JP2015227709A - Shift range control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a shift range control device which can enhance the safety of a bus.SOLUTION: A shift range control device of a bus comprises: means (S110) which detects an opening/closing state of a door of the bus; means (S180) which automatically switches a shift range to a non-drive range (N-range) from a drive range (D-range) for imparting power to drive wheels when an opening state of the door is detected; and means (S230) which automatically switches the shift range to the drive range from the non-drive range on condition that a closed state of the door is detected when the shift range is switched to the non-drive range by S180. The shift range control device also comprises means (S200, S210) which prohibit the automatic changeover by S230 until it is determined that a driver has a start intention by determining whether or not the driver has the start intention from an operation state of a specified device when the closed state of the door is detected after the execution of the automatic changeover to the non-drive range by S180.

Description

  The present invention relates to a bus shift range control device.

  There is a technique for automatically switching the shift range of a bus according to the opening / closing of a passenger door (for example, see Patent Document 1). In the technique of Patent Document 1, when the door is opened, the driving range for driving (drive (D) range or reverse (R) range) is changed to a non-driving range (neutral (N) range) in which power is not applied to the driving wheels. And switch automatically. After that, if the door is closed and the brake operation is performed, the non-driving range is automatically switched to the original driving range. According to this technology, it is possible to expect both the convenience of the driver and the safety of the bus.

JP 2010-110108 A

  However, in the above technique, even if the driver does not intend to start the bus when the door is closed, the shift range is automatically switched from the non-driving range to the driving range. For this reason, the bus may move unintentionally by the driver.

  Therefore, an object of the present invention is to provide a shift range control device that can enhance the safety of a bus.

A shift range control device according to a first aspect of the present invention includes an open / close detection unit that detects an open / closed state of a bus door, a non-drive range switching unit, and a drive range switch unit.
The non-driving range switching means changes the bus shift range from the driving range that gives power to the driving wheels of the bus to the non-driving range that gives no power to the driving wheels when the open / close detection means detects the door open state. Switch to automatically.

  Then, the drive range switching means shifts the bus on the condition that the closed state of the door is detected by the open / close detection means when the shift range of the bus is switched to the non-drive range by the non-drive range switching means. The range is automatically switched from the non-drive range to the drive range.

The shift range control device further includes automatic switching prohibiting means.
The automatic switching prohibiting means is a start that causes the bus driver to start the bus when the door closing state is detected by the open / close detection means after the automatic switching to the non-driving range by the non-driving range switching means. Whether or not there is a will is determined from the operating state of a specific device operated by the driver, and the operation of the drive range switching means is prohibited until it is determined that the driver has a will to start.

  For this reason, even if the door is closed, automatic switching from the non-driving range to the driving range is not performed until it is determined by the automatic switching prohibiting means that the driver intends to start. Therefore, after the door is closed, the bus is prevented from moving unintentionally, and the safety of the bus can be improved.

  In addition, the code | symbol in the parenthesis described in the claim shows the correspondence with the specific means as described in embodiment mentioned later as one aspect, Comprising: The technical scope of this invention is limited is not.

It is a block diagram showing the shift range control apparatus (shift ECU) of embodiment. It is a flowchart showing a control process.

A shift range control apparatus according to an embodiment to which the present invention is applied will be described. In the following description, “ECU” is an abbreviation for electronic control unit.
A shift ECU 1 shown in FIG. 1 is a shift range control device according to an embodiment, and is an electronic control device that controls a shift range of a bus.

  The shift range of the bus corresponds to a plurality of control modes related to powering the driving wheels in the bus. Of the shift ranges, the drive range is a control mode that applies power to the drive wheels, and the non-drive range is a control mode that does not apply power to the drive wheels. In the drive range, the power to the drive wheels is increased or decreased according to the operation of the accelerator pedal by the bus driver.

