Control apparatus, control method, and program

Abstract

To optimize actuation of a stop holding device.SOLUTION: A control apparatus for stop holding devices 55 and 70 including a holding state of holding a vehicle SV in a stop state and a releasing state of releasing the holding state, acquires an input by an operator for switching the holding state or the releasing state, controls actuation of the stop holding devices 55 and 70 on the basis of the acquired input, and executes backup control to actuate the stop holding devices 55 and 70 into the holding state without depending on the input when continuously acquiring the input for a predetermined time or longer during execution of brake hold control by a brake device 60 mounted on the vehicle SV.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present disclosure relates to a control device, a control method, and a program. [Background technology]

[0002] Some vehicles are equipped with an electric parking brake device or a parking lock device (hereinafter, simply referred to as a "stop-holding device") for holding the vehicle in a stopped state. For example, Patent Document 1 discloses a vehicle system that activates the stop-holding device as a backup when the execution time of the brake hold by the hydraulic brake device reaches a threshold time. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 5332491 Summary of the Invention

[0004] Generally, vehicle systems prioritize driver operation. Therefore, even if the conditions for backup operation by the stop-maintenance device are met, the vehicle system will not activate the stop-maintenance device as a backup if the operation unit of the stop-maintenance device is operated to the release position. However, the system cannot determine whether the release of the operation unit is due to the driver's operation or an external factor other than the driver's operation.

[0005] Specifically, if the operation switch of the electric parking brake device is held in the released position due to a passenger's personal belongings being caught or due to mischief by a passenger other than the driver (e.g., a child), the system will mistakenly interpret the release as being due to driver operation, even though the operation switch is actually released due to an external factor. Also, if luggage or other items are hung on the shift lever of the shift operation device, causing the shift lever to continually shift from the home range to another range, the system will mistakenly interpret the shift lever shift as being due to driver operation, even though the shift lever is actually shifted due to an external factor. If the backup by the stop-holding device is deactivated based on such a misinterpretation, the vehicle may start by creeping against the driver's intention.

[0006] The present disclosure has been made to solve the above-mentioned problems. That is, one of the objects of the present disclosure is to optimize the operation of a stop-holding device.

[0007] The control device (1, 10) of the present disclosure includes: A control device (1, 10) for a stop-holding device (55, 70) having a holding state for holding a vehicle (SV) in a stopped state and a release state for releasing the holding state, acquiring an input from an operator for switching between the held state and the released state; Controlling the operation of the stop and hold devices (55, 70) based on the acquired input; When the input is continuously acquired for a predetermined time or more during execution of brake hold control by a brake device (60) mounted on the vehicle, backup control is executed to operate the stop holding device (55, 70) in the holding state without being based on the input.

[0008] The control method of the present disclosure includes: A control method for a stop-holding device (55, 70) having a holding state for holding a vehicle (SV) in a stopped state and a release state for releasing the holding state, comprising: acquiring an input from an operator for switching between the held state and the released state; Controlling the operation of the stop and hold devices (55, 70) based on the acquired input; When the input is continuously acquired for a predetermined time or more during execution of brake hold control by a brake device (60) mounted on the vehicle, backup control is executed to operate the stop holding device (55, 70) in the holding state without being based on the input.

[0009] The program of the present disclosure is A computer of a control device (1, 10) of a stop-holding device (55, 70) having a holding state for holding a vehicle (SV) in a stopped state and a release state for releasing the holding state, acquiring an input from an operator for switching between the held state and the released state; Controlling the operation of the stop and hold devices (55, 70) based on the acquired input; When the input is continuously acquired for a predetermined time or more during execution of brake hold control by a brake device (60) mounted on the vehicle, a process is executed to execute backup control for operating the stop holding device (55, 70) in the holding state without being based on the input.

[0010] According to the above configuration, when the control device (1, 10) acquires a specific input state in which an input to the operation unit (52, 72) that activates the stop-retaining device (55, 70) continues for a predetermined time or more, the control device (1, 10) controls the operation of the stop-retaining device (55, 70) regardless of the input state of the operation unit (52, 72). This makes it possible to optimize the operation of the stop-retaining device (55, 70) even in a situation in which the control device (1, 10) cannot correctly interpret the driver's operation of the operation unit (52, 72).

[0011] In the above description, in order to facilitate understanding of the invention, the symbols used in the embodiments are added in parentheses to the constituent elements of the invention corresponding to the embodiments, but each constituent element of the invention is not limited to the embodiments defined by the symbols. [Brief explanation of the drawings]

[0012] [Figure 1] FIG. 2 is a schematic diagram illustrating a hardware configuration of a control device according to the present embodiment. [Figure 2] FIG. 2 is a schematic diagram showing a software configuration of the control device according to the present embodiment. [Figure 3] 4 is a flowchart illustrating a routine for processing brake hold control and backup control according to the present embodiment. [Figure 4] 10 is a flowchart illustrating a routine for processing brake hold control and backup control according to a modified example. DETAILED DESCRIPTION OF THE INVENTION

[0013] Hereinafter, a control device, a control method, and a program according to the present embodiment will be described with reference to the drawings.

