JP2007040367A - Vehicle control system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle control system capable of normally controlling the start of an engine even if a shift range detection signal of a shift range detecting device is abnormal. <P>SOLUTION: An ECU 80 for an SBW transmits an engine start permission signal to an ECU 84 for an E/G when a driving quantity for driving a shift range switch valve for switching a shift range of an automatic transmission 8 by a driving device 20 corresponds to a P range when a P range signal detecting portion of a shift range detecting device 60 detecting the shift range of the automatic transmission 8 is disconnected. Further the ECU 80 for the SBW transmits the engine start permission signal to the ECU 84 for the E/G when the driving quantity for driving the shift range switch valve by the driving device 20 corresponds to a N range when a N range signal detecting portion of the shift range detecting device is disconnected. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle control system that permits or prohibits engine start according to an instruction shift range selected by a vehicle occupant in a shift-by-wire system.

In recent years, there has been a shift-by-wire system that detects an instruction shift range selected by a vehicle occupant and drives a shift range switching valve that switches a shift range of an automatic transmission with an electric actuator such as an electric motor according to the detected instruction shift range. (See, for example, Patent Document 1). In such a shift-by-wire system, the instruction shift range selected by the vehicle occupant is detected by the shift range detection device, and if the detected instruction shift range is the P range or the N range, engine start is permitted. It is well known that engine start is prohibited if the shift range is other than the N range.
However, if engine start is controlled based on the shift range detection signal of the shift range detection device that has detected the instruction shift range, there is a problem that engine start cannot be controlled normally when the shift range detection signal is abnormal.

Japanese Patent No. 29766885

  The present invention has been made to solve the above problem, and it is an object of the present invention to provide a vehicle control system that normally controls engine start even when a shift range detection signal of a shift range detection device is abnormal.

  According to the first to sixth aspects of the present invention, whether or not the engine can be started is determined based on the drive amount detection signal that detects the drive amount of the electric actuator that drives the shift range switching valve when the shift range detection signal of the shift range detection device is abnormal. judge. Since the electric actuator is controlled according to the instruction shift range, the drive amount by which the electric actuator drives the shift range switching valve varies depending on the instruction shift range. Therefore, even when the shift range detection device cannot correctly detect the shift range of the automatic transmission, the engine start can be normally controlled based on the drive amount detection signal.

  According to the second aspect of the present invention, the shift range detection device does not detect the engine start permission range, for example, the P (parking) range or the N (neutral) range in the shift range, and detects the drive amount of the electric actuator. When the amount detection signal corresponds to the engine start permission range, engine start is permitted. Therefore, even when the shift range detection signal is abnormal, the engine can be started based on the drive amount detection signal of the drive amount detection device.

  In the third aspect of the invention, the shift range detection device detects the engine start permission range in the shift range, but prohibits the engine start when the drive amount detection signal does not correspond to the engine start permission range. Therefore, even when the shift range detection device detects the engine start permission range, the engine start can be prohibited based on the drive amount detection signal of the drive amount detection device when the shift range detection signal is abnormal.

In the invention according to claim 4, when the drive amount detection device detects the drive amount of the electric actuator normally, and the shift range corresponding to the drive amount detection signal does not match the shift range detected by the shift range detection device, A warning device informs the abnormality of the shift range detection device. Therefore, the vehicle occupant can take appropriate measures by the warning of the warning device.
In the invention according to claim 5, when the drive amount detection device detects the drive amount of the electric actuator normally, and the shift range corresponding to the drive amount detection signal does not match the shift range detected by the shift range detection device, The range display device displays the instruction shift range based on the drive amount detection signal. Therefore, the instruction shift range can be accurately displayed even when the shift range detection signal is abnormal.

  Note that each function of the plurality of apparatuses provided in the present invention is realized by a hardware resource whose function is specified by the configuration itself, a hardware resource whose function is specified by a program, or a combination thereof. The functions of the plurality of devices are not limited to those realized by hardware resources that are physically independent of each other.

