JP6627686B2 - Shift position switching device - Google Patents

Description

  The present invention relates to a shift position switching device.

  Conventionally, there is a dangerous obstacle determination device disclosed in Patent Document 1. The dangerous obstacle determination device determines whether an object existing in front of the vehicle is a dangerous object for the vehicle in a situation where the vehicle starts from a stopped state. If the dangerous obstacle determination device determines that the vehicle is a dangerous object, it drives a speaker and a display to alert the driver, or drives a brake actuator to forcibly brake the vehicle.

JP 2004-106701 A

  The above-mentioned dangerous obstacle determination device forcibly brakes the vehicle when it determines that an object existing in front of the vehicle is a dangerous object for the vehicle. Erroneous starting of the vehicle in the direction of the obstacle can be suppressed. However, in Patent Literature 1, since the vehicle is forcibly braked, there is a possibility that a driver who is impatient with this will operate the shifter in an unintended direction. Further, in Patent Literature 1, it is necessary to apply a hydraulic pressure, a voltage, or the like in order to maintain a state in which the vehicle is forcibly braked, and there is a problem that energy is consumed.

  The present disclosure has been made in view of the above problems, and has as its object to provide a shift position switching device that can suppress erroneous starting while suppressing erroneous operation of a shifter and energy consumption by a driver.

In order to achieve the above object, the present disclosure has
A shift position switching device that performs switching control of a shift position of an automatic transmission in a vehicle,
A start determination unit (S10) that determines whether or not target shift information indicating switching to a shift position of a traveling system has been input from a shifter operated by a driver when the vehicle is stopped;
When it is determined that the target shift information has been input, it is determined whether the vehicle erroneously starts. When it is determined that there is an obstacle in the traveling direction of the vehicle indicated by the target shift information, it is determined that the vehicle erroneously starts. A start determination unit (S16);
If it is determined that the target shift information has been input and if it is determined that the vehicle will start erroneously, a shift switching instruction to the shift position indicated by the target shift information is prohibited for a standby time, and after the standby time has elapsed, the target shift information is output. A shift switch prohibition unit (S45) for instructing a shift switch to a shift position indicated by the target shift information regardless of a result of the determination by the erroneous start determination unit when the input is determined to be input;
When it is determined that the target shift information has been input, and when it is determined that the vehicle has erroneously started, the shift switching instruction to the shift position indicated by the target shift information is prohibited only during the standby determination time, and after the standby determination time has elapsed, A shift switch prohibition unit (S45) for instructing a shift switch to the shift position indicated by the target shift information when it is determined that the target shift information has been input, regardless of the determination result of the erroneous start determination unit. It is characterized by the following.

  As described above, in the present disclosure, when the target shift information is input and it is determined that there is an obstacle in the traveling direction of the vehicle indicated by the target shift information, it is determined that the vehicle starts erroneously. Then, the present disclosure prohibits a shift switching instruction to the shift position indicated by the target shift information only during the standby determination time when the target shift information is input and it is determined that the vehicle starts erroneously.

  Thereby, the present disclosure can suppress erroneous starting in which the vehicle starts in the direction of the obstacle. Further, according to the present disclosure, the erroneous start can be suppressed by prohibiting the shift switching instruction, so that the erroneous start can be suppressed while suppressing the energy consumption as compared with the case of forcibly braking the vehicle.

  Furthermore, according to the present disclosure, when target shift information is input after the elapse of the standby determination time, a shift switching instruction to the shift position indicated by the target shift information is performed regardless of the determination result of the false start determination unit. For this reason, the present disclosure can suppress a driver who is impatient that the vehicle does not travel operating the shifter in an unintended direction. In addition, the present disclosure allows the driver to intentionally drive the vehicle in the direction of the obstacle, and after the standby determination time elapses, allows the vehicle to run in the direction of the obstacle, thereby reducing convenience. Can be suppressed.

  It should be noted that the claims and the reference numerals in parentheses described in this section show a correspondence relationship with specific means described in an embodiment described below as one aspect, and denote the technical scope of the invention. There is no limitation.

FIG. 1 is a block diagram illustrating a schematic configuration of a vehicle-mounted system including an SBW-ECU according to an embodiment. 4 is a flowchart illustrating an entire process of an SBW-ECU according to the embodiment. It is a flowchart which shows the flag setting and time measurement processing of the SBW-ECU in the embodiment. 5 is a flowchart illustrating a switching process of an SBW-ECU according to the embodiment. It is a flowchart which shows the erroneous start determination process of SBW-ECU in an embodiment. It is a flowchart which shows the shift switching rejection process of SBW-ECU in embodiment.

  Hereinafter, embodiments for carrying out the invention will be described with reference to the drawings. In the present embodiment, an example in which the shift position switching device is applied to the SBW-ECU 10 shown in FIG. Hereinafter, the SBW-ECU 10 is simply referred to as the ECU 10. SBW is an abbreviation for Shift by Wire.

