Vehicle control device

When a malfunction occurs in an A-CPU among multiple CPUs, a retracting traveling control is performed to control a vehicle driving force with a CPU other than the A-CPU. During the retracting traveling control, a shift position is determined with a CPU other than the A-CPU according to an output signal of a shift sensor, and a reduction determination is performed to reduce a shift position, which is to be determined, to be less than a normal state. In this way, the shift position is determined and the retracting traveling is performed even during the retracting traveling control.

CROSS REFERENCE TO RELATED APPLICATION

This application is based on Japanese Patent Application No. 2015-196525 filed on Oct. 2, 2015, the disclosure of which is incorporated herein by reference.

TECHNICAL FIELD

The present disclosure relates to a vehicle control device including a shift sensor configured to send multiple signals according to a shift position which is a manipulated position of a shift lever.

BACKGROUND ART

For example, Patent Literature 1 discloses a shift sensor for detecting a shift position. This is equipped with, for example, six sensors corresponding to six shift positions and is configured to change an output signal of each of the sensors according to the shift position. For example, when the shift position is at the D range, a signal of the sensor corresponding to the D range is set to “1,” and signals of the sensor corresponding to other ranges are set to “0” respectively. A drive control unit of a vehicle determines the shift position according to the output signal of the shift sensor and performs a control according to the shift position.

PRIOR TECHNICAL LITERATURE

Patent Literature

PATENT LITERATURE 1: Publication of unexamined Japanese application No. 2007-223384

However, a concern arises that a certain configuration of a signal of a shift sensor and a control circuit would affect on its mountability on a vehicle.

SUMMARY OF INVENTION

It is an object of the present disclosure to produce a vehicle control device enabled to determine a shift position and to perform a retracting traveling during a retracting traveling control while securing its mountability to a vehicle.

The present applicant researches a system to perform, when a malfunction occurs in a control circuit among multiple control circuits of a drive control unit of a vehicle, a retracting traveling control to manipulate a driving force of the vehicle with a control circuit other than the control circuit, which causes the malfunction. However, the following new issue has arisen through the research process.

A configuration, in which each of control circuits of a drive control unit receives all signals of a shift sensor, is assumed. In this configuration, even in a case where one of the control circuits causes a malfunction during the retracting traveling control, a control circuit, which is other than the one control circuit causing the malfunction, is enabled to determine the shift position according to the output signal of the shift sensor and to perform the retracting traveling. However, the configuration, in which each of the control circuits receives all the signals of the shift sensor, requires an extraordinarily large number of the signal lines to connect the shift sensor with the control circuits. Therefore, a concern arises that its mountability to the vehicle may be exacerbated.

According to one aspect of the present disclosure, a vehicle control device is equipped with a shift sensor, which is to send a plurality of signals according to a shift position being a manipulated position of a vehicle shift lever. The vehicle control device comprises a drive control unit including a plurality of control circuits relevant to a control of a driving force of a vehicle and to determine the shift position according to an output signal of the shift sensor. The drive control unit includes a retracting traveling control unit to perform a retracting traveling control, when a malfunction occurs in one control circuit among the plurality of control circuits, to control the driving force of the vehicle with a control circuit (hereinafter, simply referred to as an other control circuit) other than the control circuit in which a malfunction occurs. The drive control unit further includes a determination control unit to perform a reduction determination during the retracting traveling control to determine the shift position according to the output signal of the shift sensor with the other control circuit and to reduce the shift position, which is to be determined, compared with a normal state.

DESCRIPTION OF EMBODIMENTS

As follows, embodiments embodying modes to practice the present disclosure will be described.

First Embodiment

The first embodiment of the present disclosure will be described with reference toFIGS. 1 to 4.

To begin with, an outline of a vehicle control system will be described with reference toFIG. 1.

As vehicle driving sources, a first motor generator (hereinafter denoted as “first MG”)11and a second motor generator (hereinafter denoted as “second MG”)12are equipped. The vehicle drive control unit13is equipped with an A-CPU14, a B-CPU15, and a C-CPU16as multiple control circuits related to a control of a vehicle driving force. The A-CPU14is, for example, a hybrid CPU which comprehensively controls the vehicle. The B-CPU15is, for example, a first MG-CPU which controls the first MG11. The C-CPU15is, for example, a second MG-CPU which controls the second MG12.

The A-CPU14reads output signal of various sensors, such as a shift sensor18, which will be described later, an accelerator sensor, a brake sensor, and a vehicle speed sensor (not shown) and detects a vehicle operation state. The A-CPU14transmits and receives a control signal and a data signal with the B-CPU15and the C-CPU16and controls the MG11and MG12and the like with each of the CPUs15and16according to the vehicle operation state.

In addition, the shift sensor18is equipped for detecting a shift position which is a manipulated position of the shift lever17. The shift lever17is enabled to switchover among, for example, five shift positions including a P range, an R range, an N range, a D range, and a B range. Herein, the P range represents a parking range. The R range represents a reverse range. The N range represents a neutral range. The D range represents a drive range. The B range represents a brake range.

The shift sensor18is equipped with five sensors19to23corresponding to the five shift positions. An output signal of each of the sensors19to23is configured to change according to the shift position.

Specifically, when the shift position is in the P range, the signal of the P sensor19, which corresponds to the P range, is set to “1” to represent ON, and the signals of the sensors20to23, which correspond to other ranges than the P range, are set to “0” to represent OFF.

In addition, when the shift position is in the R range, the signal of the R sensor20, which corresponds to the R range, is set to “1,” and the signals of the sensors19,21to23, which correspond to other ranges than the R range, are set to “0.”

In addition, when the shift position is in the N range, the signal of the N sensor21, which corresponds to the N range, is set to “1,” and the signals of the sensors19,20,22,23, which correspond to other ranges than the N range, are set to “0.”

In addition, when the shift position is in the D range, the signal of the D sensor22, which corresponds to the D range, is set to “1,” and the signals of the sensors19to21,23, which correspond to other ranges than the D range, are set to “0.”

In addition, when the shift position is in the B range, the signal of the B sensor23, which corresponds to the B range, is set to “1,” and the signals of the sensors19to22, which correspond to other ranges than the B range, are set to “0.”

