Control device and control method

Abstract

The technical problem is to ensure safety. A control device for a vehicle is provided with a main power source (51) and a sub-power source (52) electrically isolated from the main power source (51) when a failure of the main power source (51) has occurred, and is provided with: a control unit that executes automatic parking control for automatically parking the vehicle using at least power supplied from the main power source (51); when the control unit detects the possibility of failure of the main power source (51) during execution of the automatic parking control, the control unit maintains a state in which automatic stop control for automatically stopping the vehicle (10) can be executed using power supplied from the sub-power source (52).

Description

Technical Field

[0001] The present invention relates to a control device and a control method. Background Art

[0002] In recent years, technologies for automatically controlling the running of a vehicle by taking over part or all of the driving operation performed by the driver have been proposed. For example, as disclosed in Patent Document 1, a technology for automatically running a vehicle without relying on the driving operation performed by the driver has been proposed.

[0003] Prior art literature

[0004] Patent Literature

[0005] Patent Document 1: International Publication No. 2017 / 208781 Summary of the Invention

[0006] Technical problem to be solved by the invention

[0007] An example of a technology that automatically controls vehicle movement is automatic parking control, which automatically parks the vehicle. Automatic parking control is performed using power supplied from the vehicle's power supply. However, there are cases where a power failure occurs during the execution of automatic parking control. Furthermore, in such situations, ensuring safety is essential.

[0008] Therefore, in view of such technical problems, an object of the present invention is to provide a control device and a control method that can ensure safety.

[0009] Means used to solve technical problems

[0010] In order to solve the above-mentioned technical problems, the control device is a control device for a vehicle having a main power supply and a secondary power supply that is electrically isolated from the main power supply in the event of a failure of the main power supply, and has a control unit for automatically parking the vehicle using at least the power supplied from the main power supply; when the control unit detects the possibility of failure of the main power supply during the execution of the automatic parking control, the control unit maintains a state in which it can execute automatic stop control to automatically stop the vehicle using the power supplied from the secondary power supply.

[0011] In order to solve the above-mentioned technical problems, a control method is a control method for a vehicle having a main power supply and a secondary power supply that is electrically isolated from the main power supply in the event of a failure of the main power supply. The control unit of the control device uses at least the power supplied from the main power supply to perform automatic parking control for automatically parking the vehicle; when the control unit detects the possibility of failure of the main power supply during the execution of the automatic parking control, the control unit maintains a state in which it can use the power supplied from the secondary power supply to perform automatic stop control for automatically stopping the vehicle.

[0012] Effects of the Invention

[0013] According to the present invention, safety can be ensured. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a schematic diagram showing a general structure of a vehicle according to an embodiment of the present invention.

[0015] Figure 2 It is a schematic diagram showing a schematic configuration of a brake system according to an embodiment of the present invention.

[0016] Figure 3 This is a block diagram showing an example of the functional configuration of a control device according to an embodiment of the present invention.

[0017] Figure 4 It is a diagram for explaining a power source of a vehicle according to an embodiment of the present invention.

[0018] Figure 5 This is a flowchart showing an example of the flow of processing performed by the control device according to the embodiment of the present invention.

[0019] Figure 6 This is a diagram showing an example of transition of each marker related to the comparative example.

[0020] Figure 7 This is a diagram showing an example of transition of each marker according to the embodiment of the present invention. DETAILED DESCRIPTION

[0021] Below, with reference to the attached Figure 1 The preferred embodiments of the present invention will be described in detail. The dimensions, materials, and other specific numerical values ​​shown in these embodiments are merely illustrative to facilitate understanding of the invention and, unless otherwise specifically stated, do not limit the invention. In this specification and the drawings, elements having substantially the same functions and structures are assigned the same reference numerals to avoid repeated descriptions, and elements not directly related to the present invention are omitted from the drawings.

[0022] <Vehicle Structure>

[0023] Reference Figures 1 to 4 The structure of the vehicle 10 according to the embodiment of the present invention will be described.

[0024] Figure 1 Schematic diagram showing the general structure of the vehicle 10. Figure 1 As shown, the vehicle 10 includes a steering mechanism 11 , a drive source 12 , a hydraulic control unit 13 , a plurality of surrounding environment sensors 14 , a plurality of wheel speed sensors 15 , and a control device 16 .

[0025] The steering mechanism 11 is a mechanism for changing the steering angle of the vehicle 10. The steering angle of the vehicle 10 refers to the angle of contact of the tires of the vehicle 10. The steering mechanism 11 includes a steering wheel 11a. The driver of the vehicle 10 can change the steering angle by performing a steering operation using the steering wheel 11a.

[0026] The driving source 12 outputs a driving force to be transmitted to the driving wheels of the vehicle 10. An electric motor can be cited as an example of the driving source 12. In addition, the vehicle 10 may be provided with an engine as the driving source 12 in addition to the electric motor.