(First embodiment)
Hereinafter, a vehicle control system according to a first embodiment of the present invention will be described. In the following description, the electronic control device is abbreviated as ECU.
A vehicle system using the vehicle control system according to the first embodiment is shown in FIG. The vehicle control system is a system that determines whether or not the engine 2 can be started. The shift range of the vehicle system is determined by the shift-by-wire system 10 (see FIG. 2). The shift-by-wire system 10 is a system that controls the traveling of a two-wheel drive or four-wheel drive vehicle, and includes a drive device 20 and a shift-by-wire (SBW) ECU 80 or the like. The ECU 80 also serves as an electric motor control device and a start control device that control the rotation angle of the electric motor 22 (see FIG. 3) of the drive device 20. The electric motor 22 constitutes the electric actuator described in the claims.

  The ECU 80 for the SBW, the ECU 84 for the engine (E / G) 2, the ECU 86 for the automatic transmission (A / T) 6, and the ECU 88 for panel display are all electric circuits mainly composed of a microcomputer. CPU, RAM, ROM, EEPROM, etc. In the ROM and EEPROM, control programs executed by the ECUs 80, 84, 86, and 88 are stored. The ECUs 80, 84, 86, 88 operate by being supplied with electric power from a battery 92 that is a main power source of the vehicle. The ECUs 80, 84, 86, and 88 are electrically or optically interconnected via the in-vehicle LAN line 94, and can send and receive signals to and from each other.

  The SBW ECU 80 detects an instruction shift range selected by a vehicle occupant by operating a shift lever 82 as a shift range switching device, and operates the drive device 20 in accordance with the instruction shift range to operate the manual valve 58 ( 2) is controlled. When the manual valve 58 as a shift range switching valve reciprocates according to the instruction shift range, the hydraulic pressure applied to the oil passage in the automatic transmission control device 12 is switched, and the shift range of the automatic transmission 8 is switched. The device for selecting the shift range by the vehicle occupant may be a button-type shift switch instead of the shift lever 82 or a voice recognition device in which the vehicle occupant instructs the shift range by voice. The shift range position of the shift lever 82 is detected by a contact switch or the like whose contact position changes in conjunction with the shift lever 82.

  In the present embodiment, the E / G ECU 84 and the SBW ECU 80 constitute a start control device. The ECU 84 detects the operating state of the engine 2 based on the detection signal from the rotation speed sensor 3 of the engine 2 and controls the injection amount of an injector (not shown), the opening degree of the throttle device, and the like. Further, the ECU 84 controls the relay switch 4 based on the rotation angle of the electric motor 22 of the drive device 20 received from the ECU 80 via the LAN line 94 and the shift range of the automatic transmission 8 detected by the shift range detection device 60. The starter 6 determines whether the engine 2 can be started.

  The A / T ECU 86 controls the electromagnetic valve 14 and the like of the automatic transmission control device 12 to increase or decrease the drive hydraulic pressure applied to the friction engagement elements such as the clutch and brake of the automatic transmission 8. Switching between engagement and release. When the engagement and disengagement of the friction engagement elements of the automatic transmission 8 are switched, the gear stage of the automatic transmission 8 is switched. The ECU 86 includes a hydraulic sensor 16 that detects a drive hydraulic pressure applied to the friction engagement element of the automatic transmission 8 from the automatic transmission control device 12, a vehicle speed sensor 18 that detects a vehicle speed from the rotational speed of the output shaft of the automatic transmission 8, and the like. Further, each solenoid valve 14 is controlled on the basis of the detection signal of the designated shift range selected by the shift lever 82, and the shift stage is switched by switching the engagement / release state of the friction engagement element of the automatic transmission 8. is doing. The detection position of the instruction shift range may be notified from the ECU 80 to the ECU 86, or may be detected directly by the ECU 86. In FIG. 1, the hydraulic sensor 16 is installed in the automatic transmission control device 12, but may be installed on the automatic transmission 8 side.

