Vehicle control unit

Abstract

Vehicle control unit, including: a drive device (20) which applies a driving force to at least one drive wheel of wheels of a vehicle; a braking device (30) that applies a braking force to the wheels; a shift-changing device (40) that changes a shift position of a transmission (24) of the vehicle to one of positions that include a forward movement position, a reverse movement position and a park position; a steering device (50) that controls a steering angle of at least one steered wheel of the wheels; at least one control unit (10) configured to receive an assistance request generated by a portable device (82) and a parking assistance control consisting of (I.) a determination of a movement route along which the at least one control unit (10) moves the vehicle from a present position of the vehicle to a predetermined target position in response to receiving the assistance request, and (II.) a control of activations of the drive device (20), the brake device (30), the shift-change device (40) and the steering device (50) to move the vehicle along the predetermined movement route; a first electrical power source device (200) which is installed in the vehicle; a second electrical power source device (210) installed in the vehicle; and an electrical power supply circuit (220) which, during the execution of the parking assistance control by the at least one control unit (10), supplies electrical power from the first electrical power source device (200) to the drive unit (20), the brake device (30), the switching device (40), the steering device (50) and the at least one control unit (10), if the first electrical power source device (200) is in a normal state, and during the execution of the parking assistance control by the at least one control unit (10), supplies electrical power from the second electrical power source device (210) to at least one of the brake device (30) and the switching device (40), if a malfunction occurs in the first electrical power source device (200), wherein at least one of the brake device (30) and the switching device (40) is configured to perform fail-safe control of an emergency stop of the vehicle during the execution of the parking assistance control by the at least one control unit (10) if a malfunction occurs in the first electrical power source device (200); and where at least one control unit (10) is set up for this purpose: to monitor an electrical charge quantity of the second electrical power source device (210) after the at least one control unit (10) begins to execute the parking assist control; and to execute a stop control of at least one of the brake device (30) and the switching device (40) to stop the vehicle if the electrical charge quantity of the second electrical power source device (210) becomes less than a predetermined first threshold value where: the first electrical power source device (200) is connected to the second electrical power source device (210) in order to charge the second electrical power source device (210); and which at least one control unit (10) is set up for this purpose: to cause the first electrical power source device (200) to charge the second electrical power source device (210) after the at least one control unit (10) executes the stop control; and to stop the execution of the stop control and to restart an execution of the parking assist control after a charging of the second electrical power source device (210) is completed, characterized by the fact that which at least one control unit (10) is configured to cause the first electrical power source device (200) to stop charging the second electrical power source device (210) if the electrical charge quantity of the second electrical power source device (210) becomes greater than or equal to a predetermined second threshold that is greater than the predetermined first threshold.

Description

BACKGROUND OF THE INVENTION Technical field

[0001] The invention relates to a vehicle control unit. State of the art

[0002] A vehicle control unit has been proposed that performs a parking assistance control to move a vehicle to a set target area depending on the vehicle's environmental situation (see, for example, publication JP 2015 - 101 225 A).

[0003] The vehicle control unit proposed in publication JP 2015-101225A (hereinafter referred to as "the conventional unit") is configured to execute the parking assistance control even when a driver is outside the vehicle. This control is also referred to as the remote parking assistance control. The driver exits the vehicle and operates a remote control or transmission device. The remote control sends a signal to the conventional unit, causing it to initiate an execution of the parking assistance control in response to an action applied by the driver to the remote control. Upon receiving this signal, the conventional unit determines whether the amount of electrical power remaining in an electrical power source or battery provided in the vehicle is less than or equal to a predetermined threshold.If the remaining electrical power is less than or equal to the predetermined threshold, the conventional device shifts a transmission to neutral. If this prevents an internal combustion engine from starting due to insufficient electrical power stored in the electrical power source, the driver can move the vehicle by applying an external force.

[0004] Furthermore, JP 2020-104 529 A D1 discloses a control unit configured to monitor the electrical charge of an electrical energy source after at least one control unit begins executing a parking assist control, and to execute a stop control of at least one of the braking device and the speed-changing device to stop the vehicle when the electrical charge of the electrical energy source falls below a predetermined first threshold. JP 2019-166 982 A further describes a computing device for a vehicle in which, in the event of a main power supply failure, a control unit switches from the main power supply to an emergency power supply, and when the vehicle speed is zero, electrical energy is supplied from the emergency power supply to control the operation of the electric parking brake.Furthermore, US 2019 / 0232902A1 discloses a backup device for a vehicle in which a control unit instructs a discharge unit to intermittently apply a discharge current to each of a multitude of motors a multitude of times, and controls a supply location of the discharge current such that each instruction time period during which the discharge unit is instructed to apply the discharge current to one motor is shifted with respect to each instruction time period during which the discharge unit is instructed to apply the discharge current to the other motor.

[0005] Malfunctions or faults can occur in the electrical power source while the remote parking assist control is running. The conventional device does not address such malfunctions or faults. If a malfunction occurs in the electrical power source during the parking assist control, no electrical power will be supplied to the braking device. Consequently, no braking force will be applied to the vehicle's wheels. Furthermore, the driver is outside the vehicle and therefore cannot operate a brake pedal. As a result, the vehicle may continue to move.

[0006] Taking the aforementioned problem into account, a vehicle was proposed in which a first electrical power source (a primary electrical power source) and a second electrical power source (a backup electrical power source) are installed. This allows the vehicle to be stopped using the electrical power of the second electrical power source if a malfunction occurs in the first electrical power source. However, in this case, during the execution of the parking assistance control, the electrical power of the second electrical power source is consumed by various components and elements (for example, diodes and resistors in circuits). Thus, the electrical charge of the second electrical power source decreases.If the electrical charge of the second electrical power source decreases, the vehicle cannot be stopped due to a lack of electrical power from the second electrical power source. INVENTION SUMMARY

[0007] Accordingly, it is an object of the invention to provide a vehicle control unit that can perform appropriate operations during the execution of the parking support control in response to the lack of electrical power from the second electrical power source.

[0008] The problem is solved according to the invention by a vehicle control unit according to claim 1 and alternatively by a vehicle control unit according to claim 4. Further features and advantageous embodiments are shown in the dependent claims.

[0009] A vehicle control unit according to the invention comprises a drive unit, a brake unit, a switching unit, a steering unit, at least one control unit, a first electrical power source device, a second electrical power source device and an electrical power supply circuit.

[0010] The drive unit applies a driving force to at least one drive wheel of a vehicle. The brake unit applies a braking force to the wheels. The gearshift unit changes the gear position of the vehicle's transmission to one of several positions, including forward, reverse, and park. The steering unit controls the steering angle of at least one steered wheel.

[0011] The at least one control unit is configured to receive a support request generated by a portable device and to perform parking support control consisting of (I.) determining a movement route along which the at least one control unit moves the vehicle from a present position of the vehicle to a predetermined target position in response to receiving the support request, and (II.) controlling activations of the drive device, brake device, shift-change device and steering device to move the vehicle along the determined movement route.

[0012] The first electrical power source device is installed in the vehicle. The second electrical power source device is installed in the vehicle.

[0013] The electrical power supply circuit supplies electrical power from the first electrical power source device to the drive unit, the brake unit, the switching device, the steering unit and the at least one control unit during the execution of the parking assistance control by the at least one control unit, if the first electrical power source device is in a normal state, and supplies electrical power from the second electrical power source device to at least one of the brake unit and the switching device during the execution of the parking assistance control by the at least one control unit, if a malfunction occurs in the first electrical power source device.

[0014] At least one of the brake device and the switching device is equipped to perform fail-safe control of an emergency stop of the vehicle during the execution of the parking support control by the at least one control unit, in case of a malfunction in the first electrical power source device.

[0015] The at least one control unit is configured to monitor the electrical charge level of the second electrical power source device after the at least one control unit begins to execute the parking assist control. Furthermore, the at least one control unit is configured to execute a stop control of at least one of the brake device and the shift-change device to stop the vehicle if the electrical charge level of the second electrical power source device falls below a predetermined first threshold.

[0016] If the electrical charge of the second electrical power source is less than the first threshold, and a malfunction occurs in the first electrical power source, the braking device and the shift-change device cannot be activated due to the insufficient electrical power of the second electrical power source. In this case, the vehicle cannot be stopped. According to the invention, the vehicle control unit stops the vehicle if the electrical charge of the second electrical power source becomes insufficient, while the vehicle control unit is performing the parking assist control. This improves safety.

[0017] According to the invention, the first electrical power source device is connected to the second electrical power source device in order to charge the second electrical power source device. In this embodiment, the at least one control unit can be configured to cause the first electrical power source device to charge the second electrical power source device after the at least one control unit executes the stop control. Furthermore, in this embodiment, the at least one control unit can be configured to stop the execution of the stop control and restart an execution of the parking assist control after the charging of the second electrical power source device is complete.

[0018] With this embodiment of the invention, the vehicle control unit can overcome the lack of electrical power from the second electrical power source and restart the execution of the parking assist control. If the malfunction in the first electrical power source occurs after the vehicle control unit has restarted the execution of the parking assist control, one or both of the brake unit and the switching unit can perform the fail-safe control by using the electrical power from the second electrical power source.

[0019] According to the invention, the at least one control unit is configured to cause the first electrical power source device to stop charging the second electrical power source device if the amount of electrical charge of the second electrical power source device is greater than or equal to a predetermined second threshold that is greater than the predetermined first threshold.

[0020] According to a further embodiment of the invention, the at least one control unit can be configured to calculate, as the movement route, (I.) a first route along which the at least one control unit moves the vehicle from its current position to a direction-of-movement change position, and (II.) a second route along which the at least one control unit moves the vehicle from the direction-of-movement change position to the target position. The direction-of-movement change position is a position at which the vehicle is temporarily stopped and the switching position is changed. In this embodiment, the at least one control unit can be configured to move the vehicle to the direction-of-movement change position if the electrical charge of the second electrical power source device falls below the predetermined first threshold while the vehicle is moving along the first route.Furthermore, in this configuration, at least one control unit can be set up to cause the first electrical power source device to charge the second electrical power source device at the position of change of direction of movement.

[0021] With this embodiment of the invention, the vehicle control unit moves the vehicle to the direction-of-travel position without executing the stop control, and charges the second electrical power source device at the direction-of-travel position. This prevents the vehicle from suddenly stopping in response to a lack of electrical power in the second electrical power source device. Thus, it is possible to prevent the driver (a user) from feeling uneasy outside the vehicle.

[0022] According to a further embodiment of the invention, the first electrical power source device can have a first electrical capacitance. In this embodiment, the second electrical power source device can have a second electrical capacitance that is smaller than the first electrical capacitance.

[0023] A vehicle control unit according to a further invention comprises a drive unit, a brake unit, a switching unit, a steering unit, at least one control unit, a first electrical power source device, a second electrical power source device and an electrical power supply circuit.

[0024] The drive unit applies a driving force to at least one drive wheel of a vehicle. The brake unit applies a braking force to the wheels. The gearshift unit changes the gear position of the vehicle's transmission to one of several positions, including forward, reverse, and park. The steering unit controls the steering angle of at least one steered wheel.

