Vehicle control system

Abstract

To provide a vehicle control device that can prevent a shift device from being switched from a neutral position when a brake device is not operated.SOLUTION: A vehicle control device is configured to be able to switch between a P lock, which restricts switching of a shift operation unit from a P position, and an N lock, which restricts switching of the shift operation unit from an N position, and is equipped with a lock mechanism configured to release the set P lock or N lock when a brake operation unit is operated. The vehicle control device determines a shift position on the basis of signals from a plurality of electric contacts that output signals corresponding to the position of the shift operation unit (step S3), and if no ON signals are output from all of the electric contacts, determines the shift position on the basis of signals from a first switch that is turned on when the shift operation unit is in the P position and N position, and a second switch that is turned on when the shift operation unit is in the P position (step S4).SELECTED DRAWING: Figure 6

Description

Technical Field

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

Background Art

[0002] Patent Document 1 describes a vehicle control device capable of preventing an unintended start of a vehicle even when a failure occurs in an electrical contact of a shift position of an automatic transmission using a mechanical shift lever. The mechanical shift lever described in this Patent Document 1 has a lock mechanism that restricts switching from a parking position and a neutral position to other shift positions when the braking device is not operated. This lock mechanism is configured to set either a P lock that restricts switching from the parking position or an N lock that restricts switching from the neutral position. And the control device described in Patent Document 1 determines that an electrical contact is faulty and controls the lock mechanism to restrict switching from the parking position when the braking device is not operated, and is configured to cut off the transmission of power between the power source of the vehicle and the drive wheels.

[0003] Note that the control device described in Patent Document 1 is configured to perform P lock when all electrical contacts turn off due to a failure in which an electrical contact corresponding to the position of the shift lever does not turn on and the braking device is not operated.

Prior Art Documents

Patent Documents

[0005] As described above, the control device described in Patent Document 1 is configured such that if a malfunction occurs in which the electrical contact (N contact) that detects the neutral position does not turn on, and the brake device is not operated when the shift lever is in the neutral position, the N lock is released. Therefore, when the shift lever is in the neutral position, it may be possible for the shift lever to move away from the neutral position even if the brake device is not operated.

[0006] This invention was conceived in response to the above-mentioned technical problems, and aims to provide a vehicle control device that can prevent the shift device from switching from the neutral position when the braking device is not being operated. [Means for solving the problem]

[0007] To achieve the above objective, this invention provides a shift operating unit for selecting a plurality of shift positions including a parking position, a neutral position, and a driving position; a plurality of electrical contacts including a parking contact that is turned on when the shift operating unit is in the parking position, a neutral contact that is turned on when the shift operating unit is in the neutral position, and a driving contact that is turned on when the shift operating unit is in the driving position; a locking mechanism configured to switch between a parking position lock that restricts or limits the switching of the shift operating unit from the parking position to other shift positions, and a neutral position lock that restricts or limits the switching of the shift operating unit from the neutral position to other shift positions; and a brake operating unit operated by the driver to apply braking force to the wheels, wherein the lock The mechanism is a vehicle control device configured to release the set parking position lock or neutral position lock when the brake operating unit is operated, and comprises a first switch which is turned on when the shift operating unit is in the parking position and the neutral position, a second switch which is turned on only when the shift operating unit is in the parking position, and a controller which controls the lock mechanism according to the shift position, wherein the controller comprises a normal determination unit which determines the shift position of the shift operating unit based on the ON signal of the electrical contact when an ON signal is output from any one of the electrical contacts, and a backup determination unit which determines the shift position of the shift operating unit based on the signals of the first switch and the second switch when an ON signal is not output from any of the electrical contacts.

[0008] Furthermore, in this invention, the backup determination unit may determine that the shift operation unit is in the neutral position when an ON signal is output from the first switch and no ON signal is output from the second switch.

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

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

[0011] The vehicle control device of this invention is provided with a plurality of electrical contacts that output an ON signal according to the position of each shift operation unit, and when an ON signal is output from any one of these electrical contacts, the shift position of the shift operation unit is determined based on the ON signal of the electrical contact. Furthermore, it further includes a first switch that is turned on when the shift operation unit is in the parking position and the neutral position, and a second switch that is turned on only when the shift operation unit is in the parking position, and when no ON signal is output from any of the electrical contacts, the shift position of the shift operation unit is determined based on the signals from the first switch and the second switch.