[0027] The hydraulic control unit 13 controls the braking force of the vehicle 10. The hydraulic control unit 13 controls the braking force applied to the wheels by controlling the hydraulic pressure of the brake fluid in the wheel cylinders, that is, the wheel cylinder pressure. The details of the hydraulic control unit 13 will be described later.

[0028] The surrounding environment sensor 14 detects surrounding environment information related to the environment around the vehicle 10. Figure 1 In the example shown, four surrounding environment sensors 14 are respectively provided at the left front, right front, left rear, and right rear of the vehicle 10. The left front surrounding environment sensor 14 detects surrounding environment information in the left front of the vehicle 10. The right front surrounding environment sensor 14 detects surrounding environment information in the right front of the vehicle 10. The left rear surrounding environment sensor 14 detects surrounding environment information in the left rear of the vehicle 10. The right rear surrounding environment sensor 14 detects surrounding environment information in the right rear of the vehicle 10.

[0029] The surrounding environment information detected by the surrounding environment sensor 14 may be information related to the distance or orientation to the object located around the vehicle 10 (e.g., relative position, relative distance, relative speed, relative acceleration, etc.), or may be characteristics of the object located around the vehicle 10 (e.g., the type of the object, the shape of the object itself, markings on the object, etc.). Examples of the surrounding environment sensor 14 include radar, lidar sensors, and ultrasonic sensors.

[0030] The wheel speed sensor 15 is provided on each wheel and detects the wheel speed of each wheel.

[0031] The control device 16 controls the operation of the vehicle 10. The control device 16 is built into the hydraulic control unit 13. However, the control device 16 may be provided outside the hydraulic control unit 13.

[0032] The control device 16 includes a CPU (Central Processing Unit), a ROM (Read Only Memory) that stores programs and calculation parameters used by the CPU, and a RAM (Random Access Memory) that temporarily stores parameters that change as the CPU executes them. Details of the control device 16 will be described later.

[0033] Figure 2 1 is a schematic diagram showing the schematic structure of the brake system 20 of the vehicle 10. The brake system 20 is mounted on the vehicle 10 and is a system for controlling the braking force generated by the vehicle 10. Figure 2 As shown, the brake system 20 includes a hydraulic control unit 13 , a brake pedal 21 , an electric power multiplier 22 , a master cylinder 23 , a reservoir 24 , a wheel cylinder 25 , and wheels 26 .

[0034] The vehicle 10 has, for example, four wheels 26. The brake system 20 controls the hydraulic pressure (i.e., wheel cylinder pressure) of the wheel cylinders 25 provided at each of the wheels 26 to control the braking force generated at each wheel 26. Figure 2 In order to make it easier to understand, only the parts associated with one of the two wheels 26 equivalent to the front wheels and the two wheels 26 equivalent to the rear wheels are shown in the brake system 20, and the parts associated with the other side are omitted. In addition, the number of wheels 26 is also outside 4.

[0035] The brake pedal 21 is used in the braking operation performed by the driver. During the braking operation, the brake pedal 21 is depressed by the driver. The electric power multiplier 22 is connected to the brake pedal 21 and is linked to the brake pedal 21 to amplify the pedaling force of the brake pedal 21. Specifically, the electric power multiplier 22 is equipped with a piston that reciprocates in linkage with the brake pedal 21 and is connected to the master cylinder 23. As the piston moves in response to the braking operation, the hydraulic pressure of the master cylinder 23, that is, the master cylinder pressure, is boosted. In this way, the electric power multiplier 22 can generate a master cylinder pressure corresponding to the operation amount of the braking operation. The reservoir 24 is attached to the master cylinder 23 to store brake fluid.

[0036] Here, the electric force multiplier 22 can be electrically operated. Therefore, by using electricity to operate the electric force multiplier 22 (specifically, the piston), the pedal force applied to the brake pedal 21 can be assisted. Furthermore, by using electricity to operate the electric force multiplier 22 (specifically, the piston), the master cylinder pressure can be increased, thereby automatically increasing the wheel cylinder pressure without relying on brake operation.

[0037] The hydraulic control unit 13 includes a base body 13a that forms a flow path for the brake fluid. The base body 13a of the hydraulic control unit 13 is connected to the master cylinder 23 and each wheel cylinder 25. When the hydraulic pressure in the wheel cylinders 25, or the wheel cylinder pressure, increases, brake pads (not shown) are actuated to press against brake discs (not shown), applying a braking force corresponding to the wheel cylinder pressure to the wheels 26.

[0038] The base 13a of the hydraulic control unit 13 is formed with a main flow path 31, a secondary flow path 32, and a supply flow path 33 as brake fluid flow paths. The main flow path 31 circulates brake fluid from the master cylinder 23 to the wheel cylinders 25. The secondary flow path 32 discharges brake fluid from the wheel cylinders 25. The supply flow path 33 supplies brake fluid from the master cylinder 23 to the secondary flow path 32.