[0025] The at least one control unit is designed to perform autonomous driving control of activations of the drive unit, the brake unit, the shift unit and the steering unit in order to move the vehicle along the specified route.

[0026] The first electrical power source device is installed in the vehicle. The second electrical power source device is installed in the vehicle.

[0027] The electrical power supply circuit supplies electrical power from the first electrical power source device to the drive unit, the brake unit, the switching device, the steering unit and the at least one control unit during the execution of the parking assistance control by the at least one control unit, if the first electrical power source device is in a normal state, and supplies electrical power from the second electrical power source device to at least one of the brake unit and the switching device during the execution of the parking assistance control by the at least one control unit, if a malfunction occurs in the first electrical power source device.

[0028] At least one of the braking device and the switching device is designed to perform fail-safe control of an emergency stop of the vehicle during the execution of autonomous driving control by the at least one control unit, in case of a malfunction in the first electrical power source device.

[0029] The at least one control unit is configured to monitor the electrical charge level of the second electrical power source device after the at least one control unit begins to execute autonomous vehicle control. Furthermore, the at least one control unit is configured to execute a stop control action, controlling at least one of the braking device and the switching device to stop the vehicle, if the electrical charge level of the second electrical power source device falls below a predetermined first threshold.

[0030] According to another embodiment of the invention, the control unit can be a microprocessor programmed to execute one or more of the functions described in this specification. According to yet another embodiment of the invention, the control unit can be implemented wholly or partially by hardware, for example, by integrated circuits such as ASICs, dedicated to one or more applications. For the purposes of this description, components of an embodiment described below are designated, for the sake of clarity, by reference numerals enclosed in parentheses, as used in the description of the embodiment. However, the components of the invention are not limited to those defined by the reference numerals of the embodiment.The further objects, features and accompanying advantages of the invention are easily understood from the following description of the embodiments of the invention together with the drawing. BRIEF DESCRIPTION OF THE DRAWING Fig. Figure 1 shows a representation illustrating a general configuration of a vehicle control unit according to an embodiment of the invention. Fig. Figure 2 shows a representation illustrating a connection relationship between components of the vehicle control unit according to Fig. 1 and electrical power source devices illustrated (a first electrical power source device and a second electrical power source device) that are fitted in a vehicle. Fig. Figure 3 shows a representation illustrating a configuration of a selection circuit according to Fig. 2 illustrated. Fig. Figure 4 shows a flow diagram illustrating a sequence of processing operations performed by a parking assistance ECU and an SBW ECU after the execution of a parking assistance control has begun. Fig. Figure 5 shows a representation illustrating a graph of a change in the voltage Vd of a second capacitor section over time, while the processing according to Fig. 4 will be executed. Fig. Figure 6 shows a diagram illustrating a flowchart of a dual parking assistance execution routine performed by a CPU of a parking assistance ECU. Fig. Figure 7 shows a diagram illustrating a flowchart of a charging execution routine performed by a CPU of the SBW-ECU. Fig. Figure 8 shows a view illustrating a flowchart of a stop control execution routine performed by a CPU of the parking assist ECU. Fig. Figure 9 shows a diagram illustrating a flowchart of an initial fail-safe control execution routine performed by a CPU of a brake ECU. Fig. Figure 10 shows a view illustrating a flowchart of a second fail-safe control execution routine that is executed by the CPU of the SBW-ECU. DESCRIPTION OF THE EXAMPLES OF EXECUTION

[0031] According to one embodiment of the invention, a vehicle control unit is installed in a vehicle. For the purpose of distinguishing it from other vehicles, the vehicle with the installed vehicle control unit can be referred to as the "own vehicle". Fig. 1 The vehicle comprises a parking assistance ECU 10, a drive unit 20, a brake unit 30, a shift change unit 40 and a steering unit 50.

[0032] In this description, ECU stands for Electronic Control Unit. The ECU comprises a microcomputer that includes a CPU, RAM, ROM, and an interface. The CPU performs various functions by executing instructions stored in the ROM. For example, the parking assist ECU 10 comprises a microcomputer with a CPU 10a, RAM 10b, ROM 10c, and an interface (I / F) 10d.

[0033] The parking assistance ECU 10 is electrically connected to send and receive information to and from other ECUs (e.g., various ECUs 21, 31, 41, 51, 71 and 72 described below) via a CAN (control area network) 90.

[0034] The drive unit 20 generates a driving force and applies the generated driving force to the drive wheels of a vehicle (e.g., a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel). The drive unit 20 comprises a machine 21, machine actuators 22, an internal combustion engine 23, a transmission 24, and a (not shown) driving force transmission mechanism that transmits the driving force to the drive wheels. The machine ECU 21 is electrically connected to the machine actuators 22. The machine actuators 22 include a throttle valve actuator for changing the opening degree of a throttle valve of the internal combustion engine 23. The machine ECU 21 can modify a torque generated by the internal combustion engine 23 by activating the machine actuators 22.The torque generated by the internal combustion engine 23 is transmitted to the drive wheels via the gearbox 24 and the drive force transmission mechanism. Thus, the machine ECU 21 can control the drive force applied to the vehicle by controlling the activation of the machine actuators 22. Hereinafter, the torque generated by the internal combustion engine 23 is referred to as the "drive torque".

[0035] It should be noted that if the vehicle is a hybrid vehicle, the machine ECU 21 can control the tractive force generated by one or both of the internal combustion engines and at least one electric motor as vehicle propulsion power sources. Furthermore, if the vehicle is an electric vehicle, the machine ECU 21 can control the tractive force generated by at least one electric motor as the vehicle propulsion power source.

[0036] The braking device 30 applies a braking force to the wheels. The braking device 30 comprises a brake ECU 31, brake actuators 32, and wheel cylinders 33. The brake ECU 31 is electrically connected to the brake actuators 32. The brake actuators 32 comprise known hydraulic circuits, a reservoir (not shown), an oil pump (not shown), and various valve systems (not shown). The brake actuators 32 establish a hydraulic pressure (i.e., a brake pressure) that is applied to the wheel cylinders 33 in response to instructions from the brake ECU 31. Friction braking forces generated at the wheels change depending on the brake pressure. Thus, the brake ECU 31 can control the braking force applied to the vehicle by controlling the activation of the brake actuators 32.

[0037] The shift-change device 40 changes a shift position (a gear stage) of the transmission 24. In this embodiment, the shift position comprises at least a park position, a neutral position, a forward position, and a reverse position. When the shift position is set to the park position, the shift-change device 40 stops the transmission of drive power to the drive wheels and mechanically locks the wheels to prevent them from rotating. In particular, when the shift position is set to the park position, an output shaft of the transmission 24 is locked to prevent the output shaft from rotating. Such a condition is also referred to as a "park lock state" or "P lock state." When the shift position is set to the neutral position, the shift-change device 40 does not transmit drive power to the drive wheels.However, if the shift position is set to the neutral position, the shift change device 40 does not mechanically lock the wheels. If the shift position is set to the forward movement position, the shift change device 40 transmits the drive force to the drive wheels as the drive force for moving the vehicle forward. If the shift position is set to the reverse movement position, the shift change device 40 changes the drive force to the drive wheels as the drive force for moving the vehicle backward.

[0038] The shift-by-wire unit 40 comprises an SBW-ECU (or “shift-by-wire” ECU, ECU for wired shifting) 41, a shift lever sensor 42, an SBW actuator (SBW-Act) 43, and a shift-by-wire mechanism 44. The SBW-ECU 41 is electrically connected to the shift lever sensor 42 and the SBW actuator 43. The shift lever sensor 42 detects the position of the shift lever. The SBW-ECU 41 receives the position of the shift lever from the shift lever sensor 42 and controls activations of the SBW actuator 43 based on the received position of the shift lever. The SBW actuator 43 controls activations of the shift change mechanism 44 in response to instructions from the SBW-ECU 41, and changes the shift position of the transmission 24 to one of the shift positions (the park position, the neutral position, the forward movement position and the reverse movement position).

[0039] Specifically, the SBW-ECU 41 activates the SBW actuator 43 to control the activation of the shift mechanism 44 in order to move the transmission 24 to the Park position if the shift lever is in the "P" position. If the shift lever is in the "N" position, the SBW-ECU 41 activates the SBW actuator 43 to control the activation of the shift mechanism 44 in order to move the transmission 24 to the Neutral position. If the shift lever is in the "D" position, the SBW-ECU 41 activates the SBW actuator 43 to control the activation of the shift mechanism 44 in order to move the transmission 24 to the Forward position. If the position of the shift lever is “R”, the SBW-ECU 41 activates the SBW actuator 43 to control the activation of the shift change mechanism 44 in order to control the shift position of the transmission 24 to the reverse movement position.It should be noted that the SBW-ECU 41 outputs a signal to the parking support ECU 10 regarding the position of the gear lever received from the gear lever sensor 42.

[0040] It should also be noted that the SBW-ECU 41 can change the shift position of the transmission 24 from a position other than the park position to the park position if the vehicle speed Vs is zero, as well as if the vehicle speed Vs is less than or equal to a predetermined speed threshold Vsth (for example, 3 km / h).

[0041] The steering device 50 controls the steering angle of the steered wheels (the left front wheel and the right front wheel). The steering device 50 comprises an electric power steering ECU (hereinafter referred to as the "EPS ECU") 51, an assist motor (M) 52, and a steering mechanism 53. The EPS ECU 51 is electrically connected to the assist motor 52. The assist motor 52 is housed within the steering mechanism 53. The steering mechanism 53 is a mechanism that steers the steered wheels in response to an input of a rotation of a steering wheel SW. The steering mechanism 53 comprises the steering wheel SW, a steering shaft US connected to the steering wheel SW, and a steering gear mechanism (not shown). The EPS ECU 51 detects a steering torque input from a driver to the steering wheel SW using a steering torque sensor (not shown) provided on the steering shaft US and activates the assist motor 52 based on the detected steering torque.The EPS-ECU 51 applies a steering torque (a steering support torque) to the steering mechanism 53 by activating the support motor 52 in order to assist steering actions performed by the driver.

[0042] Furthermore, as described below, the parking assistance ECU 10 sends steering instructions to the assistance motor 52 if parking assistance control is performed as described below. If the EPS ECU 51 receives the steering instruction from the parking assistance ECU 10, the EPS ECU 51 activates the assistance motor 52 based on the steering torque specified by the steering instruction to change the steering angle of the steered wheels.

[0043] The parking assistance ECU 10 is electrically connected to environmental sensors 60. The environmental sensors 60 acquire vehicle environment information. This vehicle environment information includes (I.) information about objects around the vehicle and (II.) information about lane markings on the road around the vehicle. For example, the objects include moving objects such as cars, pedestrians, and bicycles, and stationary objects such as guardrails and fences. The environmental sensors 60 include ultrasonic wave sensors 61 and cameras 62.

[0044] The ultrasonic wave sensor 61 emits ultrasonic waves in a pulsed manner to a predetermined area around the vehicle and receives reflected waves that are reflected by objects. The ultrasonic wave sensor 61 can (I.) detect reflection points on the object from which the emitted ultrasonic waves are reflected, and (II.) determine the distance between the ultrasonic wave sensor 61 and the object based on the time from when the ultrasonic wave sensor 61 emits the ultrasonic wave until when the ultrasonic wave sensor 61 receives the reflected ultrasonic wave.

