JP2009293706A - Vehicle control device and control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle control device and a control method preventing deterioration in durability of a shift switching mechanism. <P>SOLUTION: A PM-ECU executes a program including a step (S102) of turning on an HV+PLG power source relay when a plug is connected (YES in S100) and a step (S104) of transmitting a " now-charging " signal to an electric equipment group of an HV+PLG power source system. An SBW-ECU executes a program including a step (S202) of restraining execution of wall abutment control when receiving the " now-charging " signal (YES in S200) and a step (S206) of releasing restraint when stopping reception of the " now charging " signal (YES in S204). <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device for a vehicle equipped with a power storage device and using at least a rotating electrical machine as a drive source, and in particular, a technique for suppressing the operation of an electrical device not related to charging when the power storage device is charged by an external charging device. About.

  Conventionally, in a shift switching mechanism that switches a shift position (also referred to as a range in the following description) by driving an actuator in accordance with a shift lever operation by a driver, an electric motor (for example, a power source for shift position switching) A device having a DC motor is known. The shift switching mechanism as described above is disclosed in, for example, Japanese Patent Application Laid-Open No. 2007-55460 (Patent Document 1).

  According to such a shift switching mechanism, the shift lever and the shift switching mechanism are mechanically connected like a general switching mechanism that switches the shift position of the automatic transmission directly by the operating force of the shift lever by the driver. Since it is not necessary, there is no restriction on the layout when mounting these parts on the vehicle, and the degree of freedom in design can be increased. Further, there is an advantage that the assembling work to the vehicle can be easily performed.

  As a method for detecting the rotational position of the actuator of the shift switching mechanism, for example, a technique for improving the accuracy of position control by driving the actuator and detecting the rotational range of the actuator in advance when the vehicle is powered on is known. . With this technique, the rotational position of the actuator can be controlled by an encoder that detects the relative position.

In recent years, attention has been focused on hybrid vehicles, electric vehicles, and the like that travel with the driving force from a motor as one of countermeasures for environmental problems. In such a vehicle, a power storage device that supplies electric power to a drive motor is mounted, and a technique that enables charging by an external charging device such as a household power source is known.
JP 2007-55460 A

  However, when the frequency of activation of the system related to charging of the power storage device is increased at the time of charging by the external charging device, there is a problem that the frequency of activation of an electric device not related to charging by the external charging device is also increased. In particular, in a vehicle equipped with a shift switching mechanism in which a shift position is switched by driving an actuator, when the control for detecting the rotation range of the actuator in advance is executed every time a system related to charging of the power storage device is activated, the external charging device The frequency of executing the control for detecting the rotation range of the actuator also tends to increase as the frequency of charging by increases. Therefore, the durability of the components of the shift switching mechanism may be deteriorated. In the above-mentioned publication, since such a problem is not considered at all, it cannot be solved.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle control device and a control method that prevent deterioration in durability of the shift switching mechanism.

  A vehicle control device according to a first aspect of the present invention is a vehicle control device using at least a rotating electrical machine as a drive source. The vehicle includes a plurality of electrical devices, another electrical device different from the plurality of electrical devices, a rotating electrical machine, a power storage device that supplies power to the plurality of electrical devices and other electrical devices, an actuator, and a switching signal. A shift switching mechanism that switches a shift position corresponding to a traveling state of the vehicle to any one of a plurality of shift positions by driving an actuator, and an actuator control device that controls the actuator are included. The plurality of shift positions include a parking position. The control device includes a detecting unit for detecting that the state of the vehicle is in an externally chargeable state in which the power storage device can be charged from the outside of the vehicle, and an activation for detecting an activation operation of the vehicle. The detection means, the first control means for collectively controlling the start of a predetermined first electrical device group among the plurality of electrical devices when the activation operation is detected, and the parking position are switched to And the first electrical device group is in a stopped state and an externally chargeable state is detected, and is related to charging of the power storage device from the outside of the vehicle among the plurality of electrical devices in advance. A second control for collectively controlling the activation of the determined second electrical equipment group and the actuator control device and suppressing the correction of the operation amount of the actuator performed by the actuator control device. And means. The actuator control device corrects the operation amount of the actuator when it is at least switched to the parking position and an external chargeable state is not detected. A vehicle control method according to a sixth aspect of the invention has the same configuration as the vehicle control apparatus according to the first aspect of the invention.

  According to the first invention, when the first electrical device group is in the stopped state and the external chargeable state is detected, the storage device is charged from the outside when the parking position is switched to the parking position. The second electric device group related to the above is collectively controlled to be controlled, and the actuator operation amount correction performed by the actuator control device is suppressed. Thereby, since it is suppressed that correction | amendment of the operation amount of an actuator is performed whenever the 2nd electric equipment group starts, the deterioration of durability of a shift switching mechanism can be suppressed. In addition, since the frequency of the correction is reduced, it is possible to reduce the power consumption as compared with the case where the actuation amount of the actuator is corrected at each activation. Therefore, it is possible to provide a vehicle control device and a control method that prevent deterioration in durability of the shift switching mechanism.

  In the vehicle control device according to the second invention, in addition to the configuration of the first invention, the shift switching mechanism has a regulating member that regulates the operation amount of the actuator. The actuator control device detects the operating position of the actuator regulated by the regulating member when the activation operation is detected, and corrects the operating position of the actuator corresponding to the parking position based on the detected operating position. A vehicle control method according to a seventh aspect has the same configuration as the vehicle control apparatus according to the second aspect.

  According to the second invention, when the power storage device is charged by external charging, the correction of the operation amount of the actuator is suppressed, so that the operation amount is corrected even if the frequency of charging of the power storage device by external charging increases. The increase in the frequency of implementation is suppressed. Thereby, deterioration of the durability of the regulating member can be suppressed.

  In the vehicle control device according to the third aspect of the invention, in addition to the configuration of the first or second aspect of the invention, the second control means is in a state where it is switched to the parking position, and the first electric device group is When it is in a stopped state and an externally chargeable state is detected, a signal indicating that the power storage device is being charged by external charging is transmitted to the second electrical device group and the actuator control device. . When receiving a signal indicating that the power storage device is being charged by external charging, the actuator control device suppresses the execution of correction. The vehicle control method according to the eighth aspect has the same configuration as the vehicle control apparatus according to the third aspect.

  According to the third invention, when the first electrical device group is in the stopped state and the external chargeable state is detected in the state switched to the parking position, the second electrical device group and A signal indicating that the power storage device is being charged by external charging is transmitted to the actuator control device. When receiving the signal, the actuator control device suppresses the correction. Thereby, since it is suppressed that correction | amendment of the operation amount of an actuator is performed whenever the 2nd electric equipment group starts, the deterioration of durability of a shift switching mechanism can be suppressed.