[0012] In other words, for example, if a malfunction occurs where the neutral contact does not output an ON signal when the shift control unit is in the neutral position, or if a malfunction occurs where the parking contact does not output an ON signal when the shift control unit is in the parking position, and no ON signal is input to the controller from any electrical contacts, the shift position is determined based on the signals from the first switch and the second switch.

[0013] Therefore, even if a malfunction occurs that prevents the output of an ON signal from the electrical contacts used to detect the shift position, the controller can still determine at least the parking position and the neutral position based on the signals input from the first and second switches. In other words, the lock state of the locking mechanism (parking position lock or neutral position lock) when the shift operating unit is in the parking position or neutral position can be appropriately switched. As a result, it is possible to prevent the shift operating unit from moving from the parking position or neutral position to other shift positions without operating the brake operating unit. [Brief explanation of the drawing]

[0014] [Figure 1] This figure illustrates an example of a vehicle according to an embodiment of the present invention, and schematically shows an example of the vehicle's configuration and control system. [Figure 2] This diagram illustrates the configuration of a control device in an embodiment of the present invention, and schematically shows an example of a control system between a controller, a shift device, and an automatic transmission. [Figure 3] This diagram shows the P lock and N lock corresponding to the position of the shift lever and whether the brake pedal is operated or not. [Figure 4] This figure shows an example of a shift position determination map. [Figure 5] This figure shows an example of a PSW history update map. [Figure 6]This flowchart shows an example of control performed by the control device in this embodiment of the invention. [Modes for carrying out the invention]

[0015] Embodiments of this invention will be described with reference to the drawings. Note that the embodiments shown below are merely examples of how this invention can be implemented and do not limit the invention.

[0016] An example of a vehicle according to an embodiment of this invention is schematically shown in Figure 1. The vehicle Ve shown in Figure 1 is equipped with an engine (ENG) 1 and a motor (MG) 2 as driving forces, a brake pedal (BR) 3 operated by the driver to decelerate or stop the vehicle Ve, and an automatic transmission 5 for changing the rotational speed ratio (gear ratio) between the driving forces 1 and 2 and the drive wheels 4.

[0017] Engine 1 is an internal combustion engine, such as a gasoline engine or a diesel engine, and is configured to electrically control its output, as well as its operating conditions, such as starting and stopping. In the case of a gasoline engine, the throttle valve opening, fuel injection amount, and ignition timing are electrically controlled. In the case of a diesel engine, the fuel injection amount, fuel injection timing, or EGR valve opening are electrically controlled.

[0018] Motor 2 is a motor-generator that can function as a prime mover that converts electrical energy into mechanical energy, as well as a generator that converts mechanical energy into electrical energy. Specifically, by controlling an inverter (not shown) so that power is supplied to Motor 2 from a battery (not shown), Motor 2 can function as a prime mover, and by controlling the inverter so that Motor 2 outputs braking torque, Motor 2 can function as a generator and charge the battery. Such a Motor 2 can be made up of, for example, a permanent magnet synchronous motor or an induction motor.

[0019] Note that the vehicle Ve targeted in the embodiment of this invention is not limited to the hybrid vehicle shown in FIG. 1 equipped with the engine 1 and the motor 2 as the driving force sources. For example, it may be a general engine vehicle equipped only with the engine 1 as the driving force source, or an electric vehicle equipped only with the motor 2 as the driving force source.

[0020] In the vehicle Ve shown in FIG. 1, an automatic transmission 5 is connected to the output shaft of the driving force source constituted by the engine 1 and the motor 2 via a torque converter (not shown). This automatic transmission 5 is configured to appropriately change the ratio of the rotational speed of the output shaft 5a to the rotational speed of the input shaft (not shown), in other words, the gear ratio which is the ratio of the rotational speeds of the driving force sources 1, 2 and the driving wheels 4. Note that the automatic transmission 5 may be a stepped transmission mechanism that changes the conventional gear ratio step by step, or a continuously variable transmission mechanism that continuously changes the gear ratio.

