JP5967001B2 - Shift position monitoring device - Google Patents

Description

  The present invention relates to a shift position monitoring apparatus.

  As a conventional shift position monitoring device, when a plurality of detection elements are arranged at least for each operation position and the detected part is located at an intermediate position between the corresponding operation position and the operation position adjacent thereto, the corresponding operation position The detection element arranged at the position and the detection element arranged at the adjacent operation position are configured to transmit detection signals, the detection signal of the detection element at the corresponding operation position, and the detection element at the adjacent operation position. It is known that when the time (t) of simultaneous reception with a detection signal exceeds a predetermined time (Ta), it is determined that the detection element of the controller device has failed (see, for example, Patent Document 1).

  A first control unit that executes a predetermined calculation; and a second control unit that executes the same calculation with the same configuration as the first control unit. In addition to storing the specific data in the storage means, it is also known that abnormality is detected by comparing the stored data stored in the storage means with the corresponding data stored in the storage means of the other control unit as needed. (For example, refer to Patent Document 2).

JP 2010-96220 A Japanese Patent Laid-Open No. 06-274361

  However, the conventional shift position monitoring device disclosed in Patent Document 1 does not consider the duplication of the control unit that determines the operation position of the shift lever, so that an abnormality can be determined early and accurately. There was a problem that could not.

  Further, in the conventional abnormality monitoring device disclosed in Patent Document 2, abnormality is determined based on a detection signal output from a shift position sensor in a vehicle equipped with a shift-by-wire shift device. Was not taken into account.

  For this reason, in the conventional abnormality monitoring device disclosed in Patent Document 2, in the process of switching between the shift lever positions, between the control units due to a difference in sampling timing with respect to the detection signal output from the shift position sensor. There was a problem of judging different shift lever positions.

  As a result, for example, a momentary shift mechanism adopted in recent years has a problem that it is determined that the shift lever position is excessively abnormal in the switching process between the shift lever positions.

  Therefore, the present invention provides a shift position monitoring device that can determine an abnormality early and accurately as compared with the prior art, and can suppress excessive determination of abnormality. Objective.

  In order to achieve the above object, the shift position monitoring device according to the present invention provides (1) a shift-by-wire shift position monitoring device, wherein a first position, a second position adjacent to the first position, A momentary shift mechanism capable of moving the shift lever to each position including the first position and the third position adjacent to the first position on the opposite side of the second position; a shift position sensor for detecting the position of the shift lever; First and second control units for determining a shift lever position based on whether or not a detection position detected by the shift position sensor is within a determination range for each position, and determination by the first and second control units An abnormality determination unit that determines whether there is an abnormality based on the determined determination position, and each of the control units. Is determined to be in the first intermediate determination position as the determination position on the condition that the detection position is on the second position side within the determination range of the first position, and the detection position is the third position It is determined that the determination position is in the second intermediate determination position on the condition that the determination position is on the position side, and the abnormality determination unit determines whether the determination position is set by one of the first and second control units. When it is determined that one of the second and third positions is determined, and the other control unit determines that the determination position is one of the first and second intermediate determination positions. The determination position determined by the other control unit is determined by the one control unit. It is determined that there is no abnormality on the condition that it is on the determination position side, and the abnormality is determined on the condition that the determination position determined by the other control unit is not the determination position side determined by the one control unit. It has a configuration for determining that there is.

  With this configuration, the shift position monitoring device according to the present invention has the control unit for determining the operation position of the shift lever duplexed by the first control unit and the second control unit, so that the abnormality is detected more quickly and accurately than in the past. Can be determined.

  Further, the shift position monitoring device according to the present invention is the shift position monitoring device according to the present invention, wherein the determination position is one of the second and third positions by either one of the first and second control units. When the other control unit determines that the determination position is one of the first and second intermediate determination positions, the determination position determined by the other control unit is Since it is determined that there is no abnormality on the condition that it is on the determination position side determined by one of the control units, it is possible to suppress excessive determination as abnormal as compared with the conventional case.