  In the vehicle control apparatus according to the fourth invention, in addition to the configuration of any one of the first to third inventions, the first electric device group is connected to the first communication network. The first control means transmits an activation signal to the first electric device group via the first communication network in response to the detected vehicle activation operation. The second electrical device group and the actuator control device are connected to a second communication network that is provided independently of the first communication network. The second control means is configured such that when the external chargeable state is detected, the power storage device is being charged by external charging to the second electrical device group and the actuator control device via the second communication network. Send a signal to indicate that there is. The vehicle control method according to the ninth aspect has the same configuration as the vehicle control apparatus according to the fourth aspect.

  According to the fourth invention, when an external chargeable state is detected, a signal indicating that the power storage device is being charged by external charging is transmitted via the second communication network to the second electrical device group and the actuator. Sent to the control device. As a result, the second electric device group operates with the start of charging by external charging, and the correction of the operation amount of the actuator is suppressed. For this reason, the correction of the operation amount of the actuator is suppressed every time the second electric device group is activated. Therefore, deterioration of the durability of the shift switching mechanism can be suppressed.

  In the vehicle control device according to the fifth invention, in addition to the configuration of any one of the first to fourth inventions, the power storage device includes a first power storage device and a second low-voltage than the first power storage device. Power storage device. The second electrical device group and the actuator control device are activated by receiving power from the second power storage device during the activation control. The vehicle further includes a relay that collectively sets a power supply state from the second power storage device to the second electrical device group and the actuator control device to one of a supply state and a non-supply state. The control device further includes means for controlling the relay to switch to the supply state when at least one of the external chargeable state and the vehicle starting operation is detected. A vehicle control method according to a tenth invention has the same configuration as the vehicle control device according to the fifth invention.

  According to the fifth invention, when at least one of the external chargeable state and the vehicle starting operation is detected, power is supplied to the second electric device group to start. When the external chargeable state is detected, the actuator control device suppresses the operation amount correction. Thereby, whenever the 2nd electric equipment group starts, implementation of correction | amendment of the operating amount of an actuator is suppressed. Therefore, the frequency of performing the correction of the operation amount is suppressed, and deterioration of the durability of the restriction member can be suppressed.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  FIG. 1 is a block diagram showing a configuration of a hybrid vehicle 10 according to an embodiment of the present invention.

  Referring to FIG. 1, hybrid vehicle 10 includes front wheels 20R, 20L, rear wheels 22R, 22L, an engine 450, a planetary gear PG, a differential gear DG, and gears 40, 60.

  Hybrid vehicle 10 further includes a battery 130, a boost converter 200 that boosts DC power output from battery 130, and an inverter 140 that exchanges DC power with boost converter 200.

  Hybrid vehicle 10 further includes a motor generator MG1 that generates power by receiving the power of engine 450 via planetary gear PG, and a motor generator MG2 whose rotation shaft is connected to planetary gear PG. Inverter 140 is connected to motor generators MG1 and MG2, and converts AC power and DC power from the booster circuit.

  Planetary gear PG includes a sun gear, a ring gear, a pinion gear that meshes with both the sun gear and the ring gear, and a planetary carrier that rotatably supports the pinion gear around the sun gear. Planetary gear PG has first to third rotation shafts. The first rotating shaft is a rotating shaft of a planetary carrier connected to the engine 450. The second rotating shaft is a rotating shaft of a sun gear connected to motor generator MG1. The third rotating shaft is a rotating shaft of a ring gear connected to motor generator MG2.

  A gear 40 is attached to the third rotating shaft, and the gear 40 drives the gear 60 to transmit mechanical power to the differential gear DG. The differential gear DG transmits the mechanical power received from the gear 60 to the front wheels 20R and 20L, and transmits the rotational force of the front wheels 20R and 20L to the third rotation shaft of the planetary gear PG via the gears 60 and 40.

  Planetary gear PG plays a role of dividing power between engine 450 and motor generators MG1, MG2. That is, the planetary gear PG determines the rotation of the remaining one rotation shaft according to the rotation of the two rotation shafts among the three rotation shafts. Therefore, the vehicle speed is controlled by controlling the power generation amount of the motor generator MG1 and driving the motor generator MG2 while operating the engine 450 in the most efficient region, thereby realizing an overall energy efficient vehicle. Yes.

  The battery 130 which is a DC power source is made of, for example, a secondary battery such as nickel metal hydride or lithium ion, and supplies DC power to the boost converter 200 and is charged by DC power from the boost converter 200.

  Boost converter 200 boosts the DC voltage received from battery 130 and supplies the boosted DC voltage to inverter 140. Inverter 140 converts the supplied DC voltage into an AC voltage, and drives and controls motor generator MG1 when the engine is started. Further, after the engine is started, AC power generated by motor generator MG1 is converted to DC by inverter 140 and converted to a voltage suitable for charging battery 130 by boost converter 200, and battery 130 is charged.

  Inverter 140 drives motor generator MG2. Motor generator MG2 assists engine 450 to drive front wheels 20R and 20L. At the time of braking, motor generator MG2 performs a regenerative operation and converts the rotational energy of the wheels into electric energy. The obtained electric energy is returned to battery 130 via inverter 140 and boost converter 200.

  Battery 130 is an assembled battery, and includes a plurality of battery units B0 to Bn connected in series. System main relays SR1 and SR2 are provided between boost converter 200 and battery 130, and the high voltage is cut off when the vehicle is not in operation.

  The hybrid vehicle 10 further includes an ignition (hereinafter referred to as IG) switch 88 that is an input unit that receives a vehicle start request instruction from the driver, an air conditioner (hereinafter referred to as air conditioner) 90, a door, and the like. Lock 92, navigation system 94, electric stabilizer 96, SBW (Shift by Wire) -ECU (Electronic Control Unit) 804, headlight 98, engine 450, inverter 140, boost converter 200, and And a control device 300 that controls the electrical equipment. The IG switch 88 may be configured by a push button, may be configured by a rotary switch, and is not particularly limited. The SBW-ECU 804 is connected to the control device 300 and is activated in response to an activation signal from the control device 300.

  Hybrid vehicle 10 further detects a socket 160 that is a connection portion for connecting plug 1040 provided at the end of charging cable 1020 extending from external charging apparatus 1000 and a coupling confirmation element 1060 provided in socket 160 for plug 1040. The connection confirmation sensor 180 for recognizing that the plug 1040 is connected to the socket 160 and the charging inverter 120 that receives AC power from the external charging device 1000 via the socket 160 are further included. The charging inverter 120 is connected to the battery 130 and supplies DC power for charging to the battery 130. The coupling confirmation sensor 180 may be of any type. For example, a sensor that detects a magnet on the plug side, a push button type that is pushed in when the plug is inserted, a sensor that detects the connection resistance of the energization path, etc. Can be used. When the plug 1040 is connected to the socket 160, the coupling confirmation sensor 180 transmits a plug connection signal to the control device 300.

