Control device and control method

Abstract

To ensure safety.SOLUTION: This control device for a vehicle 10 comprises: a main power source 51; a sub-power source 52 electrically separated from the main power source 51 when a failure occurs in the main power source 51; and a control unit that executes automatic parking control for automatically parking the vehicle by using at least power supplied from the main power source 51. The control unit maintains a state where automatic stop control for automatically stopping the vehicle by using power supplied from the sub-power source 52 can be executed when a failure possibility of the main power source 51 is detected.SELECTED DRAWING: Figure 4

Description

[Technical Field]

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

[0002] In recent years, technologies have been proposed that automatically control vehicle driving by taking over part or all of the driving operations performed by the driver. For example, as disclosed in Patent Document 1, a technology has been proposed that automatically drives a vehicle without relying on driving operations by the driver. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] International Publication No. 2017 / 208781 Summary of the Invention [Problem to be solved by the invention]

[0004] One example of a technology for automatically controlling vehicle driving is automatic parking control, which automatically parks a vehicle. Automatic parking control is performed using power supplied from the vehicle's power supply. However, there are cases where a power supply failure occurs while automatic parking control is being performed. In such cases, it is necessary to ensure safety.

[0005] In view of the above, an object of the present invention is to provide a control device and a control method that can ensure safety. [Means for solving the problem]

[0006] In order to solve the above problems, the control device is a control device for a vehicle that has a main power supply and a secondary power supply that is electrically disconnected from the main power supply in the event of a failure of the main power supply, and has a control unit that executes automatic parking control to automatically park the vehicle using power supplied from at least the main power supply, and if the control unit detects a possibility of a failure of the main power supply while the automatic parking control is being executed, it maintains the control unit in a state in which it can execute automatic stop control to automatically stop the vehicle using power supplied from the secondary power supply.

[0007] In order to solve the above problem, the control method is a control method for a vehicle that has a main power supply and a secondary power supply that is electrically disconnected from the main power supply in the event of a failure of the main power supply, wherein a control unit of the control device executes automatic parking control that automatically parks the vehicle using power supplied from at least the main power supply, and if the control unit detects a possibility of a failure of the main power supply while the automatic parking control is being executed, the control unit maintains a state in which it can execute automatic stop control that automatically stops the vehicle using power supplied from the secondary power supply. [Effects of the Invention]

[0008] According to the present invention, safety can be ensured. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is a schematic diagram showing a general configuration of a vehicle according to an embodiment of the present invention; [Figure 2] 1 is a schematic diagram showing a general configuration of a brake system according to an embodiment of the present invention; [Figure 3] FIG. 2 is a block diagram showing an example of a functional configuration of a control device according to an embodiment of the present invention. [Figure 4] FIG. 2 is a diagram illustrating a power supply of a vehicle according to an embodiment of the present invention. [Figure 5] 4 is a flowchart illustrating an example of a flow of processing performed by a control device according to an embodiment of the present invention. [Figure 6] FIG. 10 is a diagram showing an example of transition of each flag according to a comparative example. [Figure 7]FIG. 10 is a diagram showing an example of the transition of each flag according to the embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0010] Preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Dimensions, materials, and other specific values ​​shown in the embodiments are merely examples for facilitating understanding of the invention and, unless otherwise specified, do not limit the present invention. In this specification and drawings, elements having substantially the same functions and configurations are designated by the same reference numerals to avoid redundant explanation, and elements not directly related to the present invention are not shown.

[0011] <Vehicle configuration> The configuration of a vehicle 10 according to an embodiment of the present invention will be described with reference to FIGS.

[0012] Fig. 1 is a schematic diagram showing the general configuration of a vehicle 10. As shown in Fig. 1, the vehicle 10 includes a steering mechanism 11, a drive source 12, a hydraulic control unit 13, a plurality of ambient environment sensors 14, a plurality of wheel speed sensors 15, and a control device 16.

[0013] The steering mechanism 11 is a mechanism that changes the steering angle of the vehicle 10. The steering angle of the vehicle 10 means the turning angle of the tires of the vehicle 10. The steering mechanism 11 includes a steering wheel 11a. The driver of the vehicle 10 can change the steering angle by performing a steering operation using the steering wheel 11a.

[0014] The drive source 12 outputs a drive force that is transmitted to the drive wheels of the vehicle 10. An example of the drive source 12 is an electric motor. Note that the vehicle 10 may be provided with an engine as the drive source 12 in addition to the electric motor.

[0015] The hydraulic pressure control unit 13 controls the braking force of the vehicle 10. The hydraulic pressure control unit 13 controls the braking force applied to the wheels by controlling the wheel cylinder pressure, which is the hydraulic pressure of the brake fluid in the wheel cylinder. Details of the hydraulic pressure control unit 13 will be described later.

