JP2007010055A - Vehicle control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To compare a shift range of an automatic transmission and a shift range displayed by a display device, and when these do not coincide with each other, select a preset traveling state of the vehicle and improve a safety. provide.
An SBW-ECU 31 compares an actual range selected by an automatic transmission 60 detected by a neutral switch 35 with a display state of a display device 52 obtained from a display control ECU 51. At this time, when the actual range obtained from the neutral switch 35 and the display state of the display device 52 obtained from the display control ECU 51 do not match, the SBW-ECU 31 determines that the display device 52 is abnormal. When the SBW-ECU 31 determines that the display device 52 is abnormal, the SBW-ECU 31 selects vehicle travel control for fail-safe.
[Selection] Figure 1

Description

  The present invention relates to a vehicle control system that determines whether there is an abnormality in a shift-by-wire system and selects vehicle travel control.

In recent years, in the field of vehicle control, a by-wire system in which an actuator that changes a vehicle state is electrically controlled by a by-wire control circuit according to a command from a vehicle occupant is being adopted. For example, a shift-by-wire system that changes the shift range of an automatic transmission of a vehicle according to a command from a vehicle occupant is known (see Patent Document 1).
JP 2004-230952 A

  In the case of a shift-by-wire system, an input device such as a shift lever operated by a passenger and the automatic transmission do not have a mechanical link. Therefore, the passenger confirms the shift range of the automatic transmission from the position of the input device and the display of a display device such as a control panel. However, if an abnormality such as non-display or erroneous display occurs on the display device, the passenger cannot confirm the accurate shift range of the automatic transmission. That is, the actual shift range of the automatic transmission and the shift range recognized by the passenger from the display device may be different.

  Therefore, the object of the present invention is to compare the shift range of the automatic transmission with the shift range displayed by the display device, and when these do not match, select a preset driving state of the vehicle and improve safety. An object of the present invention is to provide a vehicle control system.

  In the first aspect of the invention, the display confirmation device compares the shift range of the automatic transmission detected by the range position detection device with the display of the shift range displayed by the display device. When the display of the shift range displayed on the display device does not coincide with the shift range of the automatic transmission, the travel control selection device selects a vehicle travel control set in advance. Therefore, when there is an abnormality in the display device, a predetermined vehicle travel control can be selected, and safety can be improved.

  In the invention according to claim 2, when the display confirmation device determines that the display on the display device does not match the shift range of the automatic transmission, the traveling control selection device shifts the shift range of the automatic transmission to a predetermined shift range. Select the vehicle control you want. Thereby, when an abnormality occurs in the display device, the shift range of the automatic transmission is forcibly shifted to a predetermined shift range. Therefore, for example, the vehicle can be stopped immediately, or the vehicle can be stopped after moving to a safe position, and safety can be improved.

  According to a third aspect of the present invention, when the traveling control selection device selects the shift range shift of the automatic transmission, the range control device controls the shift range of the automatic transmission to the P range or the N range. Thereby, the driving force of the engine is interrupted by the automatic transmission. Therefore, the vehicle can be quickly stopped and safety can be improved. In this case, the shift range of the automatic transmission can be controlled to the P range or the N range according to the speed of the vehicle.

  According to a fourth aspect of the present invention, when the travel control selection device selects the shift range shift of the automatic transmission, the range control device controls the shift range of the automatic transmission to the high speed stage of the D range. Thereby, the driving force of the engine is transmitted via the automatic transmission. Therefore, the vehicle can be moved to a safe position. For example, it may be preferable to maintain the traveling state of the vehicle for a certain period of time, such as when the vehicle is traveling at high speed on a road with heavy traffic. In such a case, the vehicle can be moved to a predetermined position by maintaining the shift range of the automatic transmission in the D range.

  According to the fifth aspect of the present invention, when the display confirmation device determines that the display on the display device does not match the shift range of the automatic transmission, the travel control selection device selects the vehicle control that suppresses the engine output. Thereby, when an abnormality occurs in the display device, the output of the engine is forcibly suppressed. Therefore, for example, the vehicle can be stopped immediately, or the vehicle can be stopped after moving to a safe position, and safety can be improved.

  In the invention according to claim 6, the warning device issues a warning when one of the vehicle travel controls is selected by the travel control selection device. Thereby, the passenger of the vehicle can recognize that an abnormality has occurred in the display device and can stop the vehicle at a safe position. In this case, the warning may be issued visually to the display device, for example, or may be issued audibly by voice or the like.