  In the present embodiment, power supplied from external charging apparatus 1000 will be described as being supplied to battery 130 via charging inverter 120. However, as a form of external charging, such a form is particularly used. It is not limited. For example, the power of the external charging device 1000 may be supplied via the neutral point of MG1 or MG2 to charge the battery 130.

  As shown in FIG. 2, in the present embodiment, the power storage device mounted on the vehicle is a power storage device having a lower voltage than battery 130, in addition to battery 130 that is a high-voltage power storage device, A battery 132 for supplying power is mounted. Battery 130 is connected to DC-DC converter 250 with high-voltage power line 134 interposed. Further, the battery 132 is connected to the DC-DC converter 250 via a low voltage power line 136. A load 150 is connected in parallel to the DC-DC converter 250 and the battery 132.

  The DC-DC converter 250 receives the power supplied from the battery 130 and outputs a set voltage. The battery 132 is charged by the power supplied from the DC-DC converter 250 or the power is supplied from the DC-DC converter 250 to the load 150.

  In the present embodiment, load 150 is, for example, an auxiliary machine such as air conditioner 90, door lock 92, navigation system 94, electric stabilizer 96, headlight 98, and SBW-ECU 804, but is particularly limited to these electric devices. It is not something.

  FIG. 3 shows a configuration of shift control system 220 in the present embodiment. Shift control system 220 according to the present embodiment is used for switching the shift position of the vehicle. The shift control system 220 includes a P switch 214, a shift switch 212, an IG switch 88, a control device 300, a parking control device (hereinafter referred to as “SBW (Shift By Wire) -ECU”) 804, an actuator 202, an encoder 204, a shift switching mechanism 206, a display unit 210, and a meter 208. The shift control system 220 functions as a shift-by-wire system that switches the shift position by electrical control. Specifically, shift switching mechanism 206 is driven by actuator 202 to switch the shift position.

  When the IG switch 88 is turned on, electric power is supplied from the low-voltage side battery 132 and the shift control system 220 is activated.

  The P switch 214 is a switch for switching the shift position between a parking position (hereinafter referred to as “P position”) and a position other than parking (hereinafter referred to as “non-P position”). An indicator 216 for indicating to the driver, and an input unit 218 for receiving an instruction from the driver. The driver inputs an instruction to put the shift position into the P position through the input unit 218. The input unit 218 may be a momentary switch. A P command signal indicating an instruction from the driver received by input unit 218 is transmitted to SBW-ECU 804. In addition, the shift position may be switched from the non-P position to the P position by means other than the P switch 214.

  The SBW-ECU 804 controls the operation of the actuator 202 that drives the shift switching mechanism 206 to switch the shift position between the P position and the non-P position, and presents the current shift position state to the indicator 216. When the driver depresses the input unit 218 when the shift position is a non-P position, the SBW-ECU 804 switches the shift position to the P position and presents the indicator 216 that the current shift position is the P position.

  Actuator 202 is configured by a switched reluctance motor (hereinafter referred to as “SR motor”), and receives an actuator control signal from SBW-ECU 804 to drive shift switching mechanism 206. The encoder 204 rotates integrally with the actuator 202 and detects the rotation state of the SR motor. The encoder 204 of the present embodiment is a rotary encoder that outputs A-phase, B-phase, and Z-phase signals. The SBW-ECU 804 acquires a signal output from the encoder 204, grasps the rotation state of the SR motor, and controls energization for driving the SR motor.

  The shift switch 212 switches the shift position to a position such as a drive (D) position, a reverse (R) position, a neutral (N) position, a brake (B) position, or the P position when it is in the P position. It is a switch for canceling. A shift signal indicating an instruction from the driver received by the shift switch 212 is transmitted to the SBW-ECU 804. The SBW-ECU 804 presents the current shift position state to the meter 208 based on the shift signal indicating the instruction from the driver.

  The control device 300 comprehensively manages the operation of the shift control system 220. Display unit 210 displays instructions and warnings to the driver issued by control device 300 or SBW-ECU 804. The meter 208 presents the state of the vehicle equipment, the state of the shift position, and the like.

  FIG. 4 shows the configuration of the shift switching mechanism 206. Hereinafter, the shift position means a P position and a non-P position, and will be described as not including the R, N, and D positions in the non-P position, but may include the R, N, and D positions. . That is, in this embodiment, a description will be given of a two-position configuration of a P position and a non-P position, but a four-position configuration of a P position and a non-P position that includes R, N, and D positions. May be.

  The shift switching mechanism 206 is fixed to the shaft 252 that is rotated by the actuator 202, the detent plate 254 that rotates as the shaft 252 rotates, the rod 248 that operates as the detent plate 254 rotates, and the rotation shaft of the gear 40. A parking lock gear 244, a parking lock pole 246 for locking the parking lock gear 244, a detent spring 242 and a roller 240 for limiting the rotation of the detent plate 254 and fixing the shift position are included. The detent plate 254 is driven by the actuator 202 to switch the shift position. The encoder 204 functions as a counting unit that acquires a count value corresponding to the rotation amount of the actuator 202.

  FIG. 4 shows a state when the shift position is a non-P position. In this state, since the parking lock pole 246 does not lock the parking lock gear 244, the rotation of the drive shaft of the vehicle is not hindered. When the shaft 252 is rotated clockwise by the actuator 202 from this state, the rod 248 is pushed in the direction of the arrow A shown in FIG. 4 via the detent plate 254 and is parked by the tapered portion provided at the tip of the rod 248. The lock pole 246 is pushed up in the direction of arrow B shown in FIG. As the detent plate 254 rotates, one of the two valleys provided at the top of the detent plate 254, that is, the roller 240 of the detent spring 242 in the non-P position position 230, climbs over the mountain 232 and moves to the other valley. That is, the process moves to the P position 234. The roller 240 is provided on the detent spring 242 so as to be rotatable in its axial direction. When the detent plate 254 rotates until the roller 240 reaches the P position position 234, the parking lock pole 246 is pushed up to a position where the protruding portion of the parking lock pole 246 is fitted between the teeth of the parking lock gear 244. Thereby, the drive shaft of the vehicle is mechanically fixed, and the shift position is switched to the P position.

  In the present embodiment, in shift control system 220, SBW-ECU 804 is operated by detent spring 242 in order to reduce the load on components of the shift switching mechanism such as detent plate 254, detent spring 242 and shaft 252 when the shift position is switched. The rotation amount of the actuator 202 is controlled so as to reduce the impact when the roller 240 falls over the mountain 232 and falls.

  In each valley of the detent plate 254, a surface located on the side away from the mountain 232 is called a wall. That is, the wall is present at a position where the roller 240 of the detent spring 242 crosses the mountain 232 and falls into the valley when the following control by the SBW-ECU 804 is not performed. The wall at the P position position 234 is referred to as “P wall”, and the wall at the non-P position position 230 is referred to as “non-P wall”.

