JP2001294056A - Shift control device, method therefor, and movable body provided with the shift control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To certainly decide a shift position when the contents of detected signals from first and second shift position sensors differ from each other. SOLUTION: A shift position deciding portion 272a determines whether shift positions indicated by output signals SP1, SP2 from an analog sensor 167a, and a switch type sensor 167b coincide with each other or not (S112), and when the shift positions coincide with each other, determines whether an abnormality detecting flag is set or not (S114). When determining that the flag is set, a stop state determining portion 272c determines whether a vehicle is in a stop state or not (S118). As a result, when the vehicle is determined as being in the stop position, the shift position deciding portion 272a makes a brake determining portion 220a of a brake ECU 220 determine whether a driver conducts brake operation or not (S120). When determining that the brake operation is conducted, the shift position deciding portion 272a conducts deciding of a shift position about the shift position indicated by both of out put signals SP1, SP2 (S122).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

TECHNICAL FIELD The present invention relates to a mobile object,
The present invention relates to a technique for determining a shift position based on detection signals from first and second shift position sensors.

[0002]

2. Description of the Related Art In a vehicle, a shift position operated by a driver using a shift lever is detected by a shift position sensor, and the shift position is determined based on the detection signal.

Conventionally, for example, US Pat.
As described in Japanese Patent No. 1416, in order to increase the reliability of detection of the shift position sensor, the shift position is determined using both an analog sensor and a digital sensor as the shift position sensor. If the content indicated by the detection signal from the analog sensor and the content indicated by the detection signal from the digital sensor do not match, the shift position sensor is regarded as abnormal and the shift position is determined on the safe side. Was.

[0004]

However, in the above-mentioned literature, if the content indicated by the detection signal from the analog sensor and the content indicated by the detection signal from the digital sensor are different, the shift position is determined on the safe side. Although there was a statement, there was no disclosure of how to determine the shift position.

Accordingly, an object of the present invention is to solve the above-mentioned problems of the prior art, and to more reliably determine the shift position when the contents of the detection signals from the first and second shift position sensors are different. An object of the present invention is to provide a shift control device, a method thereof, and a moving object including the shift control device.

[0006]

In order to achieve at least a part of the above object, a first shift control device according to the present invention comprises a first shift control device and a second shift control device for detecting a shift position. A shift control device that is mounted on a moving body having the shift position sensor and determines a shift position based on detection signals from the first and second shift position sensors, wherein the moving body is in a stopped state. Stop state determining means for determining whether or not a brake operation has been performed by the driver on the moving body; and the first and second stop means.
Of the detection signals from the shift position sensor, one indicates a specific shift position, but the other does not indicate the specific shift position, it is determined that abnormality has been detected for the specific shift position,
The abnormality detection determination means for setting the specific shift position to an abnormal shift position and the other shift positions to a normal shift position; and when the stop state determination means determines that the vehicle is in a stopped state, the abnormality detection determination means When it is determined that an abnormality is detected, the detection signals from the first and second shift position sensors indicate the shift position for the normal shift position, and the brake operation is performed by the brake determination unit. A shift position determining means for determining the shift position when it is determined that the shift has been performed.

Further, a first shift control method of the present invention comprises:
A shift control method for determining a shift position based on detection signals from first and second shift position sensors for detecting a shift position mounted on a moving body, wherein (a) the moving body stops. A step of determining whether or not the vehicle is in a state; and (b) a step of determining whether or not a driver is performing a brake operation on the moving body.
(C) when one of the detection signals from the first and second shift position sensors indicates a specific shift position but the other does not indicate the specific shift position, Determining that an abnormality has been detected, setting the specific shift position as an abnormal shift position, and setting other shift positions as normal shift positions; and (d) the step (a).
When it is determined in step (c) that the vehicle is in the stop state, and when it is determined in step (c) that abnormality has been detected, the detection signal from the first and second shift position sensors is output for the normal shift position. Both indicate the shift position, and when the brake operation is determined to be performed in the step (b), the step of determining the shift position is provided.

As described above, in the first shift control device or method of the present invention, one of the detection signals from the first and second shift position sensors indicates a specific shift position, while the other indicates the specific shift position. Does not indicate a specific shift position, it is determined that an abnormality has been detected for the specific shift position, and the specific shift position is determined to be an abnormal shift position, and the other shift positions are determined to be normal shift positions. Then, when it is determined that an abnormality is detected in the case where it is determined that the moving body is in the stopped state, the detection signals from the first and second shift position sensors are both output for the normal shift position. Indicates the shift position,
When it is determined that the driver is performing the brake operation, the shift position is determined.

That is, even if an abnormality is detected in a specific shift position when the moving body is in a stopped state, if it is confirmed that a brake operation is performed by a driver in a normal shift position. ,
Even if a new shift control is performed, there is no possibility that the moving object starts moving, so that the shift position is confirmed.

Therefore, according to the first shift control apparatus or method of the present invention, even if an abnormality is detected in a specific shift position when the moving body is in a stopped state, safety is maintained in a normal shift position. , And appropriate shift control can be performed.

In the first shift control device of the present invention,
The moving body further includes an accelerator determination unit that determines whether or not the driver is performing an accelerator operation, and the shift position determination unit determines the first shift position and the second shift position for the normal shift position. Both the detection signals from the sensors indicate the shift position, the brake determining means has determined that the brake operation has been performed, and the accelerator determining means has determined that the accelerator operation has not been performed. In this case, it is preferable to determine the shift position.

As described above, if it is confirmed that the driver has performed the brake operation and that the accelerator operation has not been performed, the possibility that the moving body starts moving is further reduced. Therefore, appropriate shift control can be performed while securing higher safety.

A second shift control device according to the present invention is mounted on a moving body having at least first and second shift position sensors for detecting a shift position. A shift control device that determines a shift position based on the detection signal of (i), a stop state determining unit that determines whether or not the moving body is in a stop state; When one of the detection signals indicates a specific shift position but the other does not indicate the specific shift position, it is determined that an abnormality has been detected for the specific shift position, and the specific shift position is determined to be abnormal shift. Abnormality detecting / judging means for setting the normal shift position to the normal shift position and the other shift positions; When it is determined by the state determination means that the vehicle is in the stop state, and when the abnormality detection determination means determines that abnormality has been detected, the normal shift position includes at least one of a parking position and a neutral position. When the detection signal from the first and second shift position sensors indicates the shift position for the shift position, the shift position for determining the shift position is included. And determining means.

According to a second shift control method of the present invention, a shift position is determined based on detection signals from first and second shift position sensors for detecting a shift position mounted on a moving body. A control method, wherein (a) a step of determining whether or not the moving body is in a stopped state; and (b) one of detection signals from the first and second shift position sensors is a specific signal. When the shift position is indicated, but the other does not indicate the specific shift position, it is determined that an abnormality is detected for the specific shift position, the specific shift position is determined to be an abnormal shift position, and the other shift positions are determined to be normal. A step of setting a shift position; and (c) the step of: determining that the vehicle is stopped in the step (a). When it is determined that the abnormality is detected in b), when the normal shift position includes at least one of the parking position and the neutral position, the first and second shift positions are determined for the shift position. And determining the shift position when both of the detection signals from the shift position sensors indicate the shift position.

As described above, in the second shift control device or method according to the present invention, one of the detection signals from the first and second shift position sensors indicates a specific shift position, while the other indicates the specific shift position. Does not indicate a specific shift position, it is determined that an abnormality has been detected for the specific shift position, and the specific shift position is determined to be an abnormal shift position, and the other shift positions are determined to be normal shift positions. When it is determined that the moving body is in the stopped state, it is determined that abnormality has been detected, and when the normal shift position includes at least one of the parking position and the neutral position. For the shift position, the detection signals from the first and second shift position sensors are both
When the shift position is indicated, the shift position is determined.

That is, even if an abnormality is detected in a specific shift position when the moving body is in a stopped state, if the normal shift position includes a parking position or a neutral position, the axle is normally used in the parking position. Is mechanically fixed, and in the neutral position, power is not normally transmitted to the axle.Therefore, even if a new shift control is performed for these shift positions, there is no possibility that the moving body will start to move. The shift position is confirmed.

Therefore, according to the second shift control device or method of the present invention, when the moving body is in a stopped state, the parking position and the neutral position are normally shifted even if an abnormality is detected in a specific shift position. If it is a position, appropriate shift control can be performed for those shift positions.

In the second shift control device of the present invention,
The moving body further includes an accelerator determination unit that determines whether the driver is performing an accelerator operation, and the shift position determination unit is included in the normal shift position after the parking position and the neutral position. The detected signals from the first and second shift position sensors both indicate the shift position, and the accelerator determining means has determined that the accelerator operation has not been performed for the shifted shift position. In this case, it is preferable to determine the shift position.

As described above, if it is confirmed that the accelerator operation is not performed by the driver, there is no further danger that the moving body starts moving, so that appropriate shift control is performed while ensuring high safety. Can be.