[0014] [Hardware configuration] 1 is a schematic diagram showing the hardware configuration of a control device 1 according to this embodiment. The control device 1 is mounted on a vehicle SV. Hereinafter, the vehicle SV may also be referred to as the host vehicle when it is necessary to distinguish it from other vehicles.

[0015] The control device 1 has an ECU 10. ECU is an abbreviation for Electronic Control Unit. The ECU 10 includes a CPU (Central Processing Unit) 11, a ROM (Read Only Memory) 12, a RAM (Random Access Memory) 13, and an interface device 14. The CPU 11 executes various programs stored in the ROM 12. The ROM 12 is a non-volatile memory that stores data and the like required for the CPU 11 to execute the various programs. The RAM 13 is a volatile memory that provides a working area into which the various programs are expanded when the CPU 11 executes them. The interface device 14 is a communication device for communicating with external devices.

[0016] The ECU 10 is a central device that performs various controls for the vehicle SV. To this end, the ECU 10 is communicably connected to a vehicle state acquisition device 20, a surroundings recognition device 30, a drive unit 40, an automatic transmission 50, a parking lock device 55, a hydraulic brake device 60, an electric parking brake device 70, an ACC (Adaptive Cruise Control) operation unit 80, and the like.

[0017] The vehicle state acquisition device 20 is a group of sensors that acquire the state of the vehicle SV. Specifically, the vehicle state acquisition device 20 includes a vehicle speed sensor 21, an accelerator sensor 22, a brake sensor 23, and the like.

[0018] The vehicle speed sensor 21 detects the traveling speed (vehicle speed V) of the vehicle SV and transmits the detected vehicle speed V to the ECU 10. The vehicle speed sensor 21 may be a wheel speed sensor. The accelerator sensor 22 detects the amount of operation of an accelerator pedal (not shown) by the driver and transmits the detected amount of operation of the accelerator pedal to the ECU 10. The brake sensor 23 detects the amount of operation of a brake pedal (not shown) by the driver and transmits the detected amount of operation of the brake pedal to the ECU 10.

[0019] The surroundings recognition device 30 is a type of sensor that recognizes target information related to targets around the vehicle SV. Specifically, the surroundings recognition device 30 includes a radar sensor 31, a camera sensor 32, etc. Examples of the target information include surrounding vehicles, traffic lights, white lines on the road, signs, fallen objects, etc. The target information around the vehicle SV acquired by the surroundings recognition device 30 is transmitted to the ECU 10.

[0020] The radar sensor 31 is provided, for example, at the front of the vehicle SV and detects targets present in the area ahead of the vehicle SV. The radar sensor 31 includes a millimeter-wave radar and / or a lidar. The millimeter-wave radar emits millimeter-wave radio waves (millimeter waves) and receives millimeter waves (reflected waves) reflected by targets present within the emission range. The millimeter-wave radar acquires the relative distance Dr between the vehicle SV and the target, the relative velocity Vr between the vehicle SV and the target, and other information based on the phase difference between the transmitted millimeter waves and the received reflected waves, the attenuation level of the reflected waves, and the time from transmitting the millimeter waves to receiving the reflected waves. The lidar sequentially scans a pulsed laser beam with a wavelength shorter than that of millimeter waves in multiple directions and receives the reflected light reflected by the target to acquire the shape of the target detected ahead of the vehicle SV, the relative distance Dr between the vehicle SV and the target, the relative velocity Vr between the vehicle SV and the target, and other information.

[0021] The camera sensor 32 is, for example, a stereo camera or a monocular camera, and a digital camera having an imaging element such as a CMOS or CCD can be used. The camera sensor 32 is disposed, for example, above the front windshield glass of the vehicle SV. The camera sensor 32 captures an image of the area ahead of the vehicle SV and processes the captured image data to acquire target information ahead of the vehicle SV. The target information is information that indicates the type of target detected ahead of the vehicle SV, the relative distance Dr between the vehicle SV and the target, the relative speed Vr between the vehicle SV and the target, etc. The type of target may be recognized, for example, by machine learning such as pattern matching.

[0022] The surroundings recognition device 30 repeatedly transmits the acquired target information to the ECU 10 every time a predetermined time has elapsed. The ECU 10 determines the relative relationship between the vehicle SV and the target by combining the relative relationship between the vehicle SV and the target obtained by the radar sensor 31 and the relative relationship between the vehicle SV and the target obtained by the camera sensor 32. Note that the surroundings recognition device 30 does not necessarily have to include both the radar sensor 31 and the camera sensor 32, and may include, for example, only the radar sensor 31 or only the camera sensor 32.