  The shift position monitoring device according to the present invention is the shift position monitoring device according to the above (1), wherein (2) the first position is a non-drive position that does not require driving of the vehicle, and the second and third The position has a configuration that is a drive position that requires driving of the vehicle.

  With this configuration, in the shift position monitoring device according to the present invention, the first position is, for example, a neutral shift position, and the second and third positions are, for example, forward or reverse shift positions. Appropriate abnormality / normality can be determined at the drive / non-drive positions.

  The shift position monitoring device according to the present invention is the shift position monitoring device according to (1) or (2) above, on the condition that (3) the abnormality determination unit determines that there is the abnormality. It has a configuration including an abnormality processing unit that reduces driving force.

  With this configuration, the shift position monitoring device according to the present invention can cause the vehicle to retreat when the abnormality determination unit determines that there is the abnormality.

  According to the present invention, it is possible to provide a shift position monitoring device that can determine an abnormality early and accurately as compared with the prior art and can suppress excessive determination of abnormality.

It is a block diagram which shows the structure of the hybrid vehicle to which the shift position monitoring apparatus which concerns on embodiment of this invention is applied. It is a conceptual diagram of the controller box provided with the shift mechanism and parking position switch of the hybrid vehicle shown in FIG. It is a graph which shows the correspondence of the detection signal and shift position of the shift sensor which comprise the shift mechanism shown in FIG. It is a functional block diagram which shows the determination function part of the shift position in HV-ECU shown in FIG. FIG. 5 is a conceptual diagram illustrating a determination correspondence table referred to by the main processor and the monitoring processor illustrated in FIG. 4. It is a sequence diagram which shows the determination operation | movement of the shift lever position in the hybrid vehicle to which the shift position monitoring apparatus which concerns on embodiment of this invention is applied.

  Hereinafter, embodiments of a shift position monitoring apparatus according to the present invention will be described with reference to the drawings. In the following description, a case where the shift position monitoring device according to the present invention is applied to a power split type hybrid vehicle will be described as an example.

  As shown in FIG. 1, the hybrid vehicle 1 in the present embodiment transmits an engine 10 constituting an internal combustion engine and power generated by the engine 10 to drive wheels 12L and 12R via drive shafts 11L and 11R. A transaxle 13, an engine electronic control unit (hereinafter referred to as “EG-ECU”) 14 that controls the engine 10, and a hybrid electronic control unit (hereinafter referred to as “HV-ECU”) that controls each part of the hybrid vehicle 1. And 15).

  In the present embodiment, the engine 10 is configured by an in-line four-cylinder engine using gasoline as fuel. However, in the present invention, the in-line six-cylinder engine, the V-type six-cylinder engine, and the V-type are used. You may be comprised by various types of engines, such as a 12 cylinder engine or a horizontally opposed 6 cylinder engine.

  The fuel used for the engine 10 may be a hydrocarbon fuel such as light oil instead of gasoline, or an alcohol fuel obtained by mixing alcohol such as ethanol and gasoline.

  The transaxle 13 includes a power transmission device 20, a gear mechanism 21, and a differential gear 22. The power transmission device 20 is generated by the engine 10 by motor generators MG1 and MG2 that mutually convert electric power and rotational force, a speed reducer 25 that decelerates the rotation transmitted from the motor generator MG2 and amplifies drive torque. The power split mechanism 26 divides the power into the power for transmitting the generated power to the drive wheels 12L and 12R and the power for driving the motor generator MG1.

  The power split mechanism 26 includes an input shaft 30 coupled to an end portion of a crankshaft 17 serving as an output shaft of the engine 10 via a damper 18, and a hollow sun gear shaft 31 whose shaft center passes through the input shaft 30. The coupled sun gear 32, the ring gear 33 disposed on the concentric circle of the sun gear 32 so that the rotation axis of the sun gear 32 and the rotation axis coincide with each other, and the sun gear 32 and the ring gear 33 are disposed between the sun gear 32 and the ring gear 33. A plurality of pinion gears 34, and a carrier 35 that holds the pinion gears 34 so as to rotate freely and revolves around the input shaft 30.