As shown inFIG. 1andFIG. 2, the drive control unit13is connected with the shift sensor18to receive the signals, which correspond to the respective shift positions of the shift sensor18, with two of the three CPUs14to16and to determine the shift position with two of the three CPUs14to16.

Specifically, the signal lines of the P sensor19are connected to the A-CPU14and the C-CPU16, and the signal of the P sensor19is received into the A-CPU14and the C-CPU16.

In addition, the signal lines of the R sensor20are connected to the B-CPU15and the C-CPU16, and the signal of the R sensor20is received into the B-CPU15and the C-CPU16.

In addition, the signal lines of the N sensor21are connected to the A-CPU14and the C-CPU16, and the signal of the N sensor21is received into the A-CPU14and the C-CPU16.

In addition, the signal lines of the D sensor22are connected to the A-CPU14and the B-CPU15, and the signal of the D sensor22is received into the A-CPU14and the B-CPU15.

In addition, the signal lines of the B sensor23are connected to the A-CPU14and the B-CPU15, and the signal of the B sensor23is received into the A-CPU14and the B-CPU15.

Each of the CPUs14to16determines, as the present shift position, the range corresponding to the sensor which receives the signal at “1.” For example, as shown inFIG. 2, when the shift position is in the D range, the signal of the D sensor22is at “1.” In this case, the A-CPU14receives the input signal at “1” from the D sensor22and therefore determines that the shift position is in the D range. The B-CPU15also receives the input signal at “1” from the D sensor22and therefore determines that the shift position is in the D range. The C-CPU16does not have the sensor receiving the input signal at “1” and therefore does not determine the shift position.

The drive control unit13performs a normal traveling control in a normal state where the drive control unit13is in a steady state. In the normal traveling control, the A-CPU14computes a vehicle requested driving torque according to output signals of various kinds of sensors and the like and computes an instruction torque of the first MG11and an instruction torque of the second MG12according to the requested driving torque. Furthermore, the A-CPU14sends the instruction torque of the first MG11to the B-CPU15and sends the instruction torque of the second MG12to the C-CPU16. In response, the B-CPU15controls the first MG11according to the instruction torque of the first MG11. The C-CPU16controls the second MG12according to the instruction torque of the second MG12.

At this time, the drive control unit13determines the shift position with each of the CPUs14to16according to the output signals of the shift sensor18, that is, from the sensors19to23. The drive control unit13finally determines the shift position according to those determination results.

For example, the drive control unit13determines that the shift position is in the P range in a case where the determination result of the A-CPU14is the P range (that is, the P sensor19has the input signal at “1”) and where the determination result of the B-CPU15is nothing (that is, no sensor has the input signal at “1”) and where the determination result of the C-CPU16is the P range.

In addition, the drive control unit13determines that the shift position is in the R range in a case where the determination result of the A-CPU14is nothing and where the determination result of the B-CPU15is the R range (that is, the R sensor20has the input signal at “1”) and where the determination result of the C-CPU16is the R range.

In addition, the drive control unit13determines that the shift position is in the N range in a case where the determination result of the A-CPU14is the N range (that is, the N sensor21has the input signal at “1”) and where the determination result of the B-CPU15is nothing and where the determination result of the C-CPU16is the N range.

In addition, the drive control unit13determines that the shift position is in the D range in a case where the determination result of the A-CPU14is the D range (that is, the D sensor22has the input signal at “1”) and where the determination result of the B-CPU15is the D range and where the determination result of the C-CPU16is nothing.

In addition, the drive control unit13determines that the shift position is in the B range in a case where the determination result of the A-CPU14is the B range (that is, the B sensor23has the input signal at “1”) and where the determination result of the B-CPU15is the B range and where the determination result of the C-CPU16is nothing.

When a malfunction occurs in the A-CPU14, the A-CPU14may become unable to compute the requested driving torque and the instruction torque normally. Therefore, the drive control unit13performs, when a malfunction occurs in the A-CPU14, a retracting traveling control to control the vehicle driving force with the CPUs15and16other than the A-CPU14in which a malfunction occurs. Furthermore, the drive control unit13determines, during the retracting traveling control, the shift position according to the output signals from the shift sensor18with the CPUs15and16other than the A-CPU14, in which a malfunction occurs. In addition, the drive control unit13performs a reduction determination to reduce the shift positions, which are to be determined, to be less than those in the normal state.

The drive control unit13executes the retracting traveling control and the reduction determination according to a malfunction-state control routine inFIG. 3. As follows, contents of the processing of the routine will be described.

The malfunction-state control routine ofFIG. 3first performs, at step101, a malfunction diagnosis of the A-CPU14with, for example, at least one of methods (1) to (4) as follows.

(1) The A-CPU14is configured with a lockstep microcomputer (that is, a microcomputer including dual lockstep cores in which two cores monitor operations each other) and is configured not to send a signal unless processing results of the two cores coincide. In this case, the drive control unit13makes a determination of malfunctioning on detection that the signal is not sent.

(2) A self-monitoring unit is equipped inside the A-CPU14. The drive control unit13determines presence or absence of a malfunction in the A-CPU14with the self-monitoring unit.

(3) A monitoring unit is equipped outside the A-CPU14. The drive control unit13determines present or absence of a malfunction in the A-CPU14with the monitoring unit performing a ROM check and a RAM check.

(4) The C-CPU16monitors information on the A-CPU14and determines presence or absence of a malfunction.

The malfunction-diagnosis method for the A-CPU14is not limited to the methods (1) to (4) and may be arbitrarily modified.

Subsequently, the routine proceeds to step102where it is determined whether a malfunction occurs in the A-CPU14. When it is determined that a malfunction occurs in the A-CPU14at step102, the routine proceeds to step103. At step103, the retracting traveling control is performed to control the vehicle driving force with the CPUs15and16other than the A-CPU14in which a malfunction occurs. The processing at step103serves as a retracting traveling control unit.