  In the seventh aspect of the invention, the range position detection device detects the shift range of the automatic transmission from the rotation angle of the motor. The rotation angle of the motor is always detected by the range control device. The motor switches the shift range of the automatic transmission by driving the range position switching device. Therefore, the rotation angle of the motor corresponds to the shift range of the automatic transmission. As a result, the shift range of the automatic transmission is compared with the display on the display device by comparing the rotation angle of the motor detected by the range control device with the control signal from the display control device to the display device. Therefore, it is possible to quickly and accurately detect an abnormality in the display device without causing a complicated structure.

  In the invention according to claim 8, the range position detecting device detects the position of the transmission mechanism portion of the range position switching device. The position of the transmission mechanism is always detected by the range control device. The transmission mechanism unit transmits the driving force of the motor to the automatic transmission. Therefore, the position of the transmission mechanism unit corresponds to the shift range of the automatic transmission. As a result, the shift range of the automatic transmission is compared with the display of the display device by comparing the position of the transmission mechanism detected by the range control device with the control signal from the display control device to the display device. Therefore, it is possible to quickly and accurately detect an abnormality in the display device without causing a complicated structure.

  Note that each function of the plurality of apparatuses provided in the present invention is realized by hardware resources whose functions are specified by the configuration itself, hardware resources whose functions are specified by a program, or a combination thereof. In addition, hardware resources that are physically independent from each other may implement each function of a plurality of devices, a common hardware resource may implement a plurality of functions, and a plurality of hardware resources Each function may be realized.

Hereinafter, a plurality of embodiments of the present invention will be described with reference to the drawings. In the following description, the electronic control unit is abbreviated as “ECU”.
(First embodiment)
FIG. 1 shows a vehicle control system 10 according to a first embodiment of the present invention. For example, the vehicle control system 10 mounted on a four-wheel vehicle includes an automatic transmission control system 20, a shift-by-wire system 30, an engine control system 40, a display control system 50, an integrated ECU 11, and the like.

  The automatic transmission control system 20, the shift-by-wire system 30, the engine control system 40, and the display control system 50 have an AT-ECU 21, an SBW-ECU 31, an EC-ECU 41, and a display control ECU 51, respectively. The integrated ECU 11, AT-ECU 21, SBW-ECU 31, EC-ECU 41, and display control ECU 51 are all electric circuits mainly composed of a microcomputer. The integrated ECU 11, AT-ECU 21, SBW-ECU 31, EC-ECU 41, and display control ECU 51 are electrically or optically connected to each other via the LAN line 12 in the vehicle. The integrated ECU 11, the AT-ECU 21, the SBW-ECU 31, the EC-ECU 41, and the display control ECU 51 are electrically connected to a battery 13 that is a power source of the vehicle, and are operated by electric power supplied from the battery 13. The integrated ECU 11 controls the entire vehicle control system 10 in cooperation with the above-described AT-ECU 21, SBW-ECU 31, EC-ECU 41, and display control ECU 51. In the present embodiment, the SBW-ECU 31 corresponds to a range control device, a display confirmation device, and a travel control selection device in claims.

  The automatic transmission control system 20 drives the automatic transmission 60 of the vehicle by hydraulic pressure. The automatic transmission control system 20 includes a hydraulic circuit 61 that switches the shift range and gear position of the automatic transmission 60. In the automatic transmission 60, a D range that is a forward range and an R range that is a reverse range are set as travel ranges, and a P range that is a parking range and an N range that is a neutral range are set as non-travel ranges. The hydraulic circuit 61 has a manual valve 62 that is a spool valve as a range position selection device. The manual valve 62 switches the hydraulic circuit 61 by moving in the axial direction. When the manual valve 62 switches the hydraulic circuit 61, the automatic transmission 60 is set to one of the shift ranges described above. The automatic transmission 60 includes a plurality of friction engagement elements that are fastened in any shift range. The plurality of electromagnetic valves 63 installed in the hydraulic circuit 61 drives the corresponding friction engagement elements by hydraulic pressure. Thereby, each friction engagement element is fastened or released by the hydraulic pressure supplied from the electromagnetic valve 63.