  The panel display ECU 88 acquires a detection signal of a contact switch or the like whose contact position changes in conjunction with the rotation speed sensor 3, the vehicle speed sensor 18, and the shift lever 82, directly or via the LAN line 94, and displays the panel display on the front panel. Various information is displayed on the device 90. The panel display device 90 constitutes a warning device and a range display device described in the claims.

(Shift-by-wire system 10)
A shift-by-wire system 10 is shown in FIG. The ECU 80 detects the instruction shift range position of the shift lever 82 selected by the vehicle occupant with a contact switch or the like, and instructs the electric motor 22 of the drive device 20 to rotate in accordance with the detected instruction shift range. The electric motor 22 is controlled to rotate the corresponding rotation angle amount. The control rod 50 is coupled to the output shaft 38 (see FIG. 3) of the electric motor 22, and the driving force of the electric motor 22 is transmitted via a speed reducer 30 described later. A detent plate 52 is fixed to the control rod 50 so as to rotate integrally. When the detent plate 52 rotates in the directions of arrows A and B in FIG. 2, the reciprocating position of the manual valve 58 is determined.

Next, the drive device 20, the detent plate 52, and the shift range detection device 60 (see FIG. 4) of the shift-by-wire system 10 will be described in detail.
(Driver 20)
As shown in FIG. 3, the drive device 20 includes an electric motor 22, a speed reducer 30, an encoder 40, and the like.
The electric motor 22 of the present embodiment is a brushless SR electric motor (switched reluctance electric motor) that does not use a permanent magnet. The electric motor 22 includes a rotor core 24 installed at the center, a stator core 26 surrounding the outer periphery of the rotor core 24, a coil 28 wound around the stator core 26, and the like. The rotor core 24 is provided with a plurality of rotor teeth 25 in the rotation direction that protrude toward the stator core 26 on the outer peripheral side. The stator core 26 is provided with a plurality of stator core teeth 27 that protrude toward the inner circumferential rotor core 24 in the rotational direction. The coil 28 is wound around each stator core tooth 27. The coils 28 corresponding to the U phase, V phase, and W phase are star-connected. Energization of the coil 28 is controlled by the ECU 80 turning on and off a transistor (not shown). When the ECU 80 sequentially switches energization to the U-phase, V-phase, and W-phase coils 28, the magnetization state of each magnetic pole on the rotor core 24 side of the stator core teeth 27 is sequentially switched. Thereby, the rotor teeth 25 facing the stator core teeth 27 are attracted to the stator core teeth 27 in one rotational direction, and the rotor core 24 rotates. The rotation direction of the rotor core 24 is determined by the energization order of the U-phase, V-phase, and W-phase coils 28. When energization is switched in the order of U-phase, V-phase, and W-phase, When energization is switched in the order of the phase and the U phase, it is reversed.

  The reduction gear 30 is a reduction gear using an inscribed planetary gear mechanism. The rotation shaft of the sun gear 32 of the speed reducer 30 is eccentric with respect to the rotation shaft of the rotor core 24. A ring gear 34 in which the sun gear 32 is in mesh with the sun gear 32 is installed on the outer periphery of the sun gear 32. The disc 36 is attached to the end face side opposite to the rotor core 24 with respect to the sun gear 32. A plurality of through holes 37 formed in the disc 36 in the rotational direction are loosely fitted into the projections 33 of the sun gear 32 projecting toward the disc 36 side. When the rotor core 24 rotates, the sun gear 32 in mesh with the ring gear 34 revolves while rotating. Then, due to the loose fitting between the projection 33 of the sun gear 32 and the through hole 37 of the disk 36, only the rotation component of the sun gear 32 revolving while rotating is transmitted from the disk 36 to the output shaft 38. A control rod 50 is coupled to the output shaft 38. With such a configuration of the speed reducer 30, the rotation of the sun gear 32 that rotates at a reduced speed while being eccentric with respect to the rotor core 24 is transmitted from the output shaft 38 to the control rod 50 and the detent plate 52.