  The ECU 10 is configured to be mountable on a vehicle. The ECU 10 is a control device that performs switching control for electrically switching a shift position (shift range) of an automatic transmission in a vehicle. The ECU 10 includes a CPU, a ROM, a RAM, and the like. The processing operation of the ECU 10 will be described later.

  As shown in FIG. 1, the ECU 10 is connected to an ignition switch 20, a shifter 30, an obstacle identification unit 40, a shift switching mechanism 50, a driver identification unit 60, a navigation system 70, and a notification unit 80. In the drawings, the ignition switch is abbreviated as IGSW. In the following, the ignition switch is referred to as IGSW.

  The IGSW 20 is operated by a driver, and outputs IG information according to the operation of the driver. Therefore, the ECU 10 acquires IG information corresponding to the operation of the IGSW 20 by the driver. The ECU 10 obtains IG information indicating that the IGSW 20 is turned on by the driver when the IGSW 20 is turned on, and obtains IG information indicating that the IG is turned off when the driver performs the IG off operation.

  The shifter 30 is operated by the driver and outputs target shift information according to the operation of the driver. Therefore, the ECU 10 acquires the target shift information according to the operation of the shifter 30 by the driver. The shifter 30 is configured to be operable to a position indicating a P range, a position indicating an R range, a position indicating an N range, and a position indicating a D range, for example. By operating the shifter 30, the driver can request switching of the shift position of the automatic transmission, that is, issue a shift request. The operation of the shifter 30 by the driver can be said to be a shift operation. The shift position indicated by the target shift information can also be said to be a target shift position.

  For example, when the driver operates the shifter 30 to a position indicating the P range (parking range), the ECU 10 acquires target shift information indicating switching to the P range. That is, the ECU 10 acquires the target shift information indicating that the target shift position is in the P range. Similarly, the ECU 10 sets target shift information indicating switching to the R range (reverse range), target shift information indicating switching to the N range (neutral range), and target shift information indicating switching to the D range (drive range). Is configured to be obtainable.

  Note that the D range and the R range can be said to be a traveling system range. Therefore, the target shift information indicating the D range and the R range can be said to be the target shift information of the traveling system. On the other hand, the P range and the N range can be said to be non-traveling ranges. Therefore, the target shift information indicating the P range and the N range can be said to be the target shift information of the non-traveling system.

  The obstacle identification unit 40 includes, for example, a known radar or the like, identifies at least an obstacle in front of the vehicle and an obstacle behind the vehicle, and displays obstacle information indicating that there is an obstacle in front of the vehicle, The obstacle information indicating that there is an obstacle behind is output. Therefore, when there is an obstacle in front of or behind the vehicle, the ECU 10 acquires the obstacle information.

  The shift switching mechanism 50 includes, for example, a known actuator 51, an encoder 52, a speed reducer 53, a detent plate 54, and the like. In the drawings, the actuator is abbreviated as ACT. Hereinafter, similarly, the actuator is described as ACT.

  The shift switching mechanism 50 is a mechanism that switches the shift position of the automatic transmission among a P range, an R range, an N range, and a D range in response to a shift switching instruction from the ECU 10. The ECU 10 outputs a shift switching instruction to the ACT 51, for example, to instruct switching of the shift position of the automatic transmission. Further, the ECU 10 is configured to be able to output a shift switching instruction to the P range, a shift switching instruction to the R range, a shift switching instruction to the N range, and a shift switching instruction to the D range. Then, the ECU 10 outputs a shift switching instruction facing the acquired target shift information.

  However, the ECU 10 does not output a shift switching instruction corresponding to the target shift information during the shift rejection process described later. In this case, the ECU 10 outputs a shift switching instruction to the P range or stops outputting the shift switching instruction.

  Note that the encoder 52 outputs shift position information indicating the current shift position. By acquiring the shift position information, the ECU 10 can grasp which of the P range, the R range, the N range, and the D range the current shift position is.

  The driver identification unit 60 recognizes the driver with a camera, a pressure sensor, an electronic key, a seat memory, and the like, and outputs driver information indicating the recognized driver. The driver identification unit 60 can recognize the driver from, for example, a signal of an electronic key, a signal of a pressure sensor, an image captured by a camera, a seat position and a seat memory. Then, the driver identification unit 60 outputs driver information indicating the driver currently driving the vehicle. Therefore, the ECU 10 can grasp the current driver by acquiring the driver information.

  The navigation system 70 is configured to be able to acquire the current position of the vehicle, the traffic congestion status of the road, and the like, and outputs traffic congestion information indicating whether the vehicle is traveling on a congested road. Therefore, the ECU 10 is configured to be able to acquire traffic jam information from the navigation system 70. For this reason, the ECU 10 can determine whether the vehicle is traveling on a congested road.