[0039] In addition, a pressurizing valve (EV) 41, a pressure relief valve (AV) 42, a first valve (USV) 43, a second valve (HSV) 44, an accumulator 45, a pump 46 and a motor 47 are provided on the base 13a of the hydraulic control unit 13 as components for controlling the braking force generated at each wheel 26.

[0040] The main flow path 31 connects the master cylinder 23 and the wheel cylinders 25. The main flow path 31 includes a first main flow path 31a and two second main flow paths 31b. The first main flow path 31a is connected to the master cylinder 23. The two second main flow paths 31b branch off from the first main flow path 31a and connect to the wheel cylinders 25. A first valve 43 is provided in the first main flow path 31a. A pressurizing valve 41 is provided in the second main flow path 31b.

[0041] The secondary flow path 32 connects the side of the primary flow path 31, where the pressure-enhancing valve 41 is located, to the wheel cylinder 25 side, with the side of the primary flow path 31, where the pressure-enhancing valve 41 is located, to the master cylinder 23 side, and to the wheel cylinder 25 side, relative to the first valve 43. The secondary flow path 32 includes two first secondary flow paths 32a and one second secondary flow path 32b. Each first secondary flow path 32a is connected to the side of the primary flow path 31, where the pressure-enhancing valve 41 is located, to the wheel cylinder 25 side. The second secondary flow path 32b connects the confluence of the two first secondary flow paths 32a to the side of the primary flow path 31, where the pressure-enhancing valve 41 is located, to the master cylinder 23 side, and to the wheel cylinder 25 side, relative to the first valve 43. A pressure relief valve 42 is provided in the first secondary flow path 32a. An accumulator 45 and a pump 46 are provided in the second secondary flow path 32b, in order from the side of the first secondary flow path 32a.

[0042] Pump 46 is driven by motor 47 to draw brake fluid from the first secondary flow channel 32a and discharge it toward the primary flow channel 31. Pump 46 is a reciprocating plunger pump. Specifically, the plunger of pump 46 is intermittently pressed by an eccentric cam attached to the output shaft of motor 47, causing it to reciprocate. This pressure-delivery of brake fluid is achieved by pump 46.

[0043] The supply flow path 33 connects the main flow path 31 on the master cylinder 23 side relative to the first valve 43 with the suction side of the pump 46 in the secondary flow path 32. The supply flow path 33 is provided with a second valve 44.

[0044] The pressurizing valve 41 is, for example, a solenoid valve that opens when de-energized and closes when energized. The pressure relief valve 42 is, for example, a solenoid valve that closes when de-energized and opens when energized. The first valve 43 is, for example, a solenoid valve that opens when de-energized and closes when energized. The second valve 44 is, for example, a solenoid valve that closes when de-energized and opens when energized. By controlling the operation of these valves and the motor 47, the braking force applied to each wheel 26 is controlled.

[0045] For example, during normal operation, when anti-lock braking control (described later) is not being executed, the pressurizing valve 41 is open, the pressure relief valve 42 is closed, the first valve 43 is open, and the second valve 44 is closed. This results in brake fluid flowing from the master cylinder 23 to the wheel cylinders 25 solely through the main flow path 31, not through the secondary flow path 32 or the supply flow path 33. In this state, when the brake pedal 21 is depressed, the master cylinder pressure is increased, and the wheel cylinder pressure is increased, applying braking force to the wheels 26.

[0046] Furthermore, for example, when anti-lock braking control, which is intended to prevent locking of the wheel 26, is executed, the pressurizing valve 41 is first closed, the pressure relief valve 42 is opened, the first valve 43 is opened, and the second valve 44 is closed. This stops the flow of brake fluid between the main channel 31 and the wheel cylinder 25, allowing the brake fluid to flow from the wheel cylinder 25 to the secondary channel 32. Consequently, the brake fluid flows from the wheel cylinder 25 into the accumulator 45, reducing the wheel cylinder pressure and the braking force applied to the wheel 26. The pump 46 is driven, and the brake fluid that has flowed into the accumulator 45 is returned to the main channel 31 via the secondary channel 32.

[0047] Furthermore, by closing both the pressurizing valve 41 and the pressure relief valve 42 from the above-described state, the flow of brake fluid between the main and secondary flow paths 31 and 32 and the wheel cylinders 25 is stopped, the wheel cylinder pressure is maintained, and the braking force applied to the wheels 26 is maintained. Subsequently, by opening the pressurizing valve 41 and closing the pressure relief valve 42, the flow of brake fluid between the main flow path 31 and the wheel cylinders 25 is resumed, the wheel cylinder pressure is increased, and the braking force applied to the wheels 26 is increased.

[0048] Here, the hydraulic control unit 13 can also automatically increase the wheel cylinder pressure without requiring a brake operation. For example, to automatically increase the wheel cylinder pressure without requiring a brake operation, the pressurizing valve 41 is opened, the pressure relief valve 42 is closed, the first valve 43 is closed, and the second valve 44 is opened. This creates a state in which brake fluid flows from the master cylinder 23 to the wheel cylinder 25 via the supply flow path 33 and the auxiliary flow path 32. In this state, the pump 46 is driven to increase the wheel cylinder pressure, generating a braking force that brakes the wheel 26.