[0045] Camera 62 is a digital camera comprising imaging elements such as a CCD (charge-coupled device) or a CIS (or CMOS) image sensor. Camera 62 acquires image data about the surrounding environment, including (I.) the positions and shapes of objects, and (II.) the positions and shapes of lane markings around the vehicle, which are to be checked for parking the vehicle in or out of a parking space. Camera 62 outputs the acquired image data to the parking assistance ECU 10.

[0046] The parking assistance ECU 10 receives detection signals from the ultrasonic wave sensors 61 each time a predetermined time (hereinafter referred to as the "first time" for simplicity) dT1 elapses. The parking assistance ECU 10 plots the information contained in the detection signals (i.e., the positions of the reflection points from which the ultrasonic waves are reflected) on a two-dimensional map. The two-dimensional map is a planar view that defines the vehicle's position as an origin, the vehicle's direction of movement on an X-axis, and a counterclockwise direction on a Y-axis. It should be noted that the vehicle's position is a position corresponding to a predetermined midsection of the vehicle in a top-down view.The Parking Assistance ECU 10 detects objects around the vehicle based on the shapes of a group of reflection points on the two-dimensional map. The Parking Assistance ECU 10 provides the position (distance and orientation) of the detected object relative to the vehicle. Additionally, the Parking Assistance ECU 10 provides the shape of the detected object.

[0047] It should be noted that the position of the vehicle is another predetermined position of the vehicle such as (I.) a position which, in a plan view, corresponds to a midsection between the left front wheel and the right front wheel, or (II.) a position which, in a plan view, corresponds to a midsection between the left rear wheel and the right rear wheel, or (III.) a position which, in a plan view, corresponds to a geometric midsection of the vehicle.

[0048] Additionally, the parking assistance ECU 10 acquires image data from cameras 62 each time the first time interval dT1 expires. The parking assistance ECU 10 detects objects around the vehicle by analyzing the image data and provides their positions (distances and orientations) and shapes relative to the vehicle. Based on the image data, the parking assistance ECU 10 plots the specified and detected objects onto the two-dimensional map. Thus, the parking assistance ECU 10 can detect objects around the vehicle (within a predetermined distance range from the vehicle) based on the information displayed on the two-dimensional map.

[0049] Based on the information displayed on the two-dimensional map, the Parking Assistance ECU 10 detects an area around the vehicle free of objects. If this area is of a size and shape sufficient for parking or re-parking the vehicle, the Parking Assistance ECU 10 designates it as a permitted parking area or re-parking area. It should be noted that when boundary lines defining a parking space around the vehicle are detected, the permitted parking area has (I.) a rectangular shape within the boundary lines, (II.) long sides that are one span longer than the longitudinal length of the vehicle, and (III.) short sides that are a second span longer than the lateral length of the vehicle.

[0050] Additionally, the parking assist ECU 10 is electrically connected to wheel speed sensors 63. The wheel speed sensors 63 are located at each wheel (left front wheel, right front wheel, left rear wheel, and right rear wheel) and output signals representing the wheel rotation angular velocities to the parking assist ECU 10. Based on the signals from the wheel speed sensors 63, the parking assist ECU 10 calculates the vehicle speed Vs (a movement speed).

[0051] Additionally, the parking assistance ECU 10 is electrically connected to a collation ECU 71 and a communication ECU 72. The collation ECU 71 is configured to wirelessly send and receive information to and from a smart key 81. The smart key 81 has a stored identifier used to identify the vehicle. This identifier is referred to below as the "ID". Similarly, the ID used to identify the vehicle is stored in a ROM of the collation ECU 71. The collation ECU 71 determines whether the ID sent by the smart key 81 matches the ID stored in its ROM. If the ID sent by the smart key 81 matches the ID stored in its ROM, the collation ECU 71 outputs a signal indicating the completion of user authentication to the parking assistance ECU 10.The signal indicating the completion of user authentication is referred to below as an "authentication completion signal".

[0052] The communication ECU 72 is configured to wirelessly send and receive information to and from a portable device 82. The portable device 82 is, for example, a smartphone. Application software dedicated to parking assistance control is installed on the portable device 82. Hereinafter, the application software dedicated to parking assistance control is referred to as the "parking application." Parking assistance control is a known control system for autonomously moving the vehicle to a predefined target area based on the vehicle's surroundings. When the driver performs a predetermined action on or within the parking application, the portable device 82 sends an assistance request signal to the communication ECU 72 to request assistance with parking or maneuvering out of a parking space.If the communication ECU 72 receives the assistance request signal from the portable device 82, the communication ECU 72 outputs the assistance request signal to the parking assistance ECU 10. Additionally, the portable device 82 receives a display instruction from the parking assistance ECU 10 via the communication ECU 72. Based on the received display instruction, the portable device 82 displays various information regarding the parking assistance control on a display on the portable device 82. <Inhalte der Parkunterstützungssteuerung>

[0053] A user (the driver) sends the assistance request signal to the parking assistance ECU 10 via the communication ECU 72 by performing the predetermined action in the parking application. Additionally, an assistance operating mode is set by the parking application, either as a parking mode or as an exit mode. The assistance operating mode can be set by the user or can be set automatically depending on the vehicle's condition and the surrounding environment. Thus, the assistance request signal includes information about the assistance operating mode.

[0054] The parking mode includes a double parking mode and a parallel parking mode. The double parking mode is an operating mode for assisting with double parking or double-row parking of the vehicle. Double parking means parking the vehicle perpendicular to the direction of travel on a road. Specifically, double parking means parking the vehicle such that (I.) one side of the vehicle faces the side of another vehicle (first vehicle), (II.) the other side of the vehicle faces the side of a third vehicle (second vehicle), and (III.) the longitudinal centerline of the vehicle is parallel to the longitudinal centerlines of the first and second vehicles.

[0055] Parallel parking mode is an operating mode for providing parking assistance when parking a vehicle parallel to the road. Parallel parking means parking the vehicle so that it is parallel to the direction of travel. Specifically, parallel parking means parking the vehicle such that (I.) the front of the vehicle faces the front or rear of the first vehicle, (II.) the rear of the vehicle faces the front or rear of the second vehicle, and (III.) the longitudinal centerline of the vehicle aligns with the longitudinal centerlines of the first and second vehicles.

[0056] The parking exit mode is an operating mode for supporting the removal of the parked vehicle from the parking space, i.e., moving the parked vehicle onto the road.

[0057] If the parking mode (dual parking mode or parallel parking mode) is set to the assistance mode, the parking assistance ECU 10 defines a target area as an area occupied by a body of the vehicle if the parking assistance ECU 10 parks the vehicle in the permitted parking area. Additionally, the parking assistance ECU 10 sets a target position Ptgt to a position of the vehicle at which it is parked within the target area. The target position Ptgt is a position that a central section of the vehicle should reach in a top view.

[0058] The parking assistance ECU 10 calculates a movement route along which it moves the vehicle from a starting position Pst (i.e., the current position) to the target position Ptgt, where the parking assistance ECU 10 begins executing parking assistance control. The movement route allows the parking assistance ECU 10 to move the vehicle from the starting position Pst to the target position Ptgt, maintaining a predetermined interval or more between the vehicle body and objects such as other vehicles, curbs, and guardrails. It should be noted that the parking assistance ECU 10 calculates the movement route using one of several known computational methods (for example, a method proposed in publication JP 2015-3536A).

[0059] It should be noted that if the parking assist ECU 10 cannot move the vehicle to the target position Ptgt with a single reverse movement, it calculates the movement route as described below. For example, the parking assist ECU 10 calculates a first route and a second route. The first route is along which the parking assist ECU 10 moves the vehicle forward from the starting position Pst to a direction-of-movement change position Psw, where the parking assist ECU 10 temporarily stops the vehicle to change the gear position 24 from the forward movement position to the reverse movement position. The second route is along which the parking assist ECU 10 moves the vehicle backward from the direction-of-movement change position Psw to the target position Ptgt.

[0060] If the parking assistance ECU 10 determines the movement route, the parking assistance ECU 10 determines a direction of movement of the vehicle (in particular, the shift position of the transmission 24), a steering angle pattern and a speed pattern for movement of the vehicle along the movement route.

[0061] Depending on the specified shift position, the parking support ECU 10 sends a shift control instruction to the SBW ECU 41 via CAN 90. If the SBW ECU 41 receives the shift control instruction from the parking support ECU 10, the SBW ECU 41 executes a shift control action by activating the SBW actuator 43 to change the shift position of the transmission 24 to a position specified by the received shift control instruction.

[0062] The steering angle pattern comprises data that associates the vehicle's position along the movement path with the steering angle of the steered wheels. The steering angle pattern represents changes in the steering angle as the vehicle moves along the movement path. Depending on the specific steering angle pattern, the parking assist ECU 10 sends a steering instruction with a target steering angle to the EPS ECU 51 via CAN 90. If the EPS ECU 51 receives the steering instruction from the parking assist ECU 10, it performs steering angle control based on the steering torque specified by the received steering instruction, activating the assist motor 52 to control the actual steering angle to the target steering angle.

[0063] The speed pattern comprises data that associates the vehicle's position on the movement route with a target speed Vsa. The speed pattern represents changes in the target speed Vsa as the vehicle moves along the movement route. In accordance with the speed pattern, the parking assist ECU 10 sends a drive force control instruction via CAN 90 to the machine ECU 21. If the machine ECU 21 receives the drive force control instruction from the parking assist ECU 10, it executes drive force control by controlling the activations of the machine actuators 22 in response to the received drive force control instruction. Additionally, in accordance with the speed pattern, the parking assist ECU 10 sends a brake force control instruction via CAN 90 to the brake ECU 31.If the brake ECU 31 receives the brake force control instruction from the parking support ECU 10, the brake ECU 31, in response to the received brake force control instruction, performs brake force control by controlling the activations of the brake actuators 32.

[0064] If the parking assist mode is set to the support mode, the parking assist ECU 10 also performs the parking assist control in a manner similar to that described above. The parking assist ECU 10 determines an area within the permitted parking assist area as the target area and sets a position within the target area as the target position Ptgt, which corresponds to the position the parked vehicle will ultimately reach. The parking assist ECU 10 calculates the movement route along which it moves the vehicle from the starting position Pst, where it begins executing the parking assist control, to the target position Ptgt. Subsequently, the parking assist ECU 10 determines the vehicle's direction of movement, steering angle pattern, and speed pattern for moving the vehicle along the movement route.Subsequently, based on the specific direction of movement of the vehicle, the specific steering angle pattern and the specific speed pattern, the parking assistance ECU 10 performs the shift control, the steering angle control, the drive force control and the brake force control.

[0065] According to the above description, the parking assistance ECU 10 is configured to perform, as the parking assistance control, the shift control of changing the shift position of the transmission 24, the steering angle control of changing the steering angle of the steered wheels, the drive force control of controlling the drive force applied to the vehicle, and the brake force control of controlling the brake force applied to the vehicle, if the driver is outside the vehicle. <Redundante Konfiguration einer elektrischen Leistungsquelle>

[0066] According to Fig. 2 the vehicle is provided with a first electrical power source device 200, a second electrical power source device 210 and an electrical power supply circuit 220.