  In the present embodiment, the bus includes an engine as a power source, and an automatic transmission (AT) 3 as a power transmission device that transmits the output of the engine to the drive wheels as power. For this reason, the shift range of the bus is the shift range of the automatic transmission 3. Of the shift ranges, the drive range includes a drive range for forward travel (hereinafter referred to as D range) and a reverse range for reverse travel (hereinafter referred to as R range). The non-driving range is a neutral range (hereinafter referred to as N range).

  If the bus is an electric vehicle including a motor as a power source, the motor control mode is the shift range. For example, the D range is a control mode in which the motor is driven in the rotational direction to advance the bus and the output of the motor is controlled in accordance with the operation amount of the accelerator pedal. This is a control mode that is controlled not to occur. Further, if the bus is a hybrid vehicle including both an engine and a motor as power sources, a power generation system including the engine and motor and a power transmission mechanism for transmitting the output of the engine to the drive wheels as power. This control mode is the shift range.

  As shown in FIG. 1, the shift ECU 1 receives a shift operation signal indicating the operation position of the shift lever 5 that is operated by the driver to switch the shift range. The shift operation signal is output from a position sensor 6 that detects the operation position of the shift lever 5.

  The shift lever 5 is movable to each shift position corresponding to each shift range. The shift position includes at least a D position corresponding to the D range, an R position corresponding to the R range, and an N position corresponding to the N range. Further, in this example, the shift lever 5 automatically returns to the neutral position that does not correspond to any shift range when the driver's operating force is lost (that is, when the driver releases his / her hand from the shift lever 5). Although it is a momentary type, it may be a non-momentary type that stops at any shift position.

  The shift ECU 1 receives a door state signal from the door ECU 7, a switch state signal from the brake switch 9, a switch state signal from the direction indicator switch 11, and a switch state signal from the hazard switch 13. Is done. In FIG. 1, “switch” is described as “SW”.

  The door ECU 7 is an ECU that opens and closes the door 15 for getting on and off the bus according to the operation of the door opening / closing switch 17 by the driver when the bus is stopped. The door state signal output from the door ECU 7 is a signal representing the open / closed state of the door 15.

  The brake switch 9 is a switch that is turned on when the driver operates the brake device of the bus (in this example, when the brake pedal is depressed). The switch state signal output from the brake switch 9 is a signal representing the presence or absence of the driver's brake operation.

  The direction indicator switch 11 is a switch for operating a bus direction indicator. The direction indicator switch 11 includes a lever 19 that extends from the vicinity of a mounting shaft of a bus steering wheel as an operation unit operated by a driver. The direction indicator switch 11 is in a state of operating the left direction indicator when the lever 19 is operated upward from the reference position, and the right direction indicator when the lever 19 is operated downward from the reference position. Will be activated. The switch state signal output from the direction indicator switch 11 indicates that the direction indicator switch 11 is in a state where the direction indicator is not operated, a state where the left direction indicator is operated, and a right direction indicator. It is a signal showing which is the state which operates.

  In the following description, of the operations on the direction indicator switch 11, an operation for operating the left direction indicator (an operation for raising the lever 19 from the reference position to the upper side) is referred to as a “left blinker operation”. The operation for operating the direction indicator (operation for moving the lever 19 downward from the reference position) is referred to as “right blinker operation”.

  The hazard switch 13 is a switch for blinking the hazard lamp of the bus and is turned on / off by the driver. When the hazard switch 13 is turned on, the hazard lamp blinks. The switch state signal output from the hazard switch 13 is a signal indicating ON / OFF of the hazard switch 13.

  When the hazard switch 13 is turned on, all the direction indicator lights on the bus front and rear and on the left and right flash as hazard lights. In addition, when the left turn signal operation of the direction indicator switch 11 is performed in the state where the hazard switch 13 is off, the left direction indicator lamp blinks among all the direction indicator lights. The blinking of the left direction indicator lamp corresponds to the operation of the left direction indicator. Similarly, when the right turn signal operation of the direction indicator switch 11 is performed in the state where the hazard switch 13 is off, the right direction indicator lamp among all the direction indicators flashes. The blinking of the right direction indicator lamp corresponds to the operation of the right direction indicator.