[0049] Figure 3 This is a block diagram showing an example of the functional configuration of the control device 16. The control device 16 may be a single unit or may be divided into multiple units. If the control device 16 is divided into multiple units, the various functions described below are shared by the multiple units. For example, the functions of the control unit 16b described below may be divided into different units, while the functions of the control unit 16b may be divided into different units.

[0050] like Figure 3 As shown, the control device 16 includes, for example, an acquisition unit 16a and a control unit 16b.

[0051] The acquisition unit 16a acquires information from various devices in the vehicle 10. For example, the acquisition unit 16a acquires information from the surrounding environment sensor 14 and the wheel speed sensor 15. In this specification, acquisition of information may include extraction or generation (eg, calculation) of information.

[0052] The control unit 16b controls the operation of each device in the vehicle 10. For example, the control unit 16b controls the operation of the steering mechanism 11, the drive source 12, the hydraulic control unit 13, and the electric power multiplier 22.

[0053] The control unit 16b can automatically perform various controls for controlling the vehicle 10 by taking over some or all of the driver's driving operations, for example, by controlling the steering mechanism 11, the drive source 12, the hydraulic control unit 13, and the electric power multiplier 22. In particular, the control unit 16b can perform automatic parking control as part of such controls.

[0054] Automatic parking control is a control that automatically parks the vehicle 10. For example, during automatic parking control, the control unit 16b uses the detection results of the surrounding environment sensor 14 to identify obstacles around the vehicle 10 and the target parking position, thereby automatically driving the vehicle 10 to the target parking position while avoiding contact with obstacles. Furthermore, during automatic parking control, the control unit 16b uses the detection results of the wheel speed sensor 15 to determine the speed of the vehicle 10 and controls the driving force and braking force of the vehicle 10 to ensure that the speed reaches the target speed.

[0055] The automatic parking control is performed using electric power supplied from the main power supply of vehicle 10 . Figure 4 1 is a diagram for explaining the power supply of the vehicle 10. Figure 4 As shown, vehicle 10 includes a main power supply 51 and a sub-power supply 52 as power sources. Main power supply 51 has a larger capacity than sub-power supply 52. ​​Much of the power consumed in vehicle 10 is supplied by main power supply 51. Main power supply 51 is, for example, a secondary battery such as a lithium-ion battery. Sub-power supply 52 is, for example, a capacitor. However, sub-power supply 52 may also be a power source other than a capacitor (e.g., a secondary battery).

[0056] The main power supply 51 is electrically connected to the electric power multiplier 22. Therefore, power can be supplied from the main power supply 51 to the electric power multiplier 22. During automatic parking control, the control unit 16b automatically brakes the vehicle 10 by driving the electric power multiplier 22 using power supplied from the main power supply 51. Specifically, the main power supply 51 can supply power to the electric power multiplier 22 by reducing the voltage.

[0057] In addition, in the automatic parking control, the electric power supplied from the main power supply 51 can also be used to drive other devices other than the electric power multiplier 22. For example, in the automatic parking control, the control unit 16b can also automatically control the steering angle of the vehicle 10 by driving the steering mechanism 11 using the electric power supplied from the main power supply 51. In addition, in detail, the voltage can be reduced from the main power supply 51 to the steering mechanism 11 to supply electric power. In addition, in the case where the driving source 12 is an electric motor, the control unit 16b can also automatically control the driving force of the vehicle 10 by driving the driving source 12 using the electric power supplied from the main power supply 51 during the automatic parking control.

[0058] The subsidiary power supply 52 is electrically connected to the hydraulic control unit 13 . Therefore, electric power can be supplied from the subsidiary power supply 52 to the hydraulic control unit 13 . The control unit 16 b can drive the hydraulic control unit 13 using the electric power supplied from the subsidiary power supply 52 .

[0059] The auxiliary power supply 52 is electrically connected to the main power supply 51. Therefore, the auxiliary power supply 52 can be charged by the power supplied from the main power supply 51. Here, the auxiliary power supply 52 is electrically connected to the main power supply 51 via the relay 53. Figure 4 As shown, when the main power supply 51 is normal, the relay 53 is closed, enabling power to be supplied from the main power supply 51 to the slave power supply 52. ​​On the other hand, if the main power supply 51 fails, the relay 53 is opened, electrically isolating the slave power supply 52 from the main power supply 51. For example, if an abnormality such as a short circuit occurs in the main power supply 51 in the vehicle 10, or if the voltage of the main power supply 51 falls too low or too high outside the appropriate range, a failure of the main power supply 51 is determined, and control is performed to open the relay 53.

[0060] <Control Device Operation>

[0061] Reference Figures 5 to 7 , the operation of the control device 16 according to the embodiment of the present invention will be described.