[0067] The first electrical power source device 200 comprises a first capacitor section 201 and a first electrical power control section 202. The first capacitor section 201 is a capacitor element that can be charged and discharged. The first capacitor section 201 is, for example, a secondary battery. The secondary battery can be a lithium-ion battery or a nickel-hydride battery. The first capacitor section 201 has a first electrical power source capacitance. The first electrical power control section 202 comprises (I.) a charging / discharging circuit 202a that controls the charging and discharging operations of the first capacitor section 201, (II.) a known gain / attenuation circuit (for example, a DC / DC converter 202b), and (III.) an ECU 202c that controls the activation of the charging / discharging circuit 202a and the DC / DC converter 202b.It should be noted that the ECU 202c is activated by electrical power from the first capacitor section 201. The first electrical power control section 202 is configured to set the output voltage of the first capacitor section 201 to a predetermined constant first voltage V1, which is higher than zero.

[0068] The second electrical power source device 210 is an electrical power source used if a malfunction or fault occurs in the first electrical power source device 200 during the execution of the parking assist control. The second electrical power source device 210 comprises a second capacitor section 211 and a second electrical power control section 212. The second capacitor section 211 is a capacitor element that can be charged and discharged. The second capacitor section 211 comprises one or more capacitors. For example, the second capacitor section 211 can be a double-layer electrical capacitor. The second capacitor section 211 has a second electrical power source capacitance.For the purpose of reducing the load size and cost of the vehicle, the second electrical power capacity of the second capacitor section 211 is smaller than the first electrical power capacity of the first capacitor section 201. It should be noted that the second capacitor section 211, like the first capacitor section 201, can be a secondary battery.

[0069] The second electrical power control section 212 comprises (I.) a charging / discharging circuit 212a, which controls the charging and discharging operations of the second capacitor section 211, (II.) a known gain / attenuation circuit (for example, a DC / DC converter 212b), and (III.) an ECU 212c, which controls the activation of the charging / discharging circuit 212a and the DC / DC converter 212b. It should be noted that the ECU 212c is activated by the electrical power of the second capacitor section 211. The second electrical power control section 212 is configured to adjust the output voltage of the second capacitor section 211 to a predetermined constant second voltage V2, which is higher than zero. The predetermined constant second voltage V2 is lower than the predetermined constant first voltage V1.

[0070] Additionally, ECU 212c can detect the electrical charge of the second capacitor section 211. For example, ECU 212c detects the voltage Vd of the capacitor in the second capacitor section 211. ECU 212c sends information about the electrical charge of the second capacitor section 211 (i.e., information about the voltage Vd) to SBW-ECU 41 via CAN 90. It should be noted that ECU 212c can also send the voltage Vd information of the second capacitor section 211 to the other ECUs 10, 21, 31, and 51.

[0071] Additionally, the first electrical power source device 200 is electrically connected to the second electrical power source device 210 via a charging line 260 to charge the second capacitor section 211. The first electrical power source device 200 can charge the second capacitor section 211 using the electrical power of the first capacitor section 201. For example, the second capacitor section 211 is electrically connected to the first electrical power source device 200 via the DC / DC converter 212b. Thus, the electrical power of the first capacitor section 201 is converted by the DC / DC converter 212b into electrical power at a predetermined voltage. Subsequently, the second capacitor section 211 is charged by the electrical power output of the DC / DC converter 212b.

[0072] It should be noted that the first electrical power source device 200 charges the second capacitor section 211 by using the electrical power of the first capacitor section 201 at a predetermined time after a state of an ignition switch (not shown) has changed from an OFF state to an ON state (for example, at a predetermined time while the vehicle is moving).

[0073] The electrical power supply circuit 220 comprises an electrical power source redundancy circuit 230, a first electrical power source line 240, and a second electrical power source line 250. The first electrical power source line 240 extends from the first electrical power source device 200 and is electrically connected to the parking assist ECU 10, the drive unit 20, the steering unit 50, and the electrical power source redundancy circuit 230. The second electrical power source line 250 extends from the second electrical power source device 210 and is electrically connected to the electrical power source redundancy circuit 230.

[0074] According to Fig. 2 The first electrical power source redundancy circuit 230 comprises a first selection circuit 231-1 and a second selection circuit 231-2. The first selection circuit 231-1 and the second selection circuit 231-2 are each configured to selectively output the electrical power supplied by the first capacitor section 201 via the first electrical power source line 240 or the electrical power supplied by the second capacitor section 211 via the second electrical power source line 250. According to Fig. 3 are the first selection circuit 231-1 and the second selection circuit 231-2 diode-OR circuits.

[0075] The first selector circuit 231-1 comprises (I.) a first diode 301-1, which has an anode electrically connected to the first power source line 240, and (II.) a second diode 302-1, which has an anode electrically connected to the second power source line 250. A cathode of the first diode 301-1 and a cathode of the second diode 302-1 are electrically connected to an output end 231a-1 of the first selector circuit 231-1. The output end 231a-1 of the first selector circuit 231-1 is electrically connected to an output line 260-1. The output line 260-1 is electrically connected to the brake device 30.

[0076] The second selector circuit 231-2 comprises (I.) a first diode 301-2, which has an anode electrically connected to the first power source line 240, and (II.) a second diode 302-2, which has an anode electrically connected to the second power source line 250. A cathode of the first diode 301-2 and a cathode of the second diode 302-2 are electrically connected to an output end 231a-2 of the second selector circuit 231-2. The output end 231a-2 of the second selector circuit 231-2 is electrically connected to an output line 260-2. The output line 260-2 is electrically connected to the switching device 40.

[0077] The configurations of the first selection circuit 231-1 and the second selection circuit 231-2 are identical. Therefore, the operations of the first selection circuit 231-1 are described below. The first selection circuit 231-1 selects from (I.) the electrical power of the anode of the first diode 301-1 and (II.) the electrical power of the anode of the second diode 302-1 the electrical power that has the higher voltage. If the voltage applied to the first diode 301-1 via the first electrical power source line 240 is higher than the voltage applied to the second diode 302-1 via the second electrical power source line 250, then, in particular, a line from the first diode 301-1 to the output end 231a-1 in the first selection circuit 231-1 is energized. In this case, the first selection circuit 231-1 outputs the electrical power of the first capacitor section 201 from the output end 231a-1 to the output line 260-1.The electrical power of the first capacitor section 201 is supplied to the brake device 30 via the output line 260-1.

[0078] If, on the other hand, the voltage applied to the second diode 302-1 via the second power supply line 250 is higher than the voltage applied to the first diode 301-1 via the first power supply line 240, a line from the second diode 302-1 to the output terminal 231a-1 is energized. In this case, the first selector circuit 231-1 outputs the electrical power of the second capacitor section 211 from the output terminal 231a-1 to the output line 260-1. The electrical power of the second capacitor section 211 is supplied to the brake device 30 via the output line 260-1. <Zusammenfassung des Betriebs>

[0079] When the ignition switch state changes from the OFF state to the ON state, the first electrical power control section 202 applies the predetermined constant first voltage V1 to the first electrical power source line 240. The electrical power of the first capacitor section 201 is supplied via the first electrical power source line 240 to the parking assist ECU 10, the drive unit 20, and the steering unit 50. Additionally, the electrical power of the first capacitor section 201 is supplied via the first electrical power source line 240 to the electrical power source redundancy circuit 230. The electrical power of the first capacitor section 201 is supplied via the electrical power source redundancy circuit 230 to the brake unit 30 and the switching unit 40.Thus, the parking assist ECU 10, the drive unit 20, the brake unit 30, the shift change unit 40, and the steering unit 50 are activated by the electrical power of the first capacitor section 201. It should be noted that if the parking assist control is not activated, the electrical power of the second capacitor section 211 is not supplied to the electrical power source redundancy circuit 230.

[0080] The following describes the operation of the vehicle control unit if (1) the electrical power source device 200 is activated normally, and if (2) a malfunction occurs in the first electrical power source device 200.

[0081] (1) Case that the first electrical power source device 200 is normally activated.

[0082] The parking assist ECU 10 sends a start instruction to the second electrical power control section 212 if (I.) the parking assist ECU 10 receives the assist request signal, and (II.) an execution condition described below is met. In response to the start instruction, the second electrical power control section 212 applies the predetermined constant second voltage V2 to the second electrical power source line 250. Subsequently, the parking assist ECU 10 determines the vehicle's direction of travel, steering pattern, and speed pattern as described above, and initiates the execution of the parking assist control in accordance with these determined directions of travel, steering patterns, and speed patterns.If the parking assist control is executed and the first electrical power source device 200 is activated normally, the electrical power supplied to it via the first electrical power source line 240 (i.e., the electrical power of the first capacitor section 201) activates the parking assist ECU 10, the drive unit 20, and the steering unit 50. Additionally, the voltage of the first electrical power source line 240 (i.e., the predetermined constant first voltage V1) is higher than the voltage of the second electrical power source line 250 (i.e., the predetermined constant second voltage V2).Thus, the first selection circuit 231-1 outputs the electrical power of the first capacitor section 201, which is supplied to the output line 260-1 via the first electrical power source line 240, and the second selection circuit 231-2 outputs the electrical power of the first capacitor section 201, which is supplied to the output line 260-2 via the first electrical power source line 240. Thus, the braking device 30 and the switching device 40 are activated by the electrical power of the first capacitor section 201.

[0083] (2) Case that the malfunction occurs in the first electrical power source device 200.

[0084] If a malfunction occurs in the first electrical power source device 200 during the execution of the parking assist control, the electrical power of the first capacitor section 201 is not supplied to the first electrical power source line 240. This reduces the voltage of the first electrical power source line 240 (for example, to zero). The parking assist ECU 10, the drive unit 20, and the steering unit 50 cease their activation. In this case, the voltage of the second electrical power source line 250 (i.e., the predetermined constant second voltage V2) becomes higher than the voltage of the first electrical power source line 240 (i.e., zero).Thus, the first selector circuit 231-1 outputs the electrical power of the second capacitor section 211 to output line 260-1, and the second selector circuit 231-2 outputs the electrical power of the second capacitor section 211 to output line 260-2. Even if a malfunction occurs in the first electrical power source device 200, the electrical power of the second capacitor section 211 is supplied to the braking device 30 via the first selector circuit 231-1 and to the switching device 40 via the second selector circuit 231-2. Thus, the braking device 30 and the switching device 40 are activated by the electrical power of the second capacitor section 211.

[0085] While the parking support ECU 10 performs the parking support control, the parking support ECU 10 communicates via the CAN 90 with the machine ECU 21, the brake ECU 31, the SBW ECU 41 and the EPS ECU 51 every time a predetermined time Tm elapses. In particular, the parking assist ECU 10 sends the instruction signals described above, along with the control instructions, to the machine ECU 21, the brake ECU 31, the SBW ECU 41, and the EPS ECU 51, and receives response signals from the machine ECU 21, the brake ECU 31, the SBW ECU 41, and the EPS ECU 51. If a malfunction occurs in the first electrical power source device 200, the electrical power from the first capacitor section 201 is not supplied to the parking assist ECU 10, and the parking assist ECU 10 stops activating. This stops the transmission of the instruction signals.In this case too, according to the above description, the brake device 30 and the switching device 40 are activated by the electrical power of the second capacitor section 211.