In the retracting traveling control, for example, the C-CPU16computes a vehicle requested driving torque according to output signals of various kinds of sensors and the like and computes an instruction torque of the first MG11and an instruction torque of the second MG12according to the requested driving torque. Furthermore, the C-CPU16sends the instruction torque of the first MG11to the B-CPU15. In response, the B-CPU15controls the first MG11according to the instruction torque of the first MG11. The C-CPU16controls the second MG12according to the instruction torque of the second MG12.

Subsequently, the routine proceeds to step104where the CPUs15and16other than the A-CPU14, in which a malfunction occurs, determines the shift position according to the output signals from the shift sensor18and performs the reduction determination to reduce the shift positions, which are to be determined, to be less than those in the normal state. The processing at step104serves as a determination control unit.

In the reduction determination, the B-CPU15and the C-CPU16determine the shift position and finally determines the shift position according to the determination result. In that case, the shift positions, which are to be determined, are limited within the D range (that is, advance range), the R range (that is, sternway range), and the N range.

For example, when the determination result of the C-CPU16is the P range or the N range and when the B-CPU15has no determination result, the shift position is determined to be N range.

In addition, when the determination result of the C-CPU16is the R range and when the determination result of the B-CPU15is the R range, the shift position is determined to be the R range.

In addition, when the C-CPU16has no determination result and when the determination result of the B-CPU15is the D range or the B range, the shift position is determined to be the D range.

Subsequently, the routine proceeds to step105where a malfunctioning determination is performed to compare the determination results of the shift position of the CPUs15and16to determine presence or absence of a malfunction. The processing at step105also serves as a determination control unit.

In the malfunctioning determination, when the determination result of the C-CPU16and the determination result of the B-CPU15coincide, it is determined that no malfunction occurs. To the contrary, when the determination result of the C-CPU16and the determination result of the B-CPU15do not coincide, it is determined that a malfunction occurs. When it is determined that a malfunction occurs, a fail-safe processing is performed to determine the shift position to be the N range.

When, for example, the determination result of the C-CPU16is the R range and when the determination result of the B-CPU15is the R range, the determination results coincide, and therefore, it is determined that no malfunction occurs.

To the contrary, even though the determination result of the C-CPU16is the R range and when the determination result of the B-CPU15is the D range or the B range, the determination results do not coincide, and therefore, it is determined that a malfunction occurs. In this case, the shift position is determined to be the N range.

In addition, even though the determination result of the C-CPU16is the P range and when the determination result of the B-CPU15is the R range, the D range, or the B range, the determination results do not coincide, and therefore, it is determined that a malfunction occurs. In this case, the shift position is determined to be the N range.

In addition, even though the determination result of the C-CPU16is the N range and when the determination result of the B-CPU15is the R range, the D range, or the B range, the determination results do not coincide, and therefore, it is determined that a malfunction occurs. In this case, the shift position is determined to be the N range.

Furthermore, the determination result of the A-CPU14, the determination result of the B-CPU15, and the determination result of the C-CPU16may be compared with each other to determine presence or absence of a malfunction.

In a case where a malfunctioning CPU cannot be specified during the retracting traveling control, when determination results of two CPUs among the multiple CPUs14to16simultaneously change to the same position in response to operation of the shift lever17by a driver, the two CPUs are determined to be normal and remaining CPUs are determined to be malfunctioning.

For example, as shown in (a) inFIG. 4, when the determination result of the B-CPU15is the B range and when the determination result of the C-CPU16is nothing, the shift position is determined to be the D range. Since the determination result of the A-CPU14is the D range and does not coincide with the determination result of the B-CPU15, a malfunction occurs. However, the malfunctioning CPU cannot be specified.

From this state, as shown in (b) inFIG. 4, for example, the determination result of the A-CPU14becomes the P range, the determination result of the B-CPU15becomes the B range, and the determination result of the C-CPU16becomes nothing, in response to an operation of the shift lever17by a driver. In this case, it cannot be determined whether a malfunction occurs in the A-CPU14or duplex malfunction has developed in the B-CPU15and the C-CPU16.

To the contrary, as shown in (c) inFIG. 4, for example, the determination results of the B-CPU15and the C-CPU16simultaneously become the R range, in response to an operation of the shift lever17by a driver. In this case, it is determined that the B-CPU15and the C-CPU16are normal, and it is determined that the remaining A-CPU14is malfunctioning.

In the present embodiment 1 as described above, when a malfunction occurs in the A-CPU14among the multiple CPUs14to16of the drive control unit13, the retracting traveling control is performed to control the vehicle driving force with the CPUs15and16other than the A-CPU14in which a malfunction occurs. In this way, it is enabled to perform the retracting traveling of the vehicle even when a malfunction occurs in the A-CPU14. Furthermore, during the retracting traveling control, the shift position is determined with the CPUs15and16other than the A-CPU14, in which a malfunction occurs, according to the output signals from the shift sensor18. In addition, the reduction determination is performed to reduce the shift positions, which are to be determined, to be less than those in the normal state. In this way, it is enabled to determine the shift position and to perform the retracting traveling even when a malfunction occurs in the A-CPU14during the retracting traveling control. In addition, because of the performing the reduction determination, all the signals of the shift sensor18need not be received into each of the CPUs14to16. It enables to reduce the number of the signal lines, which connect the shift sensor18with the CPU14to16, compared with a configuration in which all the signals of the shift sensor18are received into each of the CPUs14to16. It enhances its mountability to a vehicle.

In addition, in the present first embodiment, when the reduction determination is performed during the retracting traveling control, the shift position is determined with the B-CPU15and the C-CPU16, and the determination results of the shift position are compared to each other to determine presence or absence of a malfunction. When it is determined that a malfunction occurs, the shift position is determined to be N range. In this way, it is enabled to monitor whether a malfunction further occurs during the retracting traveling control. Furthermore, when a malfunction occurs, the shift position is determined to be the N range thereby to enable to terminate driving of the vehicle. The shift position may be determined to be the P range when the shift position is determined to be the N range during the retracting traveling control and when the electric power source of a control system including the drive control unit13is turned OFF in a condition where the rotational speed of a wheel is 0.

Furthermore, in the present first embodiment, when the reduction determination is performed during the retracting traveling control, the shift positions, which are to be determined, are limited within the D range, the R range, and the N range. In this way, it enables the vehicle to move forward, to move rearward, and to stop during the retracting traveling control, while reducing the shift positions, which are to be determined, compared with the normal state.