  The AT-ECU 21 is electrically connected to electrical elements such as an electromagnetic valve 63 of a hydraulic circuit. Thereby, the AT-ECU 21 electrically controls the output hydraulic pressure from each electromagnetic valve 63. By controlling the output hydraulic pressure from the electromagnetic valve 63 by the AT-ECU 21, each friction engagement element of the automatic transmission 60 is fastened or released. In the present embodiment, the AT-ECU 21 is electrically connected to a vehicle speed sensor 22 that detects the speed of the vehicle based on, for example, the rotational speed of the output shaft of the automatic transmission 60. The AT-ECU 21 receives the detection signal output from the vehicle speed sensor 22, detects the vehicle speed, and controls each electromagnetic valve 63.

  The shift-by-wire system 30 is a range position switching device in the scope of claims. The shift-by-wire system 30 includes an actuator 32 that drives the manual valve 62 of the automatic transmission control system 20. The electromagnetically driven actuator 32 has a motor 33 and an encoder 34. The SBW-ECU 31 outputs a drive signal to the motor 33. As a result, the motor 33 rotates a shaft member (not shown) according to the drive signal input from the SBW-ECU 31. The rotational motion of the motor 33 is transmitted to the transmission mechanism unit 70 after being decelerated by a reduction unit (not shown) or the like. The transmission mechanism unit 70 transmits the rotational driving force output from the motor 33 to the manual valve 62.

  As shown in FIG. 2, the transmission mechanism unit 70 includes a drive shaft member 71, a detent plate 72, a stopper 73, and the like. The drive shaft member 71 is connected to the motor 33 and is rotationally driven by the motor 33. The detent plate 72 extends from the drive shaft member 71 in the radial direction and is configured integrally with the drive shaft member 71. As a result, the detent plate 72 is rotationally driven by the motor 33 integrally with the drive shaft member 71. The detent plate 72 is provided with a pin 74 that protrudes in parallel with the drive shaft member 71. The pin 74 is connected to the manual valve 62. As a result, when the detent plate 72 rotates together with the drive shaft member 71, the manual valve 62 reciprocates in the axial direction. That is, the transmission mechanism unit 70 converts the rotational driving force of the motor 33 into a linear motion and transmits it to the manual valve 62.

  The detent plate 72 has a plurality of recesses 81, 82, 83, and 84 on the opposite side of the drive shaft member 71 in the radial direction as shown in FIG. The recesses 81 to 84 are formed corresponding to “P range”, “R range”, “N range”, and “D range”, which are shift ranges of the automatic transmission 60, respectively. The stopper 73 is supported at the tip of the leaf spring 75 as shown in FIG. The position of the manual valve 62 in the axial direction is determined by the stopper 73 meshing with any of the recesses 81 to 84 of the detent plate 72. When a rotational force is applied to the detent plate 72 via the drive shaft member 71, the stopper 73 moves to another adjacent recess. As a result, when the drive shaft member 71 is rotated by the motor 33, the position of the manual valve 62 in the axial direction changes, and the shift range of the automatic transmission 60 is changed.

  The neutral switch 35 shown in FIG. 1 detects the position of the manual valve 62 in the axial direction. The neutral switch 35 is positioned in the axial direction of the manual valve 62 from the rotation angle of the detent plate 72 shown in FIGS. 2 and 3, that is, the manual valve 62 is in the “P range”, “R range”, “N range” or “D range”. Detect whether it is in “range”. The neutral switch 35 has electrodes 91, 92, 93, 94 installed on the detent plate 72 and electrodes 95, 96, 97, 98 in contact with the electrodes 91-94 as shown in FIG. The electrodes 91 to 94 are formed on the detent plate 72 and are formed in a plurality of arcs concentrically in the radial direction of the detent plate 72. The electrodes 91 to 94 are formed continuously or discontinuously for each layer. The electrodes 91 to 94 rotate with the detent plate 72. On the other hand, the electrodes 95 to 98 correspond to the electrodes 91 to 94 of the detent plate 72. The electrodes 95 to 98 are fixed to an electrode fixing portion (not shown). The electrodes 95 to 98 are arranged on the same straight line as the stopper 73. Accordingly, when the detent plate 72 rotates, the contact state between the electrodes 91 to 94 and the electrodes 95 to 98 changes, and the position of the detent plate 72 is detected. As a result, the neutral switch 35 detects whether the manual valve 62 is in the “P range”, “R range”, “N range”, or “D range” based on the position of the detent plate 72. . The neutral switch 35 outputs the detected position of the manual valve 62 to the SBW-ECU 31 as an electrical signal.