  The shift ECU 1 includes a microcomputer 21 that controls the operation of the shift ECU 1. The microcomputer 21 includes a CPU 23, a ROM 25 storing a program executed by the CPU 23, a RAM 25 storing a calculation result by the CPU 23, and the like.

  A transmission ECU 31 that controls the automatic transmission 3 and a meter ECU 33 that controls a bus meter are connected to the shift ECU 1 via a serial communication line or a parallel signal line.

  The transmission ECU 31 switches the shift range of the automatic transmission 3 in accordance with the shift range information given from the shift ECU 1. Moreover, meter ECU33 displays the content of the alerting | reporting information and shift range information given from shift ECU1 on the display apparatus provided in the meter.

  Next, control processing executed by the microcomputer 21 of the shift ECU 1 will be described with reference to FIG. Note that the processing performed by the microcomputer 21 is realized by the CPU 23 executing a program in the ROM 25. In the following description, it is assumed that the shift range before the bus driver opens the door 15 is the D range.

The microcomputer 21 executes the control process of FIG. 2 at regular intervals, for example.
As shown in FIG. 2, when the control process is started, the microcomputer 21 determines whether or not the door 15 is in an open state based on a door state signal from the door ECU 7 in S110.

  If the microcomputer 21 determines in S110 that the door 15 is in the open state, it determines in S120 whether or not the driver has performed a shift operation. The shift operation is an operation for switching the shift range. In the present embodiment, the shift operation is an operation for moving the shift lever 5 to a shift position corresponding to any shift range. The presence / absence of the shift operation is determined based on the shift operation signal from the position sensor 6 described above.

  If the microcomputer 21 determines in S120 that the driver is not performing a shift operation, the microcomputer 21 proceeds directly to S140, but if it is determined that the driver has performed a shift operation, the flag F2 is determined in S130. After setting “1” to “1”, the process proceeds to S140. The flag F2 is during a period in which the door 15 is open (hereinafter also referred to as opening the door 15), and during a period in which the shift range is automatically switched to the N range by the process of S180 described later. This is a history flag indicating that a shift operation has been performed. The initial value of the flag F2 is “0”.

  In S140, the microcomputer 21 determines whether or not the flag F2 is “0”. If the flag F2 is “0”, the microcomputer 21 sets the flag F1 to “1” in S150, and then proceeds to S180. The flag F1 is a flag indicating that automatic switching for returning the shift range from the N range to the original drive range (D range in this example) should be performed. The initial value of the flag F1 is also “0”.

  If the microcomputer 21 determines in S140 that the flag F2 is not “0” (that is, “1”), the microcomputer 21 proceeds to S160 and sets the flag F1 to “0”. Then, in the next S170, a process for informing the driver of the first content described later is performed, and then the process proceeds to S180.

  In S180, the microcomputer 21 outputs shift range information indicating the N range to the transmission ECU 31, thereby switching the actual shift range to the N range, and then ends the control process. By the process of S180, the shift range is automatically switched from the D range to the N range. Note that the same shift range information as the shift range information output to the transmission ECU 31 is also output to the meter ECU 33. Therefore, the current shift range is displayed on the display device provided in the meter.

  On the other hand, if the microcomputer 21 determines in S110 that the door 15 is not in the open state (that is, in the closed state), the microcomputer 21 proceeds to S190 and determines whether or not the flag F1 is “1”. To do.

  If the microcomputer 21 determines in S190 that the flag F1 is “1”, the microcomputer 21 proceeds to S200 and determines whether or not the hazard switch 13 is turned off based on the switch state signal from the hazard switch 13. judge. If it is determined that the hazard switch 13 is turned off, the process proceeds to S210. When the microcomputer 21 determines in S210 whether or not the above-described right turn signal operation is performed based on the switch state signal from the direction indicator switch 11, and determines that the right turn signal operation is performed. Determines that the driver has a start intention (will to start the bus), and proceeds to S220.

