Control device, 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

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

Background Art

[0002] Vehicles may be equipped with an electric parking brake device or a parking lock device (hereinafter, these are also simply referred to as "stop holding devices") for holding the vehicle in a stopped state. For example, Patent Document 1 discloses a vehicle system that operates a stop holding device as a backup when the execution time of brake hold by a hydraulic brake device reaches a threshold time.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

[0004] Generally, a vehicle system gives priority to driver operations. For this reason, even when the execution conditions for backup by the stop holding device are satisfied, if the operation unit of the stop holding device is operated to the release position, the vehicle system does not operate the stop holding device as a backup. However, on the system side, it is impossible to determine whether the release of the operation unit is due to a driver operation or an external factor other than a driver operation. <0000XXX>

[0005] Specifically, if the operating switch for the electric parking brake is held in the released position due to being caught in the occupant's personal belongings or tampering by an occupant other than the driver (e.g., a child), the system may mistakenly interpret the release as being due to driver input, even though the switch is released due to external factors. Similarly, if luggage or other objects are suspended from the shift lever of the shift control device, causing the shift lever to continuously move from the home range to other ranges, the system may mistakenly interpret the movement as being due to driver input, even though the shift lever is moving due to external factors. If the backup of the stop-hold device is deactivated based on such misinterpretations, the vehicle may start moving due to creeping against the driver's intention.

[0006] This disclosure was made to solve the above-mentioned problems. Specifically, one of the purposes of this disclosure is to optimize the operation of the stop-holding device.

[0007] The control device (1,10) of this disclosure is A control device (1, 10) for a stop-holding device (55, 70) that includes a holding state for holding a vehicle (SV) in a stopped state and a release state for releasing the holding state, The operator inputs an input to switch between the held state and the released state, Based on the acquired input, the operation of the stop-holding device (55, 70) is controlled. The present invention is characterized in that, while brake hold control is being performed by the brake device (60) mounted on the vehicle, if the input is acquired continuously for a predetermined period of time or longer, backup control is performed to activate the stop-hold device (55, 70) to the hold state without relying on the input.

[0008] The control method for this disclosure is: A control method for a stop-holding device (55, 70) that includes a holding state for holding a vehicle (SV) in a stopped state and a release state for releasing the holding state, The operator inputs an input to switch between the held state and the released state, Based on the acquired input, the operation of the stop-holding device (55, 70) is controlled. The present invention is characterized in that, while brake hold control is being performed by the brake device (60) mounted on the vehicle, if the input is acquired continuously for a predetermined period of time or longer, backup control is performed to activate the stop-hold device (55, 70) to the hold state without relying on the input.

[0009] The program disclosed herein is The computer of the control device (1,10) of a stop-holding device (55,70) which has a holding state for holding the vehicle (SV) in a stopped state and a release state for releasing the holding state, The operator inputs an input to switch between the held state and the released state, Based on the acquired input, the operation of the stop-holding device (55, 70) is controlled. The present invention is characterized in that, when the brake hold control is performed by the brake device (60) mounted on the vehicle, if the input is continuously acquired for a predetermined time or longer, a backup control process is executed that activates the stop-hold device (55, 70) to the hold state without being based on the input.

[0010] With the above configuration, when the control device (1,10) acquires a specific input state in which an input to activate the stop-hold device (55,70) is continuously applied to the operation unit (52,72) for a predetermined period of time or longer, it controls the operation of the stop-hold device (55,70) without relying on the input state of the operation unit (52,72). This makes it possible to optimize the operation of the stop-hold device (55,70) even in situations where the control device (1,10) cannot correctly interpret the driver operation to the operation unit (52,72).

[0011] In the above description, in order to aid in understanding the invention, the reference numerals used in the embodiments are indicated in parentheses for the constituent elements of the invention corresponding to the embodiments. However, the constituent elements of the invention are not limited to the embodiments defined by the aforementioned reference numerals. [Brief explanation of the drawing]

[0012] [Figure 1] This is a schematic diagram showing the hardware configuration of the control device according to this embodiment. [Figure 2] This is a schematic diagram showing the software configuration of the control device according to this embodiment. [Figure 3] This flowchart illustrates the processing routines for brake hold control and backup control according to this embodiment. [Figure 4] This flowchart illustrates the processing routines for brake hold control and backup control in the modified example. [Modes for carrying out the invention]

[0013] The control device, control method, and program according to this embodiment will be described below with reference to the drawings.