  As shown in FIG. 1, the SBW-ECU 31 is electrically connected to the motor 33 and the encoder 34 of the actuator 32, the neutral switch 35, and the selector sensor 15 of the range selector 14 of the vehicle. The encoder 34 is, for example, a rotary encoder, and detects the rotation angle of the output shaft of the motor 33 and outputs the detected rotation angle to the SBW-ECU 31 as a count. As described above, the shift range of the automatic transmission 60 varies depending on the rotation angle of the motor 33. Therefore, the rotation angle of the motor 33 detected by the encoder 34 indirectly indicates a shift range (hereinafter referred to as “actual range”) realized by the automatic transmission 60. In the present embodiment, the neutral switch 35 detects the rotation angle of the detent plate 72 as described above, and outputs the detection signal to the SBW-ECU 31. Thereby, the SBW-ECU 31 detects the position of the manual valve 62 driven by the detent plate 72, that is, the actual range of the automatic transmission 60. The neutral switch 35 may be configured to detect not the rotation angle of the detent plate 72 but the rotation angle of the drive shaft member 71 of the transmission mechanism 70 or the position of the manual valve 62 in the axial direction. In this case, the SBW-ECU 31 detects the actual range of the automatic transmission 60 from the rotation angle of the drive shaft member 71 or the position of the manual valve 62 in the axial direction. The neutral switch 35 is a range position detection device in the scope of claims.

  The selector sensor 15 detects a range (hereinafter referred to as “command range”) commanded by a vehicle occupant operating the range selector 14. Selector sensor 15 outputs the detected signal to SBW-ECU 31. As described above, the SBW-ECU 31 that has received the output signals from the encoder 34, the neutral switch 35, and the selector sensor 15 controls the signal output to the motor 33 based on the physical quantities represented by these detection signals. The SBW-ECU 31 has a CPU (not shown) and a memory (not shown) that temporarily stores signals input from the sensors.

  The EC-ECU 41 is electrically connected to a throttle 43, an injector 44, and an accelerator sensor 46 of an accelerator pedal 45 of a vehicle engine 42. The throttle 43 adjusts the flow rate of intake air flowing through the intake passage of the engine 42. The injector 44 adjusts the amount of fuel injected into the intake passage of the engine 42 or each cylinder. The accelerator sensor 46 detects the amount of operation of the accelerator pedal 45 by the vehicle occupant and outputs the detected signal to the EC-ECU 41. With such a configuration, when the accelerator pedal 45 is operated by a vehicle occupant, the EC-ECU 41 electrically controls the throttle 43, the injector 44, and the like based on the operation. As a result, the EC-ECU 41 adjusts the rotational speed and output torque of the engine 42.

  The display control ECU 51 controls the display device 52. The display device 52 is installed on a control panel such as a dashboard of a vehicle, for example. The display device 52 is, for example, a blinking lamp and a pointer. The display control ECU 51 obtains predetermined information from the other AT-ECU 21, SBW-ECU 31, EC-ECU 41, integrated ECU 11, and the like, and controls the display device 52 according to the obtained information.

  In the first embodiment, the display control ECU 51 is connected to the other AT-ECU 21, SBW-ECU 31, EC-ECU 41, integrated ECU 11, and the like through the in-vehicle LAN 12 and also to the neutral switch 35. Thereby, the shift range of the automatic transmission 60 detected by the neutral switch 35 is input to the display control ECU 51 as an electrical signal. The display control ECU 51 displays the shift range of the automatic transmission 60 on the display device 52 based on the signal input from the neutral switch 35.

Next, the operation of the vehicle control system 10 having the above configuration will be described.
(Display device abnormality detection)
First, abnormality detection of the display device 52 performed by the SBW-ECU 31 will be described with reference to FIG. The abnormality detection is preferably performed every time the shift range of the automatic transmission 60 changes, for example. Further, the SBW-ECU 31 may always detect an abnormality in the display device 52.
The SBW-ECU 31 detects which shift range the automatic transmission 60 is in from the neutral switch 35 (S101). The neutral switch 35 detects the position of the manual valve 62 that switches the hydraulic circuit 61 of the automatic transmission 60 as described above. The SBW-ECU 31 detects the position of the neutral switch 35, that is, the actual range of the automatic transmission 60 by detecting the potential output from the neutral switch 35.