[0023] The drive unit 40 generates a drive force that is transmitted to the drive wheels of the vehicle SV. Examples of the drive unit 40 include an engine and an electric motor. In this embodiment, the vehicle SV may be a hybrid vehicle (HEV), a plug-in hybrid vehicle (PHEV), a fuel cell vehicle (FCEV), an electric vehicle (BEV), or an engine vehicle.

[0024] The automatic transmission 50 is disposed in a power transmission path between the drive unit 40 and the drive wheels, reduces the driving force output from the drive unit 40 at a predetermined reduction ratio, and transmits the reduced power to the drive wheels. The automatic transmission 50 is, for example, a shift-by-wire automatic transmission, and includes a shift operation device 51, a shift sensor 53, etc.

[0025] The shift operation device 51 is provided in the driver's cab of the vehicle SV (for example, on the center console) and includes a shift lever 52 that is operated by the driver. The driver can select a desired shift range by operating the shift lever 52. The shift ranges of the shift operation device 51 include, for example, a parking range P, a reverse range R, a neutral range N, a drive range D, and a home range H.

[0026] In this embodiment, the shift operation device 51 is a momentary type shift operation device in which the shift lever 52 automatically returns to the home range H. Specifically, the shift lever 52 is positioned in the home range H when not in operation. When the driver operates the shift lever 52 from the home range H to another range, the shift sensor 53 transmits a range signal indicating the selected range to the ECU 10. When the driver releases the operation of the shift lever 52, the shift lever 52 automatically returns to the home range H. Note that the parking range P is not limited to being selected by the shift lever 52, and may be selected by the driver pressing a parking switch (not shown).

[0027] The parking lock device 55 is an example of a stop-holding device of the present disclosure, and is provided on the output side of the automatic transmission 50. The parking lock device 55 includes a parking gear provided on a power transmission shaft (for example, an output shaft of the automatic transmission 50), a parking pole engageable with the parking gear, a parking actuator 56 that actuates the parking pole, and the like.

[0028] The operation of the parking actuator 56 is controlled in response to a command from the ECU 10. Specifically, when the ECU 10 receives a range signal indicating the parking range P from the shift sensor 53, it controls the operation of the parking actuator 56 so that the parking pole engages with the parking gear. When the parking pole engages with the parking gear, the power transmission shaft is fixed, and a parking lock (a holding state in the present disclosure) is established, which locks the rotation of the drive wheels. On the other hand, when the shift lever 52 is operated from the parking range P to another range while the parking lock is established, that is, when the ECU 10 receives a range signal indicating a range other than the parking range P from the shift sensor 53, it controls the operation of the parking actuator 56 so as to disengage the parking pole from the parking gear. Reverse range R, neutral range N, and drive range D are examples of release positions in the present disclosure.

[0029] The hydraulic brake device 60 is, for example, a disc-type brake device that applies braking force to the wheels of the vehicle SV. The hydraulic brake device 60 includes a brake actuator 61, brake mechanisms 62 provided on each wheel, etc. The brake actuator 61 is provided in a hydraulic circuit between the brake mechanism 62 and a master cylinder (not shown), which pressurizes hydraulic oil by the force applied to the brake pedal. The brake mechanism 62 includes a brake disc 63 fixed to the wheel and a brake caliper 64 fixed to the vehicle body. The brake actuator 61 adjusts the hydraulic pressure supplied to a wheel cylinder built into the brake caliper 64 in response to a command from the ECU 10, and operates the wheel cylinder with the hydraulic pressure. As a result, the brake actuator 61 presses the brake pad against the brake disc 63 to generate a frictional braking force. Note that the hydraulic brake device 60 is not limited to the disc-type brake device shown in the figure, and may be a drum-type brake device or the like.

[0030] The electric parking brake device 70 is an example of a stop-holding device of the present disclosure, and includes an electric actuator 71, an electric parking switch 72, etc. The electric actuator 71 and the electric parking switch 72 are connected to the ECU 10. The electric parking switch 72 is a momentary switch whose operating unit automatically returns to its original position, and is provided in the driver's cab (for example, the center console) of the vehicle SV. The electric parking switch 72 has three positions set: a neutral position where the operating unit is located when not in operation, an ON position where the operating unit is pulled up from the neutral position, and an OFF position where the operating unit is pushed down from the neutral position. The OFF position is an example of a release position of the present disclosure.