  The notification unit 80 notifies (notifies) information to the driver according to an instruction from the ECU 10. The information to be notified to the driver can include, for example, the current shift position and the fact that shift rejection processing is being performed. Accordingly, the ECU 10 instructs the notifying unit 80 to notify the current shift position, notify that the shift rejection process is being performed, and the like.

  The notification unit 80 includes, for example, a meter that can display the current shift position, a buzzer that can generate a warning sound indicating that the shift rejection process is being performed, and the like. However, the notification unit 80 is not limited to this. The notification unit 80 may include a display different from the meter and an audio output device capable of outputting audio.

  Here, the processing operation of the ECU 10 will be described with reference to FIGS. For example, when the IGSW 20 switches from IG off to IG on, the ECU 10 starts the processing shown in the flowchart of FIG. 2 and the processing shown in the flowchart of FIG. 3, and executes the processing at predetermined time intervals. Further, when the supply of power is started, the ECU 10 may start the processing shown in the flowchart of FIG. 2 and the processing shown in the flowchart of FIG. 3 and execute the processing at predetermined time intervals.

  Therefore, it can be said that the processes shown in the flowcharts of FIGS. 2 and 3 are executed by the base task of the ECU 10. On the other hand, the processing shown in the flowcharts of FIGS. 4 to 6 can be called a subroutine.

  First, the flowchart of FIG. 2 will be described.

  In step S10, it is determined whether or not the target shift information of the traveling system has been acquired (start determination unit). The ECU 10 determines whether or not the vehicle is in a stopped state and target shift information indicating switching to the shift position of the traveling system has been input from the shifter 30 operated by the driver.

  When the target shift information indicating the D range or the target shift information indicating the R range is acquired from the shifter 30, the ECU 10 determines that the target shift information of the traveling system has been acquired, and proceeds to step S11. When neither the target shift information indicating the D range nor the target shift information indicating the R range is acquired from the shifter 30, the ECU 10 determines that the target shift information of the traveling system has not been acquired, and the ECU 10 in FIG. The process ends.

  Further, the ECU 10 determines whether the acquired traveling system target shift information is the first traveling system target shift information acquired after the IGSW 20 is switched from IG OFF to IG ON or not. You may have. As the first determination information, for example, a first determination flag can be adopted.

  When the IGSW 20 switches from IG off to IG on, the ECU 10 switches the first determination flag from off to on. That is, the first-time determination flag switches from off to on only when the IGSW 20 switches from IG off to IG on. When the ECU 10 acquires the target shift information of the traveling system and instructs the shift switching mechanism 50 to switch to the target shift position corresponding to the acquired target shift information of the traveling system, the first determination flag Switch from on to off.

  For this reason, the first-time determination flag is ON only after the IGSW 20 switches from IG-OFF to IG-ON until a command to switch to the target shift position corresponding to the target shift information of the traveling system is issued. Therefore, when the first determination flag is on, the ECU 10 can determine that the target shift information is the traveling system target shift information acquired first after the IGSW 20 switches from IG off to IG on. In addition, when the first determination flag is off, the ECU 10 can determine that the information is not the target shift information of the traveling system acquired first after the IGSW 20 switches from IG off to IG on.

  The first-time determination information is not limited to this, and it can be determined whether or not the acquired traveling-system target shift information is the traveling-system target shift information acquired first after the IGSW 20 switches from IG-off to IG-on. Information can be adopted.

  When acquiring the target shift information of the non-traveling system, the ECU 10 determines that the target shift information of the traveling system has not been acquired. In this case, the ECU 10 instructs the shift switching mechanism 50 to switch to the target shift position corresponding to the acquired target shift information (S30). Further, the ECU 10 instructs the notification unit 80 to display the target shift position instructed to switch, that is, the current shift (S31).

  In step S11, it is determined whether or not the standby completion flag is off. The standby completion flag is information indicating whether or not the standby time has reached the standby threshold, and includes a value (ON) indicating that the standby time has reached the standby threshold and a value indicating that the standby time has not reached the standby threshold. The indicated value (off) can be set. When the standby time reaches the standby threshold, it can be considered that the standby time has been completed. On the other hand, if the standby time has not reached the standby threshold, it can be considered that the standby time has not been completed. The standby threshold is a time threshold and corresponds to a standby determination time.

  If the standby completion flag is on, the ECU 10 determines that the standby time has been completed and proceeds to step S12. If the standby completion flag is off, the ECU 10 determines that the standby time has not been completed and proceeds to step S13. That is, even if the shift switching rejection process described later is performed, the ECU 10 is a value indicating that the standby time has reached the standby threshold value. If the target shift information of the traveling system is acquired again, the ECU 10 proceeds to step S12. Performs the switching process to the target shift position.

  As will be described later, the ECU 10 may not perform the switching process up to the target shift position for a predetermined time, that is, may reject the shift switching, even though the target shift information of the traveling system has been acquired. That is, the ECU 10 may perform a shift switching rejection process. Further, when performing the shift switching rejection process, the ECU 10 switches the shift rejection flag from off to on. As described above, the shift rejection flag is information indicating whether or not shift switching rejection processing is being performed, and a value (on) indicating that shift rejection processing is being performed and a value (not indicating that shift rejection processing is not being performed) ( Off) can be set.