  When the roller 240 moves from the P position position 234 to the non-P position position 230, the SBW-ECU 804 operates the actuator so that the non-P wall 238 does not collide with the roller 240, or the impact force is alleviated even if the collision occurs. 202 is controlled. Specifically, the SBW-ECU 804 stops the rotation of the actuator 202 at a position before the non-P wall 238 collides with the roller 240. This position is referred to as a “non-P target rotational position”.

  In addition, when the roller 240 moves from the non-P position position 230 to the P position position 234, the SBW-ECU 804 prevents the P wall 236 from colliding with the roller 240 or reduces the impact force even if the collision occurs. The actuator 202 is controlled. Specifically, the SBW-ECU 804 stops the rotation of the actuator 202 at a position before the P wall 236 collides with the roller 240. This position is called “P target rotation position”.

  By controlling the actuator 202 by the SBW-ECU 804, the load on the components of the shift switching mechanism 206 such as the detent plate 254, the detent spring 242 and the shaft 252 can be significantly reduced during shift position switching. By reducing the load, it is possible to reduce the weight and cost of the components of the shift switching mechanism.

  The actuator 202 rotates a detent plate 254 provided on the shaft 252. The P wall 236 and the non-P wall 238 formed on the detent plate 254 restrict rotation in a predetermined direction.

  The current shift position is determined when the rotation amount is within a predetermined rotation amount range from the P wall position or the non-P wall position.

  Specifically, the SBW-ECU 804 determines the rotation position of the actuator 202 (relative position of the roller 240 in the detent plate 254) based on the rotation amount detected by the encoder 204 from the P wall position to a predetermined position. When it is within the range of 1, it is determined that the shift position is the P position.

  On the other hand, when the rotational position of actuator 202 is within the second range from the non-P wall position to a predetermined position based on the rotation amount detected by encoder 204, SBW-ECU 804 determines that the shift position is non-P. Judge that it is a position.

  The SBW-ECU 804 calculates the absolute value of the difference between the counter value at the P wall position (or non-P wall position) and the counter value detected by the encoder 204 during the rotation of the actuator 202, thereby rotating the actuator 202. Is detected.

  Further, when the rotational position of the actuator 202 is neither in the first range nor in the second range, the SBW-ECU 804 determines that the shift position is indefinite or the shift is being switched.

  The P target rotation position is a position where the P wall 236 does not collide with the roller 240 of the detent spring 242 when switching from the non-P position to the P position, and is determined with a predetermined margin from the P wall position. The margin is set with a margin in consideration of looseness due to changes over time. As a result, the change with time can be absorbed if the number of times of use is a certain number of times, and collision with the P wall 236 and 240 at the time of shift position switching can be avoided.

  The non-P target rotation position is a position where the non-P wall 238 does not collide with the roller 240 of the detent spring 242 when switching from the P position to the non-P position, and is determined with a predetermined margin from the non-P wall position. The margin is set with a margin in consideration of play due to changes over time, etc., and can be absorbed over time if it is used to some extent, avoiding collision with non-P walls 238 and 240 at the time of shift position switching. can do. The margin from the non-P wall position and the margin from the P wall position are not necessarily the same, and may be different depending on the shape of the detent plate 254 and the like.

  As described above, the control method of the actuator 202 has been shown on the assumption that the P wall position and the non-P wall position are detected. The P wall position or the non-P wall position serves as a reference position for determining the shift position determination range and the target rotation position at the P position position 234 or the non-P position position 230. Hereinafter, a method for controlling the position of the actuator 202 using the encoder 204 that detects relative position information, specifically, a method for detecting a wall position serving as a reference position will be described.

  The SBW-ECU 804 functions as a control unit that rotates the actuator 202 and a setting unit that sets a P wall position of the actuator 202, that is, a reference position. In the P wall position detection control, first, the actuator 202 rotates the detent plate 254 in the clockwise direction, that is, in the direction in which the P wall 236 faces the roller 240 of the detent spring 242, thereby bringing the roller 240 and the P wall 236 into contact with each other. The P wall 236 functions as a regulating member that regulates the clockwise rotation of the actuator 202 at the P position. The P wall 236 may constitute a restricting member in cooperation with the detent spring 242 and the roller 240.

  That is, the SBW-ECU 804 sets the position of at least one shift position among the plurality of shift positions based on the rotational position of the actuator 202 regulated by the regulating member.

  In FIG. 5, an arrow F <b> 1 indicates a rotational force by the actuator 202, an arrow F <b> 2 indicates a spring force by the detent spring 242, and an arrow F <b> 3 indicates a push-back force by the rod 248. A detent plate 254 ′ indicated by a dotted line indicates a position where the P wall 236 and 242 are in contact with each other. Therefore, detecting the position of the detent plate 254 ′ corresponds to detecting the position of the P wall 236.

  The detent plate 254 is rotated against the spring force of the detent spring 242 in the clockwise direction by the rotational force F1 of the actuator 202 from the position indicated by the dotted line even after contact with the P wall 236 and 240. As a result, the detent spring 242 is deflected, the spring force F2 is increased, and the pushing back force F3 by the rod 248 is also increased. When the rotational force F1 is balanced with the spring force F2 and the pushing back force F3, the rotation of the detent plate 254 is stopped.

  The rotation stop of the detent plate 254 is determined based on the state of the count value acquired by the encoder 204. The SBW-ECU 804 determines to stop the rotation of the detent plate 254 and the actuator 202 when the minimum value or the maximum value of the count value of the encoder 204 does not change for a predetermined time. Whether the minimum value or the maximum value of the count value is monitored may be set in accordance with the encoder 204. In any case, the fact that the minimum value or the maximum value does not change for a predetermined time indicates that the detent plate 254 moves. Indicates a missing state.

  The SBW-ECU 804 detects the position of the detent plate 254 when rotation is stopped as a provisional P wall position (hereinafter referred to as “provisional P wall position”), and calculates the amount or angle of deflection of the detent spring 242. . The calculation of the deflection amount or the deflection angle is performed using a map that is held in advance in the SBW-ECU 804 and shows the relationship between the deflection amount or the deflection angle corresponding to the voltage applied to the actuator 202. The SBW-ECU 804 calculates a deflection amount or a deflection angle corresponding to the voltage applied to the actuator 202 when the temporary P wall position is detected from the map. A map using battery voltage instead of the applied voltage of the actuator 202 may be used. The battery voltage is monitored by the SBW-ECU 804 through the control device 300 and can be easily detected. In this case, the map is created in consideration of a voltage drop due to a wire harness from the battery to the actuator 202 or the like. The SBW-ECU 804 uses this map to map-correct the temporary P wall position from the calculated deflection amount or deflection angle, and determines the map corrected position as the P wall position. The P target rotational position can be set by determining the P wall position. Instead of the map indicating the relationship between the deflection amount or the deflection angle with respect to the applied voltage, a map indicating the relationship between the deflection amount or the deflection angle corresponding to the output torque of the actuator 202 may be used, or the calculation is performed using the map. Instead, a sensor that detects the amount of deflection or the angle of deflection may be provided to detect it.