A third shift control device according to the present invention is mounted on a moving body having at least first and second shift position sensors for detecting a shift position. A shift control device that determines a shift position based on the detection signal of (i), a stop state determining unit that determines whether or not the moving body is in a stop state; When one of the detection signals indicates a specific shift position but the other does not indicate the specific shift position, it is determined that an abnormality has been detected for the specific shift position, and the specific shift position is determined to be abnormal shift. Abnormality detecting / judging means for setting the normal shift position to the normal shift position and the other shift positions; When it is determined by the state determination means that the vehicle is not in the stop state, and when the abnormality detection determination means determines that abnormality has been detected, the normal shift position is determined by the first and second shift position sensors. When both of the detection signals indicate the shift position, a shift position determining means for determining the shift position is provided.

According to a third shift control method of the present invention, a shift position is determined based on detection signals from first and second shift position sensors for detecting a shift position mounted on a moving body. A control method, wherein (a) a step of determining whether or not the moving body is in a stopped state; and (b) one of detection signals from the first and second shift position sensors is a specific signal. When the shift position is indicated, but the other does not indicate the specific shift position, it is determined that an abnormality is detected for the specific shift position, the specific shift position is determined to be an abnormal shift position, and the other shift positions are determined to be normal. A step of setting a shift position; and (c) the step of: determining that the vehicle is not in the stop state in the step (a). If it is determined that the abnormality is detected in b), the shift position of the normal shift position is determined when the detection signals from the first and second shift position sensors both indicate the shift position. And a step of determining the above.

As described above, in the third shift control device or method according to the present invention, one of the detection signals from the first and second shift position sensors indicates a specific shift position, while the other indicates the specific shift position. Does not indicate a specific shift position, it is determined that an abnormality has been detected for the specific shift position, and the specific shift position is determined to be an abnormal shift position, and the other shift positions are determined to be normal shift positions. When it is determined that the moving object is not in the stop state and it is determined that an abnormality has been detected, the detection signals from the first and second shift position sensors indicate the normal shift position. When the position is indicated, the shift position is determined.

That is, when an abnormality is detected in a specific shift position when the moving body is in the traveling state, it is necessary to request the brake operation or the accelerator non-operation as in the stop state. Difficult because of running. Therefore, in such a case, the determination of the shift position is allowed as it is for the normal shift position.

Therefore, according to the third shift control apparatus or method of the present invention, when the moving body is in the traveling state, even if the abnormality is detected in the specific shift position, the traveling state is not changed in the normal shift position. , And appropriate shift control can be performed.

In the shift control device according to the present invention, the first shift position sensor is a switch type sensor composed of a plurality of switches for outputting a plurality of switch signals indicating a shift position as the detection signal.
May be an analog sensor that outputs an analog output signal indicating a shift position as the detection signal, and the first and second shift position sensors may each include a plurality of shift position sensors. A switch-type sensor including a plurality of switches that output a switch signal as the detection signal may be used.

In the shift control device according to the present invention, when the first shift position sensor is a switch-type sensor and the second shift position sensor is an analog sensor, the abnormality detection determining means includes the analog sensor. Although there is an abnormality, if it is detected that there is no abnormality in the switch-type sensor, even if it is determined that abnormality has been detected for the specific shift position, the specific shift position and the abnormal shift position The normal shift position is set, and the shift position determination means determines the shift position using only the detection signal from the switch type sensor without using the detection signal from the analog sensor. You may do it.

As described above, even if an abnormality is detected in the analog sensor and an abnormality is detected in the specific shift position, if it is clear that there is no abnormality in the switch type sensor, the specific shift position is also determined by the switch type sensor. The shift position may be determined using the detection signal of (1).

The first moving body of the present invention performs first and second shift position sensors for detecting a shift position, a power system for outputting power, and starts / stops the power system. Switch for determining a shift position based on detection signals from the first and second shift position sensors, and controlling activation of the power system based on a signal from the ignition switch. A moving device capable of removing an ignition key from the ignition switch only when the shift position is at the parking position, wherein the ignition key is inserted into the ignition switch, and the ignition switch is When turned on, the first One of the detection signals from the second shift position sensor and the second shift position sensor indicates the parking position, but the other does not indicate the parking position, and the shift control device determines that the abnormality has been detected in the parking position. Then, when the detection signals from the first and second shift position sensors both indicate the neutral position, and the shift control device determines the neutral position, the ignition switch is switched to the start position. If so, the gist of the front shift control device is to activate the power system.

As described above, in the first mobile unit of the present invention,
When the ignition switch is turned on, if the abnormality is detected for the parking position, and then, if the shift position is determined for the neutral position, when the ignition switch is switched, the power system is started. I have.

Therefore, in a normal state, even if the mobile body is activated in the parking position, but not in the neutral position, the activation of the power system is allowed,
If an abnormality is detected in the parking position when the ignition switch is turned on, the shift position is determined in the neutral position, so that the power system can be started in the neutral position. Therefore, if the shift position can be determined for the drive position and the like after the power system is started, the moving body can be made to travel.

In the first moving body of the present invention, the power system includes an engine and an electric motor as power sources, and the shift control device may not start the engine when starting the power system. preferable.

In a moving body having an engine and an electric motor as a power source in a power system, normally, when a shift position is fixed at a neutral position, when the engine is running, the torque is canceled so that the torque is not transmitted to the axle. This is because it is necessary to drive the electric motor in order to achieve the above.

A second moving body according to the present invention performs first and second shift position sensors for detecting a shift position, a power system for outputting power, and starts / stops the power system. Switch for determining a shift position based on detection signals from the first and second shift position sensors, and controlling activation of the power system based on a signal from the ignition switch. A moving device capable of removing an ignition key from the ignition switch only when the shift position is at the parking position, wherein the ignition key is inserted into the ignition switch, and the ignition switch is When turned on, the shift The control device may determine that an abnormality has been detected in the parking position based on the contents of the detection signals from the first and second shift position sensors, and may also detect an abnormality in a shift position other than the parking position. When it is determined that there is a shift position, the shift control device determines the shift position with respect to the parking position, and thereafter, the content of the detection signal from at least one of the first and second shift position sensors changes. If the ignition switch is switched to the start position during a certain period, the gist of the shift control device is to activate the power system.

As described above, in the second moving body of the present invention,
When the ignition switch is turned on, an abnormality is detected for the parking position, and if there is a possibility that an abnormality may be detected for another shift position, the shift position is determined once for the parking position, and then the shift position is determined. When the ignition switch is switched until the content of the detection signal from the position sensor changes, that is, while the shift lever is not operated, the power system is started.

Therefore, in the second moving body of the present invention, even if an abnormality is detected in the parking position when the ignition switch is turned on, the parking position is determined and the power system is started unless the shift lever is moved. Therefore, it is possible to drive an air conditioner or the like in the vehicle.

[0036]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, embodiments of the present invention will be described based on examples in the following order. A. Overall configuration of hybrid vehicle B. B. Basic operation of hybrid vehicle Configuration of control system Determination of shift position D-1. Configuration of shift position sensor: D-2. Configuration of shift control device: D-3. Abnormality detection determination processing: D-4. Shift position determination processing: D-5. Startup processing: Modification E-1. Modification 1 E-2. Modification Example 2:

A. Overall Configuration of Hybrid Vehicle: FIG. 1 is an explanatory diagram showing the overall configuration of a hybrid vehicle including a shift control device as one embodiment of the present invention. This hybrid vehicle includes three prime movers, an engine 150 and two motor / generators MG1 and MG2. Here, “motor / generator” means a motor that functions both as a motor and as a generator. In the following, these are simply referred to as “motors” for simplicity. The control of the vehicle is performed by the control system 200.

The control system 200 includes the main ECU 21
0, the brake ECU 220, and the battery ECU 230
And an engine ECU 240. Each ECU
Is configured as one unit in which a plurality of circuit elements such as a microcomputer and an input interface and an output interface are arranged on one circuit board. The main ECU 210 has a motor control unit 260 and a master control unit 270. Master control unit 270
Has a function of determining a control amount such as an output distribution of the three prime movers 150, MG1 and MG2.

Power system 300 includes engine 150
, Motors MG1 and MG2, and drive circuits 191 and 192
, A system main relay 193, and a battery 194.

Engine 150 is a normal gasoline engine, and rotates crankshaft 156. The operation of the engine 150 is controlled by the engine ECU 240. The engine ECU 240 controls the master control unit 27
According to the command from 0, the fuel injection amount of the engine 150 and other controls are executed.

The motors MG1 and MG2 are configured as synchronous motors, and have stators wound with rotors 132 and 142 having a plurality of permanent magnets on the outer peripheral surface and three-phase coils 131 and 141 forming a rotating magnetic field. 133,143
And Stators 133 and 143 are fixed to case 119. Stator 13 of motor MG1, MG2
The three-phase coils 131 and 141 wound around 3,143 are
They are connected to a battery 194 via drive circuits 191 and 192 and a system main relay 193, respectively. The system main relay 193 is a relay switch that connects or disconnects the battery 194 and the drive circuits 191 and 192. System main relay 193 is controlled by master control unit 270. Further, the electric power from the battery 194 is also supplied to an auxiliary machine (not shown) via the system main relay 193.

The drive circuits 191 and 192 are transistor inverters each having one pair of transistors as switching elements for each phase. Drive circuits 191, 19
2 is controlled by the motor control unit 260. The drive circuit 191, 1 is controlled by a control signal from the motor control unit 260.
When the transistor 92 is switched, a current flows between the battery 194 and the motors MG1 and MG2.
The motors MG1 and MG2 can operate as electric motors that receive the supply of electric power from the battery 194 and rotate (hereinafter, this operation state is referred to as power running), and the rotor 1
When the motors 32 and 142 are rotated by external force, the battery 194 can also be charged by functioning as a generator for generating an electromotive force at both ends of the three-phase coils 131 and 141 (hereinafter, this operation state is referred to as regeneration Call).