  Next, the SBW-ECU 31 obtains predetermined information from the display control ECU 51 via the in-vehicle LAN 12 (S102). Here, the information obtained by the SBW-ECU 31 is a signal indicating the shift range recognized by the display control ECU 51. The display control ECU 51 is connected to the neutral switch 35 as described above. Therefore, a signal corresponding to the position of the manual valve 62 detected by the neutral switch 35, that is, the actual range of the automatic transmission 60 is input to the display control ECU 51. However, when the display control ECU 51 is abnormal, the shift range recognized by the display control ECU 51 may be different from the actual range of the automatic transmission 60. As a result, the display device 52 displays an incorrect shift range based on the recognition of the incorrect shift range by the display control ECU 51.

  Therefore, the SBW-ECU 31 determines whether or not the shift range of the automatic transmission 60 obtained from the neutral switch 35 matches the display state of the display device 52 by the display control ECU 51 obtained via the in-vehicle LAN 12. (S103). For example, when the actual range is “D range”, the neutral switch 35 outputs a signal corresponding to “D range” to the SBW-ECU 31 and the display control ECU 51. At this time, the SBW-ECU 31 recognizes that the actual range of the automatic transmission 60 by the neutral switch 35 is the “D range”. On the other hand, the display control ECU 51 should recognize the actual range of the automatic transmission 60 as the “D range” based on the signal input from the neutral switch 35. However, the display control ECU 51 may mistakenly determine that the signal input from the neutral switch 35 is a signal corresponding to a shift range other than the “D range”, for example, the “P range” due to some trouble occurring in the display control ECU 51. is there. At this time, the shift range of the automatic transmission 60 obtained by the SBW-ECU 31 from the neutral switch 35 and the shift range obtained by the SBW-ECU 31 from the display control ECU 51 via the in-vehicle LAN 12 do not match.

  When the shift range of the automatic transmission 60 obtained from the neutral switch 35 does not match the shift range obtained from the control ECU 51, the SBW-ECU 31 determines that the display control ECU 51 or the display device 52 is abnormal (S104). When the abnormality is determined, the SBW-ECU 31 selects any one of the vehicle travel controls set in advance for fail safe.

(Vehicle travel control selection)
When the SBW-ECU 31 serving as the travel control selection device determines that the display device 52 is abnormal, the SBW-ECU 31 selects vehicle travel control based on FIG.
Based on the abnormality detection process shown in S101 to S104 of FIG. 4 described above, the SBW-ECU 31 determines whether the actual range of the automatic transmission 60 matches the display state of the display device 52 (S11). When it is determined that the actual range of the automatic transmission 60 matches the display state of the display device 52, the SBW-ECU 31 continues normal traveling control (S12).

  On the other hand, when it is determined that the actual range of the automatic transmission 60 and the display state of the display device 52 do not match, the SBW-ECU 31 selects vehicle travel control that is set in advance. The travel control is set based on the actual range of the automatic transmission 60 and the display state displayed on the display device 52 as shown in FIG. That is, when the actual range of the automatic transmission 60 matches the display state of the display device 52, the SBW-ECU 31 does not select the travel control for fail-safe and continues the normal travel control. As shown in FIG. 6, even when the actual range of the automatic transmission 60 and the display state of the display device 52 do not match, fail safe is not executed when the vehicle is considered to be stopped. Also good.

  On the other hand, when the actual range of the automatic transmission 60 and the display state displayed by the display device 52 do not coincide with each other and the vehicle is considered to be in the traveling state, the SBW-ECU 31 selects the traveling control for fail-safe. In the case of this embodiment, five traveling controls for fail-safe are set as shown below.

(1) The shift range of the automatic transmission 60 is forcibly shifted to the “N range”.
(2) The shift range of the automatic transmission 60 is forcibly shifted to the “P range”.
(3) The transmission of torque from the automatic transmission 60 to the drive unit of the vehicle is cut off.
(4) The shift range of the automatic transmission 60 is forcibly shifted to the “D range” high speed stage.
(5) The output of the engine 42 is suppressed.

