automatic transmission 18 to the neutral state only when the voltage drop of the auxiliary battery 70 continues for a time when there is a possibility of misjudging the shift operation, for example, for a shift operation determination time TMshf or more. Thereby, it is possible to suppress the occurrence of switching of the shift position POSsh that the driver does not intend.

[0052] Specifically, the shift control unit 96 determines whether or not the battery voltage Vbat is less than the shift sensor guaranteed voltage Vshf. When the shift control unit 96 determines that the battery voltage Vbat is less than the shift sensor guaranteed voltage Vshf, the shift control unit 96 determines whether or not the state in which it is determined that the battery voltage Vbat is less than the shift sensor guaranteed voltage Vshf has continued for a shift operation determination time TMshf or more. That is, the shift control unit 96 determines whether or not the battery voltage Vbat has continuously become less than the shift sensor guaranteed voltage Vshf for a shift operation determination time TMshf or more.

[0053] When the shift control unit 96 determines that the battery voltage Vbat has been continuously less than the shift sensor guarantee voltage Vshf for the shift operation determination time TMshf or more, it does not determine the operation position POSop based on the position signal Sposop, and sets the shift position POSsh of the automatic transmission 18 to a non-driving position (P, N positions).

[0054] When the shift position POSsh is originally in the P position, in order to prevent the vehicle 10 from moving, it is preferable not to switch the shift position POSsh so that the P position is not released. When the shift control unit 96 does not determine the operation position POSop based on the position signal Sposop, it determines whether the shift position POSsh is other than the P position. When the shift control unit 96 determines that the shift position POSsh is in the P position when not determining the operation position POSop based on the position signal Sposop, it maintains the P position. On the other hand, when the shift control unit 96 determines that the shift position POSsh is other than the P position when not determining the operation position POSop based on the position signal Sposop, it outputs a shift position command signal Spossh for setting the shift position POSsh to the N position to the transmission control unit 94.

[0055] When the shift control unit 96 does not determine the operation position POSop based on the position signal Sposop, it overwrites the operation position POSop determined based on the position signal Sposop with the home position POSopH so as not to accept a shift operation by the driver. That is, when the shift control unit 96 does not determine the operation position POSop based on the position signal Sposop, it fixes the operation position POSop determined based on the position signal Sposop to the home position POSopH.

[0056] When the shift control unit 96 does not determine the operation position POSop based on the position signal Sposop, it determines whether the battery voltage Vbat is equal to or higher than the shift sensor guaranteed voltage Vshf. When the shift control unit 96 determines that the battery voltage Vbat is equal to or higher than the shift sensor guaranteed voltage Vshf when it is not determining the operation position POSop based on the position signal Sposop, it resumes the determination of the operation position POSop based on the position signal Sposop. When the battery voltage Vbat returns to be equal to or higher than the shift sensor guaranteed voltage Vshf, the correct position signal Sposop corresponding to the operation position POSop is input, and the counting of the shift operation determination time TMshf is started again. Therefore, a timer on the return side for determining that the state where the battery voltage Vbat is equal to or higher than the shift sensor guaranteed voltage Vshf has continued for a certain period of time or more is unnecessary.

[0057] When the shift control unit 96 determines that the battery voltage Vbat is equal to or higher than the shift sensor guaranteed voltage Vshf when the operation position POSop is fixed to the home position POSopH, it releases the fixing of the operation position POSop set as the home position POSopH and resumes the determination of the operation position POSop based on the position signal Sposop.

[0058] FIG. 2 is a flowchart for explaining the main part of the control operation of the electronic control unit 90, and is a flowchart for explaining the control operation for suppressing the occurrence of switching of the shift position POSsh that is not intended by the driver, and is repeatedly executed, for example.

[0059] In FIG. 2, each step of the flowchart corresponds to the function of the shift control unit 96. First, in step (hereinafter, the step is omitted) S10, it is determined whether the battery voltage Vbat is less than the shift sensor guarantee voltage Vshf. If the determination in this S10 is negative, this routine is terminated. If the determination in this S10 is positive, then in S20, it is determined whether the state where it is determined that the battery voltage Vbat is less than the shift sensor guarantee voltage Vshf has continued for the shift operation determination time TMshf or more. If the determination in this S20 is negative, it returns to the above S10. If the determination in this S20 is positive, then in S30, the operation position POSop determined based on the position signal Sposop is fixed to the home position POSopH. Next, in S40, it is determined whether the shift position POSsh is other than the P position. If the determination in this S40 is positive, then in S50, a command for setting the shift position POSsh to the N position is output. If the determination in the above S40 is negative, or, following the above S50, in S60, it is determined whether the battery voltage Vbat has become equal to or higher than the shift sensor guarantee voltage Vshf. If the determination in this S60 is negative, it returns to the above S30. If the determination in this S60 is positive, then in S70, the fixing of the operation position POSop set as the home position POSopH is released.