  Thus, power split mechanism 26 splits the power generated by engine 10 using sun gear 32, ring gear 33, pinion gear 34, and carrier 35 as rotating elements, and transmits the power from motor generator MG1 and drive wheels 12L, 12R. The planetary gear mechanism that integrates the generated power is configured.

  Therefore, the power split mechanism 26 divides the power input from the engine 10 into the carrier 35 into the sun gear 32 side and the ring gear 33 side according to the gear ratio, so that the motor generator While making MG1 function as a generator, the drive wheels 12L and 12R are rotated by the other divided power.

  Further, power split mechanism 26 has motor generator MG1 to which drive power is supplied function as an electric motor, and when engine 10 is driven, the power input from engine 10 to carrier 35 and sun generator 32 from motor generator MG1. Are integrated with the power input to the ring gear 33 and output from the ring gear 33.

  The power split mechanism 26 outputs the power input from the motor generator MG1 to the sun gear 32 to the carrier 35 when the motor generator MG1 to which the drive power is supplied functions as an electric motor and the engine 10 is stopped. Thus, the crankshaft 17 is rotated and the engine 10 is started. As described above, the motor generator MG1 functions as a starter in cooperation with the power split mechanism 26.

  The motor generator MG1 includes a stator 40 that forms a rotating magnetic field, and a rotor 41 that is disposed inside the stator 40 and in which a plurality of permanent magnets are embedded. The stator 40 is wound around the stator core and the stator core. Provided with a three-phase coil.

  The rotor 41 is coupled to a sun gear shaft 31 that rotates integrally with the sun gear 32 of the power split mechanism 26, and the stator core of the stator 40 is formed, for example, by laminating thin sheets of electromagnetic steel plates, and the inner periphery of the main body case 42. It is fixed to the part.

  In the motor generator MG1 configured in this way, when three-phase AC power is supplied to the three-phase coil of the stator 40, a rotating magnetic field is formed by the stator 40, and a permanent magnet embedded in the rotor 41 is formed in this rotating magnetic field. By being pulled, the rotor 41 is rotationally driven. Thus, motor generator MG1 functions as an electric motor.

  Further, when the permanent magnet embedded in the rotor 41 rotates, a rotating magnetic field is formed, and an induction current flows through the three-phase coil of the stator 40 by this rotating magnetic field, thereby generating electric power at both ends of the three-phase coil. Thus, the motor generator MG1 functions also as a generator.

  The motor generator MG2 includes a stator 45 that forms a rotating magnetic field, and a rotor 46 that is disposed inside the stator 45 and has a plurality of permanent magnets embedded therein. The stator 45 is wound around the stator core and the stator core. It has a three-phase coil.

  The rotor 46 is coupled to a rotor shaft 47 coupled to the speed reducer 25, and the stator core of the stator 45 is formed by laminating thin magnetic steel plates, for example, and is fixed to the inner peripheral portion of the main body case 48. Yes.

  In the motor generator MG2 configured in this manner, when three-phase AC power is supplied to the three-phase coil of the stator 45, a rotating magnetic field is formed by the stator 45, and a permanent magnet embedded in the rotor 46 is formed in this rotating magnetic field. By being pulled, the rotor 46 is rotationally driven. Thus, motor generator MG2 functions as an electric motor.

  Further, when the permanent magnet embedded in the rotor 46 rotates, a rotating magnetic field is formed, and an induction current flows through the three-phase coil of the stator 45 by this rotating magnetic field, thereby generating electric power at both ends of the three-phase coil. Thus, the motor generator MG2 functions also as a generator.

  The reduction gear 25 includes a sun gear 36 coupled to a rotor shaft 47 coupled to the rotor 46 of the motor generator MG2, a ring gear 37 disposed on a concentric circle of the sun gear 36 so that a rotation axis thereof coincides with the sun gear 36, and a sun gear. A plurality of pinion gears 38 disposed between the sun gear 36 and the ring gear 37 so as to mesh with the ring gear 37 and the ring gear 37, one end being fixed to the main body case 48, and the other end having a support shaft that rotatably supports the pinion gear 38. And a carrier 39.