  Then, when the elapsed time from the determination that the shift switching rejection processing is to be performed reaches a predetermined time, the ECU 10 performs the switching processing to the acquired target shift position. For this reason, the ECU 10 causes the driver who made the shift switching request by operating the shifter 30 to wait for the shift switching to be performed until the elapsed time reaches the predetermined time. That is, the driver waits for a predetermined time until the shift switching is performed, even though the driver has made a shift switching request by operating the shifter 30.

  The standby time corresponds to an elapsed time since it is determined that the shift switching rejection process is performed. The standby time is cleared when the switching processing to the target shift position corresponding to the target shift information targeted in step S10 is executed, as shown in step S33 of FIG. The standby time is also cleared when the IGSW 20 switches from IG on to IG off.

  The standby threshold is a threshold for determining whether or not an elapsed time has reached a predetermined time since it is determined that the shift switching rejection process is to be performed. The standby threshold is set in advance and stored in a ROM or the like.

  One reason for determining whether or not the standby time has reached the standby threshold in this way is that, even though the shifter 30 was operated, the shift switching was not performed, that is, when the vehicle did not start, This is to prevent the driver from performing a shift operation in an unintended direction. In other words, the ECU 10 determines whether or not the standby time has reached the standby threshold value in order to suppress erroneous operation of the shifter 30 due to the inhibition of the shift switching instruction. Therefore, it is preferable to change the waiting threshold value according to the current driver. When changing according to the current driver, a standby threshold is stored in the ROM in association with each of a plurality of pieces of driver information. In addition, it can be said that the driver performs a shift operation indicating traveling in a direction different from the intended traveling direction as an erroneous operation.

  For example, even if the driver who can get on the vehicle performs the shift switching rejection process, it can be considered that there is a low possibility of performing a shift operation in an unintended direction. Similarly, in the case of a relatively young driver or a male driver, it can be considered that the possibility of performing a shift operation in an unintended direction is low. In other words, it can be inferred that these drivers do not perform erroneous operations.

  On the other hand, a driver who is not in the vehicle, an elderly driver, or a female driver performs a shift operation in an unintended direction when the shift switching rejection process is performed. Can be considered highly likely. In other words, it can be inferred that these drivers are the ones who make erroneous operations.

  In addition, the driver who can ride this vehicle is a person who has driven this vehicle relatively frequently, an owner of this vehicle, and the like. On the other hand, the driver who can ride this vehicle is a person who has driven the vehicle relatively few times, or a person other than the owner of the vehicle.

  Therefore, a waiting threshold value of, for example, about 3 seconds is associated with driver information indicating a driver who is considered to be unlikely to perform a shift operation in an unintended direction. On the other hand, a waiting threshold value of, for example, about 10 seconds is associated with driver information indicating a driver who is considered to be highly likely to perform a shift operation in an unintended direction.

  For example, a waiting threshold value of about 3 seconds is associated with driver information indicating men in their 20s and 30s who are usually used to riding. On the other hand, driver information indicating women in their 60s and 70s who are not used to riding is associated with a standby threshold of about 10 seconds.

  In addition, a standby threshold X is set to the driver information indicating the driver of the age group A, a standby threshold Y is set to the driver information indicating the driver of the age group B, and a standby threshold Z is set to the driver information indicating the driver of the age group C. It may be associated. The relationship between the age groups is as follows: age group A <age group B <age group C. Then, it can be inferred that the driver of the age group C is a driver who performs an erroneous operation than the drivers of the age group A and the age group B. Further, it can be inferred that the driver of the age group B is a driver who performs an erroneous operation than the driver of the age group A. Therefore, the relationship between the standby thresholds is as follows: standby threshold X <standby threshold Y <standby threshold Z.

  Furthermore, the driver of a rental car is often incapable of riding the rental car. For this reason, the standby threshold is set to a longer time when the ECU 10 is mounted on a rental car or the like than when the ECU 10 is mounted on a private car.

  However, the present invention is not limited to this. The standby threshold may be a single value regardless of the driver. Further, the standby threshold may be set for each product, each vehicle type, or each vehicle.

  In step S12, switching processing to the target shift position is performed. When the standby completion flag is on, the ECU 10 executes the switching process to the target shift position because the standby time has reached the standby threshold. Thus, the value indicating that the standby time has reached the standby threshold can be regarded as information indicating that the switching process to the target shift position can be executed. On the other hand, a value indicating that the standby time has not reached the standby threshold can be regarded as information indicating that the switching process to the target shift position is not executable. This switching process will be described later with reference to FIG. Another reason for determining whether or not the standby time has reached the standby threshold as described above is that the state in which the switching process to the target shift position is not executable is canceled and the driver intentionally removes the obstacle. This is because, when the vehicle travels in the direction, it is made possible to suppress a decrease in convenience.