The engine 150 and the rotating shafts of the motors MG 1 and MG 2 are mechanically connected via a planetary gear 120. The planetary gear 120 includes a sun gear 121.
, Ring gear 122, planetary pinion gear 12
And a planetary carrier 124 having the number three. In the hybrid vehicle of the present embodiment, the engine 1
The 50 crankshafts 156 are connected to a planetary carrier shaft 127 via a damper 130. The damper 130 is provided to absorb torsional vibration generated in the crankshaft 156. Rotor 1 of motor MG1
32 is connected to the sun gear shaft 125. Motor M
The G2 rotor 142 is coupled to the ring gear shaft 126. The rotation of the ring gear 122 depends on the chain belt 1
29 via the differential gear 114 and the axle 11
2 and the wheels 116R, 116L.

The control system 200 uses various sensors to realize control of the entire vehicle. For example, an accelerator sensor 165 for detecting the amount of depression of the accelerator by the driver, the position of the shift lever (shift position) ), The brake position sensor 167 for detecting the brake depression pressure, and the brake sensor 1 for detecting the brake depression pressure.
63, a battery sensor 196 for detecting the state of charge of the battery 194, a rotation speed sensor 144 for measuring the rotation speed of the motor MG2, and the like. Since the ring gear shaft 126 and the axle 112 are mechanically connected by the chain belt 129, the ring gear shaft 126
And the ratio of the rotation speed of the axle 112 is constant. Therefore, the rotation speed sensor 144 provided on the ring gear shaft 126 can detect not only the rotation speed of the motor MG2 but also the rotation speed of the axle 112. Although not a sensor, an ignition switch 161 for turning on / off the power system 300 by turning an ignition key 162 is also used.

B. Basic operation of hybrid vehicle: In order to explain the basic operation of the hybrid vehicle, first, the operation of the planetary gear 120 will be described below. The planetary gear 120 has such a property that when the rotation speed of two of the three rotation shafts is determined, the rotation speed of the remaining rotation shafts is determined. The relationship between the number of rotations of each rotating shaft is as in the following equation (1).

Nc = Ns × ρ / (1 + ρ) + Nr × 1 / (1 + ρ) (1)

Here, Nc is the planetary carrier shaft 12
7, Ns is the rotation speed of the sun gear shaft 125, and Nr is the rotation speed of the ring gear shaft 126. Ρ is a gear ratio between the sun gear 121 and the ring gear 122 as represented by the following equation.

Ρ = [number of teeth of sun gear 121] / [number of teeth of ring gear 122]

The torques of the three rotating shafts have a fixed relationship given by the following equations (2) and (3) regardless of the number of rotations.

Ts = Tc × ρ / (1 + ρ) (2) Tr = Tc × 1 / (1 + ρ) = Ts / ρ (3)

Here, Tc is the planetary carrier shaft 12
7, torque Ts is the torque of the sun gear shaft 125, and Tr is the torque of the ring gear shaft 126.

The hybrid vehicle of this embodiment can run in various states by the function of the planetary gear 120. For example, in a relatively low-speed state in which the hybrid vehicle has started running, the motor MG2 is powered while the engine 150 is stopped, so that the axle 11
2 to transmit power. Similarly, the vehicle may travel with the engine 150 idling.

When the hybrid vehicle reaches a predetermined speed after the start of traveling, the control system 200 powers the motor MG1 to start the motor 150 by motoring with the output torque. At this time, the reaction torque of the motor MG1 is transmitted to the ring gear 12 via the planetary gear 120.
2 is also output.

When the engine 150 is operated to rotate the planetary carrier shaft 127, the sun gear shaft 125 and the ring gear shaft 126 rotate under the conditions satisfying the above equations (1) to (3). The power generated by the rotation of the ring gear shaft 126 is transmitted to the wheels 116R and 116L as they are. The power by the rotation of the sun gear shaft 125 is supplied to the first motor MG1.
And can be regenerated as electric power. On the other hand, by powering the second motor MG2, power can be output to the wheels 116R and 116L via the ring gear shaft 126.

At the time of steady operation, the output of engine 150 is set to a value substantially equal to the required power of axle 112 (ie, the number of revolutions of axle 112 × torque). At this time,
Part of the output of engine 150 is transmitted directly to axle 112 via ring gear shaft 126, and the remaining output is regenerated as electric power by first motor MG1. The regenerated electric power is used by second motor MG2 to generate torque for rotating ring gear shaft 126. As a result, it is possible to drive the axle 112 at a desired rotation speed with a desired torque.

When the torque transmitted to the axle 112 is insufficient, the torque is assisted by the second motor MG2. As the power for this assist, the power regenerated by the first motor MG1 and the power stored in the battery 149 are used. Thus, the control system 200
Controls the operation of the two motors MG1 and MG2 according to the required power to be output from the axle 112.

The hybrid vehicle of this embodiment can also move backward while the engine 150 is running. When the engine 150 is operated, the planetary carrier shaft 127
Rotates in the same direction as when moving forward. At this time, when the first motor MG1 is controlled to rotate the sun gear shaft 125 at a higher rotation speed than the rotation speed of the planetary carrier shaft 127,
As is apparent from the above equation (1), the ring gear shaft 126 reverses in the reverse direction. The control system 200 can control the output torque of the second motor MG2 while rotating the second motor MG2 in the reverse direction, and move the hybrid vehicle backward.

The planetary gear 120 is a ring gear 12
With the 2 stopped, the planetary carrier 124 and the sun gear 121 can be rotated. Therefore, engine 150 can be operated even when the vehicle is stopped. For example, when the remaining capacity of the battery 194 is low, the engine 150 is operated and the first motor MG
The battery 194 can be charged by regenerating the battery 1. If the first motor MG1 is powered when the vehicle is stopped, the torque
50 can be motored and started.

C. Configuration of Control System: FIG. 2 is a block diagram showing a more detailed configuration of the control system 200 in the embodiment. The master control unit 270 controls the master control C
It includes a PU 272 and a power supply control circuit 274. Further, the motor control unit 260 includes a motor main control CPU 262.
And two motor control CPUs 264 and 266 for controlling the two motors MG1 and MG2, respectively. Each CPU includes a CPU (not shown) and a ROM
, A RAM, an input port, and an output port, which together form a one-chip microcomputer.

The master control CPU 272 controls the activation of the power system 300 and the three prime movers 150, MG
1, a control amount such as the number of rotations of the MG2 and the distribution of torque, etc., and various required values are supplied to other CPUs and ECUs to control the driving of each prime mover. For this control, the master control CPU 272 is supplied with an ignition switch signal IG, an accelerator position signal AP indicating an accelerator opening, shift position signals SP1 and SP2 indicating a shift position, and the like, and a system main relay 193. In response to the above, a start signal ST is output. Note that the shift position sensor 167
Are duplicated, and two shift position signals SP
1 and SP2 are supplied to the master control CPU 272.
Further, if necessary, other sensors, for example, the accelerator sensor 165 may be duplicated.

The power supply control circuit 274 is a DCDC converter for converting a high-voltage DC voltage of the battery 194 into a low-voltage DC voltage for each circuit in the main ECU 210.
The power supply control circuit 274 also has a function as a monitoring circuit that monitors an abnormality of the master control CPU 272.

The engine ECU 240 controls the master control CP
The engine 150 is controlled according to the required engine output value PEreq given from U272. Engine ECU 24
From 0, the rotation speed REVen of the engine 150 is fed back to the master control CPU 272.

The motor main control CPU 262 sends the current request value I to the two motor control CPUs 264 and 266 according to the torque request values T1req and T2req for the motors MG1 and MG2 given from the master control CPU 272, respectively.
1req and I2req are supplied. Motor control CPU 264,
266 controls the drive circuits 191 and 192 according to the current request values I1req and I2req, respectively,
Drive MG2. From the rotation speed sensors of the motors MG1 and MG2, the rotation speeds REV1 and R
EV2 is fed back to the motor main control CPU 262. Note that the motor main control CPU 262 supplies the master control CPU 272 with the rotation speeds REV1 and REV2 of the motors MG1 and MG2 and the drive circuit 1 from the battery 194.
Current values IB to 91 and 192 are fed back.

The battery ECU 230 includes a battery 194
The charge state SOC of the battery 194 is monitored, and the charge request value CHreq of the battery
272. The master control CPU 272 determines the output of each prime mover in consideration of the required value CHreq. That is, when charging is required, engine 150 outputs a power larger than the output required for traveling, and a part of the power is distributed to the charging operation by first motor MG1.

The brake ECU 220 performs control to balance the hydraulic brake (not shown) and the regenerative brake by the second motor MG2. The reason for this is that, in this hybrid vehicle, the regenerative operation is performed by the second motor MG2 during braking, and the battery 194 is charged. Specifically, the brake ECU 220 inputs a regeneration request value REGreq to the master control CPU 272 based on the brake pressure BP from the brake sensor 163. The master control CPU 272 transmits the request value REGreq
, The operation of the motors MG1 and MG2 is determined, and the regeneration execution value REGprac is fed back to the brake ECU 220. The brake ECU 220 controls the amount of braking by the hydraulic brake to an appropriate value based on the difference between the regeneration execution value REGprac and the regeneration request value REGreq and the brake pressure BP.