  In S220, based on the switch state signal from the brake switch 9, the microcomputer 21 determines whether or not the driver is performing a brake operation (depressing the brake pedal), and determines that the brake is being performed. In this case, it is determined that the automatic switching execution condition from the N range to the D range is satisfied, and the process proceeds to S230.

  In S230, the microcomputer 21 outputs shift range information indicating the D range to the transmission ECU 31, thereby switching the actual shift range to the D range. By the process of S230, the shift range is automatically switched from the N range to the D range.

  Then, the microcomputer 21 sets the flag F1 to “0” in the next S240, performs a process for canceling the notification to the driver in the next S250, and then ends the control process. Note that the notification to the driver performed by the process of S260 or S270 described later is canceled by the process of S250.

  If the microcomputer 21 determines in S200 that the hazard switch 13 is not turned off (i.e., is turned on), the microcomputer 21 determines that the driver does not intend to start, and proceeds to S260. In S260, the microcomputer 21 performs a process for notifying the driver of the second content described later, and then proceeds to S280.

  In addition, when the microcomputer 21 determines in S210 that the right turn signal operation has not been performed, the microcomputer 21 determines that the driver has no intention to start. In this case, the process proceeds to S270. In S270, the microcomputer 21 performs a process for informing the driver of the third content described later, and then proceeds to S280.

The microcomputer 21 also proceeds to S280 when it is determined in S220 that the driver does not perform the brake operation.
In S280, the microcomputer 21 determines whether or not the driver has performed a shift operation. If the microcomputer 21 determines that the driver has not performed a shift operation, the microcomputer 21 proceeds to S290. In S290, similarly to S180, the microcomputer 21 outputs shift range information indicating the N range to the transmission ECU 31, thereby setting the actual shift range to the N range, and then ends the control process. Note that the process of S290 may be omitted.

  If the microcomputer 21 determines in S280 that the driver has performed a shift operation, the microcomputer 21 proceeds to S300 and performs a process for switching the shift range to the operation range. The operation range is a shift range corresponding to the shift operation. In this example, the operation range is a shift range corresponding to the shift position where the shift lever 5 is operated. Specifically, in S300, the microcomputer 21 outputs shift range information indicating the operation range to the transmission ECU 31, thereby switching the actual shift range to the operation range. Then, the microcomputer 21 sets the flag F1 to “0” in the next S310, performs a process for canceling the notification to the driver in the next S320, and then ends the control process. Note that the notification to the driver performed by the process of S260 or S270 is canceled by the process of S320.

  If the microcomputer 21 determines in S190 that the flag F1 is not "1" (that is, "0"), the microcomputer 21 proceeds to S330 and determines whether or not the driver has performed a shift operation. To do.

  If the microcomputer 21 determines in S330 that the driver has performed a shift operation, the microcomputer 21 proceeds to S340, and performs a process for switching the shift range to the operation range, similar to S300. Then, the microcomputer 21 sets the flag F2 to “0” in the next S350, performs a process for canceling the notification to the driver in the next S360, and then ends the control process. Note that the notification to the driver performed by the process of S170 is canceled by the process of S360.

  If the microcomputer 21 determines in S330 that the driver is not performing a shift operation, the microcomputer 21 proceeds to S370 and performs a process of keeping the shift range at the current shift range. Specifically, the same shift range information as the previously output shift range information is output to the transmission ECU 31. Then, the microcomputer 21 thereafter ends the control process. Note that the process of S370 may be omitted.

Next, various processing contents included in the control processing of FIG. 2 will be described.
First, the control process of FIG. 2 includes the following processes [1] to [3] as basic processes.

[1] Non-drive range automatic switching process In the control process, when it is detected that the door 15 is opened (S110: YES), the flag F1 is set to "1" (S150), and the shift range is changed from the D range. The range is automatically switched to the N range (S180). Such a process is a non-driving range automatic switching process.

  When the driver stops the bus and opens the door 15 to get on and off the passengers, the shift range is automatically switched from the D range to the N range by this non-drive range automatic switching process.