  As described above, the speed reducer 25 forms a planetary gear mechanism that uses the sun gear 36, the ring gear 37, and the pinion gear 38 as rotational elements to decelerate the rotation transmitted from the motor generator MG2 and amplify the drive torque.

  Therefore, when the motor generator MG2 to which the drive power is supplied functions as an electric motor, the reducer 25 decelerates the rotation transmitted from the motor generator MG2 to amplify the drive torque and output it from the ring gear 37. It has become.

  Further, the speed reducer 25 causes the motor generator MG2 to function as a power generator by accelerating the rotation by the power input to the ring gear 37 to attenuate the drive torque and outputting it from the sun gear 36.

  The ring gear 37 of the reduction gear 25 and the ring gear 33 of the power split mechanism 26 are provided with a counter drive gear 23 so that the ring gear 37 and the ring gear 33 rotate together. The counter drive gear 23 is meshed with the gear mechanism 21, and the gear mechanism 21 is meshed with the differential gear 22. The power output to the counter drive gear 23 is transmitted from the counter drive gear 23 to the differential gear 22 via the gear mechanism 21.

  The differential gear 22 is connected to the drive shafts 11L and 11R, and the drive shafts 11L and 11R are connected to the drive wheels 12L and 12R, respectively. That is, the power transmitted to the differential gear 22 is output to the drive wheels 12L and 12R through the drive shafts 11L and 11R.

  Therefore, the motor generator MG2 to which the drive power is supplied functions as a drive source, and the power generated by the motor generator MG2 is transmitted to the drive wheels 12L and 12R. The motor generator MG2 to which drive power is not supplied functions as a power regenerator that converts the rotational force into power while decelerating the rotation of the drive wheels 12L and 12R.

  In addition, hybrid vehicle 1 includes inverters 50 and 51 provided for motor generators MG1 and MG2, respectively, and a motor electronic control unit (hereinafter referred to as motor control unit) that controls inverters 50 and 51 to drive and control motor generators MG1 and MG2. , “MG-ECU”) 53.

  The inverters 50 and 51 are configured to exchange electric power among the motor generator MG 1, the motor generator MG 2, and the battery 19 based on control by the MG-ECU 53, that is, charge / discharge the battery 19.

  The power line 54 connecting the inverter 50 and the inverter 51 and the battery 19 is configured as a positive bus and a negative bus shared by the inverter 50 and the inverter 51, and the power generated by one of the motor generators MG 1 and MG 2. Can be consumed by the other motor generator.

  Inverter 50 is provided with an inverter current sensor for detecting a three-phase AC input / output current value of motor generator MG1. The inverter current sensor outputs a detection signal representing the detected current value to the MG-ECU 53.

  Although not shown, the MG-ECU 53 is a microprocessor that includes a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), a flash memory, and an input / output port. It is configured.

  A program for causing the microprocessor to function as the MG-ECU 53 is stored in the ROM of the MG-ECU 53. That is, the CPU of the MG-ECU 53 functions as the MG-ECU 53 by executing a program stored in the ROM using the RAM as a work area.

  The MG-ECU 53 includes signals necessary for driving and controlling the motor generators MG1 and MG2, for example, detection signals of rotational position detection sensors 60 and 61 for detecting rotational positions of the rotors of the motor generators MG1 and MG2, respectively. A detection signal or the like of a current sensor (not shown) that detects a phase current input to the motor generators MG1 and MG2 is input.

  The MG-ECU 53 drives and controls the motor generators MG1 and MG2 by outputting a switching control signal to the inverter 50 and the inverter 51.

  The MG-ECU 53 communicates with other ECUs such as the HV-ECU 15 via a high-speed CAN (Controller Area Network), and exchanges various control signals and data with the other ECUs such as the HV-ECU 15. Is supposed to do.

  For example, the MG-ECU 53 controls the drive of the motor generators MG1 and MG2 by controlling the inverters 50 and 51 in accordance with a control signal input from the HV-ECU 15. Further, MG-ECU 53 outputs data related to the driving state of motor generators MG1 and MG2 to HV-ECU 15 as necessary.