[0031] When the operation unit of the electric parking switch 72 is pulled up from the neutral position to the ON position, the electric parking switch 72 sends an ON signal to the ECU 10. When the ECU 10 receives the ON signal from the electric parking switch 72, it controls the operation of the electric actuator 71 to press the brake pads against the brake disc 63. This applies braking force to the rear wheels of the vehicle SV, establishing the electric parking brake (the holding state of the present disclosure) that keeps the vehicle SV stopped. On the other hand, when the operation unit of the electric parking switch 72 is pressed down from the neutral position to the OFF position with the electric parking brake established, the electric parking switch 72 sends an OFF signal to the ECU 10. When the ECU 10 receives an OFF signal from the electric parking switch 72 or a signal (accelerator ON signal) from the accelerator sensor 22 indicating that the accelerator pedal has been depressed, it controls the operation of the electric actuator 71 to release the brake pads from pressing the brake disc 63. This releases the electric parking brake.

[0032] The auto-hold switch 75 is a momentary ON / OFF switch that is provided in the driver's cab (for example, the center console) of the vehicle SV. When the vehicle SV is stopped with the auto-hold switch 75 ON, or when the auto-hold switch 75 is turned ON while the vehicle SV is stopped, brake hold control is initiated to maintain hydraulic pressure in the wheel cylinders of the hydraulic brake device 60. This allows the driver to continuously maintain the stopped state of the vehicle SV without depressing the brake pedal. The brake hold control is released when the driver turns the auto-hold switch 75 OFF or depresses the accelerator pedal. The brake hold control will be described in detail later.

[0033] The ACC operation unit 80 is provided near the driver's seat (for example, on the steering wheel or steering column) and is a group of switches operated by the driver. The ACC operation unit 80 includes a start switch 81, a setting switch 82, a cancel switch 83, a resume switch 84, etc.

[0034] The start switch 81 is an ON / OFF switch that allows the driver to select whether to start or end the ACC. The setting switch 82 is a switch that allows the driver to arbitrarily set or change the ACC target vehicle speed Vtag and target inter-vehicle distance Dtag (or target inter-vehicle time) within a predetermined range. Here, the target vehicle speed Vtag is the vehicle speed that the vehicle SV maintains when performing constant speed cruise control, which will be described later. The target vehicle speed Vtag has a lower limit speed that is the minimum speed that can be set. The target inter-vehicle distance Dtag is the inter-vehicle distance that is maintained between the vehicle and the preceding vehicle at a vehicle speed V equal to or less than the target vehicle speed Vtag when performing follow-up cruise control, which will be described later.

[0035] The cancel switch 83 is an ON / OFF switch for temporarily canceling an ACC that is currently running. When the driver turns on the cancel switch 83 while the ACC is running, the ACC is canceled. The resume switch 84 is an ON / OFF switch for restoring a canceled ACC or resuming (starting) an ACC that is on standby.

[0036] [Software configuration] FIG. 2 is a schematic diagram showing the software configuration of the control device 1 according to this embodiment.

[0037] 2, the ECU 10 includes, as functional elements, an ACC control unit 100, a brake hold control unit 110, an input state acquisition unit 120, and a backup control unit 130. These functional elements 100 to 130 are realized by the CPU 11 of the ECU 10 reading out a program stored in the ROM 12 into the RAM 13 and executing the program. Note that in this embodiment, the functional elements 100 to 130 are described as being included in the ECU 10, which is an integrated piece of hardware; however, some of these functional elements may be provided in another ECU separate from the ECU 10. Furthermore, all or some of the functional elements 100 to 130 of the ECU 10 may be provided in an information processing device in a facility (e.g., a management center) that can communicate with the vehicle SV.

[0038] The ACC control unit 100 executes ACC based on the target vehicle speed Vtag and the target inter-vehicle distance Dtag. ACC itself is well known (see, for example, Japanese Patent Application Laid-Open No. 2014-148293, Japanese Patent Application Laid-Open No. 2006-315491, Japanese Patent No. 4172434, and Japanese Patent No. 4929777). Therefore, a brief explanation will be given below. ACC includes two types of control: constant speed cruise control and follow-up cruise control. Constant speed cruise control is control that causes the vehicle SV to cruise at a constant speed in accordance with the target vehicle speed Vtag without requiring the driver to operate the accelerator or brake. Follow-up cruise control is control that causes the host vehicle SV to follow the leading vehicle while maintaining the inter-vehicle distance between the leading vehicle and the host vehicle SV at the target inter-vehicle distance Dtag without requiring the driver to operate the accelerator or brake. The leading vehicle is a vehicle traveling in the area ahead of the host vehicle SV and immediately before the host vehicle SV.

[0039] When the start switch 81 of the ACC operation unit 80 is turned ON, the ACC control unit 100 determines whether or not a preceding vehicle to be followed is present based on the target object information included in the vehicle surroundings information. If the ACC control unit 100 determines that no preceding vehicle is present, it executes constant speed cruise control. In this case, the ACC control unit 100 controls the drive of the drive unit 40 so that the vehicle speed V matches the target vehicle speed Vtag, and also controls the operation of the hydraulic brake device 60 (61) as needed. On the other hand, if the ACC control unit 100 determines that a preceding vehicle is present, it executes preceding vehicle following control. In this case, the ACC control unit 100 controls the drive of the drive unit 40 so that the inter-vehicle distance between the host vehicle SV and the preceding vehicle matches the target inter-vehicle distance Dtag, and also controls the operation of the hydraulic brake device 60 (61) as needed.