  The drive amount detection device and the angle detection device are encoders 40 as a plurality of magnets 42 attached in the rotational direction of the rotor core 24 and magnets installed on the circuit board facing the magnets 42 in the housing of the drive device 20. It consists of a Hall IC 44 for detection. In this embodiment, the encoder 40 is an incremental digital encoder that adds and subtracts the number of pulses according to the rotation angle amount of the rotor core 24 and outputs the result. The number of pulses corresponding to the rotation angle amount of the rotor core 24 corresponds to the drive amount of the electric actuator described in the claims. The ECU 80 controls the rotation of the electric motor 22 until the target count number is reached while referring to the count number that is the rotation angle amount of the rotor core 24 output from the encoder 40, thereby detenting the rotation position corresponding to the indicated shift range. The plate 52 is rotated. The ECU 80 determines that the detent plate 52 has reached the rotation position corresponding to the designated shift range when the electric motor 22 rotates within a range of a predetermined count number including the target count number, and ends the rotation control of the electric motor 22. To do.

  FIG. 5 shows the relationship between the count values that are the drive amount detection signal and the angle detection signal of the encoder 40 of the drive device 20 and the shift range detection signal of the shift range detection device 60 described later. The count number output by the encoder 40 increases as the shift range is switched from the P range to the D (drive) range, and decreases as the shift range is switched from the P range to the D range.

(Detent plate 52)
As shown in FIG. 2, the detent plate 52 is a plate-like member having a substantially fan shape, and a plurality of concave portions 53 are formed on the arc-shaped outer peripheral portion thereof. The detent spring 56 is a leaf spring and is fixed to the automatic transmission control device 12 in a cantilever manner. A roller 57 that engages with the recess 53 of the detent plate 52 is attached to the tip of the detent spring 56, and the roller 57 engages with any of the recesses 53 of the detent plate 52 by the elastic force of the detent spring 56. The detent plate 52 is provided with a pin 54 fitted to the manual valve 58. When the detent plate 52 rotates together with the control rod 50, the manual valve 58 fitted to the pin 54 reciprocates according to the rotational position of the detent plate 52. The concave portion 53 and the roller 57 are arranged corresponding to the set positions of the respective shift ranges in the manual valve 58, and the shift range corresponding to the concave portion 53 when the roller 57 is completely engaged with any one of the concave portions 53. A manual valve 58 is set at the position. When the electric motor 22 of the driving device 20 rotates and the manual valve 58 moves to a shift range position corresponding to the designated shift range selected by the shift lever 84, the shift stage of the automatic transmission 8 is reciprocated by the manual valve 58. Control is performed by the automatic transmission control device 12 so that the gear position corresponds to the shift range specified by the movement position.

(Shift range detection device 60)
FIG. 4 shows the shift range detection device 60. FIG. 4 only shows the relative angular positional relationship between the detent plate 52 and the shift range detection device 60, and the shift range detection device 60 is not installed on the detent plate 52. Actually, the shift range detection device 60 has a detection angle with the recess 53 of the detent plate 52 at the end of the control rod 50 on the drive device 20 side or the end of the control rod 50 opposite to the drive device 20. The positional relationship is assembled so as to be the relationship shown in FIG.

  A plurality of shift range terminals T 1, T 2, T 3, T 4, T 5 and two ground terminals T 6 of the shift range detection device 60 are installed along the rotation direction of the control rod 50. Two contact terminals 62 rotate together with the control rod 50 and the detent plate 52, and the shift range detecting device 60 is configured by the structure in which these terminals T1, T2, T3, T4, T5, and T6 are sequentially contacted.

  The shift range terminals T1, T2, T3, and T4 are formed so as not to be electrically connected to each other on the same arc, and viewed from the control rod 50 that is the rotation axis, the P range, the R (reverse) range, and the N range , The concave portions 53p, 53r, 53n, and 53d corresponding to the D range are installed so that the same angular positions can be detected. The two shift range terminals T5 are installed at the same angle as the shift range terminals T1 and T3, respectively. The two ground terminals T6 are continuously formed in an arc shape between the shift range terminal T1 and the shift range terminal T4 corresponding to the angle range between the concave portion 53p and the concave portion 53d of the detent plate 52. The shift range terminals T1, T2, T3, T4, T5, and T6 are attached to a fixing member (not shown).