In addition, in the present first embodiment, the drive control unit13is connected with the shift sensor18such that the signal corresponding to each shift position of the shift sensor18is received into any two CPUs among the three CPUs14to16and such that each shift position can be determined with any two CPUs among the three CPUs14to16. In this way, it enables to reduce the number of the signal lines, which connect the shift sensor18with the CPU14to16, compared with a configuration, in which all the signals of the shift sensor18are received into each of the CPUs14to16, while enabling determination of the shift position.

In the present first embodiment, in a case where a malfunctioning CPU cannot be specified during the retracting traveling control, when the determination results of two CPUs among the multiple CPUs14to16simultaneously change to the same position in response to an operation of the shift lever17by a driver, it determines that the two CPUs are normal and determines that the remaining CPU is malfunctioning. In this way, it enables to specify the malfunctioning CPU.

Second Embodiment

Subsequently, the second embodiment of the present disclosure will be described withFIG. 5andFIG. 6. It is noted that the same reference numeral will be given to an element which is the same as or similar to that in the first embodiment, and description thereof will be omitted or simplified. Portions distinct from those in the first embodiment will be mainly described.

In the present second embodiment, as shown inFIG. 5andFIG. 6, the drive control unit13is connected with the shift sensor18. The C-CPU16, which is one of the three CPUs14to16, is for malfunction-state determination. Signals corresponding to all the shift positions of the shift sensor18are received into the A-CPU14and the B-CPU15. The signals corresponding to the D range and the B range (that is, the forward ranges) and the signal corresponding to the R range (that is, the reverse range) of the shift sensor18are received into the C-CPU16.

Specifically, the signal line of each of the sensors19to23(that is, the P sensor19, the R sensor20, the N sensor21, the D sensor22, and the B sensor23) of the shift sensor18is connected to the A-CPU14and the B-CPU15. The signal of each of the sensors19to23is received into the A-CPU14and the B-CPU15.

The signal lines of the R sensor20, the D sensor22, and the B sensor23are connected to the C-CPU16. The signals of the R sensor20, the D sensor22, and the B sensor23are received into the C-CPU16. The C-CPU16determines the shift position to be the D range when the input signal of the D sensor22or the B sensor23is “1.”

The drive control unit13determines the shift position in the normal condition, as follows.

For example, when the determination result of the A-CPU14is the P range, when the determination result of the B-CPU15is the P range, and when the determination result of the C-CPU16is nothing, the shift position is determined to be the P range.

When the determination result of the A-CPU14is the R range, when the determination result of the B-CPU15is the R range, and when the determination result of the C-CPU16is the R range, the shift position is determined to be the R range.

When the determination result of the A-CPU14is the N range, when the determination result of the B-CPU15is the N range, and when the determination result of the C-CPU16is nothing, the shift position is determined to be the N range.

When the determination result of the A-CPU14is the D range, when the determination result of the B-CPU15is the D range, and when the determination result of the C-CPU16is the D range, the shift position is determined to be the D range.

When the determination result of the A-CPU14is the B range, when the determination result of the B-CPU15is the B range, and when the determination result of the C-CPU16is the D range, the shift position is determined to be the B range.

To the contrary, when a malfunction occurs in the A-CPU14, the retracting traveling control is performed, and the reduction determination is performed during the retracting traveling control. In the reduction determination, the shift position is determined with the B-CPU15and the C-CPU16, and the shift position is finally determined according to the determination result. In that case, the shift positions, which are to be determined, are limited within the D range, the R range, and the N range.

For example, when the determination result of the C-CPU16is the R range and when the determination result of the B-CPU15is the R range, the shift position is determined to be the R range.

When the determination result of the C-CPU16is the D range and when the determination result of the B-CPU15is the D range or the B range, the shift position is determined to be the D range.

When the determination result of the C-CPU16is nothing and when the determination result of the B-CPU15is the P range or the N range, the shift position is determined to be the N range.

Furthermore, the malfunctioning determination is performed to compare the determinations result of the shift position of the CPUs15and16and to determine presence or absence of a malfunction.

In the malfunctioning determination, for example, when the determination result of the C-CPU16is the R range and when the determination result of the B-CPU15is the R range, the determination results coincide, and therefore, it is determined that no malfunction occurs.

To the contrary, though the determination result of the C-CPU16is the R range, when the determination result of the B-CPU15is a range other than the R range, the determination results do not coincide, and therefore, it is determined that a malfunction occurs. In this case, the shift position is determined to be the N range.

In addition, though the determination result of the C-CPU16is the D range, when the determination result of the B-CPU15is the P range, the R range, or the N range, the determination results do not coincide, and therefore, it is determined that a malfunction occurs. In this case, the shift position is determined to be the N range.

In the present second embodiment as described above, the drive control unit13is connected with the shift sensor18in the following manner. The C-CPU16, which is the one of the three CPUs14to16, is set as a CPU for the malfunction-state determination. The signals corresponding to all the shift positions of the shift sensor18are received into the A-CPU14and the B-CPU15. The signals corresponding to the D range and the B range (that is, the forward ranges) and the signal corresponding to the R range (that is, the reverse range) of the shift sensor are received into the C-CPU16. Also in this way, it enables to reduce the number of the signal lines, which connect the shift sensor18with the CPUs14to16, compared with a configuration, in which all the signals of the shift sensor18are received into each of the CPUs14to16, while enabling determination of the shift position.

Third Embodiment

As follows, the present third embodiment will be described withFIG. 7. It is noted that, the same reference numeral will be given to en element which is the same as or similar to that of the second embodiment, and description thereof will be omitted or simplified. Elements distinct from those in the second embodiment will be mainly described.

In the second embodiment, the signals of the R sensor20, the D sensor22, and the B sensor23are received into the C-CPU16. The shift positions, which are to be determined, are limited within the D range, the R range, and the N range, when the reduction determination is performed during the retracting traveling control.

To the contrary, in the present third embodiment, as shown inFIG. 7, only the signals of the D sensor22and the B sensor23are received into the C-CPU16. The shift positions, which are to be determined, are limited within the D range and the N range, when the reduction determination is performed during the retracting traveling control.