[0062] As described above, the control unit 16b of the control device 16 executes automatic parking control for automatically parking the vehicle 10 using the power supplied from the main power supply 51. Furthermore, the control unit 16b executes automatic parking control using power supplied from another power source (e.g., the sub-power supply 52) in addition to the power supplied from the main power supply 51. That is, the control unit 16b executes automatic parking control using at least the power supplied from the main power supply 51.

[0063] For example, as described above, the control unit 16 b can automatically brake the vehicle 10 by driving the electric power multiplier 22 using the electric power supplied from the main power supply 51 during the automatic parking control to execute the pressure increase control for automatically increasing the wheel cylinder pressure.

[0064] Specifically, during pressure boost control using the electric power multiplier 22, the control unit 16b controls the hydraulic control unit 13 so that the pressurizing valve 41 is open, the pressure relief valve 42 is closed, the first valve 43 is open, and the second valve 44 is closed. This results in brake fluid flowing from the master cylinder 23 to the wheel cylinder 25 solely through the main flow path 31, not through the secondary flow path 32 or the supply flow path 33. In this state, the control unit 16b uses electricity to activate the electric power multiplier 22 (specifically, the piston), thereby boosting the master cylinder pressure. This automatically boosts the wheel cylinder pressure.

[0065] Here, during the execution of the automatic parking control, a failure may occur in the main power supply 51. In the event of a failure in the main power supply 51, the control unit 16b will no longer be able to perform the boost control using the electric power multiplier 22. However, in the event of a failure in the main power supply 51, it is required to stop the vehicle 10 to ensure safety. Therefore, in this embodiment, safety is ensured by carefully designing the processing during the execution of the automatic parking control. Below, an example of such processing performed by the control device 16 is described in detail.

[0066] Figure 5 This is a flowchart showing an example of the flow of processing performed by the control device 16 . Figure 5 Step S101 in corresponds to Figure 5 The start of the processing flow shown. Figure 5 Step S106 in corresponds to Figure 5 The end of the processing flow shown.

[0067] Figure 5The process flow shown begins with the start of automatic parking control. Control unit 16b initiates automatic parking control, for example, when the driver performs a specific operation to initiate automatic parking control. An example of this specific operation is an operation performed by the driver using a portable terminal after exiting vehicle 10. In this case, a command to initiate automatic parking control is transmitted from the portable terminal to control unit 16, and control unit 16b executes automatic parking control. Alternatively, this specific operation may be performed using an input device provided in vehicle 10.

[0068] If you start Figure 5 According to the processing flow shown in FIG. 1 , in step S102 , the control unit 16 b determines whether a possibility of failure of the main power supply 51 is detected.

[0069] The control device 16 is capable of communicating with various devices (specifically, other control devices external to the hydraulic control unit 13). Communication between the control device 16 and these other devices is achieved, for example, using CAN (Controller Area Network) communication. Furthermore, in step S102, the control unit 16b detects the possibility of failure of the main power supply 51 based on information regarding abnormalities in communication between the control device 16 and these other devices.

[0070] For example, when the main power supply 51 is normal, power is supplied from the main power supply 51 to the other devices described above, and communication between the other devices and the control device 16 also proceeds normally. On the other hand, if the main power supply 51 fails, the power supply from the main power supply 51 to the other devices ceases, and communication between the other devices and the control device 16 is interrupted. Therefore, the control unit 16b detects the possibility of a failure of the main power supply 51 (i.e., determines that a possible failure of the main power supply 51 has occurred) when, for example, communication between the control device 16 and the other devices is interrupted. In this case, the information indicating that communication between the control device 16 and the other devices has been interrupted corresponds to information regarding an abnormality in communication between the control device 16 and the other devices.

[0071] Furthermore, communication between the control device 16 and other devices may be interrupted due to reasons other than a failure of the main power supply 51. For example, if the ignition of the vehicle 10 is turned off even though the main power supply 51 has not failed, communication between the control device 16 and other devices may be interrupted. Therefore, based on information regarding abnormalities in communication between the control device 16 and other devices, the control unit 16b does not detect whether the main power supply 51 has failed, but only detects the possibility of a failure of the main power supply 51.

[0072] If it is determined that the possibility of failure of the main power supply 51 has not been detected (step S102 / No), step S102 is repeated. On the other hand, if it is determined that the possibility of failure of the main power supply 51 has been detected (step S102 / Yes), the process proceeds to step S103.

[0073] If the determination in step S102 is YES, in step S103 , the control unit 16 b maintains a state in which the pressure increase control using the hydraulic control unit 13 can be executed.

[0074] As described above, the subsidiary power supply 52 is electrically connected to the hydraulic control unit 13. Therefore, the control unit 16b can drive the hydraulic control unit 13 using the power supplied from the subsidiary power supply 52. ​​Here, the control unit 16b drives the hydraulic control unit 13 using the power supplied from the subsidiary power supply 52, thereby executing pressure increase control to automatically increase the wheel cylinder pressure, thereby automatically braking the vehicle 10.