  In step S13, first-time determination information is obtained. The ECU 10 determines whether or not the target shift information in step S10 is the target shift information of the traveling system obtained first after the IGSW 20 is switched from IG off to IG on, that is, whether or not the vehicle is starting. Therefore, the first determination information is acquired.

  In step S14, it is determined whether or not the vehicle has started (starting determination unit). The ECU 10 proceeds to step S15 when it is not determined that the vehicle is starting based on the initial determination information, and proceeds to step S16 when it is determined that the vehicle is starting. As described above, the ECU 10 determines whether or not the vehicle is starting, and when the input target shift information is the first target shift information when the ignition switch of the vehicle is switched from off to on. It is determined that the vehicle has started. If it is determined that the vehicle is starting, the ECU 10 proceeds to step S16 and determines whether the vehicle starts erroneously.

  In step S15, it is determined whether or not the operation interval time exceeds a threshold (start determination unit). If the ECU 10 determines that the operation interval time does not exceed the threshold, the process proceeds to step S12. If the ECU 10 determines that the operation interval time exceeds the threshold, the process proceeds to step S16. Note that the operation interval time corresponds to a time interval.

  The operation interval time is the elapsed time from the previous shift operation to the position indicating the P range to the current shift operation. The operation interval time can be measured by incrementing the operation interval time in step S21 in FIG. The operation interval time is cleared when the switching process to the target shift position corresponding to the target shift information targeted in step S10 is executed, as shown in step S35 of FIG. The operation interval time is also cleared when the IGSW 20 switches from IG on to IG off.

  In addition, the threshold value is not the time when the vehicle is restarted after waiting for a traffic light or when the vehicle is parked in parallel, but whether the vehicle is restarted after parking for a short time, such as shopping without turning off the IGSW 20. Is a value for determining. Although the threshold value is not particularly limited, it is preferable that the threshold value be such that it is possible to determine whether the vehicle is restarting after waiting for a traffic light or parallel parking, or restarting after short-time parking such as shopping. In other words, the threshold value is set so that step S16 is not performed when the vehicle restarts after waiting for a traffic light or when the vehicle is parked in parallel, but when the vehicle restarts after a short stop such as shopping. Is preferred. Therefore, it can be said that the threshold value is a time during which the vehicle does not reach at the time of restarting from waiting for a traffic light or at the time of starting when performing parallel parking. Therefore, for example, about 100 seconds can be adopted as the threshold.

  As described above, the ECU 10 determines whether or not the vehicle is to be started after parking, which is a start from a state in which the vehicle is parked with the IGSW 20 of the vehicle turned on. Then, if the time interval from the input of the previous target shift information to the input of the current target shift information while the IGSW 20 is on the IG is greater than the threshold, the ECU 10 determines that the vehicle is to start after parking, and step S16. Then, it is determined whether or not the vehicle starts erroneously.

  In the present invention, step S15 may not be performed. In this case, if the determination in step S14 is NO, the ECU 10 proceeds to step S12.

  In step S16, an erroneous start determination process is performed (an erroneous start determination unit). The erroneous start here means that the driver starts the vehicle even though there is an obstacle in the traveling direction of the vehicle. Therefore, in step S16, the ECU 10 determines whether or not the driver intends to start the vehicle despite the presence of an obstacle in the traveling direction of the vehicle. That is, when the target shift information is input, the ECU 10 determines whether or not the vehicle starts erroneously, and determines that the vehicle starts erroneously when there is an obstacle in the traveling direction of the vehicle indicated by the target shift information. . The erroneous start determination processing will be described later with reference to FIG.

  Next, the flowchart of FIG. 3 will be described.

  In step S20, it is determined whether or not the target shift information is P. If the target shift information indicating the switch to the P range has not been acquired from the shifter 30, the ECU 10 proceeds to step S22 without determining that the target shift information is P. Further, when the ECU 10 acquires the target shift information indicating the switching from the shifter 30 to the P range, the ECU 10 determines that the target shift information is P, and proceeds to step S21.

  In step S21, the operation interval time is incremented. The ECU 10 increments the operation interval time.

  In step S22, it is determined whether the shift rejection flag is on. The ECU 10 checks the shift rejection flag, and if it is determined that the shift rejection flag is on, proceeds to step S23. If it is not determined that the shift rejection flag is on, the ECU 10 ends the process of FIG.

  In step S23, it is determined whether the standby time exceeds the standby threshold. If the ECU 10 determines that the standby time does not exceed the standby threshold, the ECU 10 proceeds to step S24. If the ECU 10 determines that the standby time exceeds the standby threshold, the ECU 10 proceeds to step S25.

  In step S24, the standby time is incremented. If the shift rejection flag is on and the standby time has not reached the standby threshold, the ECU 10 increments the standby time. Thus, the ECU 10 can measure the elapsed time since the shift rejection flag is turned on, that is, the elapsed time since it is determined that the shift switching rejection process is to be performed.