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

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

[0016] ECU 10 is a central device that performs various controls on the vehicle SV. For this reason, the following devices are communicably connected to the ECU 10: a vehicle state acquisition device 20, a surrounding recognition device 30, a driving device 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, etc.

[0017] The vehicle state acquisition device 20 is a set 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, etc.

[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 operation amount of an accelerator pedal (not shown) by the driver and transmits the detected accelerator operation amount to the ECU 10. The brake sensor 23 detects the operation amount of a brake pedal (not shown) by the driver and transmits the detected brake operation amount to the ECU 10.

[0019] The surrounding recognition device 30 is a set of sensors that recognize target information regarding targets around the vehicle SV. Specifically, the surrounding recognition device 30 includes a radar sensor 31, a camera sensor 32, etc. Here, examples of the target information include surrounding vehicles, traffic lights, white lines on the road, signs, falling objects, etc. The target information around the vehicle SV acquired by the surrounding 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 a target present in the front area of the vehicle SV. The radar sensor 31 includes a millimeter-wave radar and / or a lidar. The millimeter-wave radar emits radio waves (millimeter waves) in the millimeter-wave band, and receives the millimeter waves (reflected waves) reflected by the target present within the radiation range. The millimeter-wave radar obtains the relative distance Dr between the vehicle SV and the target, the relative speed Vr between the vehicle SV and the target, etc. 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 in a plurality of directions a pulsed laser beam having a shorter wavelength than millimeter waves, and receives the reflected light reflected by the target, thereby obtaining the shape of the target detected in front 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.

[0021] The camera sensor 32 is, for example, a stereo camera or a monocular camera, and a digital camera having an image sensor such as a CMOS or a CCD can be used. The camera sensor 32 is disposed, for example, at the upper part of the front windshield glass of the vehicle SV. The camera sensor 32 images the front of the vehicle SV, and obtains target information in front of the vehicle SV by processing the captured image data. The target information is information representing the type of the target detected in front 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 the target may be recognized by machine learning such as pattern matching.

[0022] The surrounding recognition device 30 repeatedly transmits the acquired target information to the ECU 10 every time a predetermined time elapses. The ECU 10 determines the relative relationship between the vehicle SV and the target by synthesizing 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 surrounding recognition device 30 does not necessarily need 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 driving 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 electric vehicle (HEV), a plug-in hybrid electric vehicle (PHEV), a fuel cell electric vehicle (FCEV), a battery electric vehicle (BEV), or an engine-powered vehicle.

[0024] The automatic transmission 50 is located in the power transmission path between the drive unit 40 and the drive wheels, and reduces the driving force output from the drive unit 40 at a predetermined reduction ratio before transmitting it to the drive wheels. The automatic transmission 50 is, for example, a shift-by-wire automatic transmission and is equipped with a shift operation device 51, a shift sensor 53, and the like.

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

[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 in the home range H position when not being operated. When the driver operates the shift lever 52 from the home range H to another range, the shift sensor 53 transmits a range signal to the ECU 10 indicating the selected range. 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, but may also 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, the output shaft of the automatic transmission 50), a parking pawl that can engage with the parking gear, a parking actuator 56 that actsuates the parking pawl, and the like.

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

[0029] The hydraulic brake system 60 is, for example, a disc brake system that applies braking force to the wheels of the vehicle SV. The hydraulic brake system 60 includes a brake actuator 61, brake mechanisms 62 provided on each wheel, etc. The brake actuator 61 is provided in the hydraulic circuit between a master cylinder (not shown) that pressurizes the hydraulic fluid by the force of the brake pedal and the brake mechanism 62. 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 the wheel cylinder built into the brake caliper 64 in response to instructions from the ECU 10, and operates the wheel cylinder with that hydraulic pressure. As a result, the brake actuator 61 presses the brake pads against the brake disc 63 to generate frictional braking force. Note that the hydraulic brake system 60 is not limited to the disc brake system shown in the example, but may also be a drum brake system 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 in which the operating part automatically returns to its original position and is located in the driver's cab of the vehicle SV (for example, the center console). The electric parking switch 72 has a neutral position in which the operating part is located when not in operation, an ON position in which the operating part is raised from the neutral position, and an OFF position in which the operating part is pushed down from the neutral position. The OFF position is an example of a release position of the present disclosure.