[0075] Specifically, during pressure increase control using the hydraulic control unit 13, the control unit 16b controls the hydraulic control unit 13 so that the pressurizing valve 41 is open, the pressure relief valve 42 is closed, the first valve 43 is closed, and the second valve 44 is open. This allows brake fluid to flow from the master cylinder 23 to the wheel cylinders 25 via the supply flow path 33 and the auxiliary flow path 32. In this state, the control unit 16b activates the motor 47 using electricity, driving the pump 46. This automatically increases the wheel cylinder pressure.

[0076] Here, if the main power supply 51 fails, the relay 53 is opened, and the slave power supply 52 is electrically isolated from the main power supply 51. In this case, the slave power supply 52 is also electrically connected to the hydraulic control unit 13. However, if the control unit 16b disables its own function of controlling the various devices of the hydraulic control unit 13 (i.e., disables this function) in the event of a failure of the main power supply 51, the pressure increase control using the hydraulic control unit 13 will no longer be possible.

[0077] Therefore, in step S103, the control unit 16b maintains the state in which the pressure increase control using the hydraulic control unit 13 can be executed by not disabling the function of controlling each device of the hydraulic control unit 13. Thus, the control unit 16b can maintain the state in which the automatic stop control described later can be executed.

[0078] Following step S103 , in step S104 , the control unit 16 b determines whether information indicating that a failure of the main power supply 51 has occurred has been acquired.

[0079] In vehicle 10, if a short circuit occurs in main power supply 51 or the voltage of main power supply 51 falls below or exceeds the appropriate range, a device other than control device 16 (specifically, another control device external to hydraulic control unit 13) determines that a failure of main power supply 51 has occurred. This device then transmits information indicating the failure of main power supply 51 to control device 16. This allows control device 16 to obtain information indicating the failure of main power supply 51.

[0080] If it is determined that the information indicating failure of the main power supply 51 has not been obtained (step S104 / No), the process returns to step S103. On the other hand, if it is determined that the information indicating failure of the main power supply 51 has been obtained (step S104 / Yes), the process proceeds to step S105.

[0081] If the determination in step S104 is yes, in step S105, the control unit 16b executes the automatic stop control. Figure 5 The shown processing flow ends.

[0082] Automatic stop control is a control that automatically stops the vehicle 10 using the power supplied from the subsidiary power supply 52. ​​As described above, if the control unit 16b detects a possible failure of the main power supply 51 during the execution of automatic parking control, it maintains a state in which pressure increase control using the hydraulic control unit 13 can be executed. Therefore, if the control unit 16b receives information indicating that a failure of the main power supply 51 has occurred after the possible failure has been detected during the execution of automatic parking control, it can execute automatic stop control by utilizing pressure increase control using the hydraulic control unit 13.

[0083] Figure 6 : is a diagram showing an example of the transition of each mark related to the comparative example. Figure 6 In the example, the horizontal axis is the time axis T, and the vertical axis is the state of each mark, indicating the progress of each mark. Figure 6 3 shows the transitions of the communication state flag F_CS, the boost control validity flag F_PC, and the automatic parking control execution flag F_AP.

[0084] The communication status flag F_CS indicates the status of communication between the control device 16 and other devices. A value of 1 indicates that communication between the control device 16 and other devices is proceeding normally. A value of 0 indicates that communication between the control device 16 and other devices is interrupted.

[0085] The pressure-boost control valid flag F_PC is a flag indicating the validity of the pressure-boost control by the hydraulic control unit 13. When the pressure-boost control valid flag F_PC is 1, the pressure-boost control by the hydraulic control unit 13 is valid (i.e., the pressure-boost control by the hydraulic control unit 13 can be executed). When the pressure-boost control valid flag F_PC is 0, the pressure-boost control by the hydraulic control unit 13 is invalid (i.e., the pressure-boost control by the hydraulic control unit 13 cannot be executed).

[0086] The automatic parking control execution flag F_AP is a flag indicating whether the automatic parking control is being executed. When the automatic parking control execution flag F_AP is 1, the automatic parking control is being executed. When the automatic parking control execution flag F_AP is 0, the automatic parking control is not being executed.

[0087] exist Figure 6 In the example shown in FIG1 , at time T1, the hydraulic control unit 13 is activated. Consequently, at time T1, communication between the control device 16 and other devices begins, and the communication status flag F_CS switches from 0 to 1. Furthermore, at time T1, pressure boost control using the hydraulic control unit 13 becomes active, and the pressure boost control active flag F_PC switches from 0 to 1. Subsequently, at time T2, automatic parking control begins, and the automatic parking control execution flag F_AP switches from 0 to 1.