[0040] The ACC control unit 100 temporarily cancels the ACC when either of the following cancellation conditions (1) or (2) is met. Here, the cancellation state means that the ACC is suspended while the settings of the target vehicle speed Vtag and the target inter-vehicle distance Dtag are preserved. Cancellation condition (1): When the driver turns on the cancel switch 83 while ACC is running. Release condition (2): When the driver presses the brake pedal while ACC is running.

[0041] When the ACC is released due to the satisfaction of the release condition (1) or (2), the driving mode transitions from the driving assistance mode, which executes constant speed cruise control or follow cruise control, to the normal driving mode, which leaves driving operation to the driver. After the ACC is released due to the satisfaction of the release condition (1) or (2), the ACC control unit 100 restores the ACC if the driver turns on the resume switch 84 before the vehicle SV stops.

[0042] The ACC control unit 100 puts the ACC into a standby state when any of the following standby conditions (1) to (3) is met. Here, the standby state means that the vehicle SV is stopped, and the execution of the ACC is suspended while the settings of the target vehicle speed Vtag and the target inter-vehicle distance Dtag (in the case of standby condition (3), the minimum speed and the default target inter-vehicle distance) are saved. Waiting condition (1): When the host vehicle SV stops following the preceding vehicle due to the preceding vehicle stopping while the following cruise control is being executed. Waiting condition (2): After the ACC is temporarily released due to the establishment of the release condition (1) or (2), the driver turns on the resume switch 84 while the vehicle SV is stopped. Standby condition (3): When the driver turns on the start switch 81 while the start switch 81 is OFF and the vehicle SV is stopped.

[0043] For standby condition (1), the auto-hold switch 75 may be either ON or OFF. For standby conditions (2) and (3), if the electric parking switch 72 is ON or the shift sensor 53 detects parking range P, the ACC is disabled even if the driver turns on the resume switch 84 or the start switch 81. In other words, the ACC does not enter standby mode, and priority is given to maintaining the stop. After the ACC enters standby mode due to the satisfaction of standby conditions (1) to (3), the ACC control unit 100 resumes the ACC (or starts it in the case of standby condition (3)) when the driver turns on the resume switch 84 or depresses the accelerator pedal.

[0044] When either of the following execution conditions (1) or (2) is met, the brake hold control unit 110 maintains the hydraulic pressure in the wheel cylinder of the hydraulic brake device 60 and executes brake hold control to continuously maintain the vehicle SV in a stopped state. Execution condition (1): When the vehicle SV is stopped and the auto-hold switch 75 is ON. Execution condition (2): When any of the standby conditions (1) to (3) is met and the ACC is in standby mode. It is desirable that the execution conditions (1) and (2) be based on the premise that the driver's door is closed and the driver has fastened his / her seat belt, in order to prevent the driver from getting out of the vehicle during brake hold.

[0045] The brake hold control unit 110 ends the brake hold control, that is, releases the hydraulic brake device 60 from holding the hydraulic pressure, when any of the following end conditions (1) to (3) is met. Termination condition (1): After brake hold control is started due to the fulfillment of execution condition (1), the driver turns off the auto-hold switch 75 while pressing the brake pedal, or performs a release operation by pressing the accelerator pedal. Termination condition (2): After brake hold control is started due to the fulfillment of execution condition (2), the driver turns on resume switch 84 or performs a release operation by depressing the accelerator pedal (i.e., an operation to resume or start ACC). Termination condition (3): After brake hold control is started due to the satisfaction of execution condition (1) or (2), the execution time of brake hold control reaches a predetermined threshold time T without the driver performing a release operation. The threshold time T of the termination condition (3) is not particularly limited, and may be set appropriately depending on the specific specifications, performance, etc. of the vehicle SV and the hydraulic brake device 60.

[0046] The input state acquisition unit 120 acquires the input state (position of the operation unit) of the electric parking switch 72 based on the ON / OFF signal transmitted from the electric parking switch 72. The operation state acquisition unit 120 also acquires the input state (position of the shift lever 52) of the shift operation device 51 based on the range signal transmitted from the shift sensor 53. The input state acquisition unit 120 transmits these acquired input states to the backup control unit 130 at a predetermined cycle.

[0047] When the execution time of the brake hold control reaches a predetermined threshold time T, the backup control unit 130 activates either or both of the electric parking brake device 70 and the parking lock device 55 to execute backup control to hold the vehicle SV in a stopped state. This achieves a backup that reliably holds the vehicle SV in a stopped state even after the brake hold control ends. The timing for ending the brake hold control may be a predetermined time after the establishment of the stopped state by the backup control, or may be simultaneous with the establishment of the stopped state by the backup control. When executing backup control, the backup control unit 130 executes a notification process to notify the driver that the backup will be activated. The notification process may be performed using a display device (e.g., a multi-information display) and / or a speaker.