  The setting of the non-P wall position is the same as the method for setting the P wall position. Therefore, detailed description will not be repeated.

  As described above, the shift control system 220 rotates the actuator 202 to bring the wall of the detent plate 254 into contact with the roller 240 of the detent spring 242. Then, by detecting the contact position, the wall position of the detent plate 254 corresponding to the reference position of the shift position is detected. By setting this wall position as a reference position, the rotation of the actuator 202 can be appropriately controlled even when the encoder 204 that can detect only relative position information is used. That is, the shift position can be appropriately switched without using a neutral start switch or the like.

  As shown in FIG. 6, in the present embodiment, control device 300 includes a PM (Power Management) -ECU 600, an IG power relay 602, and an HV + PLG power relay 604.

  A plurality of electric devices are mounted on the vehicle. The plurality of electrical devices includes an electrical device group 700 and an electrical device group 800. Furthermore, other electric devices different from the plurality of electric devices are mounted on the vehicle. In the present embodiment, the other electric device is the SBW-ECU 804. The vehicle control apparatus according to the present embodiment is realized by PM-ECU 600 and SBW-ECU 804.

  The electric device group 700 is an electric device group of an IG power supply system that starts by receiving a start signal transmitted in response to a start operation by an operation to the IG switch 88 of the vehicle or the like.

  Note that at least one of the plurality of electrical devices may belong to both the electrical device group 700 and the electrical device group 800.

  The electric device group 800 is an electric device group of an HV + PLG power supply system including electric devices 806 and 808 related to charging by the external charging apparatus 1000. In the present embodiment, electric devices 806 and 808 include, for example, charging inverter 120 and battery ECU (not shown), but are not particularly limited thereto.

  Further, the electrical devices related to the charging by the external charging device 1000 are not limited to the two electrical devices 806 and 808 shown in FIG. 6 as long as the battery 130 can be charged by the external charging device 1000. Or three or more electrical devices.

  The PM-ECU 600 receives an IG switch signal from the IG switch 88, a plug connection signal from the coupling confirmation sensor 180, and an SOC signal to be described later. PM-ECU 600 may receive each signal via communication bus 702 or communication bus 802.

  Connected to PM-ECU 600 are IG power relay 602 corresponding to the IG power system and HV + PLG power relay 604 corresponding to the power system of the hybrid device and the power system of PLG. The PM-ECU 600 may be further connected to a relay (not shown) corresponding to an ACC power supply system corresponding to radio, audio, or the like. Further, the IG power supply system is not limited to one system, and may be a plurality of systems, for example.

  When PM-ECU 600 receives an IG switch signal from IG switch 88, for example, when the driver performs an operation corresponding to the activation request of the electrical device connected to the IG power system in IG switch 88, IG power relay 602 is received. And a control signal is transmitted so that HV + PLG power supply relay 604 may turn on.

  The IG power supply relay 602 is in a supply state in which the power of the battery 132 is supplied to the electrical device group 700 of the IG power supply system and a non-supply state in which no power is supplied in response to the reception of the ON signal from the PM-ECU 600. Set to any one. When the IG power supply relay 602 is turned on, the electric power of the battery 132 is supplied to each of the electric devices 704 and 706 included in the electric device group 700 of the IG power supply system, and the electric devices 704 and 706 are activated.

  Further, the HV + PLG power relay 604 is in any one of a supply state in which the power of the low-voltage side battery 132 is supplied to the SBW-ECU 804 and the electric devices 806 and 808 of the electric device group 800 and a non-supply state in which no power is supplied. Set all of them in a lump.

  Electric devices 806 and 808 include hybrid devices (that is, electric devices related to the operation of MG1 and MG2) and electric devices (for example, navigation system 94) connected to the power supply system of PLG. Therefore, when the HV + PLG power relay 604 is turned on, the power from the battery 132 is supplied to the hybrid device and the electric device connected to the power system of the PLG to be activated.

  Further, when it is detected that the state of the vehicle is in an externally chargeable state where the battery 132 can be charged from the outside of the vehicle, the PM-ECU 600 switches the HV + PLG from the non-supply state to the supply state. The power supply relay 604 is controlled.

  The “external chargeable state” is, for example, a state in which a change in position of a member (such as the cover of the plug 1040 or the socket 160) that is operated when the plug 1040 at the end of the charging cable 1020 is connected to the socket 160 is detected. In the case where non-contact charging is possible between the vehicle side and the external charging device 1000 side, the vehicle and the external charging device 1000 are in a state where they can be charged. May be.

  In the present embodiment, PM-ECU 600 transmits a control signal to turn on HV + PLG power supply relay 604 when it receives a plug connection signal from coupling confirmation sensor 180.

  PM-ECU 600 is connected to electric devices 704 and 706 of electric device group 700 via communication bus 702. The communication bus 702 is a communication network that connects each electrical device of the electrical device group 700 and the PM-ECU 600 to each other.

  Furthermore, PM-ECU 600 is connected to SBW-ECU 804 and electric devices 806 and 808 of electric device group 800 via communication bus 802. The communication bus 802 is a communication network that connects the SBW-ECU 804 and the electric devices in the electric device group 800 to the PM-ECU 600 and is provided independently of the communication bus 702.

  The PM-ECU 600 has a gateway 606 connected to both the communication bus 702 and the communication bus 802. When a plug connection signal is received, the PM-ECU 600 receives data between the communication bus 702 and the communication bus 802. Prohibit transfer.

  When PM-ECU 600 receives a plug connection signal from coupling confirmation sensor 180, PM-ECU 600 performs load control on the hybrid device.

  For example, the PM-ECU 600 may control the hybrid device so that the load amount of the electric load during the operation of the hybrid device is reduced, or the function not related to charging is stopped during the operation of the hybrid device. Alternatively, the hybrid device may be controlled.

  For example, PM-ECU 600 reduces the operation amount of the cooling pump of the cooling system provided in inverter 140 as much as possible according to the operation state of inverter 140 (for example, the temperature of the cooling water), or stops the operation. Or you may. Alternatively, PM-ECU 600 may reduce the operation amount of the cooling fan of battery 130 as much as possible according to the state of battery 130 (for example, the temperature of battery 130), or may stop the operation.

  Further, PM-ECU 600 may control the output voltage of DC-DC converter 250 to be lower than the normal output voltage. The PM-ECU 600 may control the DC-DC converter 250 so that the output voltage becomes a voltage set lower than normal. For example, when the output voltage of the DC-DC converter 250 at normal time is 13.5 V, the PM-ECU 600 detects a connection of the plug 1040 of the charging cable 1020 to a predetermined voltage lower than 13.5 V. As described above, the output voltage of the DC-DC converter 250 may be controlled.