[0016] The ambient environment sensors 14 detect ambient environment information relating to the environment around the vehicle 10. In the example of FIG. 1 , four ambient environment sensors 14 are provided at the left front, right front, left rear, and right rear of the vehicle 10, respectively. The left front ambient environment sensor 14 detects ambient environment information on the left front of the vehicle 10. The right front ambient environment sensor 14 detects ambient environment information on the right front of the vehicle 10. The left rear ambient environment sensor 14 detects ambient environment information on the left rear of the vehicle 10. The right rear ambient environment sensor 14 detects ambient environment information on the right rear of the vehicle 10.

[0017] The ambient environment information detected by the ambient environment sensor 14 may be information related to the distance or direction to an object located around the vehicle 10 (e.g., relative position, relative distance, relative speed, relative acceleration, etc.), or may be characteristics of the object located around the vehicle 10 (e.g., type of object, shape of the object itself, markings on the object, etc.). The ambient environment sensor 14 may be, for example, a radar, a lidar sensor, an ultrasonic sensor, etc.

[0018] The wheel speed sensor 15 is provided on each wheel and detects the wheel speed of each wheel.

[0019] The control device 16 controls the operation of the vehicle 10. The control device 16 is built into the hydraulic control unit 13. However, the control device 16 may be provided outside the hydraulic control unit 13.

[0020] The control device 16 includes a CPU (Central Processing Unit) which is an arithmetic processing device, a ROM (Read Only Memory) which is a storage element for storing programs used by the CPU, calculation parameters, etc., and a RAM (Random Access Memory) which is a storage element for temporarily storing parameters, etc. that change as appropriate during execution of the CPU. Details of the control device 16 will be described later.

[0021] Fig. 2 is a schematic diagram showing the general configuration of a brake system 20 of a vehicle 10. The brake system 20 is mounted on the vehicle 10 and controls the braking force generated in the vehicle 10. As shown in Fig. 2, the brake system 20 includes a hydraulic control unit 13, a brake pedal 21, an electric booster 22, a master cylinder 23, a reservoir 24, a wheel cylinder 25, and wheels 26.

[0022] The vehicle 10 has, for example, four wheels 26. The brake system 20 controls the braking force acting on each wheel 26 by controlling the hydraulic pressure (i.e., wheel cylinder pressure) of the wheel cylinder 25 provided on each of these wheels 26. In order to facilitate understanding, FIG. 2 shows only the parts of the brake system 20 that relate to one of the two wheels 26 corresponding to the front wheels and the two wheels 26 corresponding to the rear wheels, and omits the parts that relate to the other wheels. Note that the number of wheels 26 may be other than four.

[0023] The brake pedal 21 is used by the driver to apply the brakes. When applying the brakes, the driver depresses the brake pedal 21. The electric booster 22 is connected to the brake pedal 21 and works in conjunction with the brake pedal 21 to amplify the force applied to the brake pedal 21. Specifically, the electric booster 22 incorporates a piston that reciprocates in conjunction with the brake pedal 21, and is connected to a master cylinder 23. As the piston moves in response to the brake application, the master cylinder pressure, which is the hydraulic pressure in the master cylinder 23, is increased. In this way, the electric booster 22 can generate master cylinder pressure in accordance with the amount of brake application. The reservoir 24 is attached to the master cylinder 23 and stores brake fluid.

[0024] Here, the electric booster 22 is electrically operable. Therefore, by operating the electric booster 22 (specifically, a piston) using electric power, it is possible to assist the depression force on the brake pedal 21. In addition, by operating the electric booster 22 (specifically, a piston) using electric power, it is possible to increase the master cylinder pressure without requiring a brake operation, thereby automatically increasing the wheel cylinder pressure.

[0025] The hydraulic pressure control unit 13 includes a base 13a in which a flow path for brake fluid is formed. The master cylinder 23 and each wheel cylinder 25 are connected to the base 13a of the hydraulic pressure control unit 13. When the wheel cylinder pressure, which is the hydraulic pressure in the wheel cylinder 25, increases, the brake pads (not shown) operate to press against the brake discs (not shown), thereby applying a braking force corresponding to the wheel cylinder pressure to the wheels 26.

[0026] The base body 13a of the hydraulic control unit 13 is formed with brake fluid flow paths, including a main flow path 31, a sub-flow path 32, and a supply flow path 33. The main flow path 31 distributes the brake fluid in the master cylinder 23 to the wheel cylinders 25. The sub-flow path 32 releases the brake fluid in the wheel cylinders 25. The supply flow path 33 supplies the brake fluid in the master cylinder 23 to the sub-flow path 32.

[0027] In addition, the base 13a of the hydraulic control unit 13 is provided with components for controlling the braking force generated on each wheel 26, including an inlet valve (EV) 41, a release valve (AV) 42, a first valve (USV) 43, a second valve (HSV) 44, an accumulator 45, a pump 46, and a motor 47.