[0086] If a malfunction occurs in the first electrical power source device 200, the vehicle control unit performs a fail-safe control of an emergency stop of the vehicle. The fail-safe control comprises (I.) brake force control performed by the brake ECU 31 (hereinafter referred to as the “first fail-safe control”) and (II.) shift control performed by the shift change device 40 (hereinafter referred to as the “second fail-safe control”).

[0087] Specifically, the brake ECU 31 determines that a malfunction will occur in the first electrical power source device 200 if, during the execution of the parking assist control, the brake ECU 31 has not received the instruction signal from the parking assist ECU 10 for a predetermined time threshold Tth. It should be noted that the predetermined time threshold Tth is longer than the predetermined time Tm. If the brake ECU 31 determines that a malfunction will occur in the first electrical power source device 200, the brake ECU 31 executes the first fail-safe control. The first fail-safe control is a control to stop the vehicle by applying braking force to the wheels before the vehicle reaches the target position Ptgt.

[0088] Similarly, the SBW-ECU 41 determines that a malfunction occurs in the first electrical power source device 200 if, during the execution of the parking assist control, the SBW-ECU 41 has not received the instruction signal from the parking assist ECU 10 for the predetermined time threshold Tth. If the SBW-ECU 41 determines that a malfunction occurs in the first electrical power source device 200, the SBW-ECU 41 executes the second fail-safe control. The second fail-safe control controls a change in the gear position of the transmission 24 to the park position. The state of the transmission 24 is changed to a park lock state by the second fail-safe control. Thus, the vehicle can be stopped.

[0089] It should be noted that the SBW-ECU 41 begins executing the second fail-safe control at the time a predetermined time Ta expires, because the SBW-ECU 41 determines that the malfunction is occurring in the first electrical power source device 200. In other words, the SBW-ECU 41 begins executing the second fail-safe control after it has remained stationary for the predetermined time Ta. While the SBW-ECU 41 is stationary, the brake ECU 31 starts executing the first fail-safe control. This reduces the vehicle speed Vs. Thus, with the vehicle speed Vs being less than or equal to the predetermined speed threshold Vsth, the SBW-ECU 41 has an increased chance of changing the gear position of the transmission 24 to the park position.

[0090] Even if a malfunction occurs in the first electrical power source device 200 during the execution of the parking assist control, the braking device 30 and the switching device 40 are activated by the electrical power of the second capacitor section 211, as described above. The braking device 30 performs the first fail-safe control, and the switching device 40 performs the second fail-safe control. Thus, even if a malfunction occurs in the first electrical power source device 200 during the execution of the parking assist control with the driver outside the vehicle, the vehicle can still be stopped.

[0091] The electrical power of the second capacitor section 211 can be consumed by various components and elements (for example, diodes and resistors in circuits) during the operation of the parking assist control. In this case, the electrical charge of the second capacitor section 221 decreases. If a malfunction occurs in the first electrical power source device 200, the brake device 30 and the switching device 40 cannot be activated. Thus, the vehicle cannot be stopped.

[0092] Accordingly, the vehicle control unit monitors the electrical charge (voltage Vd) of the second capacitor section 211 while the vehicle control unit is executing the parking assist control. The vehicle control unit initiates a stop control to halt the vehicle if the voltage Vd of the second capacitor section 211 falls below a predetermined initial voltage value Vd1. This stops the vehicle if the electrical power supply to the second electrical power source device 210 becomes insufficient during the execution of the parking assist control. This improves safety.

[0093] Furthermore, the vehicle control unit causes the first electrical power source device 200 to charge the second electrical power source device 210 after the vehicle control unit executes the stop control. If the voltage Vd of the second capacitor section 211 becomes greater than or equal to a predetermined second voltage Vd2, the vehicle control unit causes the first electrical power source device 200 to stop charging the second electrical power source device 210. The second voltage value Vd2 is higher than the first voltage value Vd1 (Vd2 > Vd1). After charging of the second electrical power source device 210 is complete, the vehicle control unit stops the execution of the stop control and restarts the execution of the parking assist control.

[0094] The control system described above is further detailed below with reference to Fig. 4 and Fig. 5 described. Fig. Figure 4 shows a sequence view illustrating a sequence of operations performed by the parking assist ECU 10 and the SBW ECU 41 after the parking assist control has started to run. Fig. Figure 5 shows a view illustrating a representation of a change in the voltage Vd of the second capacitor section 211 over time, while the processing according to Fig. 4 will be executed.

[0095] At a specific time t0, the parking assist ECU 10 starts executing the parking assist control (401). Before the parking assist control begins to execute (for example, while the vehicle is moving), the first electrical power source device 200 charges the second capacitor section 211 by using the electrical power of the first capacitor section 201. Thus, according to Fig. At time t0, the voltage Vd of the second capacitor section 211 is higher than the second voltage value Vd2. It should be noted that if the parking assist ECU 10 begins to execute the parking assist control, it sends a start instruction to the second electrical power control section 212. The second electrical power control section 212 applies the predetermined constant second voltage V2 to the second electrical power source line 250 in response to the start instruction.

[0096] The SBW-ECU 41 obtains information about the voltage Vd of the second capacitor section 211 from the ECU 212c of the second electrical power control section 212 each time a predetermined time (i.e., a second time dT2 as described below) elapses. Subsequently, the SBW-ECU 41 determines whether a predetermined charging start condition is met. The predetermined charging start condition is met if (I.) the parking assist ECU 10 is executing the parking assist control at that moment, and (II.) the voltage Vd of the second capacitor section 211 is lower than the first voltage value Vd1. As described above, the first voltage value Vd1 is a threshold value used to determine whether the electrical charge of the second capacitor section 211 is low.

[0097] At time t0, the voltage Vd of the second capacitor section 211 gradually decreases. Subsequently, at time t1, the voltage Vd of the second capacitor section 211 becomes lower than the initial voltage value Vd1 (see Fig. 5) The SWB-ECU 41 thus determines that the predetermined charging start condition is met (402). Subsequently, the SBW-ECU 41 sends a first signal to the parking support ECU 10 (403). The first signal indicates that the electrical charge of the second capacitor section 211 is low.

[0098] Upon receiving the first signal, the parking assist ECU 10 executes the stop control (404). Specifically, the parking assist ECU 10 sends the brake force control instruction to the brake ECU 31. In response to the brake force control instruction, the brake ECU 31 controls the activation of the brake actuators 32 to apply braking force to the wheels. This stops the vehicle. Additionally, the parking assist ECU 10 sends the shift control instruction to the SBW ECU 41. In response to the shift control instruction, the SBW ECU 41 activates the SBW actuator 43 to change the shift position of the transmission 24 to the park position. This changes the state of the transmission 24 to a park lock state.

[0099] Additionally, the parking assist ECU 10 performs a display control on the portable device 82 (404). The parking assist ECU 10 sends a display instruction to the portable device 82. The portable device 82 indicates on the parking application that the execution of the parking assist control is suspended (temporarily stopped).

[0100] After the parking assist ECU 10 executes the stop control and the display control, the parking assist ECU 10 sends the second signal to the SBW ECU 41 (405). The second signal indicates that the vehicle has stopped. In response to receiving the second signal, the SBW ECU 41 sends a charging start instruction to the ECU 202c of the first electrical power source device 200 (406). The charging start instruction causes the first electrical power source device 200 to begin charging the second capacitor section 211.

[0101] At time t2, the ECU 202c receives the charging start instruction (see Fig. 5) In response to the charging start instruction, the ECU 202c starts charging the second capacitor section 211 by using the electrical power of the first capacitor section 201. After time t2, the voltage Vd of the second capacitor section 211 thus gradually increases.

[0102] As described above, the SBW-ECU 41 obtains information about the voltage Vd of the second capacitor section 211 from the ECU 212c. The SBW-ECU 41 determines whether a predetermined charging termination condition is met. The predetermined charging termination condition is met if the voltage Vd of the second capacitor section 211 is greater than or equal to a second voltage value Vd2. The second voltage value Vd2 is a threshold value used to determine that the amount of electrical charge in the second capacitor section 211 is sufficient.

[0103] At time t3, the voltage Vd of the second capacitor section 211 becomes greater than or equal to the second voltage value Vd2 (see Fig. 5) Thus, the SBW-ECU 41 determines that the charging termination condition is met (407). The SBW-ECU 41 sends a charging termination instruction to the ECU 202c (408). The charging termination instruction is an instruction that causes the first electrical power source device 200 to terminate charging the second capacitor section 211.

[0104] Subsequently, the SBW-ECU 41 sends a third signal to the parking assist ECU 10 (409). This third signal indicates that the charging of the second capacitor section 211 is complete. Upon receiving this third signal, the parking assist ECU 10 stops executing the stop control (410). Specifically, the parking assist ECU 10 sends the shift control instruction to the SBW-ECU 41. In response to this instruction, the SBW-ECU 41 activates the SBW actuator 43 to change the shift position of the transmission 24 from the park position to a position set before the stop control was executed (i.e., the forward or reverse position). The parking assist ECU 10 then restarts the parking assist control (411).

[0105] If the electrical power of the second electrical power source device 210 becomes insufficient during the execution of the parking assist control, the vehicle control unit suspends the execution of the parking assist control (i.e., temporarily stops the execution of the parking assist control). Subsequently, the vehicle control unit charges the second capacitor section 211. Following this, the vehicle control unit restarts the execution of the parking assist control. Thus, the vehicle control unit can move the vehicle to the target position Ptgt, thereby resolving any shortfall in electrical power from the second electrical power source device 210.Even if the malfunction occurs in the first electrical power source device 200 after the execution of the parking assist control has been restarted, the brake device 30 and the switching change device 40 can perform the fail-safe control by using the electrical power of the second electrical power source device 210. <betrieb>

[0106] The following describes the operation of the CPU of the parking assistance ECU 10 (hereinafter referred to as "CPU 1"). CPU 1 is configured or programmed to execute a flowchart in Fig. The 6 shown double parking support execution routine is to be executed every time a second time dT2 expires that is longer than or equal to the first time dT1.

[0107] It should be noted that the ECUs (the parking assist ECU 10, the SBW ECU 41, and the brake unit 31) perform an initial routine (not shown) to set the values ​​of the indicators X1 to X3, described below, to "0" if the ignition switch state changes from the OFF state to the ON state. If, as described above, the malfunction occurs in the first electrical power source device 200, the supply of electrical power to the parking assist ECU 10 is also stopped, and consequently, the activation of the parking assist ECU 10 is stopped. In this case, the ECUs perform the initial routine to set the indicator values ​​to "0" if the supply of electrical power to the parking assist ECU 10 is restarted.

[0108] If, in addition, the state of the ignition switch is changed from the OFF state to the ON state, the first electrical power control section 202 applies the predetermined constant first voltage V1 to the first electrical power source line 240.