[0088] Then, at time T3, the main power supply 51 fails, the automatic parking control is interrupted, and the automatic parking control execution flag F_AP switches from 1 to 0. In addition, at time T3, as the main power supply 51 fails, the communication between the control device 16 and other devices is interrupted, and the communication status flag F_CS switches from 1 to 0. Figure 6 In the comparative example, unlike the present embodiment, the control unit 16b determines that a failure of the main power supply 51 has occurred based on the interruption of communication between the control device 16 and other devices, and disables its own functions for controlling the various devices of the hydraulic control unit 13. Therefore, at time T3, the pressure boost control using the hydraulic control unit 13 becomes disabled, and the pressure boost control enable flag F_PC switches from 1 to 0.

[0089] Figure 7 This is a diagram showing an example of the transition of each mark related to this embodiment. Figure 7 In, with Figure 6 Similarly, the horizontal axis is set as the time axis T, and the vertical axis is taken as the status of each mark to show the progress of each mark. Figure 7 , in addition to the communication state flag F_CS, the supercharging control validity flag F_PC, and the automatic parking control execution flag F_AP, the transition of the automatic stop control execution flag F_AS is also shown.

[0090] The automatic stop control execution flag F_AS is a flag indicating whether the automatic stop control is being executed. When the automatic stop control execution flag F_AS is 1, the automatic stop control is being executed. When the automatic stop control execution flag F_AS is 0, the automatic stop control is not being executed.

[0091] exist Figure 7 In the example, with Figure 6 Similarly to the example, at time T1, the hydraulic control unit 13 is activated. Consequently, at time T1, the control device 16 begins communicating with other devices, and the communication status flag F_CS switches from 0 to 1. Furthermore, at time T1, pressure boost control using the hydraulic control unit 13 becomes effective, and the pressure boost control effective flag F_PC switches from 0 to 1. Subsequently, at time T2, automatic parking control begins, and the automatic parking control execution flag F_AP switches from 0 to 1.

[0092] Then, at time T3, the main power supply 51 fails, the automatic parking control is interrupted, and the automatic parking control execution flag F_AP switches from 1 to 0. In addition, at time T3, as the main power supply 51 fails, the communication between the control device 16 and other devices is interrupted, and the communication status flag F_CS switches from 1 to 0. Here, Figure 7 In this embodiment, as described above, the control unit 16b detects a possible failure of the main power supply 51 based on the interruption of communication between the control device 16 and other devices. Subsequently, after time T3, the control unit 16b maintains the pressure increase control performed by the hydraulic control unit 13 in a state where it can be executed using the power supplied from the subsidiary power supply 52. ​​Consequently, the pressure increase control performed by the hydraulic control unit 13 remains active, and the pressure increase control active flag F_PC remains at 1. This maintains the ability to execute automatic stop control.

[0093] Next, at time T4, the control unit 16b receives information indicating a failure of the main power supply 51 and initiates automatic stop control. Consequently, the automatic stop control execution flag F_AS switches from 0 to 1. Then, at time T5, the vehicle 10 stops, terminating the automatic stop control. Consequently, the automatic stop control execution flag F_AS switches from 1 to 0.

[0094] Furthermore, as described above, even if the main power supply 51 has not failed but the ignition of the vehicle 10 is turned off, communication between the control device 16 and other devices is interrupted. Therefore, at time T3, if communication between the control device 16 and other devices is interrupted due to the ignition of the vehicle 10 being turned off, a failure of the main power supply 51 has not actually occurred. In this case, the control unit 16b maintains a state capable of executing automatic stop control, but because it does not receive information indicating a failure of the main power supply 51, unnecessary execution of automatic stop control can be suppressed.

[0095] As described above, when the control unit 16b detects a possible failure of the main power supply 51 during the execution of the automatic parking control, it maintains a state in which the automatic stop control is executed, in which the vehicle 10 is automatically stopped using the power supplied from the slave power supply 52. ​​Thus, if the main power supply 51 fails, the vehicle 10 can be stopped using the power supplied by the slave power supply 52, which is electrically isolated from the main power supply 51. Therefore, safety can be ensured.

[0096] The above describes an example of processing performed by the control device 16. However, the processing performed by the control device 16 is not limited to the above-mentioned example, and may be a process obtained by appropriately modifying the above-mentioned example.

[0097] For example, the above description describes an example in which the control unit 16b detects the possibility of failure of the main power supply 51 based on information regarding abnormalities in communication between the control device 16 and other devices. However, the control unit 16b may also detect the possibility of failure based on information other than information regarding abnormalities in communication between the control device 16 and other devices. For example, if the control device 16 can obtain information regarding the status of the main power supply 51 (e.g., voltage), the control unit 16b may also detect the possibility of failure of the main power supply 51 based on such information.

[0098] Furthermore, for example, the above description describes an example in which the control unit 16b executes the automatic stop control when, after detecting a possible failure of the main power supply 51 during the execution of the automatic parking control, it obtains information indicating that the main power supply 51 has failed. However, the conditions for executing the automatic stop control are not limited to the above example. For example, the control unit 16b may also execute the automatic stop control when a predetermined time has elapsed after detecting a possible failure of the main power supply 51 during the execution of the automatic parking control.