[0028] The main flow path 31 connects the master cylinder 23 and the wheel cylinders 25. The main flow path 31 includes one first main flow path 31a and two second main flow paths 31b. The first main flow path 31a is connected to the master cylinder 23. The two second main flow paths 31b branch off from the first main flow path 31a and are connected to the wheel cylinders 25, respectively. A first valve 43 is provided in the first main flow path 31a. An inlet valve 41 is provided in the second main flow path 31b.

[0029] The sub-path 32 communicates the wheel cylinder 25 side of the main path 31 relative to the inlet valve 41 with the master cylinder 23 side of the main path 31 relative to the inlet valve 41 and the wheel cylinder 25 side of the first valve 43. The sub-path 32 includes two first sub-paths 32a and one second sub-path 32b. Each first sub-path 32a is connected to the wheel cylinder 25 side of the main path 31 relative to the inlet valve 41. The second sub-path 32b connects the junction of the two first sub-paths 32a with the master cylinder 23 side of the main path 31 relative to the inlet valve 41 and the wheel cylinder 25 side of the first valve 43. A release valve 42 is provided in the first sub-path 32a. An accumulator 45 and a pump 46 are provided in the second sub-path 32b, in this order from the first sub-path 32a side.

[0030] The pump 46 is driven by the motor 47 and sucks brake fluid from the first sub-channel 32a and discharges it to the main channel 31. The pump 46 is a reciprocating plunger pump. Specifically, the plunger of the pump 46 is intermittently pressed by an eccentric cam provided on the output shaft of the motor 47, thereby causing the pump 46 to pump and deliver brake fluid.

[0031] The supply flow path 33 communicates the master cylinder 23 side of the first valve 43 in the main flow path 31 with the suction side of the pump 46 in the sub-flow path 32. A second valve 44 is provided in the supply flow path 33.

[0032] The inlet valve 41 is, for example, a solenoid valve that is open in a de-energized state and closed in a powered state. The release valve 42 is, for example, a solenoid valve that is closed in a de-energized state and open in a powered state. The first valve 43 is, for example, a solenoid valve that is open in a de-energized state and closed in a powered state. The second valve 44 is, for example, a solenoid valve that is closed in a de-energized state and open in a powered state. By controlling the operation of these valves and the motor 47, the braking force acting on each wheel 26 is controlled.

[0033] For example, during normal operation when antilock brake control (described later) or the like is not being executed, inlet valve 41 is open, release valve 42 is closed, first valve 43 is open, and second valve 44 is closed. This allows brake fluid to flow from master cylinder 23 to wheel cylinders 25 only through main flow path 31, without passing through sub-flow path 32 and supply flow path 33. When brake pedal 21 is depressed in this state, the master cylinder pressure is increased, which in turn increases wheel cylinder pressure, thereby applying braking force to wheels 26.

[0034] Furthermore, for example, when anti-lock brake control, which is a control for preventing the wheels 26 from locking, is executed, first, the inlet valve 41 is closed, the release valve 42 is opened, the first valve 43 is opened, and the second valve 44 is closed. This stops the flow of brake fluid between the main flow path 31 and the wheel cylinders 25, allowing brake fluid to flow from the wheel cylinders 25 to the secondary flow path 32. Therefore, brake fluid flows from the wheel cylinders 25 to the accumulator 45, reducing the wheel cylinder pressure and the braking force applied to the wheels 26. The brake fluid that has flowed into the accumulator 45 is returned to the main flow path 31 via the secondary flow path 32 by driving the pump 46.

[0035] Then, from the above state, both the inlet valve 41 and the release valve 42 are closed, stopping the flow of brake fluid between the main flow path 31 and the sub-flow path 32 and the wheel cylinders 25, maintaining the wheel cylinder pressure and maintaining the braking force applied to the wheels 26. Thereafter, the inlet valve 41 is opened and the release valve 42 is closed, restarting the flow of brake fluid between the main flow path 31 and the wheel cylinders 25, increasing the wheel cylinder pressure and increasing the braking force applied to the wheels 26.

[0036] Here, the hydraulic control unit 13 can also automatically increase the wheel cylinder pressure without requiring a brake operation. For example, when automatically increasing the wheel cylinder pressure without requiring a brake operation, the inlet valve 41 is opened, the release valve 42 is closed, the first valve 43 is closed, and the second valve 44 is opened. This allows brake fluid to flow from the master cylinder 23 to the wheel cylinder 25 via the supply flow path 33 and the sub-flow path 32. In this state, the pump 46 is driven to increase the wheel cylinder pressure, generating a braking force that brakes the wheel 26.