As described above, the master control CPU 272
Determines the output of each of the prime movers 150, MG1 and MG2, and controls the ECU 240 and CPU 2
64, 266 with the required values. ECU 240 and CP
U264 and 266 control each prime mover according to the required value. As a result, the hybrid vehicle can travel by outputting appropriate power from the axle 112 according to the traveling state. When braking, the brake ECU 220
And the master control CPU 272 cooperate to control the operation of each prime mover and hydraulic brake. As a result, it is possible to realize braking that regenerates electric power and does not cause the driver to feel a sense of discomfort.

Four CPUs 272, 262, 264, 2
66 has a function of monitoring each other's abnormality using a so-called watchdog pulse WDP, and supplying a reset signal RES to the CPU to reset the CPU if the abnormality occurs in the CPU and the watchdog pulse stops. are doing. The abnormality of the master control CPU 272 is also monitored by the power supply control circuit 274.

An abnormality history registration circuit 280 registers a history of occurrence of an abnormality in the accelerator sensor 165 and the shift position sensor 167. An input port of the abnormality history registration circuit 280 has a reset signal RE transmitted and received between the master control CPU 272 and the motor main control CPU 262.
S1 and RES2 are input. Error history registration circuit 2
When these reset signals RES1 and RES2 are generated, the 80 stores them in an internal memory.

The master control CPU 272 and the abnormality history registration circuit 280 can make various requests and notifications to each other via the bidirectional communication wiring 214. Further, a bidirectional communication wiring 212 is provided between the master control CPU 272 and the motor main control CPU 262.

D. Determination of shift position: D-1. Configuration of Shift Position Sensor: FIG. 3 is an explanatory diagram showing the configuration of two types of shift position sensors 167a and 167b. First shift position sensor 1
67a is an output signal SP1 associated with the movement of the shift lever.
Is an analog sensor (for example, a potentiometer) that changes continuously. Second shift position sensor 167
b is a switch-type sensor composed of a plurality of position switches SW1 to SW6 provided corresponding to a plurality of position positions, and outputs a position switch signal SP2.

FIG. 4 shows two shift position sensors 1
It is explanatory drawing which shows the input-output characteristic of 67a, 167b. In the hybrid vehicle of this embodiment, five shift positions, a parking position (P position), a reverse position (R position), a neutral position (N position), a drive position (D position), and a brake position (B position) can be used. It is. Here, the B position means a driving mode in which the engine brake is more effective than the D position.

With respect to the analog sensor output signal SP1, as shown on the vertical axis of the graph, the effective signal level range for each shift position is defined in advance. In the example of this figure, the analog sensor output signal SP1
(Indicated by black circles) is at a level within the effective range of the P position. As the position switch signal (switch type sensor output signal) SP2, only the first switch SW1 indicating the P position is in the ON state (shown by a black circle). Thus, the shift position sensor 16
When both of the two types of sensors 167a and 167b constituting the normal operation are normally operating, the two types of sensors provide the same shift position.

In the example of this figure, the analog sensor output signal SP1 changes obliquely and linearly with respect to the change of the shift position on the horizontal axis, but the analog sensor output signal SP1 is changed stepwise. You may comprise.

D-2. Configuration of Shift Control Device: FIG. 5 is a block diagram showing the configuration of the shift control device mounted on the hybrid vehicle of FIG. Two sensors 167
The output signals SP1 and SP2 of a and 167b are input to the master control CPU 272. Master control CPU 272
Has a function as a shift position determination unit 272a,
It has a function as an abnormality detection determination unit 272b, a function as a stop state determination unit 272c, a function as an accelerator determination unit 272d, and a function as an activation control unit 272e. Further, the brake ECU 220 has a function as a brake determination unit 220a. The abnormality detection determination unit 272b determines whether abnormality has been detected for a specific shift position based on the output signals SP1 and SP2 from the two sensors 167a and 167b. The shift position determination unit 272a outputs the output signals SP1, S1
If the shift positions indicated by P2 match, the shift position is determined under predetermined conditions. The stop state determination unit 272c calculates the rotation speed of the motor MG2 provided by the motor
The rotation speed of the axle 112, that is, the vehicle speed is obtained, and it is determined whether or not the vehicle is in a stopped state. Accelerator determination unit 272d
Determines whether the driver is performing an accelerator operation based on the output signal AP from the accelerator sensor 165. The activation control unit 272e controls activation of the system main relay 193 and the engine 150 in the power system 300. The brake determination unit 220a determines whether the driver is performing a brake operation based on the output signal BP from the brake sensor 163. Each of these parts 2
The functions of 72a to 272e and 220a correspond to an RO (not shown).
M stored in the master control CPU 272,
This is realized by the execution of the brake ECU 220.

D-3. Abnormality detection determination processing: FIG. 6 is a flowchart showing a processing procedure of abnormality detection determination processing by the shift control device shown in FIG. When the process illustrated in FIG. 6 is started, the abnormality detection determination unit 272b outputs the output signal SP1 from the first shift position sensor 167a that is an analog sensor and the output signal from the second shift position sensor 167b that is a switch type sensor. Input the signal SP2,
Based on these output signals SP1 and SP2, it is determined whether or not abnormality has been detected for a specific shift position sensor (step S102). If it is determined that abnormality has been detected, the output signals SP1 and SP2 Then, what kind of abnormal event the detected abnormality belongs to is determined. If it is determined that the abnormality has not been detected, the process of step S102 is repeated.

In principle, when the shift position indicated by the output signal SP1 from the analog sensor 167a does not match the shift position indicated by the output signal SP2 from the switch type sensor 167b, it is determined that an abnormality has been detected. I do.

The following four events (# 1 to # 4) are representative of abnormal events of the shift position sensor.
Is mentioned.

FIG. 7 is an explanatory diagram showing an abnormal event # 1 of the shift position sensor (such as a disconnection of the analog sensor 167a). In this example, the actual shift lever is in the P position, and the switch-type sensor output signal SP2 correctly points to the P position.
Does not output any output signal SP1 due to abnormalities such as disconnection, ground (GND) short circuit, power supply wraparound, and the shift positions indicated by the output signals SP1 and SP2 do not match. In this case, since the signal SP1 from the analog sensor 167a is not output, the abnormality detection determination unit 272b can immediately determine that the analog sensor 167a is disconnected or the like.

FIG. 8 is an explanatory diagram showing an abnormal event # 2 of the shift position sensor (ON abnormality of the switch type sensor 167b). In this example, the actual shift lever is in the D position, and the analog sensor output signal SP1 correctly points to the D position.
Of the switches 7b, the switch SW1 is always turned on (that is, turned on abnormally) due to an abnormality such as a GND short circuit, and the output signal SP2 indicates the P position in addition to the D position. Therefore, the shift positions indicated by the output signals SP1 and SP2 match at the D position but do not match at the P position. In this case, since the output signal SP2 from the switch type sensor 167b indicates two positions, the abnormality detection determination unit 272b can immediately determine that the switch type sensor 167b is ON abnormal.

However, for example, when the actual shift lever is in the P position and the switch SW1 is abnormally turned on, the output signal SP2 indicates only the P position. Until moving to another position, the abnormality detection determination unit 272b
Cannot determine that there is an ON abnormality.

FIG. 9 is an explanatory diagram showing abnormal event # 3 (shift of analog sensor output) of shift position sensor 167. In this example, the characteristic of the actual analog sensor output signal SP1 'is shifted upward from the characteristic of the correct signal SP1. In particular, the shift amount is large near the P position, and the shift amount decreases as the position approaches the B position on the opposite side of the P position. Although the actual shift lever is in the P position, the switch-type sensor output signal SP2 correctly indicates that it is in the P position, but the analog sensor output signal SP1 is output but is in an invalid range. Therefore, the shift positions indicated by the output signals SP1 and SP2 do not match for the P position. In this case, although the signal SP1 is output from the analog sensor 167a, since the shift position indicated by the output signal SP1 does not match the shift position indicated by the output signal SP2, the abnormality detection determination unit 272b outputs 1
It can be immediately determined that the output of 67a is shifted.

FIG. 10 shows an abnormal event # 4 of the shift position sensor 167 (OFF abnormality of the switch type sensor 167b).
FIG. In this example, the actual shift lever is in the P position and the analog sensor output signal SP
1 correctly indicates the P position, but among the switch type sensors 167b, the switch SW1 is always in an off state (that is, an abnormal OFF state) due to a failure such as disconnection or power supply wraparound, and the output signal SP2 does not output any signal for the P position. Not done. Therefore, the shift positions indicated by the output signals SP1 and SP2 do not match for the P position.

Generally, for a certain shift position,
Comparing the mechanical detection width H1 of the analog sensor 167a with the mechanical detection width H2 of the switch-type sensor 167b, the mechanical detection width H1 of the analog sensor 167a is larger. This is because the variation in the analog sensor 167a is larger, and the detection width H1 is increased in consideration of the variation.

For this reason, even if the switch type sensor 167b does not cause the OFF abnormality, if the analog sensor output signal SP1 indicates a certain shift position, the switch type sensor output signal SP2 does not indicate the shift position. It is possible.