[0048] Here, the backup control unit 130 basically determines whether to execute backup control by giving priority to the driver's operation. Specifically, if the operation unit of the electric parking switch 72 is maintained in the neutral position during brake hold control, i.e., if the operation state acquisition unit 120 does not acquire either an ON signal or an OFF signal from the electric parking switch 72, the driver has not performed an operation to intentionally disable the operation of the electric parking brake device 70. Also, if the shift lever 52 of the shift operation device 51 is maintained in the home range H during brake hold control, i.e., if the operation state acquisition unit 120 acquires a range signal indicating the home range H from the shift sensor 53, the driver has not performed an operation to intentionally disable the operation of the parking lock device 55. If the operation state acquisition unit 120 acquires such an input state, the backup control unit 130 executes backup control to activate the electric parking brake device 70 and the parking lock device 55 when the execution time of the brake hold control reaches the threshold time T.

[0049] On the other hand, if the operating portion of the electric parking switch 72 is maintained in the OFF position during brake hold control, or if the shift lever 52 of the shift operating device 51 is maintained in a range other than the home range H or the parking range P (for example, the drive range D), it is possible that the driver is intentionally operating to deactivate the electric parking brake device 70 or the parking lock device 55. However, it is also possible that these operating states are not necessarily based on the driver's intended operational input.

[0050] Specifically, it is conceivable that the operating portion of the electric parking switch 72 is continuously pressed down to the OFF position against the driver's intention due to the occupant's personal belongings being caught therein or due to mischief by an occupant other than the driver (for example, a child).It is also conceivable that the shift lever 52 is continuously shifted from the home range H to another range against the driver's intention due to an occupant hanging luggage from the shift lever 52 or an occupant other than the driver tampering with the shift lever 52. If the device misinterprets such a state as being based on an operational input by the driver and does not execute backup control, there is a possibility that the vehicle SV will start by creeping against the driver's intention.

[0051] Therefore, in this embodiment, when the input state acquisition unit 120 acquires the following specific input states (1) and (2) during brake hold control, the backup control unit 130 determines that the situation is not such that the driver's operation can be correctly interpreted, and forcibly executes backup control. Specific input state (1): When the input state acquisition unit 120 receives an OFF signal from the electric parking switch 72 continuously for a predetermined time or more, that is, when the operating part of the electric parking switch 72 is maintained in the OFF position continuously for a predetermined time or more. Specific input state (2): When the input state acquisition unit 120 receives a range signal indicating a range other than the home range H from the shift sensor 53 for a predetermined time or more, that is, when the shift lever 52 of the shift operation device 51 is moved from the home range H to another range for a predetermined time or more.

[0052] When the input state acquisition unit 120 acquires a specific input state (1) during brake hold control, the backup control unit 130 executes backup control to forcibly activate the electric parking brake device 70 even if the operation unit of the electric parking switch 72 is maintained in the OFF position. Furthermore, when the input state acquisition unit 120 acquires a specific input state (2) during brake hold control, the backup control unit 130 executes backup control to forcibly activate the parking lock device 55 even if the shift lever 52 has been moved from the home range H to another range (for example, the drive range D). This ensures that the backup control is executed reliably even when the driver's operation cannot be correctly interpreted, making it possible to effectively prevent the vehicle SV from starting unintentionally by the driver.

[0053] Next, a processing routine for brake hold control and backup control by the ECU 10 will be described with reference to the flowchart shown in FIG.

[0054] In step S100, the ECU 10 determines whether the vehicle SV has stopped based on the detection result of the vehicle speed sensor 21. If the vehicle SV has stopped (Yes), the ECU 10 proceeds to the processing of step S105. On the other hand, if the vehicle SV has not stopped (No), the ECU 10 repeats the determination of step S100.

[0055] In step S105, the ECU 10 determines whether or not either of the execution conditions (1) or (2) of the brake hold control is satisfied. Here, the execution condition (1) is satisfied when the vehicle SV is stopped and the auto-hold switch 75 is ON. Furthermore, the execution condition (2) is satisfied when the ACC is in a standby state due to the satisfaction of any of the standby conditions (1) to (3). If either of the execution conditions (1) or (2) is satisfied (Yes), the ECU 10 proceeds to the processing of step S110. On the other hand, if neither of the execution conditions (1) nor (2) is satisfied (No), the ECU 10 returns to the determination of step S100.

[0056] In step S110, the ECU 10 maintains the hydraulic pressure in the wheel cylinders of the hydraulic brake device 60, and executes brake hold control to continuously maintain the vehicle SV in a stopped state.