  In step S25, the standby completion flag is turned on. The ECU 10 turns on the standby completion flag to indicate that the standby time has been completed.

  Here, the switching process shown in the flowchart of FIG. 4 will be described.

  In step S30, an instruction to switch to the target shift position is issued to the shift switching mechanism 50. Then, in step S31, an instruction to display the current shift is issued to the notification unit 80. The ECU 10 issues a shift switching instruction to the shift switching mechanism 50 so that the shift position of the automatic transmission becomes a shift position corresponding to the shift operation of the driver. Then, the ECU 10 gives a display instruction to the notifying unit 80 so that the display of the notifying unit 80 indicates the shift position of the automatic transmission that has been shifted to the shift position corresponding to the driver's shift operation.

  In step S32, the standby completion flag is turned off. The ECU 10 turns off the standby completion flag that was turned on in step S25.

  In step S33, the standby time is cleared. The ECU 10 clears the standby time measured in step S24.

  In step S34, the shift rejection flag is turned off. The ECU 10 turns off the shift rejection flag turned on in step S55.

  In step S35, the operation interval time is cleared. The ECU 10 clears the operation interval time measured in step S21.

  Here, the erroneous start determination processing shown in the flowchart of FIG. 5 will be described.

  In step S40, congestion information is acquired (congestion determination unit). The ECU 10 acquires congestion information from the navigation system 70 in order to determine whether the vehicle is traveling on a congested road.

  In step S41, it is determined whether or not there is a traffic jam (congestion determination unit). The ECU 10 determines whether or not the vehicle is congested, that is, whether or not the vehicle is traveling on a congested road, based on the acquired traffic congestion information. If the ECU 10 determines that the vehicle is traveling on a congested road, the process proceeds to step S42. If the ECU 10 determines that the vehicle is not traveling on a congested road, the process proceeds to step S43.

  In the present invention, steps S40 and S41 may not be performed. When not starting steps S40 and S41, the ECU 10 executes step S43 when started.

  In step S43, obstacle information is acquired. The ECU 10 acquires obstacle information from the obstacle identification unit 40.

  In step S44, it is determined whether there is an obstacle in the traveling direction. The ECU 10 determines whether there is an obstacle in the traveling direction of the vehicle indicated by the target shift information based on the target shift information obtained in step S10 and the obstacle information obtained in step S43. If the ECU 10 determines that there is an obstacle in the traveling direction, the ECU 10 determines that there is an obstacle in the traveling direction and proceeds to step S45. If it does not determine that there is an obstacle in the traveling direction, the ECU 10 proceeds to step S42 without determining that the vehicle is erroneously started.

  In step S45, a shift switching rejection process is performed (shift switching prohibition unit). When determining that there is an obstacle in the traveling direction of the vehicle, the ECU 10 performs a shift switching rejection process. That is, the ECU 10 has acquired the target shift information indicating the D range and has an obstacle in front of the vehicle, or has acquired the target shift information indicating the R range and has an obstacle behind the vehicle. In this case, a shift switching rejection process is performed. The shift switching rejection process will be described with reference to FIG.

  When the vehicle is traveling on a congested road, the vehicle often stops at a short distance from a preceding vehicle. Therefore, when the vehicle is traveling on a congested road, it can be generally regarded that there is an obstacle such as another vehicle in the traveling direction. In such a case, the driver may not operate the shifter 30 for a long time in the vehicle. Furthermore, some drivers switch the shift position of the automatic transmission to the P range during traffic jams.

  Therefore, when the vehicle is traveling on a congested road, the ECU 10 may frequently perform the shift switching rejection process. Therefore, the shift switching rejection processing is not desired to be executed when the vehicle is traveling on a congested road.

  Therefore, in step S42, switching processing to the target shift position is performed. When the ECU 10 determines that the vehicle is traveling on a congested road, the ECU 10 performs the switching process to the target shift position without performing the shift switching rejection process. In other words, when the ECU 10 determines that the vehicle is traveling on a congested road, the target shift information is determined regardless of the determination result of the false start determination process, that is, the determination result of whether there is an obstacle in the traveling direction. The instruction to shift to the target shift position shown is issued. As a result, the ECU 10 can prevent the shift switching rejection process from being performed frequently.

  Here, the shift switching rejection processing shown in the flowchart of FIG. 6 will be described.

  In step S50, the shift request is rejected. The ECU 10 rejects the shift request by outputting a shift switching instruction to the shift switching mechanism 50 or outputting a non-traveling-system shift switching instruction. That is, the ECU 10 does not start the vehicle even if the driver operates the shifter 30 to acquire the target shift information indicating the D range or the R range from the shifter 30. In other words, the ECU 10 outputs a shift switching instruction to the shift switching mechanism 50 or outputs a non-traveling-system shift switching instruction, so that the vehicle cannot be started.