[2] Automatic Drive Range Switching Process In the control process, when it is detected that the door 15 is closed (S110: NO) and it is determined that the flag F1 is “1” (S190: YES) ), It is determined that the door 15 is closed when the shift range is switched to the N range by the non-driving range automatic switching process. In this case, it is determined whether the automatic switching execution condition (S200 to S220) for the D range is satisfied. If the automatic switching execution condition is satisfied (S220: YES), the shift range is set to N. The range is automatically switched from the range to the D range (S230), and the flag F1 is returned to "0" (S240). Such processing is drive range automatic switching processing.

When the driver closes the door 15 after the passenger boarding / exiting, the shift range is automatically returned from the N register to the D range by this drive range automatic switching process.
[3] Normal shift range switching process In the control process, when the door 15 is closed (S110: NO) and the flag F1 is "0" (S190: NO), the shift range is not automatically switched. The shift register is switched according to the driver's shift operation (S330, S340). Such a process is a normal shift range switching process. If the driver performs a shift operation with the door 15 closed, the shift range is switched to the operation range by the normal shift range switching process.

Further, the control process of FIG. 2 includes the following features <1> to <5>.
<1> First Feature In the control process, when the closed state of the door 15 is detected after the automatic switching to the N range in S180 (S190: YES), the direction is determined in S200 and S210. It is determined whether or not the driver is willing to start based on the operating state of the indicator switch 11 and the hazard switch 13. Specifically, if the hazard switch 13 is off and the right turn signal operation is performed, it is determined that the driver has a will to start. By not proceeding to S220 until it is determined in S200 and S210 that the driver is willing to start (until it is determined that the hazard switch 13 is off and the right turn signal operation is performed). , Automatic switching from N range to D range is prohibited.

  In other words, in the shift ECU 1, the hazard switch 13 is turned off (S200: YES) and the right turn signal operation is being performed (S210: YES) as the automatic switching execution condition from the N range to the D range. ) And are included.

  In general, when a bus is stopped at a bus stop in the operation of a route bus, the driver sends a stop signal to the following vehicle by operating a left turn signal and operating a left turn indicator. And after a stop, a driver | operator opens the door 15 and makes a passenger get on and off, operating the left direction indicator. After the passenger boarding / exiting is completed, the driver closes the door 15 and then operates the right turn signal to activate the right direction indicator to send a start signal to the following vehicle. Then start the bus and return to the route.

For this reason, the shift ECU 1 determines that the driver has a will to start on the condition that the right turn signal operation has been performed.
Further, the blinking of the hazard lamp indicates that the driver intends to stop the vehicle.

  Therefore, the shift ECU 1 determines that the driver is willing to start on the condition that the hazard switch 13 is turned off (that is, the hazard lamp is not blinking).

  In such a shift ECU 1, even if the brake operation is performed when the door 15 is closed, the shift ECU 1 changes from the N range to the D range until it is determined in S200 and S210 that the driver is willing to start. Automatic switching is not performed. Therefore, after the door 15 is closed, the bus is prevented from moving unintentionally by the driver, and the safety of the bus can be improved.

  Further, since the shift ECU 1 determines the driver's intention to start by both the on / off state of the hazard switch 13 and the right turn signal operation, the driver's intention to start can be determined more correctly. In the control process, either one of S200 and S210 can be deleted.

  In addition, it is not preferable for safety to start the bus in a state where the hazard lamp is blinking. For this reason as well, it is effective to prohibit automatic switching to the D range when the hazard switch 13 is on.

<2> Second feature In the control process, when it is determined in S200 or S210 that the driver does not intend to start, and automatic switching to the D range is prohibited (S200: NO or S210: NO), it is determined whether or not the driver has performed a shift operation (S280). If it is determined that the driver has performed a shift operation (S280: YES), the shift range is switched to a shift range (operation range) corresponding to the shift operation (S300). Further, when the shift range is switched according to the driver's shift operation, the automatic switching to the D range is canceled by setting the flag F1 to “0” (S310).