[0021] This automatic transmission 5 is provided with a clutch mechanism 6 that can switch between an engaged state that enables the transmission of torque between the driving force sources 1, 2 and the driving wheels 4 and a released state that blocks the transmission of torque between the driving force sources 1, 2 and the driving wheels 4. Note that the clutch mechanism 6 may be a clutch mechanism that is engaged to set the gear stage, or may be a so-called starting clutch that has only the function of selectively blocking the transmission of torque between the driving force sources 1, 2 and the driving wheels 4.

[0022] The clutch mechanism 6 is a so-called normally open type hydraulic clutch mechanism that engages when hydraulic pressure is supplied and disengages when the hydraulic pressure is reduced. A hydraulic control device 7 is provided to control the hydraulic pressure supplied to the clutch mechanism 6. This hydraulic control device 7 includes a manual valve 8 that switches whether or not oil is supplied to the clutch mechanism 6 from a hydraulic source (not shown), and a shift solenoid valve 9 for increasing or decreasing the hydraulic pressure of the clutch mechanism 6. The manual valve 8 is mechanically connected to the shift lever 13b, which will be described later, and is configured to shut off the supply of oil from the hydraulic source to the clutch mechanism 6 when the shift lever 13b is in the parking position or neutral position, thereby disengaging the clutch mechanism 6, and to enable the supply of oil from the hydraulic source to the clutch mechanism 6 when it is in any other position, thereby engaging the clutch mechanism 6.

[0023] Furthermore, a pair of drive wheels 4 are connected to the output shaft 5a of the automatic transmission 5 via a propeller shaft 10, a differential gear 11, and left and right drive shafts 12. In other words, the vehicle Ve shown in Figure 1 is a rear-wheel drive vehicle with the rear wheels as drive wheels 4. In this embodiment of the invention, the vehicle Ve may be a front-wheel drive vehicle with the front wheels as drive wheels 4, or a four-wheel drive vehicle in which the output torque of the drive sources 1 and 2 is distributed to the front and rear wheels by a transfer case, and these front and rear wheels are used as drive wheels, or a four-wheel drive hybrid vehicle in which the engine 1 drives either the front or rear wheels, and the other of the front or rear wheels is driven by the motor 2.

[0024] The rear and front wheels, which are designated as the drive wheels 4, are each equipped with a braking device (not shown) that applies braking force to the wheels, such as a disc brake or a drum brake. This braking device is configured to generate braking torque in accordance with the amount and force applied to the brake pedal 3 by the driver. The brake pedal 3 corresponds to the "brake operating unit" in this embodiment of the invention.

[0025] The aforementioned vehicle Ve is configured to have at least four ranges, similar to conventional vehicles: a parking range (P range) that blocks the transmission of torque between the drive sources 1 and 2 and the drive wheels 4, and locks any of the rotating members in the torque transmission path, including the automatic transmission 5; a reverse range (R range) that transmits torque from the drive sources 1 and 2 to the drive wheels 4 in the direction that moves the vehicle Ve in reverse; a neutral range (N range) that blocks the transmission of torque between the drive sources 1 and 2 and the drive wheels 4; and a drive range (D range) in which the automatic transmission 5 appropriately changes the gear ratio and transmits torque from the drive sources 1 and 2 to the drive wheels 4.

[0026] Each of the above ranges is configured to be switched according to the driver's operation of the shift device 13. As shown in Figures 1 and 2, the shift device 13 includes a shift gate 13a provided on the center console (not shown) and a shift lever 13b that moves the shift gate 13a. The shift gate 13a is assigned four positions in the order described above: a parking position (P position) for selecting the P range, a reverse position (R position) for selecting the R range, a neutral position (N position) for selecting the N range, and a drive position (D position) for selecting the D range. The driver selects a range by operating the shift lever 13b. The R position and D position correspond to the "driving position" in this embodiment of the invention, and the shift lever 13b corresponds to the "shift operation unit" in this embodiment of the invention.