[0060] As described above, according to this embodiment, when the battery voltage Vbat continuously becomes less than the shift sensor guarantee voltage Vshf for the shift operation determination time TMshf or more, the determination of the operation position POSop based on the position signal Sposop is not performed, and the shift position POSsh of the automatic transmission 18 is set to the non-driving position (P, N positions), so it is possible to suppress the occurrence of a shift position POSsh switching that the driver does not intend.

[0061] Further, according to this embodiment, when the determination of the operation position POSop based on the position signal Sposop is not performed and the battery voltage Vbat becomes equal to or higher than the shift sensor guaranteed voltage Vshf, the determination of the operation position POSop based on the position signal Sposop is restarted. Therefore, when the possibility of misjudgment in the determination of the operation position POSop based on the position signal Sposop is reduced, the driver can promptly switch the shift position POSsh as intended.

[0062] Further, according to this embodiment, when the determination of the operation position POSop based on the position signal Sposop is not performed, the operation position POSop is fixed to the home position POSopH. Therefore, it is possible to appropriately suppress the occurrence of switching of the shift position POSsh that the driver does not intend.

[0063] Further, according to this embodiment, when the battery voltage Vbat becomes equal to or higher than the shift sensor guaranteed voltage Vshf while the operation position POSop is fixed to the home position POSopH, the fixing of the operation position POSop set as the home position POSopH is released and the determination of the operation position POSop based on the position signal Sposop is restarted. Therefore, the driver can appropriately and promptly switch the shift position POSsh as intended.

[0064] Further, according to this embodiment, when the determination of the operation position POSop based on the position signal Sposop is not performed and the shift position POSsh is in the P position, the P position is maintained. Therefore, when suppressing the occurrence of switching of the shift position POSsh that the driver does not intend, after the power transmission in the power transmission device 16 is appropriately cut off, the vehicle 10 is prevented from moving. On the other hand, when the shift position POSsh is other than the P position, the shift position POSsh is set to the N position. Therefore, when suppressing the occurrence of switching of the shift position POSsh that the driver does not intend, the power transmission in the power transmission device 16 is appropriately cut off.

[0065] As described above, the embodiments of the present invention have been described in detail with reference to the drawings. However, the present invention can also be applied in other aspects.

[0066] For example, in the above-described embodiment, the shift operation device 50 includes two operators, i.e., a shift lever 52 and a P switch 54. However, the present invention is not limited to this aspect. For example, the shift operation device 50 may include operation positions such as P, R, N, D, etc. corresponding to the respective shift positions POSsh of the automatic transmission 18, and one operator such as a lever or a dial or a plurality of switches connected in series that are operated to the respective operation positions, and an operation position sensor that electrically detects that the operator has been operated to the respective operation positions.

[0067] Also, in the above-described embodiment, the switching device 60 switches the shift position POSsh of the automatic transmission 18 between the P position and a non-P position, but is not limited to this mode. For example, the switching device 60 may be a switching device in which the operating position of the electric actuator 61 is switched to a position corresponding to each position such as the P, R, N, D positions of the automatic transmission 18. In this case, the oil passage in a known manual valve provided in the hydraulic control circuit 40 may be switched in mechanical linkage with the switching of the operating position of the electric actuator 61. In the switching of the oil passage in the manual valve, for example, the oil passage is switched so as to output each hydraulic pressure for switching the shift position POSsh to the R, D positions, etc., or the oil passage is switched so as to cut off the output of the hydraulic pressure. Also, when the determination of the operation position POSop based on the position signal Sposop is not performed, if the shift position POSsh is determined to be other than the P position, in addition to the shift position command signal Spossh for setting the shift position POSsh to the N position being output to the transmission control unit 94, a P switching control command signal Splock for setting the operating position of the electric actuator 61 to the position corresponding to the N position is output to the switching device 60. That is, in S50 in the flowchart of FIG. 2, a command for setting the automatic transmission 18 to the neutral state is output, and a command for setting the operating position of the electric actuator 61 to the position corresponding to the N position is output.