The drive control unit13determines the shift position in the normal condition, as follows.

For example, when the determination result of the A-CPU14is the P range, when the determination result of the B-CPU15is the P range, and when the determination result of the C-CPU16is nothing, the shift position is determined to be the P range.

When the determination result of the A-CPU14is the R range, when the determination result of the B-CPU15is the R range, and when the determination result of the C-CPU16is nothing, the shift position is determined to be the R range.

When the determination result of the A-CPU14is the N range, when the determination result of the B-CPU15is the N range, and when the determination result of the C-CPU16is nothing, the shift position is determined to be the N range.

When the determination result of the A-CPU14is the D range, when the determination result of the B-CPU15is the D range, and when the determination result of the C-CPU16is the D range, the shift position is determined to be the D range.

When the determination result of the A-CPU14is the B range, when the determination result of the B-CPU15is the B range, and when the determination result of the C-CPU16is the D range, the shift position is determined to be the B range.

To the contrary, when a malfunction occurs in the A-CPU14, the retracting traveling control is performed, and the reduction determination is performed during the retracting traveling control. In the reduction determination, the shift position is determined with the B-CPU15and the C-CPU16, and the shift position is finally determined according to the determination result. In that case, the shift positions, which are to be determined, are limited within the D range and the N range.

For example, when the determination result of the C-CPU16is the D range and when the determination result of the B-CPU15is the D range or the B range, the shift position is determined to be the D range.

When the determination result of the C-CPU16is nothing and when the determination result of the B-CPU15is the P range, the R range, or the N range, the shift position is determined to be the N range.

Furthermore, the malfunctioning determination is performed to compare the determinations result of the shift position of the CPUs15and16and to determine presence or absence of a malfunction.

In the malfunction determination, though the determination result of the C-CPU16is the D range, when the determination result of the B-CPU15is the P range, the R range, or the N range, the determination results do not coincide, and therefore, it is determined that a malfunction occurs. In this case, the shift position is determined to be the N range.

In the present third embodiment as described above, it limits the shift positions, which are to be determined, within the D range and N range, when the reduction determination is performed during the retracting traveling control. In this way, it enables the vehicle to move forward and to stop during the retracting traveling control, while reducing the shift positions, which are to be determined, compared with the normal state. In addition, it enables to further reduce the number of the signal lines compared with the second embodiment.

Fourth Embodiment

As follows, the present third embodiment will be described withFIG. 8andFIG. 9. It is noted that, the same reference numeral will be given to en element which is the same as or similar to that of the first embodiment, and description thereof will be omitted or simplified. Elements distinct from those in the first embodiment will be mainly described.

In the present fourth embodiment, as shown inFIG. 8, the drive control unit13is equipped with the A-CPU14and the B-CPU15. The A-CPU14is equipped with a determination unit24, which determines the shift position, and a monitoring unit25, which determines the shift position similarly to the determination unit24and monitors the determination result of the determination unit24. The B-CPU15is equipped with the determination unit26, which determines the shift position, and the monitoring unit27, which determines the shift position similarly to the determination unit26and monitors the determination result of the determination unit26.

As shown inFIG. 8andFIG. 9, the signal line of each of the sensors19to23(that is, the P sensor19, the R sensor20, the N sensor21, the D sensor22, and the B sensor23) of the shift sensor18is connected to the determination unit24and the monitoring unit25of the A-CPU14. The signal of each of the sensors19to23is received into the determination unit24and the monitoring unit25of the A-CPU14.

In addition, the signal lines of the R sensor20, the D sensor22, and the B sensor23are connected to the determination unit26and the monitoring unit27of the B-CPU15. The signals of the R sensor20, the D sensor22, and the B sensor23are received into the determination unit26and the monitoring unit27of the B-CPU15. The determination unit26and the monitoring unit27of the B-CPU15determine the shift position to be D range when the input signal of the D sensor22or the B sensor23is “1.”

The drive control unit13determines the shift position in the normal condition, as follows.

The A-CPU14compares the determination result of the determination unit24with the determination result of the monitoring unit25by using the monitoring unit25and determines presence or absence of a malfunction. When the determination result of the determination unit24and the determination result of the monitoring unit25coincide, it determines that no malfunction occurs and adopts the determination result of the determination unit24. To the contrary, when the determination result of the determination unit24and the determination result of the monitoring unit25do not coincide, it determines that a malfunction occurs.

For example, when both the determination result of the determination unit24and the determination result of the monitoring unit25of the A-CPU14are the P range, it determines the shift position to be the P range.

When both the determination result of the determination unit24and the determination result of the monitoring unit25of the A-CPU14are the R range, it determines the shift position to be the R range.

When both the determination result of the determination unit24and the determination result of the monitoring unit25of the A-CPU14are the N range, it determines the shift position to be the N range.

When both the determination result of the determination unit24and the determination result of the monitoring unit25of the A-CPU14are the D range, it determines the shift position to be the D range.

When both the determination result of the determination unit24and the determination result of the monitoring unit25of the A-CPU14are the B range, it determines the shift position to be the B range.

To the contrary, when a malfunction occurs in the A-CPU14, the retracting traveling control is performed in which the B-CPU15controls the driving force of the vehicle, and the reduction determination is performed during the retracting traveling control. In the reduction determination, the shift position is determined with the B-CPU15. In that case, the shift positions, which are to be determined, are limited within the D range, the R range, and the N range.

The B-CPU15compares the determination result of the determination unit26with the determination result of the monitoring unit27by using the monitoring unit27and determines presence or absence of a malfunction. When the determination result of the determination unit26and the determination result of the monitoring unit27coincide, it determines that no malfunction occurs and adopts the determination result of the determination unit26. To the contrary, when the determination result of the determination unit26and the determination result of the monitoring unit27do not coincide, it determines that a malfunction occurs.

For example, when both the determination result of the determination unit26and the determination result of the monitoring unit27of the B-CPU15are the R range, it determines the shift position to be the R range.

When both the determination result of the determination unit26and the determination result of the monitoring unit27of the B-CPU15are the D range, it determines the shift position to be the D range.