  Therefore, after the driver closes the door 15 and before it is determined that there is a willingness to start by the processing of S200 and S210 (that is, in a period during which automatic switching to the D range is prohibited), When an operation is performed, the shift range is switched according to the shift operation.

  That is, in the shift ECU 1, the shift operation from when the door 15 is closed until it is determined that the driver is willing to start is regarded as a clear intention for the driver's shift change. The range is switched. Therefore, the shift range not intended by the driver does not occur and the safety of the bus can be improved.

  In some cases, for example, when a bus is put in a garage, it is desired to move the bus while turning on a hazard lamp to alert the surroundings. In such a case, even when the hazard switch 13 is turned on, the driver can switch the N range to the desired shift range by the shift operation, and can move the bus.

<3> Third Feature In the control process, when it is detected that the door 15 is in the open state (S110: YES), it is determined whether or not the driver has performed a shift operation (S120). That is, it is determined whether or not the driver has performed a shift operation while the door 15 is open. If it is determined that the driver has performed a shift operation while the door 15 is open (S120: YES), the flag F2 is set to “1” (S130), and the flag F1 is set to “0” (S130). (S140: NO → S160) Along with the opening of the door 15, the shift operation is invalidated and the N range is continued (S180). By setting the flag F1 to “0” in S160, the automatic switching to the D range (S230) after the door 15 is closed is canceled (that is, automatic switching is not performed), and the door The shift range is switched from the N range according to the shift operation performed by the driver after 15 is closed (S190: NO → S330, S340).

  In the control process, when the shift range is switched according to the shift operation after the door 15 is closed, the flag F2 is returned to “0” in S350. For this reason, when the door 15 is opened again without being shifted after the door 15 is closed, the process of S350 is not performed and the flag F2 remains “1”, and the automatic operation to the D range is performed. The cancel state of switching is continued. Therefore, it does not shift from the N range until the shift operation is performed after the door 15 is closed again.

  In the shift ECU 1, while the door 15 is open, the N range is continued regardless of the presence or absence of the shift operation. While the door 15 is open, even if the driver performs a shift operation, it is not reflected in the shift range. Therefore, the N range is always continued while the door 15 is open, and safety when passengers get on and off is ensured. For example, even when the driver's hand accidentally contacts the shift lever 5 while the door 15 is open, it is possible to prevent an erroneous start of the bus.

  Further, when the shift operation is performed while the door 15 is open, the shift ECU 1 cancels the automatic switching to the D range after the door 15 is closed because the driver's intention is unknown. Yes. The shift range is switched from the N range in accordance with a shift operation performed after the driver closes the door 15.

  If the original shift range that is automatically switched in S230 after the door 15 is closed differs from the shift range (operation range) corresponding to the shift operation performed by the driver while the door 15 is open, the automatic range in S230 If a switch is made, the bus may move unintentionally by the driver. Therefore, the automatic switching at S230 after the door 15 is closed is canceled, and the switching from the N range is performed according to a shift operation that can be determined as a clear intention of the driver after the door 15 is closed. I am doing so. Therefore, it is possible to prevent the bus from moving unintentionally by the driver.

  In particular, when the shift operation device for manually switching the shift range is a momentary type shift lever 5 or a button-type device, the driver performs a shift operation performed while the door 15 is open. It is difficult to recognize which shift range the switching operation was. This is because the N range which is the current shift range is displayed on the display device while the door 15 is open. For this reason, when the driver performs a shift operation while the door 15 is open, the automatic switching at S230 is performed after the door 15 is closed, or the shift operation performed while the door 15 is open. It is considered that the driver easily misunderstands the actual shift range when switching to the corresponding shift range is performed. Therefore, the third feature is more advantageous.

<4> Fourth feature In the control process, when it is determined in S200 or S210 that the driver does not have a will to start, and automatic switching to the D range is prohibited (S200). : NO or S210: NO), in S260 or S270, a process for notifying the driver of the second content or the third content is performed.