[0057] Next, in step S120, ECU 10 determines whether the driver has performed a release operation to release the brake hold, specifically, whether either of brake hold control termination conditions (1) or (2) is satisfied. Here, termination condition (1) is satisfied when, after the brake hold control is initiated in response to the satisfaction of execution condition (1), the driver turns off auto-hold switch 75 while depressing the brake pedal, or performs a release operation by depressing the accelerator pedal. Furthermore, termination condition (2) is satisfied when, after the brake hold control is initiated in response to the satisfaction of execution condition (2), the driver turns on resume switch 84, or performs a release operation (ACC start / restart operation) by depressing the accelerator pedal. If the driver has performed a release operation (Yes), ECU 10 proceeds to step S170, where it releases the hydraulic brake device 60 from the hydraulic pressure hold, thereby terminating the brake hold control. On the other hand, if the driver has not performed a release operation (No), ECU 10 proceeds to step S130.

[0058] In step S130, the ECU 10 determines whether the situation allows the driver's operation to be correctly interpreted, specifically, whether the input state acquisition unit 120 has acquired at least one of specific input states (1) and (2). Here, the specific input state (1) is an input state in which the input state acquisition unit 120 receives an OFF signal from the electric parking switch 72 continuously for a predetermined time or more. The specific input state (2) is an input state in which the input state acquisition unit 120 receives a range signal indicating a range other than the home range H from the shift sensor 53 continuously for a predetermined time or more. If the input state acquisition unit 120 has not acquired either of the specific input states (1) or (2) (No), that is, if the situation allows the driver's operation to be correctly interpreted, the ECU 10 proceeds to the processing of step S140.

[0059] In step S140, the ECU 10 determines whether the execution time of the brake hold control started in step S110 has reached the threshold time T. If the execution time has not reached the threshold time T (No), the ECU 10 returns to the processing of step S110 and continues the brake hold control. On the other hand, if the execution time has reached the threshold time T (Yes), the ECU 10 proceeds to the processing of step S145.

[0060] In step S145, the ECU 10 executes a notification process to notify the driver that the backup will be activated. Next, in step S150, the ECU 10 determines whether or not the driver has intentionally performed a stop-hold release operation to release the electric parking brake device 70 or the parking lock device 55. Here, examples of the stop-hold release operation include the following release operations (1) to (3). Release operation (1): When the driver operates the operating part of the electric parking switch 72 to the OFF position while depressing the brake pedal. Release operation (2): When the driver moves the shift lever 52 from the home range H to a range other than the parking range P (for example, the drive range D) while depressing the brake pedal. Release operation (3): When the driver, with the seat belt fastened, depresses the accelerator pedal to perform an operation intended to release the electric parking brake device 70. If the driver has performed any of the release operations (1) to (3) (Yes), the ECU 10 proceeds to the process of step S170 and ends the brake hold control. On the other hand, if the driver has not performed any of the release operations (1) to (3) (No), the ECU 10 proceeds to the process of step S160 and executes backup control to activate the electric parking brake device 70 and / or the parking lock device 55.

[0061] If the determination in step S130 is positive (Yes), that is, if the input state acquisition unit 120 acquires at least one of the specific input states (1) and (2), the ECU 10 determines that it is not in a situation where it can correctly interpret the driver's operation, and proceeds to processing in step S160.

[0062] In step S160, the ECU 10 executes backup control to activate the electric parking brake device 70 and / or the parking lock device 55. In other words, if the situation is not such that the driver's operation can be correctly interpreted, the backup control is forcibly executed even if the execution time of the brake hold control has not reached the threshold time T. This makes it possible to reliably activate the electric parking brake device 70 and / or the parking lock device 55 as backups even in a situation where an unintended input is made to the electric parking switch 72 or the shift lever 52 by the driver, thereby improving safety.

[0063] After executing backup control in step S160, the ECU 10 proceeds to the processing of step S170. At this time, if the ACC is in a standby state, the ECU 10 ends the ACC. In step S170, the ECU 10 ends the brake hold control. After the brake hold control has ended in step S170, the ECU 10 temporarily ends (returns) this routine. The backup control started in step S160 ends when the driver depresses the accelerator pedal while wearing a seat belt, or when the driver releases the electric parking switch 72 or the shift lever 52 while depressing the brake pedal.

[0064] According to the present embodiment described above in detail, if the input state acquisition unit 120 acquires a specific input state (1) in which an OFF signal is received continuously for a predetermined time or more from the electric parking switch 72 during brake hold control by the hydraulic brake device 60, or if it acquires a specific input state (2) in which a range signal indicating a range other than the home range H is received continuously for a predetermined time or more from the shift sensor 53, the backup control unit 130 executes backup control to activate the electric parking brake device 70 and the parking lock device 55, regardless of these input states. As a result, even in a situation in which the driver's operation cannot be correctly interpreted, such as when an unintended input is made to the electric parking switch 72 or the shift lever 52, the electric parking brake device 70 and the parking lock device 55 can be reliably activated as a backup, and it becomes possible to effectively prevent the vehicle SV from starting unintended by the driver.