[0027] Furthermore, the shift device 13 is equipped with a locking mechanism 14 that selectively switches between a parking position lock (P lock), which restricts or limits the movement of the shift lever 13b from the P position to other positions, and a neutral position lock (N lock), which restricts or limits the movement of the shift lever 13b from the N position to other positions, as shown in Figure 2. For example, when the P lock is selected while the shift lever 13b is in a position other than the P position, movement of the shift lever 13b is permitted, and after the shift lever 13b has moved to the P position with the P lock selected, movement from the P position to other positions is restricted.

[0028] The locking mechanism 14 comprises a link mechanism 14a configured to select either P lock or N lock, as schematically shown in Figure 2, and a locking solenoid valve 14b for operating the link mechanism 14a. The locking solenoid valve 14b is controlled to enter a locked state determined in accordance with the position of the shift lever 13b. Note that the locking mechanism 14 only needs to be able to selectively switch between P lock and N lock, and its configuration is not limited to the above configuration.

[0029] Specifically, as shown in Figure 3, P lock or N lock is determined based on the position of the shift lever 13b and whether or not the brake pedal 3 is operated. That is, if the shift lever 13b is in the P position and the amount of operation of the brake pedal 3 is less than a predetermined amount that can be determined to indicate that the brake pedal 3 is not being operated (brake OFF), it is determined to perform P lock (i.e., release N lock), and if the shift lever 13b is in the P position and the amount of operation of the brake pedal 3 is equal to or greater than a predetermined amount that can be determined to indicate that the brake pedal 3 is being operated (brake ON), it is determined to release P lock (i.e., perform N lock).

[0030] Similarly, if the shift lever 13b is in the N position and the brake is OFF, it is determined to execute the N lock (i.e., release the P lock), and if the shift lever 13b is in the N position and the brake is ON, it is determined to release the N lock (i.e., execute the P lock).

[0031] Furthermore, if the shift lever 13b is not in the P position or N position, but in the R position or D position, the system determines that the P lock is activated (i.e., the N lock is released), regardless of whether the brake pedal 3 is operated or not.

[0032] In other words, the locking mechanism 14 is configured to switch between P lock and N lock only when the brake pedal 3 is operated, if the shift lever 13b is in the P position or N position. To put it another way, when the shift lever 13b is in the P position or N position, it is configured to restrict or limit the movement of the shift lever 13b unless the brake pedal 3 is operated.

[0033] Therefore, a sensor is provided to detect the position of the shift lever 13b. In the example shown in Figure 2, there are multiple electrical contacts 15 assigned to each position to individually determine the position of the shift lever 13b, a neutral switch (hereinafter referred to as NSW) 16 that outputs an ON signal when the shift lever 13b is in either the P position or the N position, and a parking switch (hereinafter referred to as PSW) 17 that outputs an ON signal when the shift lever 13b is in the P position and a button (not shown) provided on the knob at the tip of the shift lever 13b is not pressed. This NSW 16 corresponds to the "first switch" in this embodiment of the invention, and the PSW 17 corresponds to the "second switch" in this embodiment of the invention.

[0034] The electrical contacts 15 consist of a parking contact (P contact) 15a that outputs an ON signal when the shift lever 13b is in the P position, a reverse contact (R contact) 15b that outputs an ON signal when the shift lever 13b is in the R position, a neutral contact (N contact) 15c that outputs an ON signal when the shift lever 13b is in the N position, and a drive contact (D contact) 15d that outputs an ON signal when the shift lever 13b is in the D position. Therefore, when the driver operates the shift lever 13b, only the electrical contacts 15 corresponding to the position of the shift lever 13b are turned ON. These R contacts 15b and D contacts 15d correspond to the "driving contacts" in this embodiment of the invention.

[0035] Furthermore, this vehicle Ve is configured so that a starter motor (not shown) for starting the engine 1 can be activated only when the shift lever 13b is in either the P position or the N position, and the NSW 16 is an existing switch provided to determine whether or not to allow the starter motor to operate. Also, the PSW 17 is an existing switch provided on the shift lever 13b for detecting the P lock state.

[0036] An electronic control unit (hereinafter referred to as "controller") 18 is provided, which receives signals from the aforementioned electrical contacts 15, NSW 16, and PSW 17, and determines the position of the shift lever 13b based on these input signals, thereby controlling the lock mechanism 14, the gear shift solenoid valve 9, and the like.