Therefore, in order to reliably determine whether or not the switch-type sensor 167b has an off abnormality, the present embodiment uses the following determination method for the off abnormality.

That is, although the analog sensor output signal SP1 indicates a certain shift position (for example, P position), the abnormality detection determination unit 272b indicates that the switch-type sensor output signal SP2 indicates any shift position. When it is detected that the P-position has not occurred (that is, when there is a possibility that an OFF abnormality has occurred in the P position), first, the internal counter is cleared to zero. Then, the driver moves the shift lever from the current shift position (P position) to another non-adjacent shift position (eg, N position), and the analog sensor output signal SP1 indicates the shift position (N position). The switch-type sensor output signal SP2 also indicates the shift position (N position), and the shift position determination unit 272a outputs the shift position (N
When the shift position is determined for (position), the abnormality detection determination unit 272b counts 1 with an internal counter.

Subsequently, the driver returns the shift lever from the current shift position (N position) to a shift position (that is, a P position) where an OFF abnormality may have occurred. The analog sensor output signal SP1 indicates the shift position (P
Position), but it is again detected that the switch-type sensor output signal SP2 does not indicate any shift position, and thereafter, the driver does not move the shift lever again from the current shift position (P position). It is moved to another shift position (N position), the analog sensor output signal SP1 indicates the shift position (N position), the switch type sensor output signal SP2 also indicates the shift position (N position), and the shift position determination unit 272a However, when the shift position is determined again for the shift position (N position), the abnormality detection determination unit 272b counts 2 with an internal counter.

Thereafter, the above operation is repeated, and when the counter counts 5, the abnormality detection judging section 272b at that time.
Determines that the switch-type sensor 167b has an off abnormality with respect to the shift position (P position). However, when the switch-type sensor output signal SP2 indicates the shift position in the shift position (that is, the P position) where the OFF abnormality may have occurred by the time the counter counts 5, abnormality detection is performed. The determination unit 272b clears the value of the counter.

As described above, the switch type sensor 16
7b is reliably determined whether or not an off abnormality has occurred. Until the abnormality detection determination unit 272b determines that an OFF abnormality has occurred, the shift position determination unit 272a determines the shift position of a shift position that may have an OFF abnormality. No shift position is determined for other shift positions as usual.

The shift positions that are not adjacent to each other are as follows.

That is, for the P position, N, D,
Or B position, and for R position,
The position is D or B position, the N position is P or B position, the D position is P or R position, and the B position is P, R or N position.

As described above, in order to determine whether or not the switch-type sensor 167b has caused the OFF abnormality, the shift position which is likely to have the OFF abnormality is not positioned adjacent to the shift position, but is determined to be adjacent to the shift position. The condition that the shift lever is moved to a position that does not match is a condition for confirming that the driver is consciously moving the shift lever, not unconsciously.

Returning to FIG. 6, when an abnormal event is determined as described above, the abnormality detection determining unit 272b determines whether the abnormal event corresponds to a specific abnormal event (step S104). . The specific abnormal events are abnormal events # 3 and # 4 among the above four abnormal events.

If it is determined that the event does not correspond to a specific abnormal event, that is, if it is abnormal event # 1 or # 2, the abnormality detection determination unit 272b sends a signal to the shift position determination unit 272a.
An instruction is given to stop the shift position determination process in the subsequent shift position determination unit 272a (step S1).
08). As a result, when it is determined that the event is the abnormal event # 1 or # 2, the shift position is not fixed for any shift position thereafter.

The reason why the shift position is not fixed when the abnormal event # 1 or # 2 occurs as described above is as follows. As described above, the abnormal event # 1 is a disconnection of the analog sensor 167a, and the abnormal event # 2 is an ON abnormality of the switch type sensor 167b. In the case of the disconnection of the analog sensor 167a or the like, it is possible to detect that not only the specific shift position but also all the shift positions are abnormal. Therefore, even if the shift position determining process is continued, it is not expected that the shift position is determined accurately. Because.

If the switch sensor 167b is abnormally turned on, the output signal SP2 from the switch sensor 167b indicates two or more positions, so that it cannot be specified to one position. This is because even if the one position is determined by the detection result of the analog sensor 167a, since the analog sensor 167a has a large variation, it is not reliable to rely on the detection result of the analog sensor 167a.

On the other hand, if it is determined that the event corresponds to a specific abnormal event, that is, if the event is abnormal event # 3 or # 4, the abnormality detection determining unit 272b sends to the shift position determining unit 272a the identification that the abnormality has been detected. An abnormality detection flag is set for the shift position (step S10).
6) The specific shift position is set as an abnormal shift position, and the other shift positions are set as normal shift positions. As a result, when it is determined that the event is the abnormal event # 3 or # 4, as described later, the shift position is determined only for the normal shift position under certain conditions.

The reason for allowing the shift position to be fixed when the abnormal event # 3 or # 4 has occurred is as follows. Abnormal event # 3 is a shift of the analog sensor output as described above, and abnormal event # 4
Is an off abnormality of the switch type sensor 167b. In the case of the shift of the analog sensor output, the analog sensor output signal SP1 is in an invalid range for a shift position with a large shift amount (abnormal shift position), but the analog sensor output signal SP1 and the switch are not used for other normal shift positions. Type sensor output signal SP2
This is because both are normally output and the shift position can be determined accurately.

If the switch sensor 167b is abnormally OFF, the switch sensor output signal SP2 is output only for the shift position (abnormal shift position) of the switch sensor 167b corresponding to the switch in which the OFF abnormality has occurred. This is because the analog shift sensor output signal SP1 and the switch-type sensor output signal SP2 are normally output for the other normal shift positions, and the shift position can be determined accurately.

Incidentally, the above-mentioned abnormal event # 1, that is,
When the analog sensor 167a is disconnected, a normal signal cannot be obtained as the output signal SP1 from the analog sensor 167a. However, since the switch type sensor 167b is irrelevant to the analog sensor 167a, all switches are normal. Then, a normal signal can be obtained for each shift position as the output signal SP2. Further, the switch type sensor 167b is
Each shift position can be detected with high accuracy without the variation shown in FIG. Therefore, even in the case of the abnormal event # 1, if it is confirmed that all the switches of the switch type sensor 167b are normal, it is considered that the shift position can be accurately determined only by the switch type sensor output signal SP2. Can be

Therefore, steps S104 and S10 in FIG.
In 6, the following processing may be added.

That is, even when the abnormality detection determination unit 272b determines in step S104 that the determined abnormal event does not correspond to a specific abnormal event, if the abnormal event is the abnormal event # 1, Switch type sensor 16
It is determined whether all the switches of 7b are normal. If it is determined that the shift position is normal, the abnormality detection determination unit 272b sets an abnormality detection flag to the shift position determination unit 272a in step S106, but sets all shift positions to normal shift positions instead of abnormal shift positions. Position. As a result, even if the event is the abnormal event # 1, the switch type sensor 167
If it is confirmed that b is normal, then as in the case of the specific abnormal event (# 3, # 4), thereafter, the normal shift position (in this case, all shift positions)
, The shift position is determined under certain conditions.

Therefore, by adding such processing, even if the analog sensor 167a has an abnormality such as a disconnection, if the switch type sensor 167b is normal, the shift position determination processing is not interrupted. The shift position can be determined for the normal shift position.

D-4. Shift position confirmation process: Fig. 1
1 is a flowchart showing a first specific example of the shift position determination processing by the shift control device shown in FIG.
When the processing shown in FIG. 11 is started in parallel with the abnormality detection determination processing shown in FIG.
As for a, the output signal SP1 from the analog sensor 167a and the output signal SP2 from the switch type sensor 167b are input, and it is determined whether or not the shift positions indicated by these output signals SP1 and SP2 match each other (step S112). . If it is determined that they do not match, the process of step S112 is repeated, and the process waits until the values match. However, if the abnormality detection determination unit 272b instructs the shift position determination unit 272a to stop the shift position determination process during step S108 illustrated in FIG. 6, the process illustrated in FIG. 11 is immediately stopped. Is done.

On the other hand, if it is determined that the shift positions match, the shift position determination section 272a
Determines whether an abnormality detection flag is set for any of the shift positions (step S114).
If it is determined that the abnormality detection flag is not set, no abnormality is detected for any of the shift positions, and the shift position determination unit 272a determines whether the shift position indicated by the input output signals SP1 and SP2 is The shift position is determined (step S122).

On the other hand, if it is determined in step S114 that the abnormality detection flag has been set for any of the shift positions, the shift position determination section 272
“a” detects which shift position the abnormality detection flag stands for, and recognizes which shift position the abnormal shift position is. And
The shift position determination unit 272a confirms that the shift positions indicated by the input output signals SP1 and SP2 are not abnormal shift positions but normal shift positions (step S116).

Next, the stop state determination section 272c obtains the rotation speed of the axle 112, that is, the vehicle speed from REV2 indicating the rotation speed of the motor MG2 provided by the motor main control CPU 262, and the vehicle is in the stop state. It is determined whether or not (step S118). As a result of the judgment,
If it is determined that the vehicle is in the traveling state, the shift position determination unit 272a outputs the output signal S
The shift position is determined for the shift position indicated by both P1 and SP2 (step S122).