[0068] In addition, in the above-described embodiment, the power transmission device 16 includes the automatic transmission 18 and transmits the power of the engine 12 to the drive wheels 14, but the present invention is not limited to this aspect. For example, the power transmission device may not include an automatic transmission. That is, the vehicle 10 may be a vehicle that does not include the automatic transmission 18, such as a vehicle that does not include an automatic transmission in a series hybrid vehicle, or may be an electric vehicle that can travel by driving a rotating machine for driving with the power of a battery. In a power transmission device that does not include an automatic transmission, for example, similar to the automatic transmission 18, the shift position is switched by a switching device. Further, in a power transmission device that does not include an automatic transmission, for example, by switching a clutch provided in the power transmission path of the power transmission device to a released state, it can be switched to a neutral state. Alternatively, the power transmission device may include an automatic transmission such as an electric continuously variable transmission. In an electric continuously variable transmission, for example, a neutral state is formed by idling a rotating machine provided in the electric continuously variable transmission without load. In short, as long as the vehicle includes a power transmission device that transmits the power from the power source to the drive wheels, a shift operation device that is operated by the driver to an operation position corresponding to the shift position of the power transmission device, and a switching device that switches the shift position by the operation of the electric actuator based on a position signal corresponding to the operation position output by an operation position sensor provided in the shift operation device, the present invention can be applied.

[0069] Note that the above is merely one embodiment, and the present invention can be implemented in various modified and improved forms based on the knowledge of those skilled in the art.

Explanation of Reference Numerals

[0070] 10: Vehicle 12: Engine (Power Source) 14: Drive Wheels 16: Power Transmission Device 20: Output Shaft (Rotating Member) 50: Shift Operation Device 58: Operation Position Sensor 60: Switching Device 61: Electric Actuator 70: Auxiliary battery (battery) 90: Electronic control unit (control unit) 96: Shift control section Sposop: Position signal

Claims

1. A vehicle control device comprising: a power source; a power transmission device that transmits power from the power source to drive wheels; a shift operation device that is operated by a driver to an operation position corresponding to a shift position of the power transmission device; an operation position sensor provided in the shift operation device that outputs a position signal corresponding to the operation position; a battery that applies a voltage for outputting the position signal to the operation position sensor; and a switching device that switches the shift position to at least a neutral state in which power transmission in the power transmission device is interrupted and a parking position in which a rotating member that rotates together with the drive wheels is mechanically fixed so as not to rotate and a position other than the parking position by operating an electric actuator based on the position signal, wherein: when the same position signal is continuously output for a predetermined time or more for determining that a shift operation has been performed, it is determined that the operation position is the operation position corresponding to the same position signal, and a shift control unit is included that sets the switching device to a state in which the shift position corresponding to the operation position determined based on the position signal is possible and sets the shift position to the shift position corresponding to the operation position determined based on the position signal; when the voltage continuously becomes less than a predetermined voltage for ensuring the performance of the operation position sensor for the predetermined time or more, the shift control unit does not determine the operation position based on the position signal and sets the shift position to a non-driving position in which power transmission in the power transmission device is interrupted. A vehicle control device characterized by this.

2. When the voltage becomes equal to or higher than the predetermined voltage when the shift control unit is not determining the operation position based on the position signal, the shift control unit resumes the determination of the operation position based on the position signal. The vehicle control device according to Claim 1, characterized by this.

3. The shift operation device includes, as the operation position, an original position that is returned when not being operated by the driver, when the shift control unit does not determine the operation position based on the position signal, the shift control unit fixes the operation position to the original position. The vehicle control device according to Claim 1 or 2, characterized by this.

4. When the shift control unit fixes the operation position to the original position, if the voltage becomes equal to or higher than the predetermined voltage, the shift control unit releases the fixing of the operation position set as the original position and resumes determination of the operation position based on the position signal. The vehicle control device according to claim 3, characterized in that.

5. The non-driving position includes the parking position and a neutral position in which the power transmission device is in the neutral state. When the shift control unit does not determine the operation position based on the position signal, if the shift position is the parking position, the shift control unit maintains the parking position, while if the shift position is other than the parking position, the shift control unit sets the shift position to the neutral position. The vehicle control device according to any one of claims 1 to 4, characterized in that.

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