[0037] This controller 18 can be configured primarily with a microcomputer, similar to controllers installed in conventional vehicles, and receives signals from various sensors installed in the vehicle Ve. In the example shown in Figures 1 and 2, the controller 18 is configured to receive signals from a wheel speed sensor 19a that detects the rotational speed of the drive wheels 4, an engine speed sensor 19b that detects the rotational speed of the engine 1, a resolver 19c that detects the rotational angle of the motor 2, a brake sensor 19d that detects the amount of depression and force applied to the brake pedal 3, an electrical contact 15, an NSW 16, and a PSW 17.

[0038] The controller 18 shown in Figure 2 comprises a normal determination unit 20, a backup determination unit 21, and a lock determination unit 22. The normal determination unit 20 is configured to determine the shift position based on a signal input from the electrical contact 15. Specifically, the normal determination unit 20 stores the shift position determination map shown in Figure 4, and determines the shift position based on this shift position determination map and the signal input from the electrical contact 15.

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

[0040] Furthermore, if the signal input from the electrical contact 15 does not correspond to any of the cases shown in Figure 4, that is, if an ON signal is input from multiple electrical contacts 15 due to some factor, or if no ON signal is input from any of the electrical contacts 15, the state is determined to be undefined. In other words, it is determined that no shift position is established. Therefore, the locked state by the locking mechanism 14 is maintained.

[0041] The backup determination unit 21 is configured to determine whether the position of the shift lever 13b is in the N position based on the signals from the NSW 16 and PSW 17 when an ON signal is not output from the electrical contact 15 for some reason. Specifically, it is configured to determine whether the position of the shift lever 13b is in the N position when an ON signal is not output from the PSW 17 and an ON signal is output from the NSW 16.

[0042] Therefore, the backup determination unit 21 is equipped with a PSW history update map for storing the operation history of the shift lever 13b to the P position. Figure 5 shows an example of the PSW history update map, in which the P position flag, which indicates that the P position is present, is switched to the ON position when an ON signal is output from the P contact 15a and when an ON signal is output from the PSW 17.

[0043] Furthermore, if an ON signal is output from either the R contact 15b or the D contact 15d, and no ON signal is output from the P contact 15a or PSW 17, the P position flag is configured to be switched to the OFF position regardless of the output signals from the N contact 15c or NSW 16.

[0044] Furthermore, if an ON signal is output from N contact 15c and NSW 16, and no ON signal is output from P contact 15a or PSW 17, the P position flag is switched to OFF regardless of the output signals from R contact 15b and D contact 15d. Note that if the signals from electrical contact 15 or NSW 16 do not meet the conditions for turning the P position flag ON or OFF as shown in Figure 5, it is determined to be undefined, and the ON or OFF state of the P position flag is maintained. This PSW history update map corresponds to the "parking history update map" in this embodiment of the invention.

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

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

[0047] Next, it is determined whether an ON signal is input from any one of the electrical contacts 15 (step S2). If it is determined positively in step S2 because an ON signal is input from any one of the electrical contacts 15, the normal determination unit 20 determines the shift position based on the ON signal of the input electrical contact 15 (step S3). That is, the shift position is determined based on the input electrical contact 15 and the shift position determination map stored in the normal determination unit 20.

[0048] Conversely, if a negative determination is made in step S2 because no ON signals are input from all electrical contacts 15, the backup determination unit 21 determines the shift position based on the input P position flag and the signal from NSW 16, in other words, based on NSW 16 and PSW 17 (step S4). That is, if the P position flag read in step S1 is off and an ON signal is input from NSW 16, the shift position is determined to be the N position. Also, for example, if the P position flag is on, the shift position is determined to be the P position regardless of whether an ON signal is input from NSW 16 or not.

[0049] The control example shown here assumes a failure in which any of the electrical contacts 15 are not turned on. Therefore, if, for example, ON signals are input from multiple electrical contacts 15, or if the P position flag is off and no ON signal is input from NSW 16, the shift position should be determined by other control methods.