When the determination result of the determination unit26is nothing and when the determination result of the monitoring unit27is nothing in the B-CPU15, it determines the shift position to be the N range.

To the contrary, though the determination result of the determination unit26is the R range, when the determination result of the monitoring unit27is a range other than the R range in the B-CPU15, the determination results do not coincide, and therefore, it is determined that a malfunction occurs. In this case, the shift position is determined to be the N range.

In addition, though the determination result of the determination unit26is the D range, when the determination result of the monitoring unit27is a range other than the D range in the B-CPU15, the determination results do not coincide, and therefore, it is determined that a malfunction occurs. In this case, the shift position is determined to be the N range.

In addition, though the determination result of the determination unit26is nothing, when the determination result of the monitoring unit27is a range other than the R range or the D range in the B-CPU15, the determination results do not coincide, and therefore, it is determined that a malfunction occurs. In this case, the shift position is determined to be the N range.

In the present fourth embodiment as described above, the A-CPU14and B-CPU15are equipped with the determination units24and26, respectively, which determine the shift position, and the monitoring units25and27, respectively, which monitor the determination results of the determination units24and26, respectively. When the reduction determination is performed during the retracting traveling control, the determination result of the determination unit25is monitored with the monitoring unit27in the B-CPU15, and presence or absence of a malfunction is determined. When it is determined that a malfunction occurs, the shift position is determined to be the N range. Also in this way, it further enables to monitor whether a malfunction occurs during the retracting traveling control. Furthermore, it determines the shift position to be the N range when a malfunction occurs thereby to enable to terminate driving of the vehicle.

Fifth Embodiment

As follows, the present fifth embodiment will be described withFIG. 10andFIG. 11. It is noted that, the same reference numeral will be given to en element which is the same as or similar to that of the first embodiment, and description thereof will be omitted or simplified. Elements distinct from those in the first embodiment will be mainly described.

In the present fifth embodiment, as shown inFIG. 10, the drive control unit13is equipped with the A-CPU14and the B-CPU15. As shown inFIG. 10andFIG. 11, the signal line of each of the sensors19to23(that is, the P sensor19, the R sensor20, the N sensor21, the D sensor22, and the B sensor23) of the shift sensor18is connected to the A-CPU14and the B-CPU15. The signal of each of the sensors19to23is received into the A-CPU14and the B-CPU15.

The drive control unit13determines the shift position in the normal condition, as follows.

For example, when both the determination result of the A-CPU14and the determination result of the B-CPU15are the P range, it determines the shift position to be the P range.

When both the determination result of the A-CPU14and the determination result of the B-CPU15are the R range, it determines the shift position to be the R range.

When both the determination result of the A-CPU14and the determination result of the B-CPU15are the N range, it determines the shift position to be the N range.

When both the determination result of the A-CPU14and the determination result of the B-CPU15are the D range, it determines the shift position to be the D range.

When both the determination result of the A-CPU14and the determination result of the B-CPU15are the B range, it determines the shift position to be the B range.

To the contrary, when a malfunction occurs in the A-CPU14, the retracting traveling control is performed in which the B-CPU15controls the driving force of the vehicle, and the reduction determination is performed as follows during the retracting traveling control.

To begin with, when a malfunction occurs in the A-CPU14, the latest shift position, which is determined with the B-CPU15(that is, the shift position determined with that B-CPU15immediately before the A-CPU14is determined to be malfunctioning) is stored as a previous value. For example, when the latest shift position determined with the B-CPU15is the D range, the D range is stored as the previous value.

Subsequently, the current value of the shift position determined with the B-CPU15is compared with the previous value during the retracting traveling control. When the current value of the shift position determined with the B-CPU15is the same as the previous value consequently, the shift position is determined to be the current value (=previous value). Subsequently, when the current value of the shift position determined with the B-CPU15is changed to a position different from the previous value, the shift position is determined to be the N range. In this way, it enables to continue the retracting traveling until the current value of the shift position determined with the B-CPU15changes to a position different from the previous value.

The present fifth embodiment as described above employs the configuration in which the signals of the shift sensor18are received into the two CPUs14and15. Therefore, it enables to reduce the number of the signal lines, which connect the shift sensor18with the CPUs14and15, compared with a configuration in which the signals of the shift sensor18are received into three CPUs.

In the fifth embodiment as described above, when the current value of the shift position determined with the B-CPU15is changed to a position different from the previous value during the retracting traveling control, the shift position is determined to be the N range. Not being limited to this, when the current value of the shift position determined with the B-CPU15is changed to a position different from the previous value during the retracting traveling control, it may restrict the vehicle driving force at a safe level (for example, a level at which creep traveling can be performed). In this way, it enables to continue the retracting traveling while securing safety.

Sixth Embodiment

As follows, the present sixth embodiment will be described withFIG. 12toFIG. 14. It is noted that, the same reference numeral will be given to en element which is the same as or similar to that of the first embodiment, and description thereof will be omitted or simplified. Elements distinct from those in the first embodiment will be mainly described.

The present sixth embodiment is an embodiment implemented as a combination with either of the first to fifth embodiments. In the present sixth embodiment, as shown inFIG. 12, a retracting traveling switch28is provided. The retracting traveling switch28is a switch device for setting a retracting traveling mode in which the retracting traveling control is performed. A start switch29is a switch device for activating a control system including the drive control unit13. The output signals of the retracting traveling switch28and the start switch29are received into the drive control unit13, a start control unit (not shown), and the like.

When the electric power source of the control system is turned OFF (for example, IG-Off), the control system is terminated (that is, the control system becomes Ready-Off). Subsequently, when a normal start operation is performed in a normal state, for example, when the start switch29is turned ON in a condition where the shift position is in the P range while the brake is turned ON (the brake pedal is depressed), the electric power source of the control system is turned ON (for example, IG-On), and the control system is started (that is, the control system becomes Ready-On).

As described in the first to fifth embodiments, the drive control unit13performs the retracting traveling control when a malfunction occurs in the A-CPU14. However, in a case where the electric power source of the control system is turned OFF during the retracting traveling mode, which is to perform the retracting traveling control, and where the start switch29is turned ON thereafter, the P range may not be detectable due to a malfunction of the CPU of the drive control unit13, or the like. Therefore, even though the normal start operation is performed, the control system may be disabled to reboot.