  In addition, the hybrid vehicle 1 includes a battery electronic control unit (hereinafter referred to as “B-ECU”) 62 for managing states such as the storage capacity and temperature of the battery 19. Although not shown, the B-ECU 62 is configured by a microprocessor including a CPU, a ROM, a RAM, a flash memory, and an input / output port.

  A program for causing the microprocessor to function as the B-ECU 62 is stored in the ROM of the B-ECU 62. That is, when the CPU of the B-ECU 62 executes a program stored in the ROM using the RAM as a work area, the microprocessor functions as the B-ECU 62.

  The B-ECU 62 includes signals necessary for managing the state of the battery 19, for example, an inter-terminal voltage from a voltage sensor (not shown) installed between the terminals of the battery 19, and electric power connected to the output terminal of the battery 19. A charge and discharge current detected by a current sensor 63 attached to the line 54 and a signal representing a battery temperature from a temperature sensor (not shown) attached to the battery 19 are input.

  The B-ECU 62 communicates with other ECUs such as the HV-ECU 15 via the high-speed CAN, and exchanges various control signals and data with the other ECUs such as the HV-ECU 15. ing.

  For example, the B-ECU 62 outputs data related to the state of the battery 19 to the HV-ECU 15 as necessary. Further, the B-ECU 62 calculates an SOC (State Of Charge) representing the remaining capacity of the battery 19 based on the integrated value of the charge / discharge current detected by the current sensor 63, and outputs the calculated SOC to the HV-ECU 15. It is supposed to be.

  Although not shown, the EG-ECU 14 includes a plurality of microprocessors including a CPU, a ROM, a RAM, a flash memory, and an input / output port. The ROM of the EG-ECU 14 stores a program for causing the microprocessor to function as the EG-ECU 14.

  That is, when the CPU of the EG-ECU 14 executes a program stored in the ROM using the RAM as a work area, the microprocessor functions as the EG-ECU 14.

  The EG-ECU 14 communicates with other ECUs such as the HV-ECU 15 via the high-speed CAN, and exchanges various control signals and data with the other ECUs such as the HV-ECU 15. .

  For example, the EG-ECU 14 performs fuel injection control, ignition control, and intake air amount adjustment control based on a control signal input from the HV-ECU 15 and detection signals input from various sensors that detect the operating state of the engine 10. The operation control of the engine 10 such as the above is performed, and data related to the operation state of the engine 10 is output to the HV-ECU 15 as necessary.

  Although not shown, the HV-ECU 15 includes a plurality of microprocessors including a CPU, a ROM, a RAM, a flash memory, and an input / output port. Each ROM of the HV-ECU 15 stores a program for causing the microprocessor to function as the HV-ECU 15.

  That is, each CPU of the HV-ECU 15 executes a program stored in each ROM using each RAM as a work area, so that the microprocessor functions as the HV-ECU 15.

  The HV-ECU 15 is connected to other ECUs such as the EG-ECU 14 via the high-speed CAN, and exchanges various control signals and data with the other ECUs such as the EG-ECU 14.

  In the present embodiment, on the input side of the HV-ECU 15, a brake pedal position sensor 81 that detects the operation amount of the brake pedal 80, an accelerator position sensor 83 that detects the depression amount of the accelerator pedal 82, and a shift mechanism 84. A shift position sensor 85 for detecting the selected shift position, a parking position switch 86 for switching the shift position to the parking position, and a vehicle speed sensor 87 for detecting the vehicle speed of the hybrid vehicle 1 are connected.

  For example, the HV-ECU 15 selects the travel mode of the hybrid vehicle 1. Specifically, the HV-ECU 15 switches the driving force source according to the driving state such as the vehicle speed detected by the vehicle speed sensor 87 and the depression amount of the accelerator pedal 82 detected by the accelerator position sensor 83, or the battery 19 Or charging.

  For example, at the time of forward movement, the HV-ECU 15 selects a traveling mode according to the driving state from among a motor traveling mode, a hybrid traveling mode, an engine traveling mode, and a deceleration braking mode.