[0031] When the operating part of the electric parking switch 72 is raised from the neutral position to the ON position, it transmits an ON signal to the ECU 10. Upon receiving the ON signal from the electric parking switch 72, the ECU 10 controls the operation of the electric actuator 71 to press the brake pads against the brake disc 63. This establishes an electric parking brake (the holding state in this disclosure) that applies braking force to the rear wheels of the vehicle SV and maintains the vehicle SV in a stopped state. On the other hand, when the electric parking brake is established, and the operating part of the electric parking switch 72 is pushed down from the neutral position to the OFF position, it transmits an OFF signal to the ECU 10. Upon receiving the OFF signal from the electric parking switch 72, or a signal from the accelerator sensor 22 indicating that the accelerator pedal has been pressed (accelerator ON signal), the ECU 10 controls the operation of the electric actuator 71 to release the brake pads from pressing against the brake disc 63. This releases the electric parking brake.

[0032] The auto-hold switch 75 is a momentary ON / OFF switch located in the driver's cab of the vehicle SV (e.g., the center console). 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 the hydraulic pressure of the wheel cylinders of the hydraulic brake system 60. This allows the driver to maintain the stopped state of the vehicle SV without having to press the brake pedal. Brake hold control is released when the driver turns the auto-hold switch 75 OFF or presses the accelerator pedal. Details of the brake hold control will be described later.

[0033] The ACC control unit 80 is located near the driver's seat (for example, on the steering wheel, steering column, etc.) and consists of switches operated by the driver. The ACC control unit 80 includes an activation switch 81, a setting switch 82, a cancellation switch 83, a resume switch 84, and the like.

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

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

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

[0037] As shown in Figure 2, the ECU 10 includes an ACC control unit 100, a brake hold control unit 110, an input state acquisition unit 120, and a backup control unit 130 as functional elements. Each of these functional elements 100 to 130 is realized by the CPU 11 of the ECU 10 reading a program stored in the ROM 12 into the RAM 13 and executing it. In this embodiment, each of the functional elements 100 to 130 is described as being included in the ECU 10, which is a single piece of hardware, but any part of these can also be provided in another ECU separate from the ECU 10. Furthermore, all or part of each of the functional elements 100 to 130 of the ECU 10 can also be provided in an information processing device of 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 Publication No. 2014-148293, Japanese Patent Publication No. 2006-315491, Japanese Patent No. 4172434, and Japanese Patent No. 4929777, etc.). Therefore, it will be briefly explained below. ACC includes two types of control: constant speed driving control and follow driving control. Constant speed driving control is a control that drives the vehicle SV at a constant speed according to the target vehicle speed Vtag without requiring accelerator and brake operation by the driver. Follow driving control is a control that makes the vehicle SV follow the preceding vehicle while maintaining the distance between the preceding vehicle and the vehicle SV at the target inter-vehicle distance Dtag, without requiring accelerator and brake operation by the driver. The preceding vehicle is a vehicle traveling in the area in front of the vehicle SV and directly in front of it.

[0039] When the activation switch 81 of the ACC operation unit 80 is turned ON, the ACC control unit 100 determines whether or not there is a preceding vehicle to be followed based on the target information included in the vehicle surrounding information. If the ACC control unit 100 determines that there is no preceding vehicle, it executes constant speed driving 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 controls the operation of the hydraulic brake device 60 (61) as necessary. On the other hand, if the ACC control unit 100 determines that there is a preceding vehicle, 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 distance between the vehicle SV and the preceding vehicle matches the target distance Dtag, and controls the operation of the hydraulic brake device 60 (61) as necessary.

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

[0041] When ACC is deactivated due to the fulfillment of deactivation condition (1) or (2), the driving mode transitions from a driver assistance mode that performs constant speed driving control or follow driving control to a normal driving mode that leaves driving operations to the driver. After deactivating ACC due to the fulfillment of deactivation condition (1) or (2), if the driver turns on the resume switch 84 before the vehicle SV comes to a stop, the ACC control unit 100 will reactivate ACC.

[0042] The ACC control unit 100 puts the ACC into standby mode when any of the following standby conditions (1) to (3) are met. Here, standby mode means that the vehicle SV is stopped, and the execution of ACC is suspended while the settings for the target vehicle speed Vtag and target inter-vehicle distance Dtag (or minimum speed and default target inter-vehicle distance in the case of standby condition (3)) are saved. Standby condition (1): When the vehicle's SV stops following the preceding vehicle while follow-me driving control is being performed. Standby condition (2): After the ACC is temporarily deactivated due to the fulfillment of deactivation condition (1) or (2), the driver turns on the resume switch 84 while the vehicle SV is stopped. Standby condition (3): When the start switch 81 is OFF and the vehicle SV is stopped, the driver turns the start switch 81 ON.