  In the present embodiment, the cooling pump, the cooling fan, and the DC-DC converter 250 have been described as an example of load control. However, if load control is performed on an electric load that is not related to charging by the external charging device 1000, In particular, it is not limited to the above-mentioned electric load. For example, the operation amount of the electrical load that is specified according to the charging type and is not related to charging may be reduced or the operation may be stopped.

  In the vehicle having the above-described configuration, when charging is performed by external charging apparatus 1000, HV + PLG power supply relay 604 is turned on. At this time, the SBW-ECU 804 is also activated. Therefore, if P wall contact control is performed every time the SBW-ECU 804 is activated, the P wall contact control is repeated as the frequency of charging using the external charging device 1000 increases. Can get worse.

  Therefore, the present invention relates to the SBW-ECU 804 and the electric battery when the PM-ECU 600 is switched to the parking position, the electric device group 700 is in a stopped state, and an external chargeable state is detected. It is characterized in that activation control of the electric devices 806 and 808 of the device group 800 is collectively performed, and the correction of the operation amount of the actuator performed by the SBW-ECU 804 is suppressed.

  Specifically, PM-ECU 600 receives a signal indicating that the shift position is a parking position from SBW-ECU 804, electrical device group 700 of the IG power supply system is in a stopped state, and coupling confirmation sensor 180. HV + PLG power supply relay 604 is turned on when a plug connection signal is received from. Further, when HV + PLG power supply relay 604 is turned on, PM-ECU 600 indicates that battery 132 is being charged by external charging device 1000 for each of SBW-ECU 804 and electric device group 800 of the HV + PLG power supply system. (Hereinafter also referred to as a “charging” signal) is transmitted via the communication bus 802.

  When receiving the “charging” signal, the SBW-ECU 804 suppresses the correction of the operation amount of the actuator. The “charging” signal may be a signal corresponding to the activation command of the electric devices 806 and 808, or may be a signal transmitted separately from the activation command.

  FIG. 7 shows a functional block diagram of vehicle control apparatus 300 according to the present embodiment. As shown in FIG. 7, the PM-ECU 600 includes an input interface (hereinafter referred to as an input I / F) 500, an arithmetic processing unit 510, a storage unit 530, and an output interface (hereinafter referred to as an output I / F). 540).

  Input I / F 500 receives the IG switch signal from IG switch 88, the plug connection signal from coupling confirmation sensor 180, and the SOC signal from battery ECU, and transmits them to arithmetic processing unit 510.

  The battery ECU estimates the SOC (State Of Charge) based on the integration of the charge / discharge current value in the battery 132 or a change in the open circuit voltage, and transmits a signal indicating the estimated SOC to the PM-ECU 600. Note that the SOC may be estimated by the PM-ECU 600.

  Arithmetic processing unit 510 includes a connection determination unit 512, a relay control unit 514, a signal transmission unit 516, a charge determination unit 518, and a transmission stop unit 520.

  Connection determination unit 512 determines whether charging cable 1020 is connected to the vehicle based on the plug connection signal. That is, when connection determination unit 512 receives the plug connection signal from coupling confirmation sensor 180, connection determination unit 512 determines that plug 1040 at the end of charging cable 1020 is connected to socket 160. That is, when connection determination unit 512 receives the plug connection signal, it determines that the state of the vehicle has become an externally chargeable state.

  For example, when it is determined that charging cable 1020 is connected to the vehicle, connection determination unit 512 turns on the connection determination flag, and charging cable 1020 is not connected to the vehicle (that is, disconnected). ) Is determined, the connection determination flag may be turned off.

  When it is determined that charging cable 1020 is connected to the vehicle, relay control unit 514 generates a control signal for turning on HV + PLG power supply relay 604, and generates the generated control signal via output I / F 540. To the HV + PLG power relay 604. Further, when it is determined that the charging cable 1020 has been disconnected, the relay control unit 514 generates a control signal for turning off the HV + PLG power relay 604, and outputs the generated control signal via the output I / F 540. To the HV + PLG power relay 604. Further, when it is determined that charging of the battery 130 is completed, the relay control unit 514 generates a control signal for turning off the HV + PLG power relay 604 and transmits the control signal to the HV + PLG power relay 604 via the output I / F 540. To do.

  Note that the relay control unit 514 may generate a control signal for turning on the HV + PLG power supply relay 604, for example, when the connection determination flag is turned on. Moreover, the relay control part 514 may generate | occur | produce the control signal which turns off the HV + PLG power supply relay 604, for example, when a connection determination flag turns off from on. Alternatively, the relay control unit 514 may generate a control signal for turning off the HV + PLG power relay 604 when a charge completion determination flag described later is turned on when the connection determination flag is on.

  When it is determined that the charging cable 1020 is connected to the vehicle, the signal transmission unit 516 generates a “charging” signal indicating that charging by the external charging device 1000 is being performed, and the generated signal is The data is transmitted to the SBW-ECU 804 and each electric device of the electric device group 800 via the output I / F 540 and the communication bus 802.

  Note that the signal transmission unit 516 may transmit a “charging” signal when the connection determination flag is turned on, for example.

  Charging determination unit 518 determines whether or not charging of battery 130 is completed based on the SOC signal from battery ECU. For example, charging determination unit 518 determines that charging of battery 130 has been completed when the SOC of battery 130 based on the SOC signal indicates a charging amount equal to or greater than a predetermined value. Note that the charge determination unit 518 may turn on the charge completion determination flag when the SOC of the battery 130 indicates a charge amount equal to or greater than a predetermined value, for example. The predetermined value is not particularly limited as long as it is an appropriate value as the amount of charge of the battery 130 in the stopped vehicle, and may be adapted by experimentation or the like.

  When the charging determination unit 518 determines that the charging of the battery 130 is completed, the transmission stopping unit 520 stops transmitting the “charging” signal. Note that the transmission stopping unit 520 may stop transmitting the “charging” signal when the charging completion determination flag is on.

  In the present embodiment, connection determination unit 512, relay control unit 514, signal transmission unit 516, charge determination unit 518, and transmission stop unit 520 are all stored in CPU that is arithmetic processing unit 510. Although described as functioning as software realized by executing a program stored in unit 530, it may be realized by hardware. Such a program is recorded on a storage medium and mounted on the vehicle.

  Various information, programs, threshold values, maps, and the like are stored in the storage unit 530, and data is read or stored by the arithmetic processing unit 510 as necessary.

  On the other hand, SBW-ECU 804 includes an input I / F 850, a calculation processing unit 860, a storage unit 880, and an output I / F 890.

  The input I / F 850 receives the “charging” signal from the PM-ECU 600 and transmits it to the arithmetic processing unit 860.

  Arithmetic processing unit 860 includes a signal reception determination unit 862, a wall pad control suppression unit 864, a signal stop determination unit 866, and a suppression release unit 868.