Both the notification of the second content and the notification of the third content are for urging the driver to perform one of an operation for determining that there is a will to start and a shift operation. Informational.
Specifically, the notification of the second content is a notification for urging the driver to perform either the off of the hazard switch 13 or the shift operation, and the notification of the third content is This is a notification for urging a person to perform either the right turn signal operation or the shift operation.

  For this reason, in S260, as a process for notifying the second content, the microcomputer 21 gives a notification message such as “turn off the hazard switch 13 or perform a shift operation” on the meter display device, for example. Notification information for display is output to the meter ECU 33. In S <b> 270, the microcomputer 21 displays a notification message such as “perform a right turn signal operation or a shift operation” on the meter display device as a process for performing notification of the third content, for example. Notification information is output to the meter ECU 33.

Then, the meter ECU 33 displays a notification message on the display device in accordance with the notification information output by the microcomputer 21.
In S250 or S320 of the control process, the microcomputer 21 gives a command for terminating the display of the notification message to the meter ECU 33 as a process for releasing the notification to the driver.

  For this reason, informing the driver of the second content is that the driver turns off the hazard switch 13 and the automatic switching from the N range to the D range (S230) is performed, or the driver performs a shift operation. When the switching to the operation range is performed (S300), the process is terminated. In addition, the third content notification to the driver is performed by the driver performing a right turn signal operation and automatic switching from the N range to the D range (S230) or by the driver performing a shift operation. When switching to the range (S300) is performed, the process ends.

  By performing the notification of the second content and the notification of the third content to the driver, the operation to be performed by the driver can be clearly indicated. Therefore, an inappropriate operation by the driver can be prevented, and safety can be further improved.

<5> Fifth feature In the control process, when it is determined that the driver has performed a shift operation while the door 15 is open and the flag F2 is set to “1” (S120: YES → S130), the process proceeds to S170. Then, a process for notifying the driver of the first content is performed.

  The notification of the first content notifies the driver that automatic shift range switching (in this example, automatic switching from the N range to the D range) is not performed (that is, canceled), and the door 15 Is a notification for encouraging the user to perform a shift operation after closing.

  In S170, the microcomputer 21 performs a process for notifying the first content on the meter display device, for example, "Automatic shift range switching has been canceled. Notification information for displaying a notification message “Please” is output to the meter ECU 33. In S360 in the control process, the microcomputer 21 gives a command for terminating the display of the notification message to the meter ECU 33 as a process for canceling the notification to the driver as in S250 and S320.

For this reason, when the driver performs the shift operation after closing the door 15, the notification of the first content to the driver is terminated by the process of S <b> 360.
If the door 15 is opened again without being shifted after the door 15 is closed, the process of S340 to S360 is not performed, and the automatic switching of the shift range remains cancelled. The notification of the first content is continuously performed.

  By notifying the driver of the first content, an operation to be performed by the driver can be clearly indicated. Therefore, an inappropriate operation by the driver can be prevented, and safety can be further improved.

  Note that the notification method for the driver is not limited to displaying a message on the display device. For example, a lamp associated with the notification content is turned on, or a sound associated with the notification content is generated. You may do it.

As mentioned above, although embodiment of this invention was described, this invention can take a various form, without being limited to the said embodiment.
For example, the condition for automatically switching the shift range to the N range may include not only the condition that the door 15 is open but also other conditions. As other conditions, for example, a condition that the bus is in commercial operation can be considered. In the above embodiment, since the door 15 is opened when the bus is stopped, the condition that the bus is stopped is included as a result of the other conditions. Further, the direction indicator switch 11 may have a configuration in which a switch for operating the left direction indicator and a switch for operating the right direction indicator exist separately.

  In addition, the functions of one component in the above embodiment may be distributed as a plurality of components, or the functions of a plurality of components may be integrated into one component. Further, at least a part of the configuration of the above embodiment may be replaced with a known configuration having the same function. Moreover, you may abbreviate | omit a part of structure of the said embodiment as long as a subject can be solved. In addition, all the aspects included in the technical idea specified by the wording described in the claims are embodiments of the present invention.