[0050] Next, it is determined whether the shift position determined in step S3 or step S4 is the N position (step S5). If it is determined positively in step S5 that the shift position is the N position, it is determined whether the brake pedal 3 is being operated (step S6). If it is determined positively in step S6 that the brake pedal is not being operated, the lock mechanism 14 is activated to activate the N lock (i.e., the P lock is released) (step S7). If it is determined negatively in step S6 that the brake pedal 3 is being operated, the lock mechanism 14 is activated to activate the N lock (i.e., the P lock is activated) (step S8), and this routine is terminated.

[0051] On the other hand, if the shift position determined in step S3 or step S4 is not the N position and is therefore judged negatively in step S5, then it is determined whether or not that shift position is the P position (step S9). If it is judged negatively in step S9 because it is not the P position, then the N lock is released by the lock mechanism 14 (i.e., the P lock is performed) (step S8), and this routine is terminated.

[0052] Conversely, if the shift position is determined to be in the P position in step S9, it is determined whether or not the brake pedal 3 is being operated (step S10). If the brake pedal 3 is being operated in step S10, it is determined to be in the N position (i.e., the P lock is released) by the locking mechanism 14 (step S7). If the brake pedal 3 is not being operated in step S10, it is determined to be in the N position (i.e., the P lock is released) by the locking mechanism 14 (step S8), and this routine is terminated.

[0053] According to the control example described above, for example, if a fault occurs in which the N contact 15c does not output an ON signal when the shift lever 13b is in the N position, or if a fault occurs in which the P contact 15a does not output an ON signal when the shift lever 13b is in the P position, and no ON signal is input to the controller 18 from any of the electrical contacts 15, the shift position is determined based on the signals of NSW 16 and PSW 17.

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

[0055] 1. Engine (power source) 2. Motor (power source) 3. Brake pedal 13 Shift mechanism 13a Shift gate 13b Shift lever 14. Locking mechanism 14a Link mechanism 14b Locking solenoid valve 15 Electrical contacts 15a P contact 15b R contact 15c N contact 15d D contact 16. Neutral Switch (NSW) 17. Parking Switch (PSW) 18 controllers 20 Normal judgment section 21 Backup determination unit 22 Lock determination unit Vehicle

Claims

1. A shift operation unit for selecting multiple shift positions, including a parking position, a neutral position, and a driving position, A plurality of electrical contacts, including a parking contact that is turned on when the shift operation unit is in the parking position, a neutral contact that is turned on when the shift operation unit is in the neutral position, and a drive contact that is turned on when the shift operation unit is in the drive position, A locking mechanism configured to allow switching between a parking position lock, which restricts or limits the switching of the shift operation unit from the parking position to other shift positions, and a neutral position lock, which restricts or limits the switching of the shift operation unit from the neutral position to other shift positions, It is equipped with a brake operating unit that the driver operates to apply braking force to the wheels, The locking mechanism is a vehicle control device configured to release the set parking position lock or neutral position lock when the brake operating unit is operated, The shift operation unit includes a first switch that is turned on in the parking position and the neutral position, The shift operation unit includes a second switch that is activated only in the parking position, The system includes a controller that controls the locking mechanism according to the shift position, The aforementioned controller, A normal determination unit determines the shift position of the shift operation unit based on the ON signal of the electrical contact when an ON signal is output from any one of the electrical contacts, The system includes a backup determination unit that determines the shift position of the shift operation unit based on the signals from the first switch and the second switch when no ON signal is output from any of the electrical contacts. A vehicle control device characterized by the following features.

2. A vehicle control device according to claim 1, The backup determination unit determines that the shift operation unit is in the neutral position when an ON signal is output from the first switch and no ON signal is output from the second switch. A vehicle control device characterized by the following features.

3. A vehicle control device according to claim 1, The backup determination unit includes a parking history update map that stores the operation history of the shift operation unit to the parking position when the parking contact is ON or when the second switch is ON, and deletes the operation history when the parking contact and the second switch are OFF and the drive contact is ON, or when the parking contact and the second switch are OFF and the first switch and the neutral contact are ON. The backup determination unit determines the shift position of the shift operation unit based on the operation history stored based on the parking history update map and the signal input from the first switch. A vehicle control device characterized by the following features.

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

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