[0109] Additionally, CPU 1 is configured or programmed to execute a routine (not shown) to obtain vehicle environment information from the environmental sensors 60 at every time the first time dT1 expires. Additionally, CPU 1 is configured or programmed to execute a routine (not shown) to update the two-dimensional map based on the obtained vehicle environment information as described above.

[0110] At a predetermined time, CPU 1 begins processing a step of 600 according to Fig. 6 and proceeds to step 601 to determine if the value of the first indicator X1 is "0". If the value of the first indicator X1 is "0", it represents that the parking assist control is not executed. Conversely, if the value of the first indicator X1 is "1", it represents that the parking assist control is executed. If, in addition, the value of the first indicator X1 is "2", it represents that the execution of the parking assist control is suspended.

[0111] If the value of the first identifier X1 is "0", CPU 1 determines "Yes" at step 601 and proceeds to step 602 to determine whether CPU 1 receives the support request signal from portable device 82 containing information about the support operating mode. If CPU 1 does not receive the support request signal, CPU 1 determines "No" at step 602 and proceeds directly to step 695 to complete the execution of this routine.

[0112] If CPU 1 receives the support request signal, it determines "Yes" at step 602 and proceeds to step 603 to determine if a predetermined execution condition is met. The predetermined execution condition is met if all conditions A1 to A4, as described below, are satisfied. Condition A1: CPU 1 receives the identification completion signal from collation ECU 71. Condition A2: The support operating mode that represents the support request signal is the dual parking operating mode. Condition A3: The position of the gearshift lever is the park position (P). Condition A4: CPU 1 has detected that the permitted parking area has a size and shape that allows CPU 1 to double-park the vehicle.

[0113] If the predetermined execution condition is not met, CPU 1 determines "No" at step 603 and proceeds directly to step 695 to complete the execution of this routine once. In this case, CPU 1 can send a display instruction to portable device 82. If portable device 82 receives the display instruction, it indicates to the parking application that the parking assistance control for double parking cannot be executed.

[0114] If, on the other hand, the predetermined execution condition is met, CPU 1 determines "Yes" at step 603 and executes the processing steps 604 to 609 as described below. Subsequently, CPU 1 proceeds to step 695 to complete the execution of this routine. Step 604: CPU 1 sets the value of the first identifier X1 to "1". Step 605: The CPU 1 sends the start instruction to the ECU 212c of the second electrical power source device 210. If the ECU 212c receives the start instruction, the ECU 212c applies the predetermined constant second voltage V2 to the second electrical power source line 250. Step 606: CPU 1 determines the target area to be an area that the vehicle's body predictably occupies if the vehicle is parked in the detected permitted parking area. CPU 1 sets the target position Ptgt within the target area. Additionally, CPU 1 calculates the movement route along which it moves the vehicle from the starting position Pst to the target position Ptgt. Step 607: CPU 1 determines the vehicle's direction of movement (specifically, the gear position of transmission 24), the vehicle's steering pattern, and the vehicle's speed pattern, which are used to move the vehicle along the movement route. Step 608: CPU 1 executes the parking assist control. Specifically, CPU 1 executes the shift control in accordance with the specified shift position by sending the shift control instruction to SWB-ECU 41. CPU 1 executes the steering angle control in accordance with the steering angle pattern by sending the steering instruction (target steering angle) to EPS-ECU 51. CPU 1 executes the drive force control in accordance with the speed pattern by sending the traction force control instruction to Machine ECU 21. Additionally, CPU 1 executes the brake force control in accordance with the speed pattern by sending the brake force control instruction to Brake ECU 31. Step 609: CPU 1 sends the display instruction to portable device 82. If portable device 82 receives the display instruction, it indicates to the parking application that the parking assistance control is running. CPU 1 then proceeds directly to step 695 to complete the execution of this routine once.

[0115] After CPU 1 begins executing the parking assistance control, CPU 1 begins the routine according to Fig. 6. If CPU 1 proceeds to step 601, it determines "No" at step 601 and proceeds to step 610. CPU 1 determines whether the value of the first identifier X1 is "1".

[0116] If the value of the first identifier X1 is "1", CPU 1 determines "Yes" at step 610 and proceeds to step 611 to determine if a predetermined termination condition is met. The predetermined termination condition is met if the vehicle reaches the target position Ptgt. If the predetermined termination condition is not met, CPU 1 determines "No" at step 611 and executes the processing steps 608 and 609 as described below. CPU 1 then proceeds to step 695 to complete the execution of this routine.

[0117] On the other hand, if the electrical charge of the second capacitor section 211 becomes scarce while CPU 1 is executing the parking assist control, CPU 1 sets the value of the first identifier X1 by executing a routine according to Fig. 8 according to the description below, set to "2". If, in this case, CPU 1 is processing step 610 in the routine according to Fig. If step 6 is advanced, CPU 1 determines "No" and proceeds directly to step 695 to terminate the execution of this routine. In this case, CPU 1 does not proceed to step 608. Thus, the execution of the parking assist control is halted.

[0118] It should be noted that if CPU 1 proceeds to step 611 and the predetermined termination condition is met, CPU 1 will determine "Yes" at step 611 and execute steps 612 and 613 as described below. Subsequently, CPU 1 proceeds to step 695 to complete the execution of this routine. Step 612: CPU 1 sets the value of the first identifier X1 to "0". Step 613: CPU 1 performs a predetermined termination process. Specifically, CPU 1 stops the vehicle at target position Ptgt by applying the brake force control. Subsequently, CPU 1 sends the shift control instruction to SBW-ECU 41 to change the gear position of transmission 24 to the park position while the vehicle remains stopped at target position Ptgt. Additionally, CPU 1 sends the display instruction to portable device 82. If portable device 82 receives the display instruction, it indicates to the parking application that the execution of the parking assist control is complete. Subsequently, CPU 1 changes the ignition switch state from the ON state to the OFF state.

[0119] Furthermore, the CPU of the SBW-ECU 41 (hereinafter referred to as "CPU 2") is configured or programmed to execute a charging routine according to the flowchart in Fig. 7. During the parking assistance period, from the time the parking assistance control execution begins until the time the parking assistance control execution ends, CPU 2 executes the routine according to... Fig. 7 each time the second time dT2 expires.

[0120] It should be noted that the CPU 2 obtains the information about the voltage Vd of the second capacitor section 211 from the ECU 212c of the second electrical power source device 210 each time the second time dT2 elapses.

[0121] Thus, at a predetermined time, CPU 2 starts processing step 700 and proceeds to step 701 to determine whether the value of a second indicator X2 is "0". If the value of the second indicator X2 is "0", it represents that the charging of the second capacitor section 211 is not performed. Conversely, if the value of the second indicator is "2", it represents that the charging of the second capacitor section 211 is performed.

[0122] If the value of the second indicator X2 is "0", CPU 2 determines "Yes" at step 701 and proceeds to step 702 to determine if the predetermined charging start condition is met. According to the preceding description, the predetermined charging start condition is met if (I.) the parking assist ECU 10 is currently executing the parking assist control, and (II.) the voltage Vd of the second capacitor section 211 is less than the first voltage value Vd1. If the predetermined charging start condition is not met, CPU 2 determines "No" at step 702 and proceeds directly to step 795 to complete the execution of this routine once.

[0123] If, on the other hand, the predetermined charging start condition is met, CPU 2 determines "Yes" at step 702 and proceeds to step 703 to send the first signal to the parking assist ECU 10, indicating that the electrical charge of the second capacitor section 211 is low. In response to the first signal, CPU 1 executes the stop control, halting the execution of the parking assist control. Subsequently, at step 704, CPU 2 determines whether it receives the second signal. CPU 2 repeatedly executes step 704 until it receives the second signal.

[0124] If CPU 2 receives the second signal, it determines "Yes" at step 704 and executes the processing steps 705 and 706 as described below. CPU 2 then proceeds to step 795 to complete the execution of this routine. This initiates the charging of the second capacitor section 211. Step 705: The CPU 2 sends the charging start instruction to the ECU 202c of the first electrical power source device 200. Step 706: CPU 2 sets the value of the second identifier X2 to "1".

[0125] If CPU 2 executes the routine according to Fig. If step 7 starts again and proceeds to step 701 after charging the second capacitor section 211 has begun, CPU 2 determines "No" and proceeds to step 707. CPU 2 determines whether the predetermined charging termination condition is met. As described above, the charging termination condition is met if the voltage Vd of the second capacitor section 211 is greater than or equal to the second voltage value Vd2. If the predetermined charging termination condition is not met, CPU 2 determines "No" at step 707 and proceeds directly to step 795 to complete the execution of this routine once.

[0126] If, on the other hand, the predetermined charging termination condition is met, CPU 2 determines "Yes" at step 707 and executes the processing steps 708 to 710 as described below. Subsequently, CPU 2 proceeds to step 795 to complete the execution of this routine. Step 708: The CPU 2 sends the charging termination instruction to the ECU 202c. This terminates the charging of the second capacitor section 211. Step 709: CPU 2 sends the third signal to the parking assist ECU 10 to indicate that charging of the second capacitor section 211 is complete. In response to the third signal, CPU 1 restarts the execution of the parking assist control. Step 710: CPU 2 sets the value of the second identifier X2 to "0".

[0127] Furthermore, CPU 1 of the parking assistance ECU 10 is configured or programmed to execute a stop control execution routine according to a flowchart in Fig. 8 to execute each time the second time dT2 expires during the parking assistance period.

[0128] CPU 1 starts processing from step 800 and proceeds to step 801 to determine if the value of the third indicator X3 is "0". If the value of the third indicator X3 is "0", it represents that the execution of the parking assist control is not stopped. Conversely, if the value of the third indicator X3 is "1", it represents that the execution of the parking assist control is stopped.

[0129] If the value of the third indicator X3 is "0" (i.e., the parking assist control is executed), CPU 1 determines "Yes" at step 801 and proceeds to step 802 to determine if CPU 1 receives the first signal. If CPU 1 does not receive the first signal, CPU 1 determines "No" at step 802 and proceeds directly to step 895 to complete the execution of this routine.

[0130] If, on the other hand, CPU 1 receives the first signal, it determines "Yes" at step 802 and executes the processing steps 803 to 806 as described below. CPU 1 then proceeds to step 895 to complete the execution of this routine. Step 803: CPU 1 sets the value of the first identifier X1 to "2". This allows CPU 1 to determine the following in step 610 of the routine: Fig. 6 “No”. Therefore, CPU 1 stops the execution of the parking assistance control. Additionally, CPU 1 sets the value of the third license plate X3 to “1”. Step 804: CPU 1 executes the stop control as described above. CPU 1 sends the brake force control instruction to brake ECU 31 to apply braking force to the wheels. This stops the vehicle. Additionally, CPU 1 sends the shift control instruction to SBW ECU 41 to change the shift position of transmission 24 to the park position. Step 805: CPU 1 executes the display control as described above. CPU 1 sends the display instruction to portable device 82. Portable device 82 indicates on the parking application that the execution of the parking assistance control is stopped. Step 806: The CPU 1 sends the second signal to the SBW-ECU 41 to inform that the vehicle has stopped.