[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 if the shift sensor 53 acquires the 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 a standby state, and stop-hold takes priority. After the ACC control unit 100 puts the ACC into a standby state when standby conditions (1) to (3) are met, it restarts (starts in the case of standby condition (3)) the ACC when the driver turns on the resume switch 84 or presses 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 of the wheel cylinders of the hydraulic brake system 60 and performs brake hold control to continuously maintain the stopped state of the vehicle SV. Execution condition (1): When the vehicle SV is stopped and the auto-hold switch 75 is ON. Execution condition (2): When ACC enters a standby state due to the fulfillment of any of the standby conditions (1) to (3). Furthermore, to prevent the driver from exiting the vehicle while the brake hold is engaged, it is desirable that the driver's side door be closed and the driver wear a seatbelt as prerequisites for execution conditions (1) and (2).

[0045] The brake hold control unit 110 terminates the brake hold control, that is, releases the hydraulic pressure of the hydraulic brake device 60, when any of the following termination conditions (1) to (3) are met. Termination condition (1): After brake hold control is started due to the fulfillment of execution condition (1), if the driver presses the brake pedal and turns off the auto hold switch 75, 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 the resume switch 84 or depresses the accelerator pedal to release it (i.e., restarts or starts ACC). Termination condition (3): After brake hold control is started due to the fulfillment of execution condition (1) or (2), if the execution time of brake hold control reaches a predetermined threshold time T without the driver performing a release operation. The threshold time T for termination condition (3) is not particularly limited and may be set appropriately according to the specific specifications and performance of the vehicle SV and the hydraulic brake system 60.

[0046] The input state acquisition unit 120 acquires the input state (operating unit position) of the electric parking switch 72 based on the ON / OFF signal transmitted from the electric parking switch 72. The operating state acquisition unit 120 also acquires the input state (shift lever 52 position) of the shift operating 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 predetermined intervals.

[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 perform backup control to keep the vehicle SV in a stopped state. This ensures that the vehicle SV is reliably kept in a stopped state even after the brake hold control has ended. The timing for ending the brake hold control may be a predetermined time after the establishment of the stop hold by the backup control, or it may be simultaneous with the establishment of the stop hold by the backup control. When the backup control unit 130 performs backup control, it performs notification processing to inform the driver that the backup is activated. The notification processing 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 decides whether or not to perform backup control based on the driver's operation. Specifically, if the operating part of the electric parking switch 72 is maintained in the neutral position during brake hold control, that is, 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 prevent the electric parking brake device 70 from activating. Also, if the shift lever 52 of the shift operation device 51 is maintained in the home range H during brake hold control, that is, 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 prevent the parking lock device 55 from activating. When the operation state acquisition unit 120 acquires such an input state, the backup control unit 130 performs backup control to activate the electric parking brake device 70 or the parking lock device 55 when the execution time of the brake hold control reaches a threshold time T.

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

[0050] Specifically, the operating part of the electric parking switch 72 may be continuously pushed down to the OFF position against the driver's will due to the occupant's personal belongings getting caught in it or tampering by an occupant other than the driver (for example, a child). Alternatively, the shift lever 52 may be continuously moved from the home range H to another range against the driver's will, for example, by an occupant hanging luggage on the shift lever 52 or by an occupant other than the driver tampering with the shift lever 52. If the device misinterprets such a situation as being based on the driver's input and fails to execute backup control, the vehicle SV may start moving by creeping against the driver's will.

[0051] Therefore, in this embodiment, the backup control unit 130 is configured to forcibly execute backup control if the input state acquisition unit 120 acquires any of the following specific input states (1) or (2) during brake hold control, as it is deemed that the driver operation cannot be correctly interpreted. Specific input state (1): When the input state acquisition unit 120 continuously receives an OFF signal from the electric parking switch 72 for a predetermined period of time or longer, that is, when the operating part of the electric parking switch 72 is continuously maintained in the OFF position for a predetermined period of time or longer. Specific input state (2): When the input state acquisition unit 120 receives a range signal from the shift sensor 53 indicating a range other than the home range H for a predetermined period of time or longer, 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 period of time or longer.

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

[0053] Next, the routines for brake hold control and backup control performed by the ECU10 will be explained based on the flowchart shown in Figure 3.

[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 step S105. On the other hand, if the vehicle SV has not stopped (No), the ECU 10 repeats the determination in step S100.