  Further, the HV-ECU 15 selects a traveling mode according to the driving state from among the motor traveling mode, the hybrid traveling mode, and the deceleration braking mode during reverse travel.

  Further, when the parking position switch 86 is turned on, the HV-ECU 15 locks the gear mechanism 21 by a parking lock mechanism (not shown).

  Further, when the HV-ECU 15 determines that the SOC has decreased when the parking position switch 86 is in the ON state, the HV-ECU 15 selects the traveling mode as the charging mode for charging the battery 19.

  As shown in FIG. 2, in the present embodiment, the shift mechanism 84 is configured such that the shift lever 92 is guided by a guide 91 formed in a controller box 90 provided in the hybrid vehicle 1.

  The shift mechanism 84 is a momentary mechanism that can move the shift lever to a plurality of positions. As the shift position, the N position, the R position adjacent to the N position, and the N position on the opposite side of the R position are adjacent to each other. D position. The N position is a non-driving position that does not require driving of the vehicle, and the R position and D position are driving positions that require driving of the vehicle.

  Specifically, as a shift position selected by the shift mechanism 84, an R (reverse) position selected during reverse travel, an N (neutral) position selected when drive power is not transmitted to the drive wheels 12L and 12R, and forward travel There are a D (drive) position that is selected, a B (brake) position that is selected when the engine brake is prioritized, and an M (home) position. The controller box 90 is provided with a parking position switch 86.

  The shift lever 92 is returned to the M position by a mechanism including an elastic member such as a spring when the operation force is released after being operated to a lever position R, N, D, B position other than the M position. ing.

  The shift position sensor 85 includes a shift sensor 93 made up of a Hall element that detects the shift position in the vertical direction in FIG. 2 and a select sensor 94 made up of a Hall element that detects the shift position in the horizontal direction.

  As shown in FIG. 3, the shift sensor 93 outputs a voltage detection signal corresponding to the detection position of the vertical shift lever 92 to the HV-ECU 15. Similarly, the select sensor 94 outputs a voltage detection signal corresponding to the detection position of the shift lever 92 in the horizontal direction to the HV-ECU 15.

  Here, with reference to FIG. 4, the shift position determination function in HV-ECU 15 will be described. The HV-ECU 15 includes a main processor 100 and a monitoring processor 200 that monitors the main processor 100 for the shift position determination function.

  The main processor 100 and the monitoring processor 200 have first and second control units 101 and 201 for determining the shift position based on the detection signal output from the shift position sensor 85, respectively.

  Each of the first and second control units 101 and 201 determines the shift lever position based on whether or not the detection position detected by the shift position sensor 85 is within the determination range of each position.

  Specifically, each of the first and second control units 101 and 201 samples the detection signal output by the shift sensor 93 and the select sensor 94, and the level of the sampled detection signal is within the determination range of each position. The shift lever position is determined based on whether or not.

  As shown in FIG. 3, each of the first and second control units 101 and 201 samples the detection signal output by the shift sensor 93, and whether or not the level of the sampled detection signal is within the determination range of each position. The shift lever position is determined based on whether or not.

  For example, each of the first and second control units 101 and 201 samples the detection signal output by the shift sensor 93. When the level of the sampled detection signal is v1 or more and less than v2, the vertical direction determination is performed. When the position is determined as D position or B position and is v2 or more and less than v3, the position is determined as the N position or M position as the vertical determination position, and when it is v3 or more and less than v4, the position is vertical The R position is determined as the determination position.

  Here, when each of the first and second control units 101 and 201 determines that the determination position is the N position, if the determination position is v2 or more and less than vs, the first and second control units 101 and 201 determine that the determination position is the ND position and vs or more. If it is less than v3, the RN position is determined as the vertical determination position.

  Similarly, each of the first and second control units 101 and 201 samples the detection signal output by the select sensor 94, and when the level of the sampled detection signal is low, the horizontal determination position. If it is determined as B position or D position, and it is at a high level, it is determined as D position, N position (ND position or RN position) or R position as the determination position in the horizontal direction.