  The signal reception determination unit 862 determines whether or not to receive a “charging” signal from the PM-ECU 600. Note that the signal reception determination unit 862 may turn on the reception determination flag when receiving a “charging” signal from the PM-ECU 600, for example.

  When receiving the “charging” signal, the wall contact control suppressing unit 864 suppresses the execution of the P wall contact control of the SBW-ECU 804. Note that the wall contact control suppressing unit 864 may suppress, for example, the execution of the P wall contact control when the reception determination flag is on. Note that the activation of the SBW-ECU 804 may be suppressed instead of the P wall contact control.

  The signal stop determination unit 866 determines whether or not the reception of the “charging” signal from the PM-ECU 600 is stopped. The signal stop determination unit 866 may turn off the reception determination flag when reception of the “charging” signal from the PM-ECU 600 is stopped, for example.

  When the reception of the “charging” signal from the PM-ECU 600 is stopped, the suppression release unit 868 releases the startup suppression. For example, when the reception determination flag is off, suppression suppression unit 868 cancels activation suppression.

  Further, when the SBW-ECU 804 is at least switched to the parking position and does not receive the “charging” signal, the SBW-ECU 804 transmits an actuator control signal to the actuator 202 to perform P wall contact control. For example, the SBW-ECU 8084 performs the P wall contact control when the IG power relay 602 and the HV + PLG power relay 604 are turned on in a state where the parking position is switched to and the “charging” signal is not received. .

  In the present embodiment, the signal reception determination unit 862, the wall pad control suppression unit 864, the signal stop determination unit 866, and the suppression release unit 868 are all stored in the storage unit 880 by the CPU that is the arithmetic processing unit 860. Although it is assumed that the program functions as software, which is realized by executing the program stored in the program, it may be realized by hardware. Such a program is recorded on a storage medium and mounted on the vehicle.

  Various information, programs, threshold values, maps, and the like are stored in the storage unit 880, and data is read or stored by the arithmetic processing unit 860 as necessary.

  With reference to FIG. 8, a control structure of a program executed by PM-ECU 600 and SBW-ECU 804, which are vehicle control apparatuses according to the present embodiment, will be described.

  In S100, PM-ECU 600 determines whether plug 1040 at the end of charging cable 1020 is connected to socket 160 or not. Specifically, when PM-ECU 600 receives a plug connection signal from coupling confirmation sensor 180, PM-ECU 600 determines that plug 1040 is connected to socket 160. If it is determined that plug 1040 is connected to socket 160 (YES in S100), the process proceeds to S102. If not (NO in S100), the process returns to S100.

  In S102, PM-ECU 600 turns on HV + PLG power supply relay 604. In S104, PM-ECU 600 transmits a “charging” signal to SBW-ECU 804 and each electric device in electric device group 800.

  In S106, PM-ECU 600 determines whether or not charging of battery 130 is completed. When charging of battery 130 is completed (YES in S106), the process proceeds to S108. If not (NO in S106), the process returns to S106.

  In S108, PM-ECU 600 stops transmitting the “charging” signal. In S110, PM-ECU 600 turns off HV + PLG power supply relay 604.

  In S200, SBW-ECU 804 determines whether or not to receive a “charging” signal. If the “charging” signal is received (YES in S200), the process proceeds to S202. If not (NO in S200), the process returns to S200.

  In S202, SBW-ECU 804 suppresses the execution of the P wall contact control. In S204, SBW-ECU 804 determines whether or not reception of the “charging” signal is stopped. When reception of the “charging” signal is stopped (YES in S204), the process proceeds to S206. If not (NO in S204), the process returns to S202. In S206, SBW-ECU 804 releases the suppression of the execution of the P wall contact control.

  The operation of PM-ECU 600 and SBW-ECU 804, which are vehicle control apparatuses according to the present embodiment based on the above-described structure and flowchart, will be described.

  If the user connects plug 1040 of external charging apparatus 1000 to socket 160 while the vehicle is stopped (YES in S100), HV + PLG power supply relay 604 is turned on (S102). At this time, a “charging” signal is transmitted to the SBW-ECU 804 of the HV + PLG power supply system and each electric device in the electric device group 800 (S104).

  When SBW-ECU 804 receives a charging signal (YES in S200), execution of P wall contact control is suppressed (S202). Until the reception of the “charging” signal is stopped (NO in S204), the suppression of the P wall contact control is continued (S202).

  When PM-ECU 600 determines that charging of battery 130 has been completed (YES in S106), transmission of the “charging” signal is stopped (S108), and HV + PLG power supply relay 604 is turned off.

  When reception of the “charging” signal is stopped (YES in S204), SBW-ECU 804 cancels the suppression of the P wall contact control (S206). Since HV + PLG power supply relay 604 is off, SBW-ECU 804 does not start. Therefore, the execution of the P wall contact control is limited while the battery 130 is being charged by the external charging apparatus 1000.

  As described above, according to the vehicle control apparatus of the present embodiment, the state is switched to the parking position, the electrical device group of the IG power supply system is stopped, and the plug of the charging cable is When connected to the socket, the electric device group of the HV + PLG power supply system is collectively controlled to be activated, and the actuator operation amount correction performed by the SBW-ECU is suppressed. Thereby, even if the frequency with which the electrical device group of the HV + PLG power supply system is activated by relay-on increases because the battery is charged by the external charging device, it is possible to suppress an increase in the frequency of the correction of the actuator operation amount. Therefore, deterioration of the durability of the shift switching mechanism can be suppressed. In addition, since the frequency of the correction is reduced, it is possible to reduce the power consumption as compared with the case where the actuation amount of the actuator is corrected at each activation. Therefore, it is possible to provide a vehicle control device and a control method that prevent deterioration in durability of the shift switching mechanism.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a block diagram which shows the structure of the hybrid vehicle which concerns on this Embodiment. It is a figure which shows the structure of the electrical storage apparatus mounted in a hybrid vehicle. It is a figure which shows the structure of a shift control system. It is a figure which shows the structure of a shift switching mechanism. It is a figure which shows the change of the detent spring at the time of P wall application. It is a figure which shows the structure of the electric equipment connected to the control apparatus of a vehicle which concerns on this Embodiment, and a control apparatus. It is a functional block diagram of PM-ECU and SBW-ECU. It is a flowchart which shows the control structure of the program performed by PM-ECU and SBW-ECU.