The travel control for fail-safe shown in the above (1) to (5) is selected by the SBW-ECU 31 as follows according to the traveling state of the vehicle.
The vehicle is in a forward state: any one of (1), (3), (4), and (5) is selected.
-The vehicle is moving backward: Any one of (1), (3), and (5) is selected.
The vehicle is in a stopped state: any one of (1), (2), (3), and (5) is selected.

  Therefore, when selecting travel control for fail-safe, the SBW-ECU 31 determines whether the vehicle speed is equal to or lower than a predetermined speed (S13). The SBW-ECU 31 compares the vehicle speed obtained from the vehicle speed sensor 22 with data of a predetermined speed recorded in a memory (not shown).

  Here, when the SBW-ECU 31 determines that the vehicle speed is equal to or lower than the predetermined speed, the SBW-ECU 31 selects the travel control in which the shift range of the automatic transmission 60 is set to “P range” (S14). When the SBW-ECU 31 selects the travel control in which the shift range is “P range”, the SBW-ECU 31 controls the shift range of the automatic transmission 60 to “P range”. The SBW-ECU 31 outputs a signal corresponding to the “P range” to the motor 33 of the actuator 32, and moves the manual valve 62 to the “P range” by the actuator 32. As a result, the shift range of the automatic transmission 60 shifts to the “P range”. As a result, the vehicle can be quickly stopped.

  On the other hand, when the SBW-ECU 31 determines that the speed of the vehicle is equal to or higher than the predetermined speed, the travel control for selecting the shift range of the automatic transmission 60 as “N range” is selected (S15). When the SBW-ECU 31 selects the travel control in which the shift range is “N range”, the SBW-ECU 31 controls the shift range of the automatic transmission 60 to “N range”. Thus, the vehicle can be stopped at a safe position after traveling with repulsion.

  The SBW-ECU 31 warns the vehicle occupant that the traveling control is being performed when the traveling control in which the shift range of the automatic transmission 60 is set to “P range” or “N range” is selected (S16). In the present embodiment, the warning to the passenger is performed by displaying the warning on the display device 52. As a warning displayed on the display device 52, for example, all the lamps of the dashboard can be turned on or off, or a specific warning display can be turned on. Further, the display device 52 may generate a warning sound. Thereby, the passenger of the vehicle can recognize that an abnormality has occurred in the display device 52. That is, the display device 52 functions as a warning device in the claims. Note that the warning device is not limited to visually warning the passenger by displaying the warning on the display device 52 as described above. For example, the warning device may audibly warn the passenger by voice.

  Further, when the travel control selected by the SBW-ECU 31 suppresses the output of the engine 42, the SBW-ECU 31 decreases the output of the engine 42 via the EC-ECU 41. When there is an instruction to suppress engine output from the SBW-ECU 31, the EC-ECU 41 reduces the amount of fuel injected from the injector 44 or the amount of intake air drawn into the engine by the throttle 43. Thereby, the output of the engine 42 can be suppressed. Note that traveling control that combines forced switching of the shift range of the automatic transmission 60 and output suppression of the engine 42 may be selected. Thereby, for example, even when an abnormality of the display device 52 is detected during high-speed traveling of the vehicle, it is possible to ensure stable traveling for a certain period and to quickly stop the vehicle at a safe position.

(Second Embodiment)
A vehicle control system according to a second embodiment of the present invention is shown in FIG. In addition, the same code | symbol is attached | subjected to the component substantially the same as 1st Embodiment, and description is abbreviate | omitted.
As shown in FIG. 7, in the second embodiment, the display device 52 is directly controlled by a signal output from the neutral switch 35. That is, the display device 52 is directly connected to the neutral switch 35. On the other hand, the display control ECU 51 monitors the display state of the display device 52 controlled by a signal output from the neutral switch 35.

In the second embodiment, an abnormality of the display device 52 is detected according to the procedure described in FIGS. 4 and 5 in the first embodiment. However, the process in S102 shown in FIG. 4 is different from the first embodiment. Therefore, the difference will be described below.
In step S102, the SBW-ECU 31 obtains predetermined information from the display control ECU 51 via the in-vehicle LAN 12. Here, the information obtained by the SBW-ECU 31 is a signal indicating the display state of the display device 52 monitored by the display control ECU 51. The display device 52 is directly connected to the neutral switch 35 as described above. For this reason, the display control ECU 51 obtains what the display device 52 displays based on a signal corresponding to the shift range of the automatic transmission 60 detected by the neutral switch 35. When the display device 52 is abnormal, the display state of the display device 52 recognized by the display control ECU 51 is different from the actual range of the automatic transmission 60.