  When the standby time has not reached the standby threshold, as in steps S23 and S24, the ECU 10 increments the standby time, and when the standby completion flag is OFF in step S11, the ECU 10 performs the erroneous start determination process and the shift switching. Perform rejection processing. For this reason, when the target shift information is input and it is determined that the vehicle starts erroneously, the ECU 10 prohibits the shift switching instruction to the shift position indicated by the target shift information for a standby time (shift switching prohibition unit). Then, when the target shift information is input after the elapse of the standby time, the ECU 10 issues a shift switching instruction to the shift position indicated by the target shift information regardless of the determination result of the erroneous start (shift switching prohibition unit). .

  In step S51, an instruction to output a warning is issued to the notification unit 80. In order to notify the driver that the shift rejection process is being performed, the ECU 10 instructs the notification unit 80 to output a display or sound indicating that the shift rejection process is being performed. Thus, the ECU 10 can inform the driver who has operated the shifter 30 to the position indicating the travel system range that the start of the vehicle has been intentionally stopped.

  In step S52, it is determined whether the shift rejection flag is on. The ECU 10 determines whether or not the shift rejection flag is already on. If the ECU 10 does not determine that the shift rejection flag is on, the process proceeds to step S53, and if it determines that the shift rejection flag is on, ends the process of FIG. That is, when the shift rejection flag is already on, the ECU 10 does not need to set the standby threshold, and thus ends the processing in FIG. 6 without performing steps S53 and S54.

  In step S53, driver information is obtained (driver information obtaining unit). As described above, the ECU 10 obtains the driver information from the driver identification unit 60 in order to set the standby threshold according to the driver. In other words, the ECU 10 obtains driver information for estimating whether or not the driver is performing an erroneous operation.

  In step S54, a standby threshold is set based on the driver information (time setting unit). The ECU 10 sets a standby threshold based on the driver information obtained from the driver identification unit 60. That is, the ECU 10 sets the standby threshold associated with the driver information acquired from the driver identification unit 60 as the current standby threshold. In other words, the ECU 10 infers from the driver information whether or not the driver is performing the erroneous operation, and sets a standby time corresponding to the driver information based on the result of the estimation. In addition, the ECU 10 sets a longer standby time when estimating that the driver is performing the erroneous operation than when not presuming that the driver is performing the erroneous operation. If the number of standby thresholds is one regardless of the driver, steps S53 and S54 are not necessary.

  In step S55, the shift rejection flag is turned on. The ECU 10 turns on the shift rejection flag to indicate that the shift switching rejection processing is being performed.

  As described above, the ECU 10 detects an obstacle in front of or behind the vehicle, and rejects the shift request when the driver performs a shift operation to drive the vehicle toward the obstacle. Further, when the shift request is rejected, when the standby time reaches the standby threshold, the ECU 10 cancels the rejection of the shift request and accepts the shift operation of the driving vehicle. That is, the ECU 10 outputs a shift switching instruction according to the driver's shift request to the shift switching mechanism 50.

  As described above, the ECU 10 determines that the vehicle starts erroneously when the target shift information is input and it is determined that there is an obstacle in the traveling direction of the vehicle indicated by the target shift information. When the target shift information is input and it is determined that the vehicle starts erroneously, the ECU 10 prohibits the shift switching mechanism 50 from instructing the shift switching to the shift position indicated by the target shift information for the standby time.

  Thereby, the ECU 10 can suppress the erroneous start in which the vehicle starts in the direction of the obstacle. Further, since the ECU 10 can suppress the erroneous start by prohibiting the shift switching instruction, the erroneous start can be suppressed while suppressing the energy consumption as compared with the case where the vehicle is forcibly braked.

  Further, when the target shift information is input after the standby time has elapsed, the ECU 10 instructs the shift switching mechanism 50 to shift to the shift position indicated by the target shift information regardless of the determination result of the erroneous start determination unit. A switching instruction is issued. For this reason, the ECU 10 can suppress the driver who is impatient that the vehicle does not travel operating the shifter 30 in an unintended direction. In addition, when the driver intentionally wants the vehicle to travel in the direction of the obstacle, the ECU 10 enables the vehicle to travel in the direction of the obstacle after the standby time elapses, so that the convenience can be improved. That is, it can be said that the ECU 10 can prevent the vehicle from being stuck.

  Note that the ECU 10 can perform the shift switching rejection process based on information from an existing product such as the obstacle identification unit 40. Therefore, the ECU 10 does not need to provide a new mechanism and obtain information from the mechanism in order to perform the shift switching rejection process.

  In addition, the ECU 10 selects a standby threshold to be adopted from a plurality of standby thresholds, thereby improving the convenience when the driver intends to operate in the direction of an obstacle, as compared with a case where a long standby threshold is set uniformly. it can. In addition, the ECU 10 sets a longer standby time when estimating that the driver is performing the erroneous operation than when not presuming that the driver is performing the erroneous operation. Thus, the ECU 10 can prevent the vehicle from starting even if the driver who can be regarded as having a high possibility of erroneous operation is erroneously operated for the lack of running of the vehicle. In other words, the ECU 10 can suppress a driver who can be regarded as having a high possibility of erroneous operation from erroneously operating after the standby time reaches the standby threshold.