  In addition, the main processor 100 and the monitoring processor 200 include abnormality determination units 102 and 202 that determine whether or not there is an abnormality based on the determination results of the first and second control units 101 and 201, and abnormality determination units 102 and 202. When it is determined that there is an abnormality, the abnormality processing units 103 and 203 respectively execute the processing at the time of abnormality detection.

  In the present embodiment, the N position corresponds to the first position in the present invention, the D position corresponds to the second position in the present invention, the R position corresponds to the third position in the present invention, and the ND position. Corresponds to the first intermediate determination position in the present invention, and the RN position corresponds to the first intermediate determination position in the present invention.

  Each abnormality determination unit 102, 202 is based on at least one of the first and second control units 101, 201 based on the determination positions of the first and second control units 101, 201 and the determination correspondence table shown in FIG. It is determined whether or not there is an abnormality in the control unit. In FIG. 5, “◯” indicates that it is determined that there is no abnormality, and “X” indicates that it is determined that there is an abnormality.

  Here, in FIG. 5, each abnormality determination unit 102, 202 basically determines that there is no abnormality when the determination positions of the first and second control units 101, 201 are the same. When the determination positions of the first and second control units 101 and 201 are not the same, it is determined that there is an abnormality.

  However, each of the abnormality determination units 102 and 202 is determined to be normal regardless of the determination result of the second control unit 201 when the determination position of the first control unit 101 is the P position.

  Further, each abnormality determination unit 102, 202 determines that the determination position is either the R position or the D position by one of the first and second control units 101, 201, and controls the other. When it is determined by the unit that the determination position is one of the RN position and the ND position, the determination position determined by the other control unit is on the determination position side determined by one control unit. It is determined that there is no abnormality on the condition that there is an abnormality, and it is determined that there is an abnormality on the condition that the determination position determined by the other control unit is not the determination position side determined by one control unit. ing.

  That is, each abnormality determination unit 102, 202 determines that there is no abnormality if the determination position of the second control unit 201 is the RN position when the determination position of the first control unit 101 is the R position. It has become.

  Further, each abnormality determination unit 102, 202 determines that there is no abnormality if the determination position of the second control unit 201 is the R position when the determination position of the first control unit 101 is the RN position. It has become.

  Further, each abnormality determination unit 102, 202 determines that there is no abnormality if the determination position of the second control unit 201 is the D position when the determination position of the first control unit 101 is the ND position. It has become.

  Further, each abnormality determination unit 102, 202 determines that there is no abnormality if the determination position of the second control unit 201 is the ND position when the determination position of the first control unit 101 is the D position. It has become.

  Each of the abnormality processing units 103 and 203 notifies the instrument panel of a warning on the condition that the abnormality determination units 102 and 202 have determined that there is an abnormality, or the driving force via the EG-ECU 14 and the MG-ECU 53 It has come to lower.

  The shift position determination operation in the HV-ECU 15 configured as described above will be described with reference to the sequence diagram shown in FIG. The shift position determination operation described with reference to FIG. 6 starts when the detection signal output from the shift position sensor 85 is input to the main processor 100 and the monitoring processor 200.

  First, the shift lever position is determined by the first control unit 101 of the main processor 100 based on the input detection signal (step S1), and the shift lever position is determined by the second control unit 201 of the monitoring processor 200. (Step S2).

  Next, based on the determination correspondence table, the determination position determined by the first control unit 101, and the determination position determined by the second control unit 201, it is determined whether there is an abnormality or not. (Steps S3 and S4).

  Here, when it is determined by the abnormality determination unit 102 that there is an abnormality, the abnormality processing unit 103 executes processing at the time of abnormality detection (step S5), and the abnormality determination unit 202 determines that there is an abnormality. In step S6, the abnormality processing unit 203 executes processing at the time of abnormality detection.

  As described above, in the shift position monitoring apparatus according to the embodiment of the present invention, the control unit for determining the operation position of the shift lever 92 is duplicated by the first control unit 101 and the second control unit 201, so that it is compared with the conventional one. Thus, the abnormality can be determined early and accurately.