[0037] 3 is a block diagram showing an example of the functional configuration of the control device 16. The control device 16 may be, for example, a single device or may be divided into multiple devices. When the control device 16 is divided into multiple devices, the various functions described below are shared among the multiple devices, so that, for example, some functions of the control unit 16b described below and other functions may be shared by different devices.

[0038] As shown in FIG. 3, the control device 16 includes, for example, an acquisition unit 16a and a control unit 16b.

[0039] The acquisition unit 16a acquires information from each device in the vehicle 10. For example, the acquisition unit 16a acquires information from the ambient environment sensor 14 and the wheel speed sensor 15. In this specification, the acquisition of information may include the extraction or generation (e.g., calculation) of information.

[0040] The control unit 16b controls the operation of each device in the vehicle 10. For example, the control unit 16b controls the operation of the steering mechanism 11, the drive source 12, the hydraulic control unit 13, and the electric booster 22.

[0041] The control unit 16b can perform various types of control to automatically control the traveling of the vehicle 10 by taking over part or all of the driving operations by the driver, for example, by controlling the steering mechanism 11, the drive source 12, the hydraulic control unit 13, and the electric booster 22. In particular, the control unit 16b can perform automatic parking control as one of such controls.

[0042] The automatic parking control is a control for automatically parking the vehicle 10. For example, in the automatic parking control, the control unit 16b uses the detection results of the surrounding environment sensor 14 to recognize obstacles around the vehicle 10 and the parking target position, and automatically drives the vehicle 10 to the parking target position while avoiding contact with the obstacles. Also, for example, in the automatic parking control, the control unit 16b uses the detection results of the wheel speed sensor 15 to identify the speed of the vehicle 10, and controls the driving force and braking force of the vehicle 10 so that the speed becomes the target speed.

[0043] Automatic parking control is performed using power supplied from the main power supply of vehicle 10. FIG. 4 is a diagram for explaining the power supply of vehicle 10. As shown in FIG. 4, vehicle 10 is equipped with a main power supply 51 and a secondary power supply 52 as power supplies. Main power supply 51 is a power supply with a larger capacity than secondary power supply 52. ​​Most of the power consumed in vehicle 10 is supplied by main power supply 51. Main power supply 51 is, for example, a secondary battery such as a lithium-ion battery. Subsidiary power supply 52 is, for example, a capacitor. However, auxiliary power supply 52 may be a power supply other than a capacitor (for example, a secondary battery, etc.).

[0044] The main power supply 51 is electrically connected to the electric booster 22. Therefore, it is possible to supply power from the main power supply 51 to the electric booster 22. In the automatic parking control, the control unit 16b drives the electric booster 22 using the power supplied from the main power supply 51, thereby automatically braking the vehicle 10. In particular, power can be supplied from the main power supply 51 to the electric booster 22 at a reduced voltage.

[0045] In the automatic parking control, devices other than the electric booster 22 may be driven using the power supplied from the main power supply 51. For example, in the automatic parking control, the control unit 16b may automatically control the steering angle of the vehicle 10 by driving the steering mechanism 11 using the power supplied from the main power supply 51. In detail, power may be supplied from the main power supply 51 to the steering mechanism 11 at a reduced voltage. In addition, if the drive source 12 is an electric motor, the control unit 16b may automatically control the drive force of the vehicle 10 in the automatic parking control by driving the drive source 12 using the power supplied from the main power supply 51.

[0046] The auxiliary power supply 52 is electrically connected to the hydraulic control unit 13. Therefore, power can be supplied from the auxiliary power supply 52 to the hydraulic control unit 13. The control unit 16b can drive the hydraulic control unit 13 using the power supplied from the auxiliary power supply 52.

[0047] The auxiliary power supply 52 is electrically connected to the main power supply 51. Therefore, the auxiliary power supply 52 can be charged by power supplied from the main power supply 51. Here, the auxiliary power supply 52 is electrically connected to the main power supply 51 via a relay 53. As shown in FIG. 4 , when the main power supply 51 is normal, the relay 53 is closed, and power can be supplied from the main power supply 51 to the auxiliary power supply 52. ​​On the other hand, when a failure occurs in the main power supply 51, the relay 53 is opened, and the auxiliary power supply 52 is electrically disconnected from the main power supply 51. For example, in the vehicle 10, when an abnormality such as a short circuit occurs in the main power supply 51, or when the voltage of the main power supply 51 is excessively low or excessively high relative to an appropriate range, it is determined that a failure has occurred in the main power supply 51, and control is performed to open the relay 53.

[0048] <Control device operation> The operation of the control device 16 according to the embodiment of the present invention will be described with reference to FIGS.

[0049] As described above, the control unit 16b of the control device 16 executes automatic parking control to automatically park the vehicle 10 using power supplied from the main power supply 51. Note that the control unit 16b may execute automatic parking control using power supplied from another power source (for example, the auxiliary power supply 52) in addition to the power supplied from the main power supply 51. In other words, the control unit 16b executes automatic parking control using at least the power supplied from the main power supply 51.