Explanation of symbols

  10 hybrid vehicle, 20R, 20L front wheel, 22R, 22L rear wheel, 40, 60 gear, 88 IG switch, 90 air conditioner, 92 door lock, 94 navigation system, 96 electric stabilizer, 98 headlight, 120 inverter for charging, 130, 132 battery, 134 high voltage power line, 136 low voltage power line, 140 inverter, 150 load, 160 socket, 180 coupling confirmation sensor, 200 boost converter, 202 actuator, 204 encoder, 206 shift switching mechanism, 208 meter, 210 display unit, 212 Shift switch, 214 switch, 216 indicator, 218 input section, 220 shift control system, 230 position position, 232 peak, 234 P position position, 236 P Wall, 238 Non-P Wall, 242 Detent Spring, 244 Parking Lock Gear, 246 Parking Lock Pole, 248 Rod, 250 Converter, 252 Shaft, 254 Detent Plate, 300 Controller, 450 Engine, 500,850 Input I / F , 510,860 arithmetic processing unit, 512 connection determination unit, 514 relay control unit, 516 signal transmission unit, 518 charge determination unit, 520 transmission stop unit, 530 storage unit, 540, 890 output I / F, 600 PM-ECU, 602 IG power relay, 604 HV + PLG power relay, 606 gateway, 700,800 electrical equipment group, 702, 802 communication bus, 704, 706, 806, 808 electrical equipment, 804 SBW-ECU, 862 signal reception determination unit, 864 Wall contact control suppression unit, 866 signal stop determination unit, 868 suppression release unit, 880 storage unit, 1000 external charging device, 1020 charging cable, 1040 plug, 1060 coupling confirmation element.

Claims (10)

A control device for a vehicle using at least a rotating electrical machine as a drive source, wherein the vehicle includes a plurality of electrical devices, another electrical device different from the plurality of electrical devices, the rotating electrical machine, the plurality of electrical devices, and the A power storage device that supplies power to another electrical device, an actuator, and a shift position corresponding to the traveling state of the vehicle according to a switching signal, and any one of a plurality of shift positions by driving the actuator A shift switching mechanism that switches to an actuator control device that controls the actuator, and the plurality of shift positions include a parking position,
Detecting means for detecting that the state of the vehicle is in an externally chargeable state in which the power storage device can be charged from outside the vehicle;
Activation detection means for detecting the activation operation of the vehicle;
First control means for collectively controlling activation of a predetermined first electrical device group among the plurality of electrical devices when the activation operation is detected;
When the first electrical device group is in a stopped state and the externally chargeable state is detected, the vehicle among the plurality of electrical devices is switched to the parking position. A predetermined second electric device group related to charging of the power storage device from the outside and the actuator control device are collectively controlled to be controlled, and the operation amount of the actuator is corrected by the actuator control device. Second control means for suppressing the implementation of
The actuator control device corrects the operation amount of the actuator when the actuator control device is at least switched to the parking position and the external chargeable state is not detected. The shift switching mechanism has a regulating member that regulates an operation amount of the actuator,
The actuator control device detects an operating position of the actuator regulated by the regulating member when the activation operation is detected, and the actuator corresponding to the parking position based on the detected operating position The vehicle control device according to claim 1, wherein the operation position of the vehicle is corrected. The second control means is in a state where the second control means is switched to the parking position, the first electric device group is in a stopped state, and the second chargeable state is detected. A signal indicating that the power storage device is being charged by external charging to the electrical device group and the actuator control device,
The vehicle control device according to claim 1, wherein the actuator control device suppresses the execution of the correction when receiving a signal indicating that the power storage device is being charged by external charging. The first electrical device group is connected to a first communication network;
The first control means transmits an activation signal to the first electric device group via the first communication network in response to the detected activation operation of the vehicle,
The second electrical device group and the actuator control device are connected to a second communication network provided independently of the first communication network,
When the external chargeable state is detected, the second control means causes the power storage device to be connected to the second electrical device group and the actuator control device via the second communication network. The vehicle control device according to claim 1, wherein a signal indicating that charging is being performed by external charging is transmitted. The power storage device includes a first power storage device and a second power storage device having a lower voltage than the first power storage device,
The second electrical device group and the actuator control device are activated by receiving power from the second power storage device during the activation control,
The vehicle collectively sets a power supply state from the second power storage device to the second electrical device group and the actuator control device, and sets the power supply state to one of a supply state and a non-supply state Further including
The control device further includes means for controlling the relay to switch to the supply state when at least one of the external chargeable state and the start operation of the vehicle is detected. The control apparatus of the vehicle in any one of 1-4. A vehicle control method using at least a rotating electrical machine as a drive source, wherein the vehicle includes a plurality of electrical devices, another electrical device different from the plurality of electrical devices, the rotating electrical machine, the plurality of electrical devices, and the A power storage device that supplies power to another electrical device, an actuator, and a shift position corresponding to the traveling state of the vehicle according to a switching signal, and any one of a plurality of shift positions by driving the actuator A shift switching mechanism that switches to an actuator control device that controls the actuator, and the plurality of shift positions include a parking position,
A detection step of detecting that the state of the vehicle is in an externally chargeable state in which the power storage device can be charged from the outside of the vehicle;
An activation detection step for detecting an activation operation of the vehicle;
A first control step for collectively controlling activation of a predetermined first electric device group among the plurality of electric devices when the activation operation is detected;
When the first electrical device group is in a stopped state and the externally chargeable state is detected, the vehicle among the plurality of electrical devices is switched to the parking position. A predetermined second electric device group related to charging of the power storage device from the outside and the actuator control device are collectively controlled to be controlled, and the operation amount of the actuator is corrected by the actuator control device. A second control step for suppressing the implementation of
The method for controlling a vehicle, wherein the actuator controller corrects the operation amount of the actuator when the actuator is switched to at least the parking position and the external chargeable state is not detected. The shift switching mechanism has a regulating member that regulates an operation amount of the actuator,
The actuator control device detects an operating position of the actuator regulated by the regulating member when the activation operation is detected, and the actuator corresponding to the parking position based on the detected operating position The vehicle control method according to claim 6, wherein the operation position of the vehicle is corrected. The second control step is a state in which the second control step is switched to the parking position, the first electric device group is in a stopped state, and the second chargeable state is detected. A signal indicating that the power storage device is being charged by external charging to the electrical device group and the actuator control device,
The vehicle control method according to claim 6 or 7, wherein the actuator control device suppresses the execution of the correction when receiving a signal indicating that the power storage device is being charged by external charging. The first electrical device group is connected to a first communication network;
The first control step transmits a start signal to the first electric device group via the first communication network in response to the detected start operation of the vehicle,
The second electrical device group and the actuator control device are connected to a second communication network provided independently of the first communication network,
In the second control step, when the external chargeable state is detected, the power storage device is connected to the second electric device group and the actuator control device via the second communication network. The vehicle control method according to claim 6, wherein a signal indicating that charging is being performed by external charging is transmitted. The power storage device includes a first power storage device and a second power storage device having a lower voltage than the first power storage device,
The second electrical device group and the actuator control device are activated by receiving power from the second power storage device during the activation control,
The vehicle collectively sets a power supply state from the second power storage device to the second electrical device group and the actuator control device, and sets the power supply state to one of a supply state and a non-supply state Further including
The control method further includes a step of controlling the relay to set the supply state when at least one of the external chargeable state and the start operation of the vehicle is detected. The control method of the vehicle in any one of -9.

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