As a result, when the vehicle is in a running state, if the shift positions indicated by the output signals SP1 and SP2 match, the shift position is unconditionally determined.

On the other hand, if it is determined that the vehicle is in a stopped state, the shift position determination unit 272a instructs the brake determination unit 220a of the brake ECU 220 to
The brake determination unit 220a includes the brake sensor 163
It is determined whether or not the driver is performing a brake operation (that is, whether or not the driver is stepping on the brake pedal) based on the output signal BP from (step S120).

As a result of the determination, the shift position determination section 27
2a, when it is determined that the brake operation has been performed, the shift position is determined for the shift position indicated by both the input output signals SP1 and SP2 (step S122). If it is determined that the brake operation has not been performed, the shift position is not determined and the process returns to step S112.

Thus, the shift position determination section 272
a, when the shift position is determined, the control according to the shift position is performed by the master control unit 27.
0, the motor control unit 260, the ECU 240, and the like.

As described above, in this embodiment, even if an abnormality is detected for a specific shift position, the shift position can be confirmed under a certain condition for a normal shift position. That is, when the vehicle is in a stopped state, if it is confirmed that the driver is performing the brake operation, even if a new shift control is performed, there is no danger that the vehicle will start moving. To admit. Further, if the vehicle is in a running state, it is difficult to request a brake operation as in a stopped state, so that the shift position is confirmed as it is for a normal shift position.

Therefore, according to the present embodiment, even if an abnormality is detected for a specific shift position, it is possible to perform appropriate shift control for a normal shift position while ensuring safety during a stop state. When the vehicle is in the traveling state, the shift control can be appropriately performed while maintaining the traveling state.

FIG. 12 is a flowchart showing a second specific example of the shift position determination processing by the shift control device shown in FIG. The second specific example shown in FIG. 12 is different from the first specific example shown in FIG. 11 in that a condition for newly establishing a shift position when the vehicle is in a stopped state is determined by a driver. This is a point that the accelerator operation is requested in addition to the brake operation.

In FIG. 12, the processing up to step S118 is the same as the processing shown in FIG. 11, and a description thereof will be omitted. If it is determined in step S118 that the vehicle is in a stopped state, the shift position determination unit 272a
Is a brake determination unit 220a of the brake ECU 220,
And the accelerator determination unit 272d, respectively, and the brake determination unit 220a of the brake ECU 220
Based on the output signal BP from the brake sensor 163,
It is determined whether or not the driver is performing the brake operation (step S120), and the accelerator determination unit 272d determines whether or not the driver is performing the accelerator operation based on the output signal AP from the accelerator sensor 165. (That is,
It is determined whether the driver has depressed the accelerator pedal (step S124).

As a result of the above determination, the shift position determination section 272a determines whether or not the brake operation has been performed and the accelerator operation has not been performed.
The shift position is determined for the shift position indicated by both the input output signals SP1 and SP2 (step S122). In other cases, the shift position is not fixed, and the process returns to step S112.

As described above, if it is confirmed that the driver has performed the brake operation and it is confirmed that the accelerator operation has not been performed, the possibility that the vehicle starts moving is further reduced. Appropriate shift control can be performed while ensuring high safety.

FIG. 13 is a flowchart showing a third specific example of the shift position determination processing by the shift control device shown in FIG. The third specific example shown in FIG. 13 is different from the second specific example shown in FIG. 12 in that when the vehicle is in a stopped state, the conditions for determining the shift position are determined for the P position and the N position. (I.e., no brake operation or accelerator non-operation by the driver) is imposed.

In FIG. 13, the processing up to step S118 is the same as the processing shown in FIG. 11 or FIG. If it is determined in step S118 that the vehicle is in the stopped state, the shift position determination unit 272a outputs the input output signals SP1, SP2
Is the P position or N
It is determined whether or not it is a position (step S12)
6). As a result of the determination, when it is determined that the current position is the P position or the N position, the output signals SP1,
The shift position is determined for the shift position indicated by SP2 (step S122).

On the other hand, if it is determined that the position is neither the P position nor the N position, the brake determining unit 220a
Next, it is determined whether or not the driver is performing a brake operation (step S120), and the accelerator determination unit 27
2d, it is determined whether or not the driver is performing an accelerator operation. Only when it is determined that the brake operation is performed and the accelerator operation is not performed, the shift position determination unit 272a outputs the output signal SP1, The shift position is determined for the shift position indicated by SP2 (step S122).

As described above, in this specific example, even when an abnormality is detected for a specific shift position, P
When the position and the N position are the normal shift positions, the axle is mechanically fixed in the P position, and power is not transmitted to the axle in the N position. Even if the shift control is performed, there is no possibility that the vehicle starts to move, and thus the shift position is confirmed.

Therefore, according to this specific example, even when an abnormality is detected for a specific shift position, if the P position or the N position is a normal shift position in the stop state, the shift position is not properly adjusted. Shift control can be performed.

In the specific example shown in FIG. 13, shift positions other than the P position and the N position are imposed on the condition that the accelerator is not operated, as in the specific example of FIG. As in a specific example, this condition may be removed.

FIG. 14 is a flowchart showing a fourth specific example of the shift position determination processing by the shift control device shown in FIG. The fourth specific example shown in FIG. 14 is different from the third specific example shown in FIG. 13 in that, for the P position and the N position, only the driver does not operate the accelerator and the shift position is determined. This is the point that was imposed.

In FIG. 14, the processing up to step S118 is the same as the processing shown in FIG. 11 or 12, and a description thereof will be omitted. If it is determined in step S118 that the vehicle is in the stopped state, the shift position determination unit 272a outputs the input output signals SP1, SP2
Is the P position or N
It is determined whether or not it is a position (step S12)
6). As a result of the determination, if it is determined that the position is the P position or the N position, the shift position determination unit 27
2a instructs the accelerator determination unit 272d to cause the accelerator determination unit 272d to determine whether or not the driver is performing an accelerator operation based on the output signal AP from the accelerator sensor 165 (step S124).

If it is determined that the accelerator operation has not been performed, the shift position determination section 272a
The shift position is determined for the shift position indicated by both the input output signals SP1 and SP2 (step S122). Conversely, if it is determined that the accelerator operation has been performed, the shift position is not determined and the process returns to step S112.

As described above, if it is confirmed that the accelerator operation is not performed by the driver, the possibility that the vehicle starts moving is further reduced, so that appropriate shift control is performed while ensuring higher safety. Can be.

D-5. Startup process: By the way, in the hybrid vehicle, when the shift position is the N position, the torque of the engine 150 and the torque of the motor MG1 are set to zero to maintain the neutral state. However, when the driver first inserts the ignition key 162 into the ignition switch 161, the power system 300
When starting the engine, the engine 1
Since the rotation speed of the motor 50 becomes unstable, it is not possible to control the torque of the motor MG1 in accordance with the rotation speed of the engine 150. Therefore, the activation of the power system 300 at the N position is not permitted. Therefore, the activation of the power system 300 is performed only when the shift position is at the P position (that is, when the P position is determined).

However, if an abnormality is detected in the P position, the P position will not be determined, so that the power system 300 cannot be started at all.

Accordingly, in this embodiment, the power system 30
In activating 0, if an abnormality is detected in the P position, activation in the N position is permitted instead of the P position.

In addition, the above abnormalities are caused by abnormal events # 1 and # 2.
In the case of, the shift position determination process itself is stopped, so that not only the P position but also the N position
Starting in a position is also impossible.

Accordingly, in this embodiment, the power system 30
In activating 0, if an abnormal event # 1 or # 2 has occurred, the shift position is confirmed only once for the P position, and the P position can be activated. However, this is based on the premise that the hybrid vehicle itself has a configuration in which the ignition key 162 can be removed from the ignition switch 161 only when the shift position is at the P position. That is, in this configuration, when the ignition key 162 is removed, the shift position is always at the P position. This is because it is guaranteed that

Then, such a power system 300
Will be described with reference to FIG.

FIG. 15 is a flowchart showing a procedure of a start process by the shift control device shown in FIG. When the driver inserts the ignition key 162 into the ignition switch 161 and switches the ignition switch 161 to the “on” position and turns it on,
The master control CPU 272 is activated, and the processing shown in FIG. 15 is started in parallel with the abnormality detection determination processing shown in FIG.

The activation control unit 272e first checks with the shift position determination unit 272a whether the abnormality detection determination unit 272b has instructed the shift position determination unit 272a to stop the shift position determination processing (step S130).

If the stop is not instructed, the shift position determination processing shown in FIGS. 11 to 14 is being performed in parallel. Therefore, the activation control unit 272
Next, the shift position determination unit 272a determines whether the abnormality detection flag is set for the P position.
(Step S132). If the abnormality detection flag is not set for the P position, that is, if no abnormality is detected, it is further confirmed whether the P position is determined (step S1).
34), based on the ignition switch signal IG from the ignition switch 161, it is determined whether or not the ignition switch 161 has been further switched from the "on" position to the "start" position (step S1).
36). If it has not been switched, it waits until it is switched. When the switching has been performed, the activation control unit 272e sends the power system 30
In addition to controlling the system main relay 193 to be turned on (step S138), the control unit 193 issues an instruction to start the engine 150 to the engine ECU 240 and the motor main control CPU 262 (step S140). When the system main relay 193 is turned on, the battery 194 is connected to the drive circuits 191 and 192, auxiliary equipment, and the like, and power is supplied to them. Further, as described above, the motor main control CPU 262 and the engine 150 power the motor MG <b> 1, motor the engine 150 with the torque, and start the engine 150.