[0131] If CPU 1 executes the routine according to Fig. If step 8 starts again and proceeds to step 801 after the execution of the parking assist control is halted, CPU 1 determines "No" and proceeds to step 807. CPU 1 determines whether it receives the third signal. If it does not receive the third signal, it determines "No" at step 807 and proceeds directly to step 895 to complete the execution of this routine.

[0132] If, on the other hand, CPU 1 receives the third signal, it determines "Yes" at step 807 and executes the processing steps 808 and 809 as described below. CPU 1 then proceeds to step 895 to complete the execution of this routine.

[0133] Step 808: CPU 1 stops the execution of the stop control. Specifically, CPU 1 sends the shift control instruction to SBW-ECU 41 to change the shift position of transmission 24 from the park position to the forward or reverse position.

[0134] Step 809: CPU 1 sets the value of the first identifier X1 to "1". This allows CPU 1 to determine the following in step 610 of the routine: Fig. 6 “Yes”. Thus, CPU 1 restarts the execution of the parking assistance control. Additionally, CPU 1 sets the value of the third license plate X3 to “0”.

[0135] Furthermore, the CPU of the brake ECU 31 (hereinafter referred to as "CPU 3") is configured or programmed to execute a first fail-safe control execution routine according to a flowchart in Fig. to execute 9 each time the second time dT2 expires.

[0136] At a predetermined time, CPU 3 starts processing at step 900 and proceeds to step 901 to determine whether the parking assist control is executed. If the parking assist control is not executed at that time, CPU 3 determines "No" at step 901 and proceeds directly to step 995 to complete the execution of this routine once.

[0137] If, on the other hand, the parking assist control is executed, CPU 3 determines "Yes" at step 901 and proceeds to step 902 to determine whether a predetermined malfunction condition is met. The predetermined malfunction condition is met if CPU 3 has not received the instruction signal from the parking assist ECU 10 for the predetermined time threshold Tth or more. If the predetermined malfunction condition is not met, CPU 3 determines "No" at step 902 and proceeds directly to step 905 to complete the execution of this routine once.

[0138] If a malfunction occurs in the first capacitor section 201 of the first electrical power source device 200, and the voltage of the first electrical power source line 240 drops to zero, the activation of the parking assist ECU 10 is stopped. The predetermined constant second voltage V2 of the second electrical power source line 250 then becomes higher than the voltage of the first electrical power source line 240. Thus, the first selection circuit 231-1 outputs the electrical power of the second capacitor section 211 to the brake device 30 via the output line 260-1. Even if a malfunction occurs in the first electrical power source device 200, this can still activate the CPU 3.

[0139] Thus, the predetermined fault condition is met, and CPU 3 determines "Yes" at step 902 and proceeds to step 903 to execute the first fail-safe control. Specifically, CPU 3 applies the braking force to the wheels by controlling the activation of the brake actuators 32. Subsequently, CPU 3 proceeds to step 995 to complete the execution of this routine once.

[0140] Furthermore, the CPU 2 of the SBW-ECU 41 is configured or programmed to execute a second fail-safe control execution routine according to a flowchart in Fig. to execute 10 each time the second time dT2 expires.

[0141] At a predetermined time, CPU 2 starts processing at step 1000 and proceeds to step 1001 to determine whether the parking assist control is executed. If the parking assist control is not executed at that time, CPU 2 determines "No" at step 1001 and proceeds directly to step 1095 to complete the execution of this routine.

[0142] If, on the other hand, the parking assist control is executed, CPU 2 determines "Yes" at step 1001 and proceeds to step 1002 to determine whether the predetermined malfunction condition, as described above, is met. If the predetermined malfunction condition is not met, CPU 2 determines "No" at step 1002 and proceeds directly to step 1095 to complete the execution of this routine.

[0143] If a malfunction occurs in the first capacitor section 201 of the first electrical power source device 200, the first selection circuit 231-1 outputs the electrical power of the second capacitor section 211 to the switching device 40 via the output line 260-2 as described above. The CPU 2 can also be activated if a malfunction occurs in the first electrical power source device 200.

[0144] If the predetermined malfunction condition is met, CPU 2 determines "Yes" at step 1002 and executes the processing steps 1003 and 1004 as described below. The processing then proceeds to step 1095 to complete the execution of this routine.

[0145] Step 1003: CPU 2 remains idle for a predetermined time Ta. As described above, CPU 3 begins to execute the first fail-safe control while CPU 2 remains idle for the predetermined time Ta.

[0146] Step 1004: The CPU 2 executes the second fail-safe control. In particular, the CPU 2 changes the switching position by controlling the activation of the SBW actuator 43 to the park position.

[0147] With the configuration described above, the vehicle control unit executes the stop control if the voltage Vd of the second capacitor section 211 becomes lower than the first voltage value Vd1. If the electrical power of the second electrical power source device 210 becomes insufficient during the execution of the parking assist control, the vehicle is stopped. This improves safety.

[0148] Additionally, after the vehicle control unit executes the stop control, the first electrical power source device 200 charges the second capacitor section 211. If the voltage Vd of the second capacitor section 211 becomes greater than or equal to the second voltage value Vd2, the vehicle control unit causes the first electrical power source device 200 to stop charging the second capacitor section 211. Furthermore, the vehicle control unit stops the execution of the stop control and restarts the execution of the parking assist control. This resolves the electrical power shortage of the second electrical power source device 210 and restarts the execution of the parking assist control.Even if the first electrical power source device 200 malfunctions after the execution of the parking assist control has been restarted, the brake device 30 and the switching change device 40 can perform the fail-safe control using the electrical power of the second electrical power source device 210.

[0149] Furthermore, according to the above description, the vehicle control unit can overcome the shortfall in electrical power of the second electrical power source device 210 during the execution of the parking assist control. Thus, the second electrical power source device 210, which has a smaller electrical power source capacity than the first electrical power source device 200, can be used. This allows for the implementation of a redundant electrical power source configuration at a low cost.

[0150] It should be noted that the invention is not limited to the aforementioned embodiments, and various modifications may be applied within the scope of the invention. <Abwandlungsbeispiel 1 >

[0151] The parking assist ECU 10 can calculate the first route and the second route as the movement route. The first route is a route along which the parking assist ECU 10 moves the vehicle forward from the starting position Pst to the direction-change position Psw. The second route is a route along which the parking assist ECU 10 moves the vehicle backward from the direction-change position Psw to the destination position Ptgt. If the parking assist ECU 10 calculates the first and second routes, it can charge the second capacitor section 211 as described below. If the voltage Vd of the second capacitor section 211 becomes lower than the first voltage value Vd1 while the vehicle is moving along the first route, the parking assist ECU 10 moves the vehicle to the direction-change position Psw.Subsequently, at the direction-of-movement change position Psw, the parking assistance ECU 10 causes the first electrical power source device 200 to charge the second capacitor section 211. This allows the vehicle control unit to charge the second capacitor section 211 at the direction-of-movement change position Psw without executing the stop control. Thus, the vehicle does not have to stop suddenly due to a lack of electrical power from the second electrical power source device 210. This prevents a user (the driver) from experiencing discomfort outside the vehicle. <Abwandlungsbeispiel 2>

[0152] If the voltage Vd of the second capacitor section 211 becomes lower than the first voltage value Vd1 after the parking assist ECU 10 begins executing the parking assist control, the parking assist ECU 10 executes the stop control. In this case, the parking assist ECU 10 can abort the execution of the parking assist control without charging the second capacitor section 211. In this case, the execution of the parking assist control is forcibly terminated before the vehicle reaches the target position Ptgt. In this case, the parking assist ECU 10 can send the display instruction to the portable device 82. In response to the display instruction, the portable device 82 can indicate on the parking application that the execution of the parking assist control has been terminated due to a lack of electrical power from the second electrical power source device 210.If the electrical power of the second electrical power source device 210 is insufficient, the vehicle is stopped and the execution of the parking assistance control is aborted. This prevents the vehicle from moving and thus improves safety. <Abwandlungsbeispiel 3>

[0153] The stop control is not limited to the control described above. The stop control can be either brake force control or shift control. For example, the parking assist ECU 10 can be configured to continuously send the brake force control instruction to the brake ECU 31 to keep the vehicle stopped without executing the shift control until the charging of the second capacitor section 211 is complete. Alternatively, the parking assist ECU 10 can be configured to execute only the shift control to change the shift position to the park position without executing the brake force control if the vehicle speed Vs is less than or equal to the speed threshold Vsth. <Abwandlungsbeispiel 4>

[0154] The first selection circuit 231-1 can be omitted from the first electrical power source redundancy circuit 230. According to this configuration, the electrical power source line 240 is directly electrically connected to the brake device 30. If a malfunction occurs in the first electrical power source device 200, the brake device 30 is not activated. The electrical power of the second capacitor section 211 is supplied only to the switching device 40 via the second selection circuit 231-2. Thus, only the switching device 40 is activated by using the electrical power of the second capacitor section 211. The parking assist ECU 10 then adjusts the speed pattern such that a maximum vehicle speed Vs is maintained that is less than or equal to the speed threshold Vsth.The switching device 40 executes the second fail-safe control without waiting for the predetermined time Ta if the predetermined malfunction condition is met. This stops the vehicle. <Abwandlungsbeispiel 5>

[0155] The second selection circuit 231-2 can be omitted from the electrical power source redundancy circuit 230. According to this configuration, the first electrical power source line 240 is directly electrically connected to the switching device 40. If a malfunction occurs in the first electrical power source device 200, the switching device 40 is not activated. The electrical power of the second capacitor section 211 is supplied only to the braking device 30 by means of the first selection circuit 231-1. Thus, using the electrical power of the second capacitor section 211 activates only the braking device 30. The braking device 30 performs the first fail-safe control if the predetermined malfunction condition is met. This stops the vehicle. <Abwandlungsbeispiel 6>

[0156] An ECU other than the SBW ECU 41 (10, 21, 31, 51, 71, and 72) can be configured to (I.) obtain information about the voltage Vd of the second capacitor section 211 from ECU 212c of the second electrical power source device 210, and (II.) send the charging start instruction and the charging stop instruction to ECU 202c of the first electrical power source device 200. For example, the parking assist ECU 10 can be configured to obtain information about the voltage Vd of the second capacitor section 211 from ECU 212c of the second electrical power source device 210. Subsequently, the parking assist ECU 10 can be configured to send the charging start instruction or the charging stop instruction to ECU 202c of the first electrical power source device 200.

[0157] It should be noted that two or more of the ECUs 10, 21, 31, 41, 51, 71 and 72 can be integrated into one ECU. <Abwandlungsbeispiel 7>

[0158] The brake ECU 31 and the SBW ECU 41 can be configured to determine whether the malfunction in the first electrical power source device 200 is related to communication between the first electrical power source device 200 and the first electrical power source device 200. According to this configuration, for example, the brake ECU 31 sends a predetermined signal to the first electrical power control section 202 of the first electrical power source device 200 each time a predetermined time elapses and receives a response signal in reply to the sent signal. If the brake ECU 31 does not receive the response signal from the first electrical power control section 202 for the predetermined time threshold Tth or more during the execution of the parking assist control, the brake ECU 31 can determine that the malfunction is occurring in the first electrical power source device 200.Using a similar technique, the SBW-ECU 41 can communicate with the first electrical power control section 202 and determine whether the malfunction occurs in the first electrical power source device 200. <Abwandlungsbeispiel 8>

[0159] In parallel parking mode and exit parking mode, similar controls are executed to the parking assistance control described above, with the exception that the target area to which the vehicle is moved differs. Thus, the routines according to the Fig. 6 to 10 are used for parallel parking mode and parking out mode.