[0099] <Effects of Control Devices>

[0100] The effects of the control device 16 according to the embodiment of the present invention will be described.

[0101] The control device 16 is a control device for a vehicle 10 that includes a main power supply 51 and a secondary power supply 52 that is electrically isolated from the main power supply 51 in the event of a failure of the main power supply 51. The control device 16 includes a control unit 16b that executes automatic parking control, which automatically parks the vehicle 10 using at least the power supplied from the main power supply 51. Furthermore, if the control unit 16b detects a possible failure of the main power supply 51 during the execution of the automatic parking control, it maintains a state in which automatic stop control can be executed, which automatically stops the vehicle 10 using the power supplied from the secondary power supply 52. ​​This allows the vehicle 10 to be stopped using power supplied from the secondary power supply 52, which is electrically isolated from the main power supply 51, in the event of a failure of the main power supply 51. Consequently, safety can be ensured.

[0102] Preferably, in the control device 16, the control unit 16b executes the automatic stop control when, after detecting the possibility of failure of the main power supply 51 during the execution of the automatic parking control and obtaining information indicating that a failure of the main power supply 51 has occurred, the control unit 16b executes the automatic stop control. This prevents the automatic stop control from being unnecessarily executed when a failure of the main power supply 51 has not actually occurred.

[0103] Preferably, in the control device 16, the control unit 16b detects the possibility of failure of the main power supply 51 based on information about abnormal communication between the control device 16 and other devices. This effectively utilizes the obtained information and appropriately detects the possibility of failure of the main power supply 51.

[0104] The above, while referring to the attached Figure 1 While preferred embodiments of the present invention have been described, the present invention is not limited to the above-described embodiments, and various changes and modifications within the scope of the claims also fall within the technical scope of the present invention.

[0105] For example, the processes described in the flowcharts in this specification may not necessarily be performed in the order shown in the flowcharts. Some of the process steps may also be performed in parallel. In addition, additional process steps may be used, or some process steps may be omitted.

[0106] Furthermore, for example, the series of processes performed by the control device 16 described above may be implemented using software, hardware, or a combination of software and hardware. The program constituting the software is stored in advance in a storage medium provided inside or outside the information processing device, for example.

[0107] Description of Reference Numerals

[0108] 10 vehicles

[0109] 11 Steering mechanism

[0110] 12 drive sources

[0111] 13 Hydraulic control unit

[0112] 14 ambient environment sensors

[0113] 15 wheel speed sensor

[0114] 16 control devices

[0115] 16a Acquisition

[0116] 16b Control Unit

[0117] 20 Braking system

[0118] 21Brake pedal

[0119] 22 Electric power multiplier

[0120] 23 Master cylinder

[0121] 24 liquid reservoirs

[0122] 25 wheel cylinder

[0123] 26 wheels

[0124] 31 Main Road

[0125] 32 secondary flow paths

[0126] 33 supply flow path

[0127] 41 pressure valve

[0128] 42 pressure relief valve

[0129] 43 Valve 1

[0130] 44 2nd valve

[0131] 45 accumulator

[0132] 46 pumps

[0133] 47 motor

[0134] 51 main power supply

[0135] 52 power supplies

[0136] 53 relays

[0137] F_AP automatic parking control execution flag

[0138] F_AS automatic stop control execution flag

[0139] F_CS communication status flag

[0140] F_PC boost control valid flag

Claims

1. A control device, being a control device (16) of a vehicle (10), comprising: a main power supply (51); and a secondary power supply (52), which is electrically isolated from the main power supply (51) when the main power supply (51) fails, characterized in that: A control unit (16b) is provided for executing automatic parking control for automatically parking the vehicle (10) using at least the power supplied from the main power supply (51); When the control unit (16b) detects the possibility of failure of the main power supply (51) during the execution of the automatic parking control, it maintains a state in which the automatic stop control can be executed to automatically stop the vehicle (10) using the power supplied from the auxiliary power supply (52).

2. The control device according to claim 1, wherein The control unit (16b) executes the automatic stop control when it obtains information indicating that the main power supply (51) has failed after detecting the possibility of failure during the execution of the automatic parking control.

3. The control device according to claim 1 or 2, characterized in that The control unit (16b) detects the possibility of the failure based on information about abnormality in communication between the control device (16) and other devices.

4. A control method for a vehicle (10), wherein the vehicle (10) comprises: a main power supply (51); and a secondary power supply (52), which is electrically isolated from the main power supply (51) when the main power supply (51) fails, characterized in that: The control unit (16b) of the control device (16) performs automatic parking control for automatically parking the vehicle (10) using at least the power supplied from the main power supply (51); When the control unit (16b) detects the possibility of failure of the main power supply (51) during the execution of the automatic parking control, it maintains a state in which the automatic stop control can be executed to automatically stop the vehicle (10) using the power supplied from the auxiliary power supply (52).

Images