[0050] For example, as described above, in the automatic parking control, the control unit 16b can perform pressure increase control to automatically increase the wheel cylinder pressure by driving the electric booster 22 using power supplied from the main power source 51, thereby automatically braking the vehicle 10.

[0051] Specifically, in pressure increase control using electric booster 22, control unit 16b controls hydraulic control unit 13 to a state in which inlet valve 41 is open, release valve 42 is closed, first valve 43 is open, and second valve 44 is closed. This allows brake fluid to flow from master cylinder 23 to wheel cylinder 25 only through main flow path 31, without passing through sub-flow path 32 or supply flow path 33. In this state, control unit 16b increases the master cylinder pressure by operating electric booster 22 (specifically, the piston) using electric power. This automatically increases the wheel cylinder pressure.

[0052] Here, there may be a case where a failure occurs in the main power supply 51 while the automatic parking control is being executed. When a failure occurs in the main power supply 51, the control unit 16b is unable to execute the pressure boosting control using the electric booster 22. However, when a failure occurs in the main power supply 51, it is necessary to stop the vehicle 10 and ensure safety. Therefore, in this embodiment, safety is ensured by implementing a special process during execution of the automatic parking control. An example of the process executed by the control device 16 will be described in detail below.

[0053] Fig. 5 is a flowchart showing an example of the flow of processing performed by the control device 16. Step S101 in Fig. 5 corresponds to the start of the processing flow shown in Fig. 5. Step S106 in Fig. 5 corresponds to the end of the processing flow shown in Fig. 5.

[0054] The processing flow shown in Fig. 5 starts when automatic parking control is started. The control unit 16b starts the automatic parking control, for example, when the driver performs a specific operation to start the automatic parking control. An example of the specific operation is an operation using a mobile terminal by the driver who has gotten out of the vehicle 10. In this case, a command to start the automatic parking control is sent from the mobile terminal to the control device 16, and the control unit 16b executes the automatic parking control. Note that the specific operation may be an operation using an input device provided in the vehicle 10.

[0055] When the processing flow shown in FIG. 5 starts, in step S102, the control unit 16b determines whether or not a possibility of a failure in the main power supply 51 has been detected.

[0056] Here, the control device 16 is capable of communicating with various devices (specifically, other control devices external to the hydraulic control unit 13, etc.). The communication between the control device 16 and the other devices is realized, for example, using CAN (Controller Area Network) communication. Then, in step S102, the control unit 16b detects the possibility of a failure in the main power supply 51 based on information related to an abnormality in the communication between the control device 16 and the other devices.

[0057] For example, when the main power supply 51 is normal, power is supplied to the other devices from the main power supply 51, and communication between the other devices and the control device 16 is also normal. On the other hand, when a failure occurs in the main power supply 51, the supply of power from the main power supply 51 to the other devices stops, and communication between the other devices and the control device 16 is interrupted. Therefore, for example, when communication between the control device 16 and the other devices is interrupted, the control unit 16b detects the possibility of a failure of the main power supply 51 (that is, determines that a possibility of a failure of the main power supply 51 has occurred). In this case, information indicating that communication between the control device 16 and the other devices has been interrupted corresponds to information regarding an abnormality in communication between the control device 16 and the other devices.

[0058] Note that communication between the control device 16 and other devices may be interrupted due to factors other than a failure of the main power supply 51. For example, if the ignition of the vehicle 10 is turned off even though there is no failure of the main power supply 51, communication between the control device 16 and other devices will be interrupted. Therefore, based on information relating to an abnormality in communication between the control device 16 and other devices, the control unit 16b does not detect whether or not a failure of the main power supply 51 has occurred, but rather merely detects the possibility of a failure of the main power supply 51.

[0059] If it is determined that the possibility of a failure of the main power supply 51 has not been detected (step S102 / NO), step S102 is repeated. On the other hand, if it is determined that the possibility of a failure of the main power supply 51 has been detected (step S102 / YES), the process proceeds to step S103.

[0060] If the determination in step S102 is YES, in step S103, the control unit 16b maintains a state in which pressure increase control using the hydraulic pressure control unit 13 can be executed.

[0061] As described above, the auxiliary power supply 52 is electrically connected to the hydraulic control unit 13. Therefore, the control unit 16b can drive the hydraulic control unit 13 using the power supplied from the auxiliary power supply 52. ​​Here, by driving the hydraulic control unit 13 using the power supplied from the auxiliary power supply 52, the control unit 16b can execute pressure increase control to automatically increase the wheel cylinder pressure, thereby automatically braking the vehicle 10.