  The shift position monitoring apparatus according to the embodiment of the present invention determines that the determination position is either the R position or the D position by one of the first and second control units 101 and 201. When the other control unit determines that the determination position is one of the RN position and the ND position, the determination position determined by the other control unit is determined by one control unit. Since it is determined that there is no abnormality on the condition that it is on the determination position side, it is possible to suppress excessive determination as abnormal as compared with the conventional case.

  In the present embodiment, the case where the shift position monitoring device according to the present invention is applied to a power split hybrid vehicle has been described as an example. However, the shift position monitoring device according to the present invention is a shift-by-wire. As long as the system is adopted, it can be applied to all vehicles such as AT (Automatic Transmission) vehicles, electric vehicles, plug-in hybrid vehicles, and CVT (Continuously Variable Transmission) vehicles.

  In the present embodiment, the example in which the main processor 100 and the monitoring processor 200 are provided with the abnormality determination units 102 and 202 and the abnormality processing units 103 and 203 has been described, but the abnormality determination unit and the abnormality processing unit are It may be provided in either one of the processor 100 and the monitoring processor 200.

  When the abnormality determination unit and the abnormality processing unit are provided in either the main processor 100 or the monitoring processor 200, it is preferable that the abnormality determination unit and the abnormality processing unit are provided in the monitoring processor 200.

  In this embodiment, the N position corresponds to the first position in the present invention, the D position corresponds to the second position in the present invention, and the R position corresponds to the third position in the present invention. The ND position corresponds to the first intermediate determination position in the present invention, and the RN position corresponds to the first intermediate determination position in the present invention.

  In contrast, in the present embodiment, the N position corresponds to the first position in the present invention, the R position corresponds to the second position in the present invention, and the D position corresponds to the third position in the present invention. The RN position may correspond to the first intermediate determination position in the present invention, and the ND position may correspond to the first intermediate determination position in the present invention.

  As described above, the shift position monitoring apparatus according to the present invention has an effect that it is possible to appropriately determine whether or not the shift position is normal even when the shift position is in the middle position of each position. In particular, it is useful for a shift-by-wire shift position monitoring device.

  DESCRIPTION OF SYMBOLS 1 ... Hybrid vehicle, 15 ... HV-ECU, 84 ... Shift mechanism, 92 ... Shift lever, 93 ... Shift sensor, 100 ... Main processor, 101 ... 1st control unit, 102, 202 ... Abnormality determination part, 103, 203 ... Abnormal processing unit, 200 ... monitoring processor, 201 ... second control unit

Claims (3)

In shift-by-wire shift position monitoring device,
A momentary type in which the shift lever can be moved to each position including a first position, a second position adjacent to the first position, and a third position adjacent to the first position on the opposite side of the second position. A shift mechanism of
A shift position sensor for detecting the position of the shift lever;
First and second control units for determining a shift lever position based on whether or not a detection position detected by the shift position sensor is within a determination range of each position;
An abnormality determination unit that determines whether there is an abnormality based on the determination position determined by the first and second control units;
Each of the control units determines that the detection position is in the first intermediate determination position within the determination range of the first position on the condition that the detection position is on the second position side, and the detection position Is determined to be in the second intermediate determination position on the condition that is on the third position side,
The abnormality determination unit
The determination position is determined to be one of the second and third positions by one of the first and second control units, and the determination position is determined to be the first and second by the other control unit. If it is determined that it is one of the second intermediate determination positions,
It is determined that there is no abnormality on the condition that the determination position determined by the other control unit is the determination position side determined by the one control unit,
A shift position monitoring device, characterized in that it is determined that there is an abnormality on the condition that the determination position determined by the other control unit is not on the determination position side determined by the one control unit.   The shift position according to claim 1, wherein the first position is a non-driving position that does not require driving of the vehicle, and the second and third positions are driving positions that require driving of the vehicle. Monitoring device.   The shift position monitoring apparatus according to claim 1, further comprising: an abnormality processing unit that reduces a driving force of the vehicle when the abnormality determination unit determines that the abnormality is present.

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