As described above, when the abnormality is not detected in the P position, that is, when the P position is the normal shift position, the normal startup processing is performed.

On the other hand, in step S132, if the abnormality detection flag is set for the P position, that is, if it is confirmed that abnormality has been detected, the activation control unit 272e waits until the N position is determined. (Step S142). Then, when the driver shifts the shift lever from the P position to the N position and confirms that the N position has been determined by the shift position determination unit 272a, the activation control unit 272e starts the ignition from the ignition switch 161. It is determined whether or not the ignition switch 161 has been switched from the “on” position to the “start” position based on the switch signal IG (step S1).
44). If it has not been switched, it waits until it is switched. When the switching has been performed, the activation control unit 272e sends the power system 30
The system main relay 193 of 0 is controlled to be turned on (step S146). However, in this case, the startup processing of the engine 150 as described above is not performed.

[0139] In the hybrid vehicle, when the engine 150 is operating when the position is determined at the N position, the motor MG is controlled to prevent transmission of torque to the axle.
1 and the motor MG2 are not driven. In starting the power system 300 at the N position, the engine 150 is not started.

As described above, even if an abnormality is detected for the P position, if the N position is a normal shift position and the shift position is determined for the N position, the position is replaced with the P position. By permitting activation at the N position, it is possible to avoid a situation in which the power system 300 is not activated at all.

In this case, if there are normal shift positions other than the N position, it is possible to switch to the normal shift positions after the power system 300 is started. For example, if the D position is also in the normal shift position, the driver moves the shift lever from the N position to the D position.
By moving to the position, the vehicle can be driven by the motor MG2 or the like. In this case, after traveling, the engine 150 that has not been started when the power system 300 is started is also started, if necessary.

By the way, the shift position determination section 272
When a determines the N position described above, FIG.
When the shift position determination processing shown in FIG. That is, for example, the driver releases the brake pedal (does not perform the brake operation) and depresses the accelerator pedal (while performing the accelerator operation).
Even if the shift lever is moved from the P position to the N position, the shift position determination unit 272a determines the shift position for the N position. afterwards,
When the driver turns the ignition key 162 and the ignition switch 161 is switched to the “start” position, the activation control unit 272 e activates the system main relay 19.
3 is turned on, and the power system 300 is started. However, even if the driver further moves the shift lever to the D position in the above state, the driver does not depress the brake pedal (performs the brake operation) and does not release the accelerator pedal (performs the accelerator operation). Since there is no,
The shift position determination unit 272a does not determine the shift position for the D position. Therefore, in such a case, the power system 300 is activated,
The vehicle does not run away.

Returning to FIG. 15, if it is confirmed in step S130 that the stop of the shift position determination processing has been instructed, the shift position determination section 272a outputs the output signal S from the analog sensor 167a.
P1 and output signal SP2 from switch type sensor 167b
, The shift position is determined for the P position (step S148). Next, in response to this, the activation control unit 272e sets the shift position determination unit 2
After checking the contents of the output signals SP1 and SP2 for the 72a (step S150), the ignition switch 161 is determined based on the ignition switch signal IG from the ignition switch 161.
Is switched from the "on" position to the "start" position (step S152). If it has not been switched, it waits until it is switched. However, while waiting, the shift lever was moved from the P position by the driver, whereby the content of any of the output signals SP1 and SP2 from the analog sensor 167a and the switch type sensor 167b changed. In this case, the activation control unit 272e immediately ends the processing.

However, the P position is determined (step S
148) If the ignition lever 161 is switched to the "start" position without moving the shift lever later, the activation control unit 272e outputs the activation signal ST.
Thereby, the system main relay 193 of the power system 300 is controlled and turned on (step S138), and the engine ECU 240 and the motor main control CPU 262 are controlled.
, An instruction to start engine 150 is issued (step S140). As a result, the power system 300 can be started even when the shift determination process is stopped.

However, in this case, since the shift confirmation process has been stopped, even if the driver shifts the shift lever from the P position to, for example, the D position after the power system 300 is started, the D position is not changed. Is not determined, the vehicle cannot be driven. However, when the power system 300 is activated, auxiliary equipment such as an air conditioner can be driven, so that the environment in the vehicle can be maintained as usual.

As described above, when the power system 300 is started, even if the abnormal event # 1 or # 2 occurs and the shift position determination process is stopped, the shift position is determined only once for the P position. In recognition, since the start-up at the P position is enabled, it becomes possible to drive auxiliary equipment such as an air conditioner.

E. Modifications: The present invention is not limited to the above-described examples and embodiments, and can be carried out in various modes without departing from the gist thereof. For example, the following modifications are also possible. is there.

E-1. Modified Example 1: In each of the above embodiments, the power of the engine is connected to the first shaft using the planetary gears.
Although the so-called mechanical distribution type hybrid vehicle which distributes power to the motor MG1 has been described, the present invention relates to a so-called electric distribution type hybrid vehicle which electrically distributes engine power using a motor / generator without using a planetary gear. It is also applicable to vehicles. The electric distribution type hybrid vehicle is disclosed in, for example, Japanese Patent Application Laid-Open No. 9-46965, which has been disclosed by the present applicant, and a description thereof will be omitted.

The present invention can be applied to various vehicles other than hybrid vehicles (for example, ordinary gasoline vehicles, diesel vehicles, methanol vehicles, electric vehicles, etc.), airplanes, ships, and the like. It is possible. That is, the present invention includes a shift position sensor,
The present invention is applicable to a moving body using two prime movers. further,
The present invention can be applied to control other than the moving object.

E-2. Modification 2 In the above embodiment, the first
Although the analog sensor is used as the shift position sensor and the switch sensor is used as the second shift position sensor, a switch sensor may be used for both the first and second shift position sensors. As described above, when the switch type sensor is used for both the first and second shift position sensors, the switch type sensor can detect the shift position with higher accuracy because the detection accuracy is relatively high. In the case of an analog sensor, if a disconnection occurs, no signal is output.However, in the case of a switch type sensor, since each switch is independent, even if a disconnection occurs, it may spread to other switches. In addition, since a normal signal can be output for a switch in which a disconnection or the like does not occur, the reliability is further improved when a switch-type sensor is used for both the first and second shift position sensors.

In the above-described embodiment, when the shift lever is in a certain shift position, each switch of the switch-type sensor turns on a switch corresponding to the shift position and turns off a switch that does not correspond to the shift position. However, conversely, a configuration may be employed in which a switch corresponding to the shift position is turned off and a switch corresponding to the shift position is turned on. In this case, the above-mentioned ON abnormality and OFF abnormality of the switch-type sensor are formally exchanged.

[Brief description of the drawings]

FIG. 1 is an explanatory diagram showing an overall configuration of a hybrid vehicle including a shift control device as one embodiment of the present invention.

FIG. 2 is a block diagram showing a more detailed configuration of the control system 200.

FIG. 3 shows two types of shift position sensors 167a and 167a.
It is explanatory drawing which shows the structure of 67b.

FIG. 4 shows two shift position sensors 167a and 16
It is explanatory drawing which shows the input-output characteristic of 7b.

FIG. 5 is a block diagram illustrating a configuration of a shift control device mounted on the hybrid vehicle of FIG. 1;

6 is a flowchart showing a processing procedure of an abnormality detection determination process by the shift control device shown in FIG.

FIG. 7 is an explanatory diagram showing an abnormal event # 1 of the shift position sensor (such as a disconnection of the analog sensor 167a).

FIG. 8 is an explanatory diagram showing an abnormal event # 2 of the shift position sensor (ON abnormality of the switch type sensor 167b).

FIG. 9 is an abnormal event # 3 of the shift position sensor 167.
FIG. 7 is an explanatory diagram showing (shift of analog sensor output).

FIG. 10 shows an abnormal event # of the shift position sensor 167.
FIG. 4 is an explanatory diagram showing No. 4 (OFF abnormality of the switch type sensor 167b).