[0160] If the parking assistance control is executed in parallel parking mode, the predetermined execution condition of step 603 of the routine is applied according to Fig. 6 is replaced by a condition that is satisfied if all conditions B1 to B4 described below are satisfied. Condition B1: CPU 1 receives the identification completion signal from collation ECU 71. Condition B2: The support operating mode represented by the support request signal is the parallel parking operating mode. Condition B3: The position of the gearshift lever is the park position (P). Condition B4: The CPU 1 detects the permitted parking area with a size and shape that allows the vehicle to be parked parallel.

[0161] If the parking assistance control is executed in the parking exit mode, the predetermined execution condition of step 603 of the routine is met according to Fig. 6 is replaced by a condition that is satisfied if all conditions C1 to C4 described below are satisfied. Condition C1: CPU 1 receives the identification completion signal from collation ECU 71. Condition C2: The support operating mode represented by the support request signal is the parking mode. Condition C3: The position of the gearshift lever is the park position (P). Condition C4: The CPU 1 detects the permitted parking area with a size and shape that allows the vehicle to be parked out. <Abwandlungsbeispiel 9>

[0162] Circuits other than the diode-OR circuits can be used as the first selection circuit 231-1 and the second selection circuit 231-2. For example, the electrical power source redundancy circuit 230 can include a so-called relay circuit. The relay circuit includes a switch that changes from a first state, in which the first electrical power source line 240 is electrically connected to the output line 260-1 or the output line 260-2, to a second state, in which the second electrical power source line 250 is electrically connected to the output line 260-1 or the output line 260-2.

[0163] According to this configuration, the electrical power source redundancy circuit 230 further includes an ECU that detects the malfunction of the first electrical power source device 200. In response to the detection of a malfunction in the first electrical power source device 200, the ECU changes the state of the switch from the first state to the second state. This ECU, which detects the malfunction of the first electrical power source device 200, can monitor whether the voltage of the second electrical power source line 250 is higher than the voltage of the first electrical power source line 240. Subsequently, this ECU can determine that a malfunction is occurring in the first electrical power source device 200 if the voltage of the second electrical power source line 250 is higher than the voltage of the first electrical power source line 240.

[0164] Furthermore, circuits using MOSFETs can be used as the first selection circuit 231-1 and the second selection circuit 231-2. With this configuration, the selection circuit 231 can selectively output one of the electrical power supplied to the first capacitor section 201 via the first electrical power source line 240 and the electrical power supplied to the second capacitor section 211 via the second electrical power source line 250. <Abwandlungsbeispiel 10>

[0165] The configuration described above can be used for valet parking (or a parking service). Valet parking is the control of autonomous vehicle movement within the parking lot to park the vehicle itself in an available space. A control unit that executes the valet parking function is located at the parking lot, not on the vehicle. The control unit monitors the parking lot's status (for example, the number of parked vehicles, the number of available spaces, and the positions of those spaces). After the driver exits the vehicle, the control unit sends a command signal to initiate valet parking. This allows the vehicle to move autonomously within the parking lot and park itself in the available space. <Abwandlungsbeispiel 11 >

[0166] The configurations described above can be used for autonomous driving control systems. An autonomous driving control system is a system that autonomously controls the vehicle's speed and the steering angle of the steered wheels without requiring any driving input from the vehicle's driver. For this configuration, the vehicle is equipped with an autonomous driving ECU. For example, the autonomous driving ECU controls the activation of the drive unit 20, the brake unit 30, the shift unit 40, and the steering unit 50 to maintain the vehicle's speed and steering angles to a target speed and angle.The brake unit 30 and the switching device 40 perform fail-safe control if a malfunction occurs in the first electrical power source device 200 while the autonomous driving control is running. Furthermore, the autonomous driving ECU monitors the voltage Vd of the second capacitor section 211 after it begins executing the autonomous driving control. If the voltage Vd of the second capacitor section 211 falls below the first voltage value Vd1, the autonomous driving ECU executes the stop control to bring the vehicle to a halt.

[0167] The autonomous driving ECU causes the first electrical power source device 200 to charge the second capacitor section 211 after the autonomous driving ECU executes the stop control. If the voltage Vd of the second capacitor section 211 becomes greater than or equal to the second voltage value Vd2, the autonomous driving ECU causes the first electrical power source device 200 to stop charging the second capacitor section 211. Subsequently, the autonomous driving ECU stops the execution of the stop control and restarts the execution of the autonomous driving control.

[0168] A vehicle control unit comprises a first electrical power source device (200) and a second electrical power source device (210) installed in a vehicle. The vehicle control unit monitors the electrical charge level of the second electrical power source device (210) after the activation of a parking assist control function. If the electrical charge level falls below a predetermined first threshold, the vehicle control unit executes a stop control function, controlling at least one brake device (30) and a shift change device (40) to stop the vehicle.< / betrieb>

Claims

[1] Vehicle control unit, with: a drive device (20) which applies a driving force to at least one drive wheel of wheels of a vehicle; a braking device (30) that applies a braking force to the wheels; a shift-changing device (40) that changes a shift position of a transmission (24) of the vehicle to one of positions that include a forward movement position, a reverse movement position and a park position; a steering device (50) that controls a steering angle of at least one steered wheel of the wheels; at least one control unit (10) configured to receive an assistance request generated by a portable device (82) and a parking assistance control consisting of (I.) a determination of a movement route along which the at least one control unit (10) moves the vehicle from a present position of the vehicle to a predetermined target position in response to receiving the assistance request, and (II.) a control of activations of the drive device (20), the brake device (30), the shift-change device (40) and the steering device (50) to move the vehicle along the predetermined movement route; a first electrical power source device (200) which is installed in the vehicle; a second electrical power source device (210) installed in the vehicle; and an electrical power supply circuit (220) which, during the execution of the parking assistance control by the at least one control unit (10), supplies electrical power from the first electrical power source device (200) to the drive unit (20), the brake device (30), the switching device (40), the steering device (50) and the at least one control unit (10), if the first electrical power source device (200) is in a normal state, and during the execution of the parking assistance control by the at least one control unit (10), supplies electrical power from the second electrical power source device (210) to at least one of the brake device (30) and the switching device (40), if a malfunction occurs in the first electrical power source device (200), wherein at least one of the brake device (30) and the switching device (40) is configured to perform fail-safe control of an emergency stop of the vehicle during the execution of the parking assistance control by the at least one control unit (10) if a malfunction occurs in the first electrical power source device (200); and where at least one control unit (10) is set up for this purpose: to monitor an electrical charge quantity of the second electrical power source device (210) after the at least one control unit (10) begins to execute the parking assist control; and to execute a stop control of at least one of the brake device (30) and the switching device (40) to stop the vehicle if the electrical charge quantity of the second electrical power source device (210) becomes less than a predetermined first threshold value where: the first electrical power source device (200) is connected to the second electrical power source device (210) in order to charge the second electrical power source device (210); and which at least one control unit (10) is set up for this purpose: to cause the first electrical power source device (200) to charge the second electrical power source device (210) after the at least one control unit (10) executes the stop control; and to stop the execution of the stop control and to restart an execution of the parking assist control after a charging of the second electrical power source device (210) is completed, characterized by , that which at least one control unit (10) is configured to cause the first electrical power source device (200) to stop charging the second electrical power source device (210) if the electrical charge quantity of the second electrical power source device (210) becomes greater than or equal to a predetermined second threshold that is greater than the predetermined first threshold. [2] Vehicle control unit according to claim 1, wherein: the at least one control unit (10) is configured to calculate as the movement route (I.) a first route along which the at least one control unit (10) moves the vehicle from the current position to a movement direction change position, and (II.) a second route along which the at least one control unit (10) moves the vehicle from the movement direction change position to the target position; The direction-of-movement change position is a position where the vehicle is temporarily stopped and the gear position is changed; and which at least one control unit (10) is set up for this purpose: to move the vehicle to the direction-of-movement change position if the electrical charge quantity of the second electrical power source device (210) becomes less than the predetermined first threshold while the vehicle is moving along the first route; and to cause the first electrical power source device (200) to charge the second electrical power source device (210) at the position of change of direction of movement. [3] Vehicle control unit according to claim 1 or 2, wherein: the first electrical power source device (200) has a first electrical capacitance; and the second electrical power source device (210) has a second electrical capacitance that is smaller than the first electrical capacitance. [4] Vehicle control unit, with: a drive device (20) which applies a driving force to at least one drive wheel of wheels of a vehicle; a braking device (30) that applies a braking force to the wheels; a shift-changing device (40) that changes a shift position of a transmission (24) of the vehicle to one of positions that include a forward movement position, a reverse movement position and a park position; a steering device (50) that controls a steering angle of at least one steered wheel of the wheels; at least one control unit (10) which is configured to perform autonomous driving control of activations of the drive unit (20), the brake unit (30), the shift change unit (40) and the steering unit (50) in order to move the vehicle along the specified route of travel; a first electrical power source device (200) which is installed in the vehicle; a second electrical power source device (210) which is installed in the vehicle, and an electrical power supply circuit (220) which, during the execution of the parking assistance control by the at least one control unit (10), supplies electrical power from the first electrical power source device (200) to the drive unit (20), the brake device (30), the switching device (40), the steering device (50) and the at least one control unit (10), if the first electrical power source device (200) is in a normal state, and during the execution of the parking assistance control by the at least one control unit (10), supplies electrical power from the second electrical power source device (210) to at least one of the brake device (30) and the switching device (40), if a malfunction occurs in the first electrical power source device (200), wherein at least one of the braking device (30) and the switching device (40) is configured to perform fail-safe control of an emergency stop of the vehicle during the execution of autonomous driving control by the at least one control unit (10) if the malfunction occurs in the first electrical power source device (200); and where at least one control unit (10) is set up for this purpose: to monitor an electrical charge quantity of the second electrical power source device (210) after the at least one control unit (10) begins to execute autonomous driving control; and to perform a stop control of at least one of the brake device (30) and the switching device (40) to stop the vehicle if the electrical charge quantity of the second electrical power source device (210) becomes less than a predetermined first threshold value, where: the first electrical power source device (200) is connected to the second electrical power source device (210) in order to charge the second electrical power source device (210); and which at least one control unit (10) is set up for this purpose: to cause the first electrical power source device (200) to charge the second electrical power source device (210) after the at least one control unit (10) executes the stop control; and to stop the execution of the stop control and to restart an execution of the parking assist control after a charging of the second electrical power source device (210) is completed, characterized by , that which at least one control unit (10) is configured to cause the first electrical power source device (200) to stop charging the second electrical power source device (210) if the electrical charge quantity of the second electrical power source device (210) becomes greater than or equal to a predetermined second threshold that is greater than the predetermined first threshold.

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