  In addition to the above-described shift ECU, various forms such as a system including the shift ECU as a constituent element, a program for causing a computer to function as the shift ECU, a medium on which the program is recorded, a bus shift range control method, etc. The present invention can also be realized.

  DESCRIPTION OF SYMBOLS 11 ... Direction indicator switch, 13 ... Hazard switch, 15 ... Door, 21 ... Microcomputer

Claims (7)

Open / close detecting means (21, S110) for detecting the open / closed state of the door (15) of the bus;
When the open / close detection means detects the open state of the door, the shift range of the bus is automatically changed from a drive range that supplies power to the drive wheels of the bus to a non-drive range that does not supply power to the drive wheels. Non-driving range switching means (21, S180) for switching automatically,
When the shift range of the bus is switched to the non-drive range by the non-drive range switching means, the shift range of the bus is set on condition that the closed state of the door is detected by the open / close detection means. Drive range switching means (21, S230) for automatically switching from the non-drive range to the drive range;
In a shift range control device comprising:
A start for causing the bus driver to start the bus when the closed state of the door is detected by the open / close detection means after the automatic switching to the non-driving range is performed by the non-driving range switching means. Whether or not there is a will is determined from the operating state of the specific device (11, 13) operated by the driver, and the drive range switching is performed until it is determined that the driver has the starting intention. Automatic switching prohibiting means (21, S200, S210) for prohibiting the operation of the means;
A shift range control device comprising: The shift range control device according to claim 1,
When the automatic switching prohibiting means prohibits the operation of the driving range switching means, the driver can control the bus operating range (5) for manually switching the shift range of the bus. Shift-inhibiting shift operation determination means (21, S280) for determining whether or not a shift operation for switching the shift range has been performed;
Shift operation corresponding switching for switching the shift range of the bus to the shift range corresponding to the shift operation performed by the driver when the driver determines that the driver has performed the shift operation by the shift operation determining unit during switching prohibition Means (21, S300);
A shift range control device comprising: The shift range control device according to claim 2,
When the automatic switching prohibiting means prohibits the operation of the drive range switching means, the operation and the shift that the driver is determined to be willing to start by the automatic switching prohibiting means Operation instruction means (21, S260, S270) for performing processing for prompting one of the operations,
A shift range control device comprising: In the shift range control device according to any one of claims 1 to 3,
The bus direction indicator switch (11) is the specific device;
The automatic switching prohibiting means (21, S210) determines that the driver is willing to start on the condition that the direction indicator switch is operated to activate the right direction indicator. ,
A shift range control device characterized by the above. In the shift range control device according to any one of claims 1 to 4,
The hazard switch (13) of the bus is the specific device;
The automatic switching prohibiting means (21, S200) determines that the driver has the intention to start on the condition that the hazard switch is turned off;
A shift range control device characterized by the above. In the shift range control device according to any one of claims 1 to 5,
When the open state of the door is detected by the open / close detection means, the driver sets the shift range of the bus to the shift operation device (5) for manually switching the shift range of the bus. A door open shift operation determining means (21, S120) for determining whether or not a shift operation for switching has been performed;
When it is determined that the driver has performed the shift operation by the shift operation determining means during the door opening, the shift operation is invalidated and the shift range of the bus is left in the non-driving range, and The drive range switching means is prevented from operating after the door is closed, and the bus shift range is not driven according to the shift operation performed by the driver after the door is closed. Automatic switching canceling means (21, S130, S140, S160, S180, S190, S330, S340) for switching from the range;
A shift range control device comprising: The shift range control device according to claim 6, wherein
When it is determined by the shift operation determination means during the door opening that the driver has performed the shift operation, the driver is informed that automatic switching from the non-drive range to the drive range is not performed. And informing means (21, S170) for performing processing for prompting the shift operation after the door is closed,
A shift range control device comprising: