Vehicle shift control device

Abstract

The present invention provides a vehicle shift control device that can switch between driving ranges without restricting the order in which brake operations and shift operations are judged. [Solution] A vehicle shift control device configured to switch between predetermined driving ranges in response to an operation of a shift device operated by the driver to switch driving ranges when the driver is operating a brake operating unit that the driver operates to apply braking torque to the wheels, wherein within a first predetermined time after it is determined that the shift device has been operated (Yes in step S5), if it is determined that a brake operation has been performed based on the amount of brake operation and the braking torque corresponding to the brake operation (Yes in step S6), the switching of driving ranges between predetermined driving ranges is permitted (step S7).

Description

Technical Field

[0001] The present invention relates to a shift control device for a vehicle that switches a driving range according to an operation of a shift device by a driver.

Background Art

[0002] In Patent Document 1, a vehicle control device is described that is configured to park a vehicle at a predetermined position without the driver's operation when a range signal of a range select switch that can be switched by an operation of a shift lever or the like is a parking range and an automatic parking start switch is on. This control device is configured to switch the driving range only when the driver performs a shift operation with the intention of switching the driving range while the vehicle is automatically parked. Specifically, when the range select switch is other than the parking range and the foot brake is operated, it is configured to switch to the driving range corresponding to the range select switch.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] The control device described in Patent Document 1 determines the driver's intention to interrupt automatic parking control based on the driver's brake operation. Therefore, it is thought that the driving range will be switched only after it is determined that the brakes have been applied by the driver operating the brake device for a predetermined time or longer until the braking torque acting on the wheels exceeds a predetermined torque, and then it is determined that a shift operation has been performed. On the other hand, brake pedals usually have a so-called "play" between their initial position and a predetermined position, during which no braking torque is applied to the wheels. Therefore, there is an unavoidable delay from the start of brake pedal operation due to the time it takes for the pedal to be operated to a quantity sufficient to generate braking torque, and for that braking torque to exceed a predetermined torque. Furthermore, when a driver switches driving ranges, the brake operation and shift operation are started almost simultaneously, so there is a possibility that the shift operation may precede the brake operation. In such cases, the determination of the brake operation may lag behind the determination of the shift operation, potentially leading to the rejection of the request to switch driving ranges associated with the shift operation, and thus preventing the driving range from being switched.

[0005] This invention was made in view of the above-mentioned technical problems, and the object of this invention is to provide a vehicle shift control device that can switch the driving range without limiting the order in which brake operation and shift operation are determined. [Means for solving the problem]

[0006] To achieve the above objective, this invention provides a vehicle shift control device comprising a brake operating unit operated by the driver to apply braking torque to the wheels, and a shift device operated by the driver to switch between driving ranges, wherein when the driver operates the brake operating unit, the vehicle shift control device is configured to switch between predetermined driving ranges, including switching from a non-driving range in which the transmission of torque between the driving force source and the drive wheels is interrupted to a driving range in which the driving force source and the drive wheels transmit torque, switching from a forward driving range to a reverse driving range, and switching from the reverse driving range to the forward driving range, and determines the switching of the driving range. The device is equipped with a controller, the controller comprising: a shift operation determination unit that determines whether the shift device has been operated; a brake determination unit that determines whether the brake operation unit has been operated based on at least one of the amount of operation of the brake operation unit and the braking torque applied to the wheels according to the operation of the brake operation unit; an operation time count unit that counts the time during which the shift device is continuously operated; and a driving range switching unit that, if the operation time count unit has been counted within a predetermined first predetermined time, the brake determination unit determines that the brake operation unit has been operated and permits switching of the driving range between predetermined driving ranges.

[0007] Furthermore, in this invention, the shift device includes a momentary type shift device configured to select a driving range by moving a shift operation unit operated by the driver from a preset standby position to a range selection position for selecting the driving range, and to return the shift operation unit to the standby position when the driver releases operation of the shift operation unit, and the operation time counting unit may start counting the time during which the shift device is continuously operated from the point in time when the shift operation unit is no longer in the standby position.

[0008] Furthermore, in this invention, the shift device includes a momentary type shift device configured to select a driving range by moving a shift operation unit operated by the driver from a preset standby position to a range selection position for selecting the driving range, and to return the shift operation unit to the standby position when the driver releases operation of the shift operation unit, and the operation time counting unit may start counting the time the shift device is continuously operated when the shift operation unit is continuously located in the range selection position for a predetermined second predetermined time or longer.

[0009] Furthermore, in this invention, the shift device may be configured to operate the shift operation unit from the standby position to the drive position for selecting the forward driving range or the reverse position for selecting the reverse driving range, via the neutral position for selecting the non-driving range.

[0010] Furthermore, in this invention, the operation time counting unit may reset the time during which the shift device has been continuously operated when at least one of the following conditions is met: when the driving range is switched, when the braking torque falls below a predetermined torque, or when the amount of operation of the brake operation unit falls below a predetermined amount. [Effects of the Invention]

[0011] The vehicle shift control device in this invention is configured to switch the driving range between predetermined driving ranges, including switching from a non-drive range to a drive range, switching from a forward driving range to a reverse driving range, and switching from a reverse driving range to a forward driving range, in response to the operation of the shift device when the brake device is operated. Furthermore, if it is determined that the brake device has been operated within a first predetermined time while the shift device has been continuously operated, switching between the predetermined driving ranges is permitted. Therefore, even if the driver performs a shift operation before a brake operation in order to switch between the predetermined driving ranges, switching between the predetermined driving ranges can be permitted if the brake operation is performed within the first predetermined time after the shift operation. Thus, regardless of whether the shift operation or the brake operation is determined to occur first, switching between the predetermined driving ranges can be permitted. Furthermore, by setting the time until the brake detection unit determines that the brake operation unit has been operated to a first predetermined time, it is possible to suppress the switching of the driving range when the brake is applied while the shift device is being operated unintentionally by the driver, such as when a person's body or an object brought into the vehicle is caught in the shift device. [Brief explanation of the drawing]

[0012] [Figure 1] Figure 1 is a schematic diagram showing an example of a shift control device according to an embodiment of the present invention. [Figure 2] Figure 2 is a schematic diagram of a shift device, where (a) shows a shift device that selects the driving range according to the position of the shift lever, (b) shows a shift device that selects the driving range according to the rotation angle of the dial, and (c) shows a shift device that selects the driving range according to the operation of the paddle. [Figure 3] Figure 3 is a flowchart illustrating an example of control that determines whether or not to allow switching between predetermined driving ranges. [Figure 4] Figure 4 is a flowchart illustrating an example of control that switches the brake enable flag to ON when switching from the P range to another driving range. [Figure 5] Figure 5 is a time chart illustrating the changes in driving range, braking torque, brake judgment flag, brake effective flag, shift lever position, and brake effective time when switching the driving range from P range to D range. [Figure 6] Figure 6 is a flowchart illustrating an example of a control system that begins counting the effective braking time after determining the driving range requested by the driver based on the shift operation. [Figure 7] Figure 7 is a time chart illustrating the changes in driving range, braking torque, brake determination flag, brake effective flag, shift lever position, and brake effective time when the brake effective flag is set based on the control example shown in Figure 6 when switching the driving range from P range to D range. [Modes for carrying out the invention]

[0013] This invention will be described based on the embodiments shown in the figures. The embodiments described below are merely examples of how this invention can be implemented and do not limit it.

[0014] An example of a vehicle according to an embodiment of this invention is shown in Figure 1. The vehicle Ve shown in Figure 1 is equipped with a drive source 1 such as an engine or a motor, and a transmission mechanism 2 connected to the drive source 1. This transmission mechanism 2 can be configured as a stepped transmission mechanism that changes the gear ratio between the drive source 1 and the drive wheels 3 in steps, or as a continuously variable transmission mechanism that changes the gear ratio continuously. Furthermore, as a continuously variable transmission mechanism, a belt-type continuously variable transmission mechanism that changes the gear ratio by changing the winding radius of the belt, a toroidal-type continuously variable transmission mechanism that changes the gear ratio by changing the inclination angle of the power roller, or an electric continuously variable transmission mechanism that is configured by a differential mechanism in which an input shaft, a motor, and an output shaft are connected, and changes the gear ratio by controlling the rotational speed of the motor can be employed.

[0015] Furthermore, the transmission mechanism 2 is configured to allow setting a drive range (D range) for forward driving by transmitting torque between the drive source 1 and the drive wheels 3, and a neutral range (N range) in which the transmission of torque between the drive source 1 and the drive wheels 3 is interrupted. Specifically, a clutch mechanism is provided between the drive source 1 and the drive wheels 3, and the D range is set by engaging the clutch mechanism, and the N range is set by disengaging the clutch mechanism. In the case of the electric continuously variable transmission mechanism described above, the D range is set by connecting an electrical circuit so that the motor and the energy storage device provided in the electric continuously variable transmission mechanism can exchange power, and the N range is set by interrupting the electrical circuit between the motor and the energy storage device. This D range corresponds to the "forward driving range" in the embodiment of this invention.

[0016] Furthermore, the transmission mechanism 2 is configured to be able to set a reverse range (R range) in which the vehicle travels backward by reversing the output torque of the driving power source 1 and transmitting it to the drive wheels 3. Specifically, a forward / backward switching mechanism and a counter gear are provided, and the R range is set by changing the torque transmission path. Alternatively, as described above, another driving power source is provided on the output side of the speed change unit that changes the speed ratio, the driving power source 1 is stopped, and a torque in the opposite direction to the output torque during the operation of the driving power source 1 is output from the other driving power source to set the R range. This R range corresponds to the "backward travel range" in the embodiment of this invention.

[0017] In addition, a parking lock mechanism (not shown) that prohibits the rotation of the rotating member is provided between the driving power source 1 and the drive wheels 3. This parking lock mechanism can be constituted by a parking gear connected to the rotating member and a parking pole that meshes with the teeth of the parking gear to prohibit the rotation of the parking gear, similar to the parking lock mechanism provided in conventional vehicles. Then, by blocking the torque transmission between the driving power source 1 and the drive wheels 3 and prohibiting the rotation of the rotating member by the parking lock mechanism, a parking range (P range) is set. The above N range and P range correspond to the "non-driving range" in the embodiment of this invention.

[0018] Also, a brake device 5 that generates a braking force by applying a frictional force is provided to the drive wheels 3 of the vehicle Ve shown in FIG. 1 and other wheels 4 (hereinafter, the drive wheels 3 and the other wheels 4 may be collectively referred to as the wheels 4). The frictional force by this brake device 5 is configured to be controllable according to the operation amount of a brake pedal 6 operated by the driver. Specifically, for example, the brake device 5 is provided with a brake disk integrated with the wheels 4, the driver depresses the brake pedal 6 as a brake operation part, and the clamping pressure for clamping the brake disk is controlled according to the depression amount and the depressing force to control the frictional force.

[0019] Therefore, the brake pedal 6 is provided with a sensor for detecting the amount of operation of the brake pedal 6. Specifically, in order to detect that the brake pedal 6 has been depressed, there are provided a stop lamp switch 7 that is turned on when the brake pedal 6 is depressed, a brake sensor 8 that detects the depression amount (stroke amount) of the brake pedal 6, and a pedal force sensor 9 that detects the depressing force of the brake pedal 6. Note that the brake device 5 may be a hydraulic brake that generates braking torque by hydraulic pressure, or an electric brake that generates braking torque by electromagnetic force. When the brake device 5 is a hydraulic brake, a sensor for detecting the hydraulic pressure of a master cylinder (not shown) that generates hydraulic pressure corresponding to the depressing force (pedal force) of the brake pedal 6 may be provided.

[0020] Furthermore, the vehicle Ve shown in FIG. 1 is provided with a shift device 10 that is operated by the driver to select a driving range. This shift device 10 is provided on the center console, instrument panel, etc., and is composed of a shift operation unit operated by the driver and a detection unit that detects the operation state including the operation position and operation angle of the shift operation unit by the driver. In addition, the shift device 10 is provided with a return mechanism such as a spring (not shown), and when the driver releases his hand from the operation unit (releases the shift operation), the shift operation unit returns from the range selection position for selecting the driving range to the standby position (Home). That is, the shift device 10 is composed of a so-called momentary type shift device 10. FIGS. 2(a) to 2(c) schematically show an example of the shift device 10 configured as described above.

[0021] The shift device 10 shown in Figure 2(a) consists of an H-shaped slot 11a formed in the center console or instrument panel, and a shift lever 11b that moves along the slot 11a. The slot 11a is provided with a B position, which is below the standby position (Home) of the shift lever 11b and is a range selection position for selecting the brake range (B range); an N position, which is to the right of the standby position and is a range selection position for selecting the N range; a D position, which is to the lower right of the standby position and is a range selection position for selecting the D range; and an R position, which is to the upper right of the standby position and is a range selection position for selecting the R range. Each of these positions is provided with a switch (not shown) for detecting when the shift lever 11b has moved. Specifically, there is a B switch that is turned on when the shift lever 11b moves to the B position, an N switch that is turned on when the shift lever 11b moves to the N position, a D switch that is turned on when the shift lever 11b moves to the D position, and an R switch that is turned on when the shift lever 11b moves to the R position.

[0022] Furthermore, the shift device 10 shown in Figure 2(a) is equipped with a parking button 11c as a shift operation unit and a parking switch (P switch) (not shown) that is turned on when the parking button 11c is pressed.

[0023] The shift device 10 shown in Figure 2(b) consists of a support shaft 12a provided on the center console or instrument panel, and a dial 12b, which serves as a shift operation part, that is rotatably mounted on the support shaft 12a and pressable in the direction of the central axis of the support shaft 12a. Specifically, the dial 12b is configured to rotate relative to the support shaft 12a when pressed. Furthermore, a return mechanism (not shown) is provided so that when the hand is released from the dial 12b, the rotation angle of the dial 12b relative to the support shaft 12a becomes a predetermined angle as the standby position (Home), and the tip surface of the support shaft 12a and the upper surface of the dial 12b become the same height.

[0024] Furthermore, the support shaft 12a or dial 12b is provided with an R position, which is the range selection position for selecting the R range when the dial 12b is pressed and rotated counterclockwise by a predetermined angle; a D position, which is the range selection position for selecting the D range when the dial 12b is pressed and rotated clockwise by a predetermined angle; and an N position, which is the range selection position for selecting the N range when the dial 12b is pressed. Each of these positions is provided with a switch (not shown) for detecting the position of the dial 12b. Specifically, there is an N switch that is turned on when the dial 12b is pressed, an R switch that is turned on when the dial 12b is rotated to the R position, and a D switch that is turned on when the dial 12b is rotated to the D position.

[0025] Furthermore, the shift device 10 shown in Figure 2(b) is also equipped with a parking button 12c as a shift operation unit and a parking switch (P switch) (not shown) that is turned on when the parking button 12c is pressed, similar to the shift device 10 shown in Figure 2(a).

[0026] The shift device 10 shown in Figure 2(c) consists of a linear slot 13a formed in the center console or instrument panel, and a paddle 13b that moves back and forth within the slot 13a as a shift operation unit. The slot 13a has five positions, starting from the lower (rear) side in Figure 2(c): the D position as a range selection position, the rear N position as a range selection position, the standby position, the front N position as a range selection position, and the R position as a range selection position. These positions are separated by a joint that provides resistance (a knocking sensation) when operating the paddle 13b.

[0027] Furthermore, there is a D switch that is turned on when the paddle 13b moves to the D position, an N switch that is turned on when the paddle 13b moves to the rearward N position, an N switch that is turned on when the paddle 13b moves to the frontward N position, and an R switch that is turned on when the paddle 13b moves to the R position.

[0028] Furthermore, a return mechanism (not shown) is provided so that the paddle 13b returns to the standby position (Home), which is the center of the slot 13a, when the user releases their hand from the paddle 13b. Although not shown in Figure 2(c) for convenience, a parking switch (P switch) is provided, similar to Figures 2(a) and 2(b).

[0029] Furthermore, the N position described above corresponds to the "neutral position" in the embodiment of this invention, the D position corresponds to the "drive position" in the embodiment of this invention, and the R position corresponds to the "reverse position" in the embodiment of this invention.

[0030] As described above, the P range is a driving range in which the rotation of the rotating members is prohibited by the parking lock mechanism, and the vehicle can maintain a stationary state without applying braking torque to the wheels 4 by the brake device 5. In contrast, the other driving ranges are driving ranges in which the parking lock mechanism is released and the wheels 4 can rotate. Therefore, switching from the P range to other driving ranges is configured to be performed (permitted) only when braking torque is applied to the wheels 4 by the brake device 5.

[0031] Furthermore, in D and R ranges, the drive source 1 and the drive wheels 3 are connected to transmit torque, while in N range, the transmission of torque between the drive source 1 and the drive wheels 3 is interrupted. Therefore, switching the driving range from N range to a drive range including D or R range is performed (permitted) only when braking torque is applied to the wheels 4 by the brake device 5.

[0032] Furthermore, since the direction of torque transmitted to the drive wheels 3 is opposite for the D range and R range, switching the driving range from D range to R range, and from R range to D range, is also performed (permitted) when braking torque is applied to the wheels 4 by the brake device 5. In the following explanation, switching from P range to other driving ranges, switching from N range to a driving range, switching from D range to R range, and switching from R range to D range may be referred to as switching between predetermined driving ranges.

[0033] Therefore, the vehicle Ve shown in Figure 1 is equipped with a controller 14 for determining whether or not to allow switching between predetermined driving ranges. This controller 14 is mainly composed of a microcomputer and is configured to determine whether or not to allow switching between predetermined driving ranges based on the input signals and pre-stored calculation formulas. In the example shown in Figure 1, signals are input to the controller 14 from the stop lamp switch 7, brake sensor 8, pedal force sensor 9, and each sensor provided in the shift device 10.

[0034] Figure 3 shows a flowchart illustrating a control example for determining whether or not to allow switching between predetermined driving ranges. In the control example shown in Figure 3, first, it is determined whether or not a shift operation has occurred (step S1). This step S1 can be determined, for example, based on signals input to the controller 14 from switches provided at each shift position. Alternatively, for example, a switch that is turned on when the shift lever 11b is in the standby position may be provided, and it may be determined that a shift operation has occurred when the signal input to the controller 14 from that switch is turned off. This step S1 functions as the "shift operation determination unit" in this embodiment of the invention.

[0035] If step S1 is negatively determined due to no shift operation, the currently set driving range is maintained (step S2), and this routine is terminated. Conversely, if step S1 is positively determined due to a shift operation, the shift operation time is counted up (step S3), and it is determined whether the shift operation time is equal to or greater than a first predetermined time (step S4). The shift operation time in step S3 is the time during which the shift device 10 is continuously operated, that is, the time during which the switch in the shift device 10 is continuously turned on. Step S4 is a step to determine whether the driver operated the shift device 10 with the intention of switching the driving range, and a first predetermined time, which has been determined in advance through experiments or simulations, is stored in the controller 14.

[0036] If the shift operation time is less than the first predetermined time and is judged negatively in step S4, the currently set driving range is maintained (step S2) and this routine is terminated. In other words, the driving range is not switched. Therefore, if the shift device 10 is operated unintentionally, such as when the driver's body comes into contact with the shift device 10, the judgment in step S1 when this routine is executed again will be judged negatively, and as a result, step S2 will be executed to maintain the driving range. Conversely, if the shift operation time is longer than the first predetermined time and is judged positively in step S4, a decision is made as to whether or not to switch the driving range in accordance with that shift operation. Specifically, first, it is determined whether or not the brake enabled flag is on (step S5).

[0037] Figure 4 shows a flowchart illustrating an example of control that switches the brake enable flag to ON when switching from the P range to another driving range. This control example is executed in parallel with the control example shown in Figure 3. In the example shown in Figure 4, it is first determined whether the position of the shift lever 11b is other than the standby position (step S11). This step S11 can be determined based on whether any of the D switch, N switch, R switch, and B switch has been switched ON. Alternatively, for example, a Home switch may be provided that is turned ON when the shift lever 11b is in the standby position, and it may be determined whether the Home switch is OFF or OFF.

[0038] If step S11 is negatively determined because the position of the shift lever 11b is in the standby position, the brake effective flag is set to off (step S12), and this routine is terminated. Conversely, if step S11 is positively determined because the position of the shift lever 11b is other than the standby position, the brake effective time is counted up (step S13), and it is determined whether the brake effective time is equal to or greater than a predetermined upper limit (step S14). Step S14 is a step to prevent the switching of the driving range based on a shift operation when the driver operates the shift without intending to switch the driving range, or when the driver operates the shift with the intention of switching the driving range, but the intention to switch the driving range is lost because the brake is not applied. The upper limit is determined in advance by conducting experiments or simulations. Step S13 functions as the "operation time counting unit" in this embodiment of the invention, and the upper limit corresponds to the "first predetermined time" in this embodiment of the invention.

[0039] If step S14 is positively determined because the brake effective time is greater than or equal to the upper limit, the process proceeds to step S12, the brake effective flag is set to off, and this routine is terminated. Conversely, if step S14 is negatively determined because the brake effective time is less than the upper limit, the brake effective flag is set to on (step S15). Note that when the shift lever 11b is in the standby position, the brake effective flag is switched to off.

[0040] In the control example shown in Figure 4, if the brake enable flag is set to off, and a negative result is obtained in step S5 in the control example shown in Figure 3, the currently set driving range is maintained (step S2), and this routine is terminated. Conversely, if the brake enable flag is set to on, and a positive result is obtained in step S5, it is determined whether or not the brake judgment flag is on (step S6).

[0041] The brake determination flag in step S6 is a flag that determines whether the driver has operated the brakes with the intention of switching the driving range. For example, the brake determination flag is set to ON if the duration for which the stop lamp switch 7 is ON is equal to or greater than a predetermined brake determination time. Alternatively, the brake determination flag is set to ON if the braking torque applied to the wheel 4, determined according to the amount of operation of the brake pedal 6, is equal to or greater than a predetermined torque, and the duration of this is equal to or greater than the brake determination time. Alternatively, the brake determination flag is set to ON if the duration for which the stop lamp switch 7 is ON is equal to or greater than the brake determination time, AND the braking torque applied to the wheel 4, determined according to the amount of operation of the brake pedal 6, is equal to or greater than a predetermined torque. In other words, it is determined that the brakes have been operated based on at least one of the amount of operation of the brake pedal 6 and the braking torque applied to the wheel 4, determined according to the operation of the brake pedal 6. This step S6 functions as the "brake determination unit" in this embodiment of the invention.

[0042] If the brake judgment flag is off and a negative result is determined in step S6, the driving range may be switched and driving torque may be applied to the wheels 4, potentially causing the vehicle Ve to start or accelerate unintentionally. Furthermore, if the vehicle Ve starts or accelerates in this way, the driver may not be able to quickly depress the brake pedal 6. Therefore, if a negative result is determined in step S6, the currently set driving range is maintained (step S2), and this routine is terminated. Conversely, if the brake judgment flag is on and a positive result is determined in step S6, the driving range is switched to the driving range corresponding to the shift operation (step S7), and this routine is terminated. In other words, the switching of the driving range is permitted. This step S7 functions as the "driving range switching unit" in this embodiment of the invention.

[0043] Figure 5 shows a time chart illustrating the changes in the driving range, braking torque applied to the wheels 4, brake judgment flag, brake effective flag, position of the shift lever 11b, and brake effective time when switching the driving range from P range to D range.

[0044] In the example shown in Figure 5, the P range is set at time t0, and the shift device 10 and brake pedal 6 are not operated. Therefore, the braking torque and brake effective time are "0", the brake judgment flag and brake effective flag are off, and the position of the shift lever 11b is the standby position (Home).

[0045] At time t1, the brake pedal 6 begins to be pressed, increasing the braking torque, and then at time t2, the shift lever 11b begins to be moved toward the D position. Specifically, at time t2, the shift lever 11b temporarily moves to the N position, and then at time t3, the shift lever 11b moves to the D position. As a result, the effective braking time begins to increase from time t2, and because this effective braking time is within the upper limit, the effective braking flag is set to ON. In the example shown in Figure 5, the shift operation time after moving the shift lever 11b to the D position is equal to or greater than the first predetermined time at time t4, so it is determined that the driving range requested by the driver is the D range.

[0046] Furthermore, in the example shown in Figure 5, at time t5, the braking torque reaches a predetermined torque, causing the brake judgment time to begin being measured. At time t6, the brake judgment flag is switched on because the time exceeds the brake judgment time. In other words, the brake judgment flag is switched on after the driving range requested by the driver has been determined. At time t6, the effective braking time is within the upper limit, and the effective braking flag remains on. As a result, a positive judgment is made in step S6 in Figure 3, and the driving range is switched to the D range.

[0047] Furthermore, the brake effective time is configured to reset when the driving range changes. In addition, the brake effective time count is configured to reset if the braking torque falls below a predetermined torque or if the stop lamp switch 7 is turned off between the start of counting and the change in driving range. This is because when switching to the D range or R range, the braking torque acting on the wheels 4 may be insufficient, potentially causing the vehicle Ve to start or accelerate.

[0048] Therefore, in the example shown in Figure 5, the brake effective time is reset at time t6 due to the switching of the driving range. Furthermore, at time t7, the shift lever 11b is switched to the N position, and at time t8, the shift lever 11b returns to the standby position. As a result, at time t8, the brake effective flag is switched off because it is negatively judged in step S11 in Figure 4.

[0049] As described above, the system permits switching between predetermined driving ranges if it is determined that a brake operation occurred within a predetermined period (the upper limit of the brake effective time) from the time a shift operation was performed to switch between predetermined driving ranges. In other words, if the brake effective flag is on and the brake detection flag is on after a shift operation, the driving range can be switched. To put it another way, even if the brake operation is performed after a shift operation, the driving range can be switched. Therefore, regardless of whether the shift operation or the brake operation is detected first, switching between predetermined driving ranges can be permitted.

[0050] Furthermore, by setting a brake effective time, it is possible to prevent the driving range from switching when the brakes are applied while the shift device 10 is being operated unintentionally, such as when a person's body or an object brought into the vehicle Ve is caught in the shift device 10.

[0051] In the control example shown in Figure 4 above, the brake effective time count begins when a shift operation is initiated. Therefore, if the brake operation is initiated after the shift operation, the shift operation may be rejected, for example, because the brake is detected after the brake effective time has elapsed. In other words, the period during which the driving range can be switched may be shortened, or the allowable timing difference between the start of the shift operation and the start of the brake operation may be shortened.

[0052] Therefore, the shift control device in this embodiment of the invention may count the effective braking time after determining the driving range requested by the driver based on the shift operation. Figure 6 shows a flowchart illustrating an example of such control.

[0053] In the example shown in Figure 6, it is determined whether the position of the shift lever 11b is the position for selecting the new driving range when switching between predetermined driving ranges. That is, when switching from the P range to another driving range, it is determined whether the position of the shift lever 11b is other than the standby position, similar to step S11 in Figure 4 (step S21). If the position of the shift lever 11b is determined to be the standby position and therefore negative in step S21, the brake enable flag is set to off (step S22), and this routine is terminated.

[0054] Conversely, if the position of the shift lever 11b is other than the standby position and a positive result is determined in step S21, then it is determined whether the position of the shift lever 11b is the same or not (step S23). Step S23 is a step to determine whether the driver is maintaining the shift lever 10b at a predetermined shift position with the intention of switching the driving range. Therefore, for example, the same determination as in steps S1 to S4 shown in Figure 3 can be made. That is, the determination can be made based on whether the switch in the shift device 10 has been continuously turned on for a predetermined time or longer. In other words, "same" in step S23 means whether the shift position has been the same for a predetermined period of time. This predetermined time for determining whether the position of the shift lever 11b is the same corresponds to the "second predetermined time" in this embodiment of the invention.

[0055] If a negative result is determined in step S23 due to the shift lever 11b not being in the same position, the process proceeds to step S22. That is, for example, when switching the shift lever 11b from the standby position to the D position via the N position, the shift lever 11b moves from the N position to the D position, which is negatively determined in step S23, and the brake enabled flag remains off.

[0056] Conversely, if the position of the shift lever 11b is the same, and a positive result is obtained in step S23, the effective brake time is counted up (step S24), and it is determined whether the effective brake time is equal to or greater than the upper limit time (step S25). Steps S24 and S25 are the same steps as steps S13 and S14 in the control example in Figure 4, and the upper limit time in step S14 and the upper limit time in step S25 may be the same. Step S24 functions as the "operation time counting unit" in this embodiment of the invention.

[0057] If step S25 is positively determined because the brake effective time is greater than or equal to the upper limit, the brake effective flag is set to off (step S22) and this routine is terminated. Conversely, if step S25 is negatively determined because the brake effective time is less than the upper limit, the brake effective flag is set to on (step S26). Note that when the shift lever 11b is in the standby position, the brake effective flag is switched to off.

[0058] Figure 7 shows a time chart illustrating the changes in the driving range, braking torque applied to the wheels 4, brake judgment flag, brake effective flag, position of the shift lever 11b, and brake effective time when the driving range is switched from the P range to the D range and the brake effective flag is set based on the control example shown in Figure 6.

[0059] The time chart shown in Figure 7 is the same as the time chart shown in Figure 5, except that the timing of when the brake effective flag is turned on and the timing of when the brake effective time starts to be counted are different. In other words, in the example shown in Figure 5, the brake effective flag is switched on and the brake effective time starts to be counted at t2 when the shift lever is in the N position, whereas in the example shown in Figure 7, the brake effective time starts to increase at t4 when the shift operation time after the shift lever 11b has been moved to the D position exceeds the first predetermined time, and the brake effective flag is switched on because the brake effective time is within the upper limit. In other words, in the example shown in Figure 7, the timing of when the brake effective time starts to be counted and the timing of when the brake effective flag is turned on are later than in the example shown in Figure 5.

[0060] As described above, the brake effective time is counted when it is determined that the position of the shift lever 11b is the same, in other words, when it is determined that the shift position has been switched to the driving range requested by the driver, and the brake effective flag is switched on. This prevents a discrepancy between the timing when the brake judgment flag is switched on and the timing when the brake effective flag is switched on. In other words, if the brake is applied after the shift operation, it is possible to prevent the timing of brake detection from exceeding the upper limit of the brake effective time. Alternatively, when shifting from the N position to the D position, the timing of brake detection from exceeding the upper limit of the brake effective time can be prevented due to the slow switching operation from the N position to the D position.

[0061] In the control examples shown in Figures 4 and 6, the brake judgment flag is set based on the operation of the shift lever 11b. However, in addition to the operation of the shift lever 11b, the brake judgment flag may also be set to ON if the braking torque exceeds a predetermined torque.

[0062] Furthermore, the vehicle in this embodiment of the invention may be a conventional vehicle equipped only with an engine as a driving force source, an electric vehicle equipped only with a motor as a driving force source, or a hybrid vehicle equipped with both an engine and a motor as driving force sources, and the type of vehicle is not limited. [Explanation of Symbols]

[0063] 1. Power source 2. Transmission mechanism 3 drive wheels 4 wheels 5. Brake system 6. Brake pedal 7 Stop lamp switch 8. Brake sensor 9. Pedal force sensor 10 Shift device 11a, 13a slots 11b Shift lever 11c, 12c Parking button 12a Support shaft 12b Dial 13b Paddle 14 Controllers Vehicle

Claims

1. A vehicle shift control device comprising a brake operating unit operated by the driver to apply braking torque to the wheels, and a shift device operated by the driver to switch between driving ranges, wherein when the driver operates the brake operating unit, the vehicle shift control device is configured to switch between predetermined driving ranges, including switching from a non-driving range in which torque transmission between the drive source and the drive wheels is interrupted to a driving range in which torque is transmitted between the drive source and the drive wheels, switching from a forward driving range to a reverse driving range, and switching from the reverse driving range to the forward driving range, in response to the operation of the shift device, The system includes a controller that determines the switching of the aforementioned driving range, The aforementioned controller, A shift operation determination unit that determines whether the shift device has been operated, A brake determination unit that determines whether the brake operating unit has been operated based on at least one of the amount of operation of the brake operating unit and the braking torque applied to the wheel according to the operation of the brake operating unit, An operation time counting unit that counts the time the shift device is continuously operated, The system is configured as follows: If the operation time counted by the operation time counting unit is within a predetermined first predetermined time, and the brake determination unit determines that the brake operation unit has been operated, the system permits switching the driving range between predetermined driving ranges. A vehicle shift control device characterized by the following features.

2. A vehicle shift control device according to claim 1, The shift device includes a momentary type shift device configured such that a shift operation unit, operated by the driver, is moved from a preset standby position to a range selection position for selecting the driving range, and the shift operation unit returns to the standby position when the driver releases operation of the shift operation unit. The operation time counting unit starts counting the time the shift device is continuously operated from the moment the shift operation unit moves to a position other than the standby position. A vehicle shift control device characterized by the following features.

3. A vehicle shift control device according to claim 1, The shift device includes a momentary type shift device configured such that a shift operation unit, operated by the driver, is moved from a preset standby position to a range selection position for selecting the driving range, and the shift operation unit returns to the standby position when the driver releases operation of the shift operation unit. The operation time counting unit starts counting the time the shift device is continuously operated when the shift operation unit remains in the range selection position for a predetermined second time or longer. A vehicle shift control device characterized by the following features.

4. A vehicle shift control device according to claim 2 or 3, The shift device is configured to allow the user to operate the shift control unit to select either the drive position for selecting the forward driving range or the reverse position for selecting the reverse driving range, via a neutral position for selecting the non-drive range, starting from the standby position. A vehicle shift control device characterized by the following features.

5. A vehicle shift control device according to claim 1, The operation time counting unit resets the time the shift device has been continuously operated when at least one of the following conditions is met: the driving range is switched, the braking torque falls below a predetermined torque, or the amount of operation of the brake operation unit falls below a predetermined amount. A vehicle shift control device characterized by the following features.

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