Therefore, in the present sixth embodiment, in a condition where the electric power source of the control system is turned OFF during the retracting traveling mode and where the retracting traveling switch28is turned ON thereafter (or where the retracting traveling switch28is turned ON in response to turning ON of the brake), the control system is rebooted in the retracting traveling mode. The start control is performed according to the start control routine ofFIG. 13andFIG. 14. As follows, the processing of the routine will be described.

The start control routine ofFIG. 13andFIG. 14is executed by the drive control unit13, a start control unit (not shown), and/or the like and serves as a reboot control unit. In the start control routine ofFIG. 13andFIG. 14, at step201, it is first determined whether the normal start operation is performed during the electric power source of the control system is turned OFF (that is, whether the start switch29is turned ON in a condition where the shift position is in the P range and where the brake is turned ON).

When it is determined that the normal start operation is performed at step201, the routine proceeds to step202where the electric power source of the control system is turned ON (for example, IG-On), and the control system is turned ON (that is, the control system is set in Ready-On).

Subsequently, the routine proceeds to step203where a normal traveling mode is set in which the normal traveling control is performed and in which the shift position determination in the normal state is performed.

Subsequently, the routine proceeds to step204where it is determined whether a malfunction occurs in the A-CPU14. When it is determined that a malfunction does not occur in the A-CPU14at step204, the routine proceeds to step205where it is determined whether an instruction for Ready-Off is made.

When it is determined that the instruction for Ready-Off is not made at step205, the routine returns to step203. Subsequently, when it is determined that the instruction for Ready-Off is made at step205, the routine proceeds to step206where the electric power source of the control system is turned OFF (for example, IG-Off), and the control system is terminated (that is, the control system is set in Ready-Off).

To the contrary, when it is determined that a malfunction occurs in the A-CPU14at step204, the routine proceeds to step207inFIG. 14where the retracting traveling mode is set in which the retracting traveling control is performed and in which the reduction determination (that is, the shift position determination during the retracting traveling control) is made.

Subsequently, the routine proceeds to step208where it is determined whether a malfunction occurs in the B-CPU15. When it is determined that a malfunction occurs in the B-CPU15at step208, the routine proceeds to step209where the shift position is determined to be the N range and where the vehicle driving force is turned OFF.

When it is determined that a malfunction does not occur in the B-CPU15at step208, the routine proceeds to step210where it is determined whether the instruction for Ready-Off is made.

When it is determined that the instruction for Ready-Off is not made at step210, the routine returns to step207. Subsequently, when it is determined that the instruction for Ready-Off is made at step210, the routine proceeds to step211where the electric power source of the control system is turned OFF (for example, IG-Off), and the control system is terminated (that is, the control system is set in Ready-Off).

Subsequently, the routine proceeds to step212where it is determined whether the shift position is in the N range and where it is determined whether the vehicle driving force is 0 (that is, whether the rotational speed of a wheel is 0).

When the shift position is determined to be the N range and when it is determined that the vehicle driving force is 0 at step212, the routine proceeds to step213where the shift position is determined to be the P range. In this way, when the shift position is determined to be the N range and when the electric power source of the control system is turned OFF in the state where the rotational speed of the wheel is 0 during the retracting traveling control, the shift position is determined to be the P range.

Subsequently, the routine proceeds to step214where it is determined whether the retracting traveling switch28is turned ON (or whether the retracting traveling switch28is turned ON while the brake is turned ON). The vehicle start switch29may also serve as the retracting traveling switch28, and it may be determined that the retracting traveling switch28is turned ON when a specific operation (for example, a long push, a double click, or the like) is made on the start switch29. In this case, a configuration may be employed where the retracting traveling switch28is omitted.

At step214, when it is determined to be “No”, the routine returns to step211. Thereafter, at step214, when it is determined that the retracting traveling switch28is turned ON or when it is determined that the retracting traveling switch28is turned ON while the brake is turned ON, the routine proceeds to step215where the determination of the shift position is switched from the P range to the N range. Subsequently, the routine proceeds to step216where the electric power source of the control system is turned ON (for example, IG-On) to reboot the control system. That is, the control system is rendered Ready-On.

Subsequently, the routine proceeds to step217where the CPU malfunctioning determination is executed to determine presence or absence of a malfunction in the CPUs14and15or in the CPUs14to16.

At step217, when it is determined that no malfunction occurs in the CPU, the routine returns to step203where the normal traveling mode is set. In this way, the control system is rebooted in the normal traveling mode.

To the contrary, when it is determined that a malfunction occurs in the A-CPU14at step217, the routine returns to step207where the retracting traveling mode is set. In this way, the control system is rebooted in the retracting traveling mode.

When it is determined that a malfunction occurs in multiple CPUs at step217, the routine proceeds to step218where the control system is terminated. That is, the control system is rendered Ready-Off.

To the contrary, when it is determined to be “No” at step212, the routine proceeds to step219where it is determined whether the retracting traveling switch28is turned ON or it is determined whether the retracting traveling switch28is turned ON while the brake is turned ON. When, at step219, it is determined that the retracting traveling switch28is turned ON or it is determined that the retracting traveling switch28is turned ON while the brake is turned ON, the routine proceeds to step220where it is determined whether the determination of the shift position is N range. When it is determined that the determination of the shift position is the N range at step220, the routine proceeds to step216. To the contrary, when it is determined to be “No” at step219or when it is determined to be “No” at step220, the routine returns to step211.

In this sixth embodiment as described above, when the electric power source of the control system is turned OFF in the retracting traveling mode, and thereafter, when the retracting traveling switch28is turned ON or when the retracting traveling switch28is turned ON while the brake of the vehicle is turned ON, the control system is rebooted in the retracting traveling mode. In this way, even when the electric power source of the control system is turned OFF in the retracting traveling mode, the control system can be rebooted to enable the retracting traveling again.

Seventh Embodiment

Subsequently, the seventh embodiment of the present disclosure will be described with reference toFIG. 15. It is noted that, the same reference numeral will be given to en element which is the same as or similar to that of the sixth embodiment, and description thereof will be omitted or simplified. Elements distinct from those in the sixth embodiment will be mainly described.