[0055] In step S105, the ECU 10 determines whether either of the execution conditions (1) or (2) for brake hold control is met. Here, execution condition (1) is met when the vehicle SV is stopped and the auto hold switch 75 is ON. Execution condition (2) is met when the ACC enters a standby state due to the fulfillment of any of the standby conditions (1) to (3). If either execution condition (1) or (2) is met (Yes), the ECU 10 proceeds to the process in step S110. On the other hand, if neither execution condition (1) nor (2) is met (No), the ECU 10 returns to the determination in step S100.

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

[0057] Next, in step S120, the ECU 10 determines whether the driver has performed a release operation to release the brake hold, specifically whether either of the termination conditions (1) or (2) for brake hold control is met. Here, termination condition (1) is met when, after brake hold control has started due to the fulfillment of execution condition (1), the driver performs a release operation by turning off the auto hold switch 75 or pressing the accelerator pedal while the brake pedal is pressed. Termination condition (2) is met when, after brake hold control has started due to the fulfillment of execution condition (2), the driver performs a release operation (ACC start / restart operation) by turning on the resume switch 84 or pressing the accelerator pedal. If the driver has performed a release operation (Yes), the ECU 10 proceeds to step S170 and terminates the brake hold control by releasing the hydraulic pressure hold of the hydraulic brake device 60. On the other hand, if the driver has not performed a release operation (No), the ECU 10 proceeds to step S130.

[0058] In step S130, the ECU 10 determines whether it is in a state where it can correctly interpret the driver operation, specifically whether the input state acquisition unit 120 acquires at least one of the specific input states (1) and (2). Here, specific input state (1) is an input state in which the input state acquisition unit 120 continuously receives an OFF signal from the electric parking switch 72 for a predetermined time or longer. Specific input state (2) is an input state in which the input state acquisition unit 120 continuously receives a range signal from the shift sensor 53 indicating a range other than home range H for a predetermined time or longer. If the input state acquisition unit 120 does not acquire either specific input state (1) or (2) (No), that is, if it is in a state where it can correctly interpret the driver operation, the ECU 10 proceeds to step S140.

[0059] In step S140, the ECU 10 determines whether the execution time of the brake hold control, which 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 process 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 process of step S145.

[0060] In step S145, the ECU 10 performs a notification process to inform the driver that the backup is activated. Next, in step S150, the ECU 10 determines whether the driver has performed a stop-hold release operation to intentionally release the electric parking brake device 70 or the parking lock device 55. The stop-hold release operations include the following release operations (1) to (3). Release operation (1): When the driver presses the brake pedal and operates the control unit of the electric parking switch 72 to the OFF position. Release operation (2): When the driver presses the brake pedal and 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). Release operation (3): When the driver, while wearing a seatbelt, presses down on the accelerator pedal, thereby performing an operation intended to release the electric parking brake device 70. If the driver performs any of the release operations (1) to (3) (Yes), the ECU 10 proceeds to step S170 and terminates the brake hold control. On the other hand, if the driver does not perform any of the release operations (1) to (3) (No), the ECU 10 proceeds to step S160 and performs 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 affirmative (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 is deemed not to be in a state where it can correctly interpret the driver operation, and the process proceeds to step S160.

[0062] In step S160, the ECU 10 performs backup control to activate the electric parking brake device 70 and / or the parking lock device 55. That is, if the driver operation cannot be correctly interpreted, backup control is forcibly executed even if the execution time of the brake hold control has not reached the threshold time T. This ensures that the electric parking brake device 70 and the parking lock device 55 are reliably activated as a backup even in situations where the electric parking switch 72 or the shift lever 52 receives an input unintended by the driver, thereby improving safety.

[0063] When ECU10 executes backup control in step S160, it proceeds to step S170. At this time, if ACC is in standby mode, ECU10 terminates ACC. In step S170, ECU10 terminates brake hold control. If brake hold control is terminated in step S170, ECU10 terminates (returns) this routine. The backup control started in step S160 terminates when the driver presses the accelerator pedal while wearing the seatbelt, or when the electric parking switch 72 or shift lever 52 is released while pressing the brake pedal.

[0064] According to the embodiment described in detail above, during brake hold control by the hydraulic brake device 60, if the input state acquisition unit 120 acquires a specific input state (1) in which it continuously receives an OFF signal from the electric parking switch 72 for a predetermined time or longer, or if it acquires a specific input state (2) in which it continuously receives a range signal from the shift sensor 53 indicating a range other than home range H for a predetermined time or longer, the backup control unit 130 performs backup control to activate the electric parking brake device 70 and the parking lock device 55 without relying on these input states. As a result, even in situations where driver 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, making it possible to effectively prevent the vehicle SV from starting unintentionally.