  As described above, the ECU 10 determines at least the first start after the IGSW 20 is switched from the IG off to the IG on (YES determination in S14) and when the operation interval time exceeds the threshold (YES determination in S15). Erroneous start determination processing is performed.

  For this reason, the ECU 10 stops the vehicle for a while in a state where the driver turns on the IGSW 20 for the first time after the IGSW 20 is switched from IG off to IG on, and also when the driver turns on the IGSW 20, and then stops the vehicle. Also when starting, erroneous start can be suppressed. Note that the period of time is equal to or longer than the time indicated by the threshold.

  Further, the ECU 10 can prevent the erroneous start determination process from being performed when the vehicle is parked, when the vehicle is restarted from waiting for a traffic light, and when the vehicle is started (forward and backward) for parallel parking. Further, the ECU 10 does not perform the erroneous start determination process when parking the vehicle. Therefore, when the vehicle is parked in a place with a wall, the ECU 10 performs the erroneous start determination process even if the driver intends to bring the vehicle closer to the wall. You can choose not to do it. That is, the ECU 10 can prevent the shift switching rejection process from being performed in these situations. Therefore, the ECU 10 can prevent the convenience of the driver from being impaired.

  As described above, the ECU 10 determines whether or not to perform the erroneous start determination process for each situation, so that it is possible to achieve both suppression of a decrease in convenience for the driver and suppression of erroneous start.

  The preferred embodiment of the present invention has been described above. However, the present invention is not limited to the above embodiment, and various modifications are possible without departing from the gist of the present invention.

  DESCRIPTION OF SYMBOLS 10 ... SBW-ECU, 20 ... Ignition switch, 30 ... Shifter, 40 ... Obstacle identification part, 50 ... Shift switching mechanism, 51 ... Actuator, 52 ... Encoder, 53 ... Reducer, 54 ... Detent plate, 60 ... Driver Identification unit 70 navigation system 80 notification unit

Claims (5)

A shift position switching device that performs switching control of a shift position of an automatic transmission in a vehicle,
A start determination unit (S10) for determining whether or not target shift information indicating that the traveling system has been switched to the shift position has been input from a shifter operated by a driver when the vehicle is stopped;
When it is determined that the target shift information has been input, it is determined whether or not the vehicle starts erroneously. If there is an obstacle in the traveling direction of the vehicle indicated by the target shift information, the erroneous start is determined. An erroneous start determination unit (S16) for determining to start,
If it is determined that the target shift information has been input, and if it is determined that the erroneous start, the shift switching instruction to the shift position indicated by the target shift information is prohibited only during a standby determination time, and the standby determination time When it is determined that the target shift information has been input after the elapse of the shift shift prohibition unit that issues a shift switch instruction to the shift position indicated by the target shift information regardless of the determination result of the erroneous start determination unit. (S45). A driver information acquiring unit (S53) for acquiring driver information for estimating whether or not the shifter has been erroneously operated because the shift switching instruction is prohibited;
A time setting unit (S54) for performing the estimation based on the driver information, and setting the standby determination time corresponding to the driver information based on a result of the estimation.
The shift according to claim 1, wherein the time setting unit sets the standby determination time longer when it is estimated that the driver is performing the erroneous operation than when it is not estimated that the driver is performing the erroneous operation. Position switching device. A traffic congestion determining unit (S40, S41) for determining whether the vehicle is traveling on a congested road,
The shift switching prohibition unit, when it is determined that the vehicle is traveling on a congested road, shifts to the shift position indicated by the target shift information regardless of the determination result of the erroneous start determination unit. 3. The shift position switching device according to claim 1, wherein the shift instruction is performed. Determining whether or not the vehicle is starting, and when the input target shift information is the first target shift information when the ignition switch of the vehicle is switched from off to on, A start determination unit (S14) for determining that the vehicle is starting.
The shift position switching device according to any one of claims 1 to 3, wherein the erroneous start determination unit determines whether the vehicle starts erroneously when it is determined that the vehicle is starting. . This is to determine whether or not the vehicle is to be started after parking, which is a start from a state in which the vehicle is parked with the ignition switch on, and from the previous input of the target shift information while the ignition switch is on, this time When the time interval until the input of the target shift information exceeds a threshold value that is a time that is not reached at the time of restarting from waiting for a traffic light and at the time of starting during parallel parking, the vehicle is started after parking. And a start determination unit (S15) for determining that
The shift position according to any one of claims 1 to 3, wherein the erroneous start determination unit determines whether or not the vehicle erroneously starts when it is determined that the vehicle is to start after parking. Switching device.

Images