  The two contact terminals 62 extend in the radial direction and are attached to the support member 64. The support member 64 is fixed to the control rod 50, and the contact terminal 62 rotates together with the control rod 50. The contact terminal 62 electrically connects the shift range terminals T1, T2, T3, and T4 with one ground terminal T6, and the shift range terminal T5 and the other ground terminal T6. When the detent plate 52 is rotated in both directions of arrows A and B in FIG. 4 by the rotation of the electric motor 22, the contact terminal 62 is shifted to the shift range terminals T1, T2, T3, T4, T5 and the ground terminal T6 depending on the rotation position of the detent plate 52. As shown in FIG. From this conductive state, the rotational position of the detent plate 52, that is, the reciprocating position of the manual valve 58 is known, so that the shift range selected by the automatic transmission 8 can be detected.

  In FIG. 4, the shift range terminals T 1, T 2, T 3, T 4 and the recess 53 p of the detent plate 52, and the recess are shown for easy understanding of the comparison between the shift range terminals T 1, T 2, T 3 and T 4 and the recess 53 of the detent plate 52. 53r, concave portion 53n, and concave portion 53d are described so that their rotational order is the same, but actually the shift range terminals T1, T2, T3, and T4 are not rotated but fixed to the support member 64. Since the contact terminal 62 is rotated with the rotation of the control rod 50 and the detent plate 52, the shift range terminals T1, T2, T3, T4 and the recess 53p, the recess 53r, the recess 53n, and the recess of the detent plate 52 The arrangement order of the rotation direction of 53d is configured to be the reverse direction.

(Parking lock mechanism)
As shown in FIG. 2, the parking lock mechanism is configured to stop the rotation of the output shaft of the automatic transmission 8 by engaging the claw 73 of the parking lock pole 72 with the recess formed in the outer peripheral portion of the parking gear 70. It is configured. One end of the park rod 74 is fixed to the detent plate 52, and a tapered cone-shaped cam 76 is fitted to the other end. The cam 76 is fitted to the park rod 74 while being pressed to the other end side by the spring 78, and can reciprocate along the park rod 74. As the detent plate 52 rotates, the park rod 74 reciprocates, whereby the cam 76 moves the parking lock pawl 72 up and down, and the pawl 73 of the parking lock pawl 72 engages or disengages from the parking gear 70. . When the pawl 73 of the parking lock pole 72 is engaged with the parking gear 70, the rotation of the output shaft of the automatic transmission 8 is mechanically prohibited.

Next, whether or not the engine 2 can be started based on the abnormality determination of the shift range detection device 60 will be described.
(Initial setting of count number of encoder 40)
First, the setting of the count number of the encoder 40 when the engine is started will be described with reference to FIG. The routine shown in FIG. 6 is executed only once when the engine is turned.
In step 200, the ECU 80 determines whether the count number of the encoder 40 when the engine 2 is stopped is stored. If it is stored, the stored count is set in the encoder counter (step 202), and this routine is terminated.

  In the case where the count number of the encoder 40 is not stored because the battery 92 or the ECU 80 is replaced, etc., the ECU 80 causes the roller 57 to hit the side wall of the concave portion 53p of the P range in order to set the count number of the encoder 40 to the initial value. The electric motor 22 is driven until the count number of 40 does not change (steps 204 and 206). The ECU 80 resets the encoder counter to 0 when the count number of the encoder 40 does not change (step 208).

(Abnormal judgment of shift range detection signal)
An abnormality determination of the shift range detection signal will be described with reference to FIG. The routine shown in FIG. 7 is always executed in the main loop.
In step 210, the ECU 80 determines whether the count number of the encoder 40 is changed to a predetermined count number by sequentially switching the energization to the U-phase, V-phase, and W-phase coils 28. When the count number of the encoder 40 does not change to the predetermined count number, the ECU 80 determines that the electric motor 22 or the encoder 40 is abnormal, and in step 212, the panel display ECU 88 is informed of the abnormality of the electric motor 22 or the encoder 40. Notify and display on the panel. The vehicle occupant may be warned by voice instead of the panel display.

  If the electric motor 22 and the encoder 40 are operating normally, the ECU 80 sets the count number of the encoder 40 to the P range based on the correspondence between the count number of the encoder 40 and the shift range shown in FIG. Determine whether it corresponds. When the count number of the encoder 40 does not correspond to the P range, the ECU 80 sequentially executes another routine in which the R range, the D range, the N range, and the P range are replaced in the routine shown in FIG.

  When the count number of the encoder 40 corresponds to the P range, the ECU 80 determines in step 216 whether the shift range detection signal of the shift range detection device 60 represents the P range. When the shift range detection signal of the shift range detection device 60 does not represent the P range even though the count number of the encoder 40 corresponds to the P range, the ECU 80 is disconnected at the detection range of the P range in the shift range detection device 60. Is determined to have occurred (step 218). When the count number of the encoder 40 corresponds to the P range and the shift range detection signal of the shift range detection device 60 represents the P range, the ECU 80 indicates that the detection signal of the P range is normal in the shift range detection device 60. Determination is made (step 220).

In step 222 and after, when the count number of the encoder 40 corresponds to the P range, the ECU 80 shifts the shift range when the shift range detection signal of the shift range detection device 60 represents the R range, the N range, and the D range. In the detection apparatus 60, it determines with the detection location of R range, N range, and D range being short-circuited.
As described above, in the routine shown in FIG. 7, when the count number of the encoder 40 does not correspond to the P range, the ECU 80 sequentially executes other routines in which the R range, the D range, the N range, and the P range are replaced. Thus, it is possible to determine a short circuit at the detection point of the P range, a disconnection at the detection point of the R range, the N range, and the D range.

(Determination of engine start permission)
Next, routines for determining permission / prohibition of engine start are shown in FIGS. The routines shown in FIGS. 8 and 9 are always executed in the main loop. P range signal disconnection of the shift range detection device 60 determined in steps 240 and 246 of FIG. 8, determination of disconnection of the N range signal, and P range signal of the shift range detection device 60 determined in steps 250 and 256 of FIG. The determination of the short of the N range and the short of the N range signal has already been made in the routine of FIG. 7 and other routines in which the R range, D range, N range and P range are replaced in FIG.

  First, FIG. 8 will be described. In step 240, the ECU 80 determines whether or not the detection range of the P range of the shift range detection device 60 is disconnected. When there is a disconnection at the detection position of the P range and the count number of the encoder 40 corresponds to the P range (step 242), the ECU 80 transmits an engine start permission signal to the E / G ECU 84 in step 244.

If there is no disconnection at the P range detection position of the shift range detection device 60 or if the count number of the encoder 40 does not correspond to the P range even if it is disconnected, the ECU 80 determines that the N of the shift range detection device 60 is N. Determine whether the range detection point is disconnected. ECU 80 transmits an engine start permission signal to E / G ECU 84 in step 244 when there is a break in the detection range of N range and the count number of encoder 40 corresponds to the N range (step 248). If there is no disconnection in the detection range of the N range of the shift range detection device 60 or if the count number of the encoder 40 does not correspond to the N range even if it is disconnected, this routine is terminated.
Thus, even when there is an abnormality in the shift range detection signal of the shift range detection device 60 and the shift range detection signal does not represent the P range or N range that is the engine start permission range, the count number of the encoder 40 is equivalent. The engine start can be permitted based on the shift range.

(Determination of engine start prohibition)
Next, FIG. 9 will be described. In step 250, the ECU 80 determines whether or not the detection position of the P range of the shift range detection device 60 is short-circuited. ECU 80 transmits an engine start prohibition signal to E / G ECU 84 in step 254 when the detection range of P range is short and the count number of encoder 40 corresponds to D range or R range (step 252). To do.

When the detection range of the P range of the shift range detection device 60 is not short-circuited, the ECU 80 determines in step 256 whether the detection location of the N range of the shift range detection device 60 is short-circuited. ECU 80 transmits an engine start prohibition signal to E / G ECU 84 in step 254 when the detection position of N range is short and the count number of encoder 40 corresponds to D range or R range (step 252). To do.
Thus, even when the shift range detection signal represents the P range or the N range that is the engine start permission range, if the shift range detection signal of the shift range detection device 60 is abnormal, the count number of the encoder 40 is The engine start can be prohibited based on the corresponding shift range.

(Determining whether the engine can be started)
FIG. 10 shows a routine for determining whether to start the engine. The routine shown in FIG. 10 is always executed in the main loop.
The E / G ECU 84 ends this routine if the engine key has not rotated to the start position (step 260). When the engine key rotates to the start position, the ECU 84 determines whether an engine start permission signal is transmitted from the ECU 80 (step 262). If it is transmitted, the ECU 84 controls the relay switch 4 and starts the engine 2 by the starter 6. (Step 270).

When the engine start permission signal is not transmitted from the ECU 80 and the engine start prohibition signal is transmitted from the ECU 80 (step 264), the ECU 84 ends this routine.
If the engine start permission signal and the engine start prohibition signal are not transmitted from the ECU 80 and the shift range detection signal of the shift range detection device 60 is abnormal, the ECU 84 ends this routine (step 266). If there is no abnormality in the shift range detection signal and the shift range detection signal is the P range or N range that is the engine start permission range, ECU 84 starts the engine in step 270.

(Warning display)
FIG. 11 shows a routine for warning the abnormality of the shift range detection device 60. The routine shown in FIG. 11 is always executed in the main loop.
In step 280, the ECU 80 determines whether the range detection location of the shift range detection device 60 is broken or short-circuited and the shift range detection signal of the shift range detection device 60 is abnormal. If there is no abnormality, this routine is terminated. If there is an abnormality, in step 282, the ECU 80 determines whether the count number of the encoder 40 corresponds to an abnormal shift range. When the count number of the encoder 40 does not correspond to an abnormal shift range, this routine is terminated. If the count number of the encoder 40 corresponds to an abnormal shift range, the ECU 80 notifies the panel display ECU 88 that the shift range detection device 60 is abnormal in step 284 and warns the panel display device 90 of a warning. Display. Instead of displaying the warning on a panel, the warning may be given by voice. The vehicle occupant can take appropriate measures by warning the vehicle occupant of an abnormality of the shift range detection device 60 by means of a panel display or sound. The abnormality of the shift range detection device 60 is detected in the routine of FIG. 7 and other routines in which the R range, D range, N range and P range are replaced in FIG. A warning will be given if the is detected normally.
When the shift range detection signal of the shift range detection device 60 is abnormal, the panel display ECU 88 may display the instruction shift range on the panel display device 90 based on the count number of the encoder 40.

(Second Embodiment)
A second embodiment of the present invention is shown in FIG. In addition, the same code | symbol is attached | subjected to the substantially same component as 1st Embodiment. FIG. 12 shows a simplified engine start control circuit, some of which are omitted under conditions necessary for controlling engine start.
In the second embodiment, the engine start permission signal from the SBW ECU 80, the P range signal and the N range signal from the shift range detection device 60, and the engine key are rotated to the start position without going through the E / G ECU 84. The OR switch 100 and the AND circuit 102 perform a logical operation on the ON signal at that time to control the relay switch 4. When the engine key rotates to the start position, the engine 2 is started when an engine start permission signal is output from the SBW ECU 80 or a P range signal or an N range signal is output from the shift range detection device 60. . Thus, in the second embodiment, the E / G ECU 84 does not constitute a start control device, and the SBW ECU 80, the OR circuit 100, and the AND circuit 102 constitute a start control device.