In the present seventh embodiment, when the electric power source of the control system is turned OFF in the retracting traveling mode, and thereafter, when the normal start operation is performed, the driver is notified of, as a reboot method, to turn ON the retracting traveling switch28or to turn ON the retracting traveling switch28while the brake of the vehicle is turned ON.

A start control routine inFIG. 15executed in the present seventh embodiment is that in which processing at steps214ato214cis added between step213and step214of the routine inFIG. 13andFIG. 14described in the sixth embodiment. Processing of other steps is the same as that ofFIG. 13andFIG. 14.

In the start control routine ofFIG. 15, the retracting traveling mode is set at step207. Subsequently, when it is determined that an instruction of Ready-Off is present at step210, the electric power source of the control system is turned OFF at step211, and the control system is terminated.

Subsequently, at step212, when it is determined that the shift position is in the N range and when it is determined that the vehicle driving force is 0, the routine proceeds to step213where it is determined that the shift position is in the P range.

Subsequently, the routine proceeds to step214awhere it is determined whether the normal start operation is performed. That is, it is determined whether the start switch29is turned ON in the state where the shift position is in the P range and where the brake is turned ON. When it is determined that the normal start operation is not performed at step214a, the routine proceeds to step214.

To the contrary, when it is determined that the normal start operation is performed at step214a, the routine proceeds to step214bwhere presence or absence of a malfunction in the CPU (for example, A-CPU14) is determined. When it is determined that no malfunction occurs in the CPU at the step214b, the routine returns to step202.

To the contrary, when it is determined that a malfunction occurs in the CPU at step214b, the routine proceeds to step214cwhere the driver is notified of, as the reboot method, to turn ON the retracting traveling switch28or to turn ON the retracting traveling switch28while the brake of the vehicle is turned ON. In this case, the reboot method is shown with one, two or more of a display device in an instrument panel, a car navigation device, a voice, and an external communication device (for example, a cellular phone or the like). In this way, it steadily enables to notify the driver of the reboot method.

Subsequently, the routine proceeds to step214where it is determined whether the retracting traveling switch28is turned ON or whether the retracting traveling switch28is turned ON while the brake is turned ON. The vehicle start switch29may also serve as the retracting traveling switch28, and it may be determined that the retracting traveling switch28is turned ON when a specific operation (for example, long push, double click, or the like) is performed on the start switch29. In this case, a configuration may be employed where the retracting traveling switch28is omitted.

At step214, when it is determined “No”, the routine returns to step211. Thereafter, at the step214, when it is determined that the retracting traveling switch28is turned ON or when it is determined that the retracting traveling switch28is turned ON while the brake is turned ON, the routine proceeds to step215where the determination of the shift position is switched from the P range to the N range. Subsequently, the routine proceeds to step216where the electric power source of the control system is turned ON and where the control system is rebooted.

In the present seventh embodiment as described above, when the electric power source of the control system is turned OFF in the retracting traveling mode, and thereafter, when the normal start operation is performed, the driver is notified of, as a reboot method, to turn ON the retracting traveling switch28or to turn ON the retracting traveling switch28while the brake of the vehicle is turned ON. In this way, when the electric power source of the control system is turned OFF in the retracting traveling mode, the driver can be notified of the reboot method, even in a case where the driver does not know the reboot method. Thus, the control system can be rebooted promptly.

In each the first to seventh embodiments, the present disclosure is applied to the system equipped with the shift sensor which is to detect the five shift positions. It is noted that, it is not limiting. The present disclosure may be applied to a system equipped with a shift sensor which is to detect three or less shift positions or six or more shift positions.

In each of the first to seventh embodiments, the function implemented with the CPU may be partially or entirely configured with one or multiple ICs in a hardware form.

Furthermore, the present disclosure is not limited to be applied to a vehicle which equips the MG as the driving source. The present disclosure may be applied to a vehicle, which equips an engine as a driving source, and to a vehicle which equips an engine and an MG as a driving source.

As described above, the vehicle control device of the present disclosure includes the shift sensor (18), which is to send the multiple signals according to the shift position, which is the manipulated position of the vehicle shift lever17. The control device includes the drive control unit13including multiple control circuits14,15,16, which is relevant to the control of the driving force of the vehicle and is to determine the shift position according to the output signal of the shift sensor. The drive control unit includes the retracting traveling control unit and the determination control unit. The retracting traveling control unit is to, when a malfunction occurs in one control circuit among the multiple control circuits, perform the retracting traveling control to control the driving force of the vehicle with the control circuit (hereinafter, simply referred to the other control circuit) other than the control circuit in which a malfunction occurs. The determination control unit is to perform the reduction determination during the retracting traveling control to determine the shift position according to the output signal of the shift sensor with the other control circuit and to reduce the shift position, which is to be determined, compared with the normal state.

The configuration is to, when a malfunction occurs in one control circuit among the multiple control circuits, perform the retracting traveling control to control the driving force of the vehicle with the other control circuit (that is, the control circuit other than the control circuit in which a malfunction occurs). This enables the vehicle to perform the retracting traveling even when a malfunction occurs in one control circuit. Furthermore, during the retracting traveling control, the reduction determination is performed to determine the shift position according to the output signal of the shift sensor with the other control circuit and to reduce the shift position, which is to be determined, compared with the normal state. This enables the vehicle to determine the shift position and to perform the retracting traveling during the retracting traveling control in which a malfunction occurs in one control circuit. In addition, since the reduction determination is performed, each control circuit is not required to receive all the signals of the shift sensor. The number of the signal lines, which connect the shift sensor with the control circuit, can be reduced compared with a configuration in which each control circuit receives all the signals of the shift sensor, and mountability to a vehicle can be enhanced.

While the present disclosure has been described with reference to embodiments thereof, it is to be understood that the disclosure is not limited to the embodiments and configurations. The present disclosure is intended to cover various modification and equivalent arrangements. In addition, various combinations and configurations, and furthermore, other combinations and configurations, including more, less or only a single element, are also within the spirit and scope of the present disclosure.