[0065] Although the control device, control method, and program according to this embodiment have been described above, this disclosure is not limited to the above embodiments, and various modifications are possible without departing from the purpose of the present invention.

[0066] [Differentiation] For example, in the flowchart shown in Figure 3, the ECU 10 determines in step S130 whether or not to acquire specific input states (1) and (2), and in step S140 whether or not the execution time of the brake hold control has reached the threshold time T. However, as shown in Figure 4, it is also possible to change the processing order of these steps S130 and S140.

[0067] The following describes the process of the modified example shown in Figure 4. Note that steps other than steps S130 and S140 are the same as those in the flowchart shown in Figure 3, so their explanations will be omitted.

[0068] As shown in Figure 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 in 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 in step S110 and continues the brake hold control. In step S140, the ECU 10 determines whether the input state acquisition unit 120 acquires at least one of the specific input states (1) and (2). If the input state acquisition unit 120 does not acquire either of the specific input states (1) and (2) (No), the ECU 10 proceeds to the process in step S145. On the other hand, if the input state acquisition unit 120 acquires at least one of the specific input states (1) and (2) (Yes), the ECU 10 proceeds to the process in step S160 and performs backup control to activate the electric parking brake device 70 and / or the parking lock device 55.

[0069] In the modified example shown in Figure 4, if the driver 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 or the parking lock device 55. This makes it possible to effectively prevent the vehicle SV from starting unintentionally by the driver, similar to the embodiment described above.

[0070] [others] In the above embodiment, the ECU 10 may perform notification processing to inform the driver of the operating state when the input state acquisition unit 120 acquires specific input states (1) and (2). The notification processing can be performed using either a display on a display device or sound from a speaker, or both. Performing notification processing makes it possible to appropriately inform the driver if the electric parking switch 71 or the shift lever 52 is in an operating state unintended by the driver.

[0071] Furthermore, the backup control of the above embodiment can be widely applied to other stop-hold controls by the hydraulic brake device 60, such as automatic stop control that automatically stops the vehicle SV at intersections with red lights through autonomous driving.

[0072] Furthermore, if the operating part of the electric parking switch 71 is held in the ON position for a predetermined period of time, the ECU 10 may control the system to release the electric parking brake device 70 according to the surrounding conditions of the vehicle SV when the driver initiates a vehicle SV to move. In this case as well, it becomes 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 vehicle stop and hold device, comprising a holding state for holding a vehicle in a stopped state and a release state for releasing the holding state, A first input is obtained by the operator to switch from the held state to the released state, and a second input is obtained to switch from the released state to the held state. Based on the acquired first and second inputs, the operation of the stop-holding device is controlled. If the first input is continuously received for a predetermined time or longer while brake hold control is being performed by the brake device mounted on the vehicle, the stop-hold device is activated to the hold state without being based on the first input, and if the second input is continuously received for a predetermined time or longer, the stop-hold device is activated to the release state without being based on the second input. A control device characterized by the following features.

2. A control method for a vehicle stop-holding device comprising a holding state for holding a vehicle in a stopped state and a release state for releasing the holding state, A first input is obtained by the operator to switch from the held state to the released state, and a second input is obtained to switch from the released state to the held state. Based on the acquired first and second inputs, the operation of the stop-holding device is controlled. If the first input is continuously received for a predetermined time or longer while brake hold control is being performed by the brake device mounted on the vehicle, the stop-hold device is activated to the hold state without being based on the first input, and if the second input is continuously received for a predetermined time or longer, the stop-hold device is activated to the release state without being based on the second input. A control method characterized by the following:

3. A computer for a vehicle stop-and-hold device, which has a holding state for holding the vehicle in a stopped state and a release state for releasing the holding state, A first input is obtained by the operator to switch from the held state to the released state, and a second input is obtained to switch from the released state to the held state. Based on the acquired first and second inputs, the operation of the stop-holding device is controlled. If the first input is continuously received for a predetermined time or longer while brake hold control is being performed by the brake device mounted on the vehicle, the stop-hold device is activated to the hold state without being based on the first input, and if the second input is continuously received for a predetermined time or longer, the stop-hold device is activated to the release state without being based on the second input. A program characterized by the following features.

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