[0065] The above describes the control device, control method, and program according to this embodiment, but the present disclosure is not limited to the above embodiment, and various modifications are possible as long as they do not deviate from the purpose of the present invention.

[0066] [Variations] For example, in the flowchart shown in FIG. 3, the ECU 10 determines whether or not specific input states (1) and (2) are acquired in step S130, and determines whether or not the execution time of the brake hold control has reached the threshold time T in step S140. However, as shown in FIG. 4, the processing order of these steps S130 and S140 can be reversed.

[0067] The following describes the process of the modified example shown in Fig. 4. Note that the processes other than steps S130 and S140 are the same as those in the flowchart shown in Fig. 3, and therefore descriptions thereof will be omitted.

[0068] As shown in FIG. 4, in step S130, the ECU 10 determines whether the execution time of the brake hold control has reached a threshold time T. If the execution time has reached the threshold time T (Yes), the ECU 10 proceeds to the process of step S140. On the other hand, if the execution time has not reached the threshold time T (No), the ECU 10 returns to the process of step S110 and continues the brake hold control. In step S140, the ECU 10 determines whether the input state acquisition unit 120 has acquired at least one of the specific input states (1) and (2). If the input state acquisition unit 120 has not acquired either the specific input state (1) or (2) (No), the ECU 10 proceeds to the process of step S145. On the other hand, if the input state acquisition unit 120 has acquired at least one of the specific input states (1) and (2) (Yes), the ECU 10 proceeds to the process of step S160 and executes backup control to activate the electric parking brake device 70 and / or the parking lock device 55.

[0069] 4, if the driver's operation cannot be correctly interpreted when the execution time of the brake hold control reaches the threshold time T, backup control is forcibly executed to activate the electric parking brake device 70 and the parking lock device 55. This makes it possible to effectively prevent the vehicle SV from starting unintentionally by the driver, as in the above embodiment.

[0070] [others] In the above embodiment, when the input state acquisition unit 120 acquires the specific input state (1) or (2), the ECU 10 may execute a notification process to notify the driver of the operation state. The notification process may be performed using either or both of a display on a display device and a sound from a speaker. By executing the notification process, it becomes possible to appropriately notify the driver that the electric parking switch 71 or the shift lever 52 is in an operation state that the driver does not intend.

[0071] In addition, the backup control of the above embodiment can also be widely applied to the backup of other stop-hold controls using the hydraulic brake device 60, such as automatic stop control that automatically stops the vehicle SV at an intersection with a red light by automatic driving.

[0072] Furthermore, when the driver starts the vehicle SV while the operation portion of the electric parking switch 71 is kept in the ON position for a predetermined time, the ECU 10 may perform control to release the electric parking brake device 70 in accordance with the situation around the vehicle SV. In this case, too, it is possible to optimize the operation of the electric parking brake device 70. [Explanation of symbols]

[0073] 1...control device, 10...ECU, 50...automatic transmission, 51...shift operation device, 52...shift lever, 53...shift sensor, 55...parking lock device, 56...parking actuator, 60...hydraulic brake device, 61...brake actuator, 70...electric parking brake device, 71...electric actuator, 72...electric parking switch, 75...auto hold switch, 100...ACC control unit, 110...brake hold control unit, 120...input state acquisition unit, 130...backup control unit

Claims

1. A control device for a stop-holding device that has a holding state in which a vehicle is held in a stopped state and a release state in which the holding state is released, acquiring an input from an operator for switching between the held state and the released state; Controlling the operation of the stop-holding device based on the acquired input; When the input is continuously acquired for a predetermined time or more while the brake hold control is being executed by the brake device mounted on the vehicle, backup control is executed to operate the stop holding device in the hold state without being based on the input. A control device characterized by:

2. A control method for a stop-holding device having a holding state for holding a vehicle in a stopped state and a release state for releasing the holding state, acquiring an input from an operator for switching between the held state and the released state; Controlling the operation of the stop-holding device based on the acquired input; When the input is continuously acquired for a predetermined time or more while the brake hold control is being executed by the brake device mounted on the vehicle, backup control is executed to operate the stop holding device in the hold state without being based on the input. A control method comprising:

3. A computer of a stop-holding device having a holding state for holding a vehicle in a stopped state and a release state for releasing the holding state, acquiring an input from an operator for switching between the held state and the released state; Controlling the operation of the stop-holding device based on the acquired input; When the input is continuously acquired for a predetermined time or more during execution of brake hold control by a brake device mounted on the vehicle, a process is executed to execute backup control for operating the stop-holding device to the hold state without being based on the input. A program characterized by:

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