[0062] Specifically, in pressure increase control using hydraulic control unit 13, control unit 16b controls hydraulic control unit 13 to a state in which inlet valve 41 is open, release valve 42 is closed, first valve 43 is closed, and second valve 44 is open. This allows brake fluid to flow from master cylinder 23 to wheel cylinder 25 via supply flow path 33 and sub-flow path 32. In this state, control unit 16b uses electric power to operate motor 47, thereby driving pump 46. This automatically increases the wheel cylinder pressure.

[0063] If a failure occurs in the main power supply 51, the relay 53 is opened and the auxiliary power supply 52 is electrically disconnected from the main power supply 51. Even in this case, the auxiliary power supply 52 remains electrically connected to the hydraulic control unit 13. However, if a failure occurs in the main power supply 51, the control unit 16b disables the function of the hydraulic control unit 13 to control each device (i.e., if the function is disabled), it will no longer be possible to perform pressure increase control using the hydraulic control unit 13.

[0064] Therefore, in step S103, the control unit 16b does not disable the functions of the hydraulic control unit 13 that control the devices, thereby maintaining a state in which it is possible to execute pressure increase control using the hydraulic control unit 13. This allows the control unit 16b to maintain a state in which it is possible to execute automatic stop control, which will be described later.

[0065] After step S103, in step S104, the control unit 16b determines whether or not information indicating that a failure in the main power supply 51 has occurred has been acquired.

[0066] In the vehicle 10, if a short circuit occurs in the main power supply 51, or if the voltage of the main power supply 51 becomes excessively low or excessively high relative to the appropriate range, a device other than the control device 16 (specifically, another control device external to the hydraulic control unit 13, etc.) determines that a failure has occurred in the main power supply 51. Then, information indicating that a failure has occurred in the main power supply 51 is transmitted from that device to the control device 16. This allows the control device 16 to obtain the information indicating that a failure has occurred in the main power supply 51.

[0067] If it is determined that information indicating that a failure has occurred in the main power supply 51 has not been acquired (step S104 / NO), the process returns to step S103. On the other hand, if it is determined that information indicating that a failure has occurred in the main power supply 51 has been acquired (step S104 / YES), the process proceeds to step S105.

[0068] If the determination in step S104 is YES, in step S105, the control unit 16b executes automatic stop control, and the processing flow shown in FIG. 5 ends.

[0069] The automatic stop control is control that automatically stops the vehicle 10 using power supplied from the auxiliary power supply 52. ​​As described above, if the control unit 16b detects a possible failure of the main power supply 51 while the automatic parking control is being executed, the control unit 16b maintains a state in which it can execute pressure increase control using the hydraulic control unit 13. Therefore, if the control unit 16b acquires information indicating that a failure has occurred in the main power supply 51 after detecting a possible failure while the automatic parking control is being executed, the control unit 16b can execute the automatic stop control by utilizing the pressure increase control using the hydraulic control unit 13.

[0070] Fig. 6 is a diagram showing an example of the transition of each flag according to a comparative example. In Fig. 6, the horizontal axis represents time T, and the vertical axis represents the state of each flag, showing the transition of each flag. Specifically, Fig. 6 shows the transition of the communication status flag F_CS, the pressure increase control enable flag F_PC, and the automatic parking control execution flag F_AP.

[0071] The communication status flag F_CS is a flag that indicates the status of communication between the control device 16 and other devices. When the communication status flag F_CS is 1, this corresponds to a case where communication between the control device 16 and other devices is normal. When the communication status flag F_CS is 0, this corresponds to a case where communication between the control device 16 and other devices has been interrupted.

[0072] The pressure increase control valid flag F_PC is a flag that indicates the validity of pressure increase control using the hydraulic control unit 13. When the pressure increase control valid flag F_PC is set to 1, this corresponds to a case where pressure increase control using the hydraulic control unit 13 is valid (i.e., a case where pressure increase control using the hydraulic control unit 13 is executable). When the pressure increase control valid flag F_PC is set to 0, this corresponds to a case where pressure increase control using the hydraulic control unit 13 is invalid (i.e., a case where pressure increase control using the hydraulic control unit 13 is not executable).

[0073] The automatic parking control execution flag F_AP is a flag that indicates whether or not automatic parking control is being executed. When the automatic parking control execution flag F_AP is set to 1, this corresponds to the case where automatic parking control is being executed. When the automatic parking control execution flag F_AP is set to 0, this corresponds to the case where automatic parking control is not being executed.

[0074] 6, the hydraulic control unit 13 is activated at time T1. As a result, communication between the control device 16 and other devices begins at time T1, and the communication status flag F_CS switches from 0 to 1. Also at time T1, pressure increase control using the hydraulic control unit 13 becomes effective, and the pressure increase control effective flag F_PC switches from 0 to 1. Then, at time T2, automatic parking control starts, and the automatic parking control execution flag F_AP switches from 0 to 1.

[0075] Subsequently, at time T3, a failure occurs in the main power supply 51, the automatic parking control is interrupted, and the automatic parking control execution flag F_AP switches from 1 to 0. Also, at time T3, as a result of the failure of the main power supply 51, communication between the control device 16 and other devices is interrupted, and the communication status flag F_CS switches from 1 to 0. Here, in the comparative example of FIG. 6 , unlike this embodiment, the control unit 16b determines that a failure has occurred in the main power supply 51 when communication between the control device 16 and other devices is interrupted, and disables the function of the hydraulic control unit 13 to control each device. Therefore, at time T3, the pressure increase control using the hydraulic control unit 13 is disabled, and the pressure increase control enable flag F_PC switches from 1 to 0.

[0076] Fig. 7 is a diagram showing an example of the transition of each flag according to this embodiment. In Fig. 7, similar to Fig. 6, the horizontal axis represents time T and the vertical axis represents the state of each flag, showing the transition of each flag. Specifically, Fig. 7 shows the transition of the automatic stop control execution flag F_AS in addition to the communication status flag F_CS, the pressure increase control enable flag F_PC, and the automatic parking control execution flag F_AP.

[0077] The automatic stop control execution flag F_AS is a flag that indicates whether or not the automatic stop control is being executed. When the automatic stop control execution flag F_AS is set to 1, this corresponds to the case where the automatic stop control is being executed. When the automatic stop control execution flag F_AS is set to 0, this corresponds to the case where the automatic stop control is not being executed.

[0078] In the example of Fig. 7, similarly to the example of Fig. 6, the hydraulic control unit 13 is activated at time T1. As a result, communication between the control device 16 and other devices begins at time T1, and the communication status flag F_CS switches from 0 to 1. Also at time T1, pressure increase control using the hydraulic control unit 13 becomes effective, and the pressure increase control effective flag F_PC switches from 0 to 1. Then, at time T2, automatic parking control starts, and the automatic parking control execution flag F_AP switches from 0 to 1.

[0079] Subsequently, at time T3, a failure of the main power supply 51 occurs, the automatic parking control is interrupted, and the automatic parking control execution flag F_AP is switched from 1 to 0. Also, at time T3, as a result of the failure of the main power supply 51, communication between the control device 16 and other devices is interrupted, and the communication status flag F_CS is switched from 1 to 0. Here, in the present embodiment of FIG. 7 , as described above, the control unit 16b detects the possibility of a failure of the main power supply 51 when communication between the control device 16 and other devices is interrupted. Then, after time T3, the control unit 16b maintains a state in which pressure increase control using the hydraulic control unit 13 can be executed using power supplied from the auxiliary power supply 52. ​​Therefore, the pressure increase control using the hydraulic control unit 13 is maintained in an enabled state, and the pressure increase control enable flag F_PC is maintained at 1. As a result, a state in which automatic stop control can be executed is maintained.

[0080] Then, at time T4, control unit 16b acquires information indicating that a failure has occurred in main power supply 51 and starts automatic stop control. As a result, automatic stop control execution flag F_AS is switched from 0 to 1. Thereafter, at time T5, vehicle 10 stops and automatic stop control is terminated. As a result, automatic stop control execution flag F_AS is switched from 1 to 0.

[0081] As described above, even if there is no failure of the main power supply 51, if the ignition of the vehicle 10 is turned off, communication between the control device 16 and other devices is interrupted. Therefore, if communication between the control device 16 and other devices is interrupted at time T3 due to the ignition of the vehicle 10 being turned off, there is no actual failure of the main power supply 51. In this case, although the control unit 16b maintains a state in which the automatic stop control can be executed, information indicating that there is a failure of the main power supply 51 is not acquired, and therefore, unnecessary execution of the automatic stop control can be prevented.

[0082] As described above, when control unit 16b detects a possibility of a failure of main power supply 51 while automatic parking control is being executed, control unit 16b maintains a state in which automatic stop control can be executed to automatically stop vehicle 10 using power supplied from auxiliary power supply 52. ​​As a result, in the event of a failure in main power supply 51, vehicle 10 can be stopped using power supplied from auxiliary power supply 52, which is electrically disconnected from main power supply 51. Therefore, safety can be ensured.

[0083] The above describes an example of the processing performed by the control device 16. However, the processing performed by the control device 16 is not limited to the above example of processing, and may be, for example, a processing obtained by appropriately modifying the above example of processing.

[0084] For example, in the above example, the control unit 16b detects a possible failure of the main power supply 51 based on information relating to an abnormality in communication between the control device 16 and other devices. However, the control unit 16b may detect a possible failure based on information other than information relating to an abnormality in communication between the control device 16 and other devices. For example, if the control device 16 is capable of acquiring information relating to the state (e.g., voltage) of the main power supply 51, the control unit 16b may detect a possible failure of the main power supply 51 based on such information.