  Therefore, the SBW-ECU 31 determines whether or not the shift range of the automatic transmission 60 obtained from the neutral switch 35 matches the display state of the display device 52 by the display control ECU 51 obtained via the in-vehicle LAN 12. (S103). For example, when the actual range is “D range”, the neutral switch 35 outputs a signal corresponding to “D range” to the SBW-ECU 31 and the display device 52. At this time, the SBW-ECU 31 recognizes that the actual range of the automatic transmission 60 by the neutral switch 35 is the “D range”. On the other hand, the display device 52 should display the “D range” that is the actual range of the automatic transmission 60 by the signal input from the neutral switch 35. However, there is a case where the display device 52 displays a shift range other than the “D range”, for example, “P range” or does not display the “D range” itself due to some trouble occurring in the display device 52. At this time, the display control ECU 51 recognizes that the display device 52 does not display “P range” or “D range”. As a result, the display state of the display device 52 obtained from the display control ECU 51 by the SBW-ECU 31 does not match the shift range of the automatic transmission 60 obtained from the neutral switch 35 by the SBW-ECU 31. Therefore, the SBW-ECU 31 determines that the shift range of the automatic transmission 60 obtained from the neutral switch 35 and the shift range obtained from the display control ECU 51 via the in-vehicle LAN 12 do not match.

Since the process of S104 in FIG. 3 and the process in FIG. 4 based on the determination of the SBW-ECU 31 are the same as those in the first embodiment, description thereof will be omitted.
In the second embodiment, fail safe can be achieved even when the shift range of the automatic transmission 60 detected by the neutral switch 35 is directly displayed on the display device 52.

(Third embodiment)
A vehicle control system according to a third embodiment of the present invention is shown in FIG. In addition, the same code | symbol is attached | subjected to the component substantially the same as 1st Embodiment, and description is abbreviate | omitted.
As shown in FIG. 8, in the third embodiment, the SBW-ECU 31 obtains a control signal output from the display control ECU 51 to the display device 52. That is, the SBW-ECU 31 monitors a control signal output from the display control ECU 51 to the display device 52. Thereby, for example, when the display control ECU 51 that has acquired the shift range of the automatic transmission 60 from the neutral switch 35 erroneously recognizes the shift range of the automatic transmission 60 and outputs an incorrect control signal to the display device 52, or display control. If the ECU 51 correctly recognizes the shift range of the automatic transmission 60 and outputs an incorrect control signal to the display device 52, the SBW-ECU 31 can detect the abnormality.

  In the third embodiment, an abnormality in the display control ECU 51 or the display device 52 is detected generally in accordance with the procedure described with reference to FIGS. 4 and 5 in the first embodiment. However, the processing in S102 shown in FIG. 4 in the first embodiment is different from that in S302 in FIG. 9 in the third embodiment. Since the processes of S301, S303, and S304 are the same as S101, S103, and S104 of the first embodiment, a description thereof will be omitted.

The SBW-ECU 31 obtains predetermined information from the display control ECU 51 in S302. Here, the information obtained by the SBW-ECU 31 is a control signal output from the display control ECU 51 to the display device 52.
The SBW-ECU 31 determines whether or not the shift range of the automatic transmission 60 obtained from the neutral switch 35 matches the shift range corresponding to the control signal output from the display control ECU 51 to the display device 52 (S303). ). For example, when the actual range is “D range”, the neutral switch 35 outputs a signal corresponding to “D range” to the SBW-ECU 31 and the display control ECU 51. At this time, the SBW-ECU 31 recognizes that the actual range of the automatic transmission 60 by the neutral switch 35 is the “D range”. On the other hand, the display device 52 should display “D range” which is the actual range of the automatic transmission 60. However, a control signal for displaying a shift range other than the “D range”, for example, “P range” or the like is output from the display control ECU 51 to the display device 52 due to some trouble occurring in the display control ECU 51. There are cases where it does not. At this time, the display device 52 does not display “P range” or “D range”. As a result, the shift range of the control signal output from the display control ECU 51 detected by the SBW-ECU 31 to the display device 52 does not match the shift range of the automatic transmission 60 obtained from the neutral switch 35 by the SBW-ECU 31. Therefore, the SBW-ECU 31 determines that the shift range of the automatic transmission 60 obtained from the neutral switch 35 does not match the shift range indicated by the control signal output from the display control ECU 51.