FIG. 11 is a flowchart illustrating a first specific example of a shift position determination process performed by the shift control device illustrated in FIG. 5;

FIG. 12 is a flowchart illustrating a second specific example of the shift position determination process performed by the shift control device illustrated in FIG. 5;

FIG. 13 is a flowchart illustrating a third specific example of the shift position determination process performed by the shift control device illustrated in FIG. 5;

FIG. 14 is a flowchart showing a fourth specific example of the shift position determination processing by the shift control device shown in FIG. 5;

FIG. 15 is a flowchart showing a procedure of a startup process by the shift control device shown in FIG. 5;

[Explanation of symbols]

 112 ... axle 114 ... differential gear 116R, 116L ... wheel 119 ... case 120 ... planetary gear 121 ... sun gear 122 ... ring gear 123 ... planetary pinion gear 124 ... planetary carrier 125 ... sun gear shaft 126 ... ring gear shaft 127 ... planetary carrier shaft 129 ... chain belt 130 ... Dampers 131,141 ... Three-phase coils 132,142 ... Rotor 133,143 ... Stator 144 ... Rotation speed sensor 149 ... Battery 150 ... Engine 156 ... Crankshaft 161 ... Ignition switch 162 ... Ignition key 163 ... Brake sensor 165 ... Accelerator sensor 167: shift position sensor 167a: analog sensor 167b: switch type sensor 191, 192: drive circuit 1 3 System main relay 194 Battery 196 Battery sensor 200 Control system 210 Main ECU 212 Bidirectional communication wiring 214 Bidirectional communication wiring 220 Brake ECU 220a Brake determination unit 230 Battery ECU 240 Engine ECU 260 ... Motor control unit 262 ... Motor main control CPU 264,266 ... Motor control CPU 270 ... Master control unit 272 ... Master control CPU 272a ... Shift position determination unit 272b ... Abnormal detection determination unit 272c ... Stop state determination unit 272d ... Accelerator determination unit 272e start control unit 274 power supply control circuit 280 abnormality history registration circuit 300 power system MG1 first motor MG2 second motor

 ──────────────────────────────────────────────────続 き Continued on the front page F-term (reference) AA07 BA10 CB08 DA06 DA12 DA13 DB05 DB12 DB15 EC02

Claims (14)

[Claims] 1. A first method for detecting a shift position.
And a shift control device mounted on a moving body including a second shift position sensor and determining a shift position based on a detection signal from the first and second shift position sensors, wherein the moving body is in a stopped state. Stop state determining means for determining whether or not the vehicle is in the vehicle; brake determining means for determining whether or not a driver is performing a brake operation on the moving body; When one of the detection signals indicates a specific shift position but the other does not indicate the specific shift position, it is determined that an abnormality has been detected for the specific shift position, and the specific shift position is determined to be abnormal shift. Abnormality detection determining means for setting a normal shift position to a shift position and other shift positions; In the case where it is determined by the stop state determination unit that the vehicle is in the stop state, and when the abnormality detection determination unit determines that abnormality has been detected, the first and second shift position sensors are used for the normal shift position. The shift signal determination means determines the shift position when the brake determination means determines that the brake operation is being performed. Control device. 2. The shift control device according to claim 1, further comprising: an accelerator determination unit that determines whether or not the driver is performing an accelerator operation on the moving body. In the normal shift position, the detection signals from the first and second shift position sensors both indicate the shift position, and it is determined that the brake operation is being performed by the brake determining means, and A shift control device, wherein the shift position is determined when the accelerator determining means determines that an accelerator operation has not been performed. 3. A shift unit mounted on a moving body having at least first and second shift position sensors for detecting a shift position, and based on a detection signal from the first and second shift position sensors. A shift control device for determining, wherein a stop state determination unit that determines whether the moving body is in a stop state, and one of detection signals from the first and second shift position sensors is a specific one. When the shift position is indicated, but the other does not indicate the specific shift position, it is determined that an abnormality is detected for the specific shift position, the specific shift position is determined to be an abnormal shift position, and the other shift positions are determined to be normal. Abnormality detection determining means for setting the shift position, and a stop state by the stop state determining means When it is determined that the abnormality is detected by the abnormality detection determination unit, the normal shift position includes at least one of the parking position and the neutral position. For the shift position, when the detection signals from the first and second shift position sensors both indicate the shift position,
A shift control device comprising: a shift position determination unit that determines the shift position. 4. The shift control device according to claim 3, further comprising: an accelerator determination unit configured to determine whether or not the driver is performing an accelerator operation on the moving body. After the parking position and the neutral position, for shift positions included in the normal shift position, detection signals from the first and second shift position sensors both indicate the shift position, and A shift control device, wherein the shift position is determined when the accelerator determining means determines that an accelerator operation has not been performed. 5. A shift unit mounted on a moving body having at least first and second shift position sensors for detecting a shift position, and for determining a shift position based on a detection signal from the first and second shift position sensors. A shift control device for determining, wherein a stop state determination unit that determines whether the moving body is in a stop state, and one of detection signals from the first and second shift position sensors is a specific one. When the shift position is indicated, but the other does not indicate the specific shift position, it is determined that an abnormality is detected for the specific shift position, the specific shift position is determined to be an abnormal shift position, and the other shift positions are determined to be normal. Abnormality detection determining means for setting the shift position, and a stop state by the stop state determining means If it is determined that the normal shift position has not been detected by the abnormality detection determining means, the detection signals from the first and second shift position sensors are both the same for the normal shift position. And a shift position determining means for determining the shift position when indicating a shift position. 6. The shift control device according to claim 1, wherein the first shift position sensor outputs a plurality of switch signals indicating a shift position as the detection signal. A shift control device, comprising: a switch-type sensor including a plurality of switches, wherein the second shift position sensor is an analog sensor that outputs an analog output signal indicating a shift position as the detection signal. 7. The shift control device according to claim 6, wherein the abnormality detection determination unit is configured to determine that the analog sensor has an abnormality but the switch-type sensor has no abnormality. Even when it is determined that an abnormality has been detected for a specific shift position, the specific shift position is not regarded as an abnormal shift position, and is set to a normal shift position. A shift control device, wherein the shift position is determined using only a detection signal from the switch-type sensor without using a signal. 8. The shift control device according to claim 1, wherein the first and second shift position sensors are:
A shift control device comprising: a switch-type sensor including a plurality of switches that output a plurality of switch signals indicating a shift position as the detection signal. 9. A shift control method for determining a shift position based on detection signals from first and second shift position sensors for detecting a shift position mounted on a moving body, comprising: A step of determining whether or not the moving body is in a stopped state; (b) a step of determining whether or not a driver is performing a brake operation on the moving body; and (c) the first and second steps. If one of the detection signals from the shift position sensor 2 indicates a specific shift position but the other does not indicate the specific shift position, it is determined that an abnormality has been detected for the specific shift position, Setting the specific shift position to an abnormal shift position and setting the other shift positions to a normal shift position; and (d) the step (a). In the case where it is determined that the vehicle is in the stop state, when it is determined that the abnormality is detected in the step (c), the detection signals from the first and second shift position sensors are detected for the normal shift position. Both show the shift position,
A step of determining the shift position when it is determined that the brake operation is performed in the step (b). 10. A shift control method for determining a shift position based on detection signals from first and second shift position sensors for detecting a shift position mounted on a moving body, wherein: (a) Determining whether the moving body is in a stopped state; and (b) one of the detection signals from the first and second shift position sensors indicates a specific shift position, while the other indicates a specific shift position. If the specific shift position does not indicate the specific shift position, it is determined that an abnormality has been detected for the specific shift position, and the specific shift position is determined to be an abnormal shift position, and the other shift positions are determined to be normal shift positions; If it is determined in step (a) that the vehicle is in the stopped state, it is determined that abnormality has been detected in step (b). When the normal shift position includes at least one of the parking position and the neutral position in the normal shift position,
A step of determining the shift position when the detection signals from the first and second shift position sensors both indicate the shift position for the shift position. 11. A shift control method for determining a shift position based on detection signals from first and second shift position sensors for detecting a shift position mounted on a moving body, wherein: (a) Determining whether the moving body is in a stopped state; and (b) one of the detection signals from the first and second shift position sensors indicates a specific shift position, while the other indicates a specific shift position. If the specific shift position does not indicate the specific shift position, it is determined that an abnormality has been detected for the specific shift position, and the specific shift position is determined to be an abnormal shift position, and the other shift positions are determined to be normal shift positions; If it is determined in step (a) that the vehicle is not stopped, it is determined that abnormality has been detected in step (b). And if the detection signals from the first and second shift position sensors both indicate the shift position, the step of determining the shift position for the normal shift position. Shift control method provided. 12. A first and second shift position sensor for detecting a shift position, a power system for outputting power, an ignition switch for starting / stopping the power system, and A shift control device that determines the shift position based on the detection signals from the first and second shift position sensors and controls the activation of the power system based on a signal from the ignition switch. Only if the position is in the parking position
A moving body capable of removing an ignition key from the ignition switch, wherein the ignition key is inserted into the ignition switch, and when the ignition switch is turned on, the moving object from the first and second shift position sensors. If one of the detection signals indicates the parking position, but the other does not indicate the parking position, and the shift control device determines that an abnormality has been detected in the parking position, then the first and the second signals are detected. If both the detection signals from the second shift position sensor indicate the neutral position, and the shift control device determines the neutral position, and the ignition switch is switched to the start position, the front shift control device A mobile unit for activating the power system. 13. The moving body according to claim 12, wherein the power system includes an engine and an electric motor as power sources, and the shift control device does not start the engine when starting the power system. A mobile object characterized by the fact that: 14. A first and second shift position sensor for detecting a shift position, a power system for outputting power, an ignition switch for starting / stopping the power system, and A shift control device that determines the shift position based on the detection signals from the first and second shift position sensors and controls the activation of the power system based on a signal from the ignition switch. Only if the position is in the parking position
A moving body capable of removing an ignition key from the ignition switch, wherein when the ignition key is inserted into the ignition switch and the ignition switch is turned on, the shift control device performs the first and second operations. When it is determined that an abnormality has been detected in the parking position based on the content of the detection signal from the shift position sensor, and it is determined that there is a possibility that abnormality is detected in a shift position other than the parking position, the shift control is performed. The apparatus determines the shift position for the parking position, and thereafter, the ignition switch is turned on until the content of the detection signal from at least one of the first and second shift position sensors changes. S The moving body, wherein the shift control device activates the power system when the vehicle is switched to the start position.