[0085] In the above example, the control unit 16b executes the automatic stop control when it detects a possibility of a failure of the main power supply 51 while the automatic parking control is being executed and then acquires information indicating that a failure of the main power supply 51 has occurred. However, the conditions for executing the automatic stop control are not limited to the above example. For example, the control unit 16b may execute the automatic stop control when a predetermined time has elapsed after it detects a possibility of a failure of the main power supply 51 while the automatic parking control is being executed.

[0086] <Effects of the control device> The effects of the control device 16 according to the embodiment of the present invention will be described.

[0087] The control device 16 is a control device for the vehicle 10 that includes a main power supply 51 and a secondary power supply 52 that is electrically disconnected from the main power supply 51 in the event of a failure of the main power supply 51. The control device 16 includes a control unit 16b that executes automatic parking control to automatically park the vehicle 10 using power supplied from at least the main power supply 51. If the control unit 16b detects a possibility of a failure of the main power supply 51 while the automatic parking control is being executed, the control unit 16b maintains a state in which it can execute automatic stop control to automatically stop the vehicle 10 using power supplied from the secondary power supply 52. ​​As a result, in the event of a failure of the main power supply 51, the vehicle 10 can be stopped using power supplied from the secondary power supply 52 that is electrically disconnected from the main power supply 51. This ensures safety.

[0088] Preferably, in the control device 16, the control unit 16b executes the automatic stop control when it detects a possibility of a failure of the main power supply 51 while the automatic parking control is being executed and then acquires information indicating that a failure has occurred in the main power supply 51. This makes it possible to prevent the automatic stop control from being executed unnecessarily when a failure of the main power supply 51 has not actually occurred.

[0089] Preferably, in the control device 16, the control unit 16b detects the possibility of a failure of the main power supply 51 based on information relating to an abnormality in communication between the control device 16 and other devices. This makes it possible to effectively utilize the obtained information and appropriately detect the possibility of a failure of the main power supply 51.

[0090] The above describes a preferred embodiment of the present invention with reference to the accompanying drawings. However, it goes without saying that the present invention is not limited to the above-described embodiment, and various modified or altered examples within the scope of the claims also fall within the technical scope of the present invention.

[0091] For example, the processes described herein using flowcharts do not necessarily have to be performed in the order shown in the flowcharts, some process steps may be performed in parallel, additional process steps may be employed, and some process steps may be omitted.

[0092] Furthermore, for example, the series of processes performed by the control device 16 described above may be realized using software, hardware, or a combination of software and hardware. The programs constituting the software are stored in advance in, for example, a storage medium provided inside or outside the information processing device. [Explanation of symbols]

[0093] 10 vehicles 11 Steering mechanism 12 Power Source 13 Hydraulic control unit 14 Ambient environment sensor 15 Wheel speed sensor 16 Control device 16a Acquisition part 16b Control section 20 Brake System 21 Brake pedal 22 Electric booster 23 Master cylinder 24 reservoir 25 Wheel cylinder 26 wheels 31 Main channel 32 Subchannel 33 Supply channel 41 Inlet valve 42 Release valve 43 First Valve 44 Second valve 45 Accumulator 46 Pump 47 Motor 51 Main power supply 52 Sub-power supply 53 Relay F_AP Automatic parking control execution flag F_AS Automatic stop control execution flag F_CS Communication status flag F_PC Pressure boost control valid flag

Claims

1. A control device (16) for a vehicle (10) including a main power supply (51) and a secondary power supply (52) that is electrically disconnected from the main power supply (51) in the event of a failure of the main power supply (51), a control unit (16b) that executes automatic parking control to automatically park the vehicle (10) using power supplied from at least the main power supply (51); When the control unit (16b) detects a possibility of failure of the main power supply (51) during execution of the automatic parking control, the control unit (16b) maintains a state in which it is possible to execute automatic stop control that automatically stops the vehicle (10) using power supplied from the auxiliary power supply (52). Control device.

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

3. The control unit (16b) detects the possibility of a malfunction based on information regarding an abnormality in communication between the control device (16) and another device. The control device according to claim 1 or 2.

4. A control method for a vehicle (10) including a main power supply (51) and a secondary power supply (52) that is electrically disconnected from the main power supply (51) in the event of a failure of the main power supply (51), comprising: a control unit (16b) of the control device (16) executes automatic parking control to automatically park the vehicle (10) using at least the power supplied from the main power source (51); When the control unit (16b) detects a possibility of failure of the main power supply (51) during execution of the automatic parking control, the control unit (16b) maintains a state in which it is possible to execute automatic stop control that automatically stops the vehicle (10) using power supplied from the auxiliary power supply (52). Control method.

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