The process of S304 in FIG. 9 and the process in FIG. 4 based on the determination of the SBW-ECU 31 are the same as those in the first embodiment.
In the third embodiment, the SBW-ECU 31 compares the shift range of the automatic transmission 60 detected by the neutral switch 35 with the control signal output from the display control ECU 51 to the display device 52. Therefore, even when an abnormality occurs in the display control ECU 51, fail-safe can be reliably achieved.

  As described above, in the plurality of embodiments described above, a configuration is described in which an abnormality in the display control ECU 51 and the display device 52 of the display control system 50 is detected by the SBW-ECU 31, and vehicle control for fail-safe is selected by the SBW-ECU 31. did. However, detection of an abnormality in the display control system 50 and vehicle control for fail-safe are not limited to the SBW-ECU 31, and may be performed by another ECU such as the integrated ECU 11, for example.

1 is a schematic diagram showing a vehicle control system according to a first embodiment of the present invention. It is a schematic diagram which shows the transmission mechanism part of the vehicle control system by 1st Embodiment of this invention. It is a schematic diagram which shows the detent plate of the vehicle control system by 1st Embodiment of this invention. It is the schematic which shows the flow which judges abnormality of the display apparatus of the vehicle control system by 1st Embodiment of this invention. It is the schematic which shows the flow of the fail safe at the time of abnormality of the display apparatus of the vehicle control system by 1st Embodiment of this invention. In the vehicle control system by 1st Embodiment of this invention, it is explanatory drawing which shows the relationship between the actual range of an automatic transmission, the display range displayed on a display apparatus, and the presence or absence of implementation of fail safe. It is the schematic which shows the vehicle control system by 2nd Embodiment of this invention. It is the schematic which shows the vehicle control system by 3rd Embodiment of this invention. It is the schematic which shows the flow which judges abnormality of the display apparatus of the vehicle control system by 3rd Embodiment of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 Vehicle control system, 11 Integrated ECU, 21 AT-ECU, 30 Shift-by-wire system (range position switching device), 31 SBW-ECU (range control device, display confirmation device, travel control selection device), 33 motor, 35 neutral switch (Range position detection device), 41 EC-ECU, 42 engine, 51 display control ECU, 52 display device (warning device), 60 automatic transmission, 70 transmission mechanism section

Claims (8)

An automatic transmission that shifts and outputs the driving force input from the engine;
A range position switching device that is driven by a motor and switches the shift range of the automatic transmission;
A range position detection device for detecting a shift range position of the automatic transmission;
A range control device that outputs a drive signal for driving the motor and controls a shift range of the automatic transmission to any one of a shift range such as a P range, an R range, an N range, and a D range;
A display device installed in a vehicle and displaying a shift range of the automatic transmission;
The shift range of the automatic transmission detected by the range position detection device is compared with the shift range displayed on the display device, and the shift range displayed on the display device and the shift range of the automatic transmission are compared. A display confirmation device that determines whether or not matches,
A travel control selection device that selects preset vehicle travel control when the shift range displayed on the display device and the shift range of the automatic transmission are different in the display confirmation device;
A vehicle control system comprising:   The vehicle control system according to claim 1, wherein the travel control selection device selects a vehicle travel control that shifts a shift range of the automatic transmission to a predetermined shift range.   The vehicle control system according to claim 2, wherein the range control device controls a shift range of the automatic transmission to a P range or an N range.   The vehicle control system according to claim 2, wherein the range control device controls a shift range of the automatic transmission to a high speed stage of a D range.   The vehicle control system according to any one of claims 1 to 4, wherein the travel control selection device selects vehicle travel control that suppresses the output of the engine.   The vehicle control system according to any one of claims 1 to 5, further comprising a warning device that issues a warning when the travel control selection device selects any vehicle travel control.   The vehicle range control system according to any one of claims 1 to 6, wherein the range position detection device detects a shift range of the automatic transmission from a rotation angle of the motor. The range position switching device has a transmission mechanism that transmits the rotational force of the motor to the automatic transmission.
The vehicle range control system according to any one of claims 1 to 7, wherein the range position detection device detects a position of the transmission mechanism unit.

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