(Other embodiments)
In the above embodiments, the SR electric motor is used as the electric motor and the encoder 40 is used as the angle detection device for detecting the rotation angle of the electric motor. However, the DC electric motor is used as the electric motor and the angle detection device is used. You may use the rotation angle sensor which detects a rotation angle based on the output level which changes according to a rotation angle using a magnetoresistive element or a Hall element.

  In the above embodiments, the electric motor 22 is used as the electric actuator. However, any electric actuator may be used as long as the manual valve 58 can be driven to change the reciprocating position of the manual valve 58. For example, an electromagnetic valve or the like for hydraulically driving the manual valve 58 may be used as the electric actuator.

In the above embodiments, the rotational position of the detent plate 52 is detected by the shift range detection device 60. However, a shift range detection device that detects the reciprocating position of the manual valve 58 may be used.
As described above, the present invention is not limited to the above-described plurality of embodiments, and can be applied to various embodiments without departing from the gist thereof.

1 is a block diagram of a vehicle system according to a first embodiment. The block diagram of the shift-by-wire system by 1st Embodiment. Sectional drawing of the drive device of 1st Embodiment. The schematic diagram of the detent plate and shift range detection apparatus by 1st Embodiment. Explanatory drawing which shows a response | compatibility with the shift range detection signal by the shift range detection apparatus of 1st Embodiment, and the count number of an encoder. Routine for initial setting of encoder count. A routine for determining an abnormality of the shift range detection device. Routine for determining whether to start the engine. Routine for determining engine start prohibition. A routine for determining whether or not the engine can be started. Abnormal warning routine for shift range detector. The engine start control circuit by 2nd Embodiment.

Explanation of symbols

2: engine, 10: shift-by-wire system (vehicle control system), 12: automatic transmission control device, 20: drive device, 22: electric motor (electric actuator), 40: encoder (drive amount detection device, angle detection device) 58: Manual valve (shift range switching valve), 60: Shift range detection device, 80: ECU for SBW (starting control device), 84: ECU for E / G (starting control device), 86: ECU for A / T , 88: ECU for panel display, 90: Panel display device (warning device, range display device), 100: OR circuit (starting control device), 102: AND circuit (starting control device)

Claims (6)

An electric actuator that is controlled according to an instruction shift range that is a shift range selected by a vehicle occupant, and that drives a shift range switching valve that switches a shift range of the automatic transmission; and
A drive amount detection device for detecting a drive amount by which the electric actuator drives the shift range switching valve; and
A shift range detection device for detecting a shift range of the automatic transmission;
Whether to start the engine is determined based on the shift range detection signal of the shift range detection device, and whether the engine is startable is determined based on the drive amount detection signal of the drive amount detection device when the shift range detection signal is abnormal. A start control device;
A vehicle control system comprising:   The start control device permits the engine to start when the shift range detection device detects an engine start permission range in the shift range, and the shift range detection device does not detect the engine start permission range. The vehicle control system according to claim 1, wherein the engine start is permitted when the drive amount detection signal corresponds to the engine start permission range.   The start control device prohibits engine start if the shift range detection device detects an engine start permission range in a shift range and the drive amount detection signal does not correspond to the engine start permission range. The vehicle control system according to 1 or 2.   When the drive amount detection device normally detects the drive amount of the electric actuator and the shift range detected by the shift range detection device does not match the shift range corresponding to the drive amount detection signal, the shift range detection device The vehicle control system according to any one of claims 1 to 3, further comprising a warning device that notifies the abnormality.   A range display device that displays the indicated shift range is further provided, and the drive amount detection device detects the drive amount of the electric actuator normally, and the shift range detected by the shift range detection device corresponds to the drive amount detection signal. 5. The vehicle control system according to claim 1, wherein the range display device displays the instruction shift range based on the drive amount detection signal when the shift range to be matched does not match. The electric actuator is an electric motor whose rotation is controlled according to the instruction shift range,
The vehicle control system according to any one of claims 1 to 5, wherein the drive amount detection device is an angle detection device that detects a rotation angle of the electric motor.

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