Control device, inverter, control program, and control method

Abstract

It reduces the misrecognition of abnormalities while preventing unintended exit from the P range. [Solution] The control device (102a) is provided in a vehicle equipped with a park-by-wire (1) that switches between a parking-locked state and a parking-locked state of a vehicle (100) by operating an actuator (10) based on a signal (S) indicating the operating position of a shifter (71), and an electric parking brake (106) that activates the parking brake to stop the vehicle. The control device (102a) comprises an input unit (3a) for inputting information (I) of the actuator or the vehicle speed of the vehicle, and a control unit (3b) that, based on the information or the vehicle speed, determines that an unintentional transition from the parking-locked state to the parking-locked state has occurred due to an abnormality in the park-by-wire, and activates the electric parking brake.

Description

Technical Field

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

Background Art

[0002] In recent years, vehicles have been equipped with functions such as automatic parking, an adaptive cruise control (ACC) system, and a lane keeping system in the trend of electrification and autonomous driving. To perform these functions, the installation of a so-called X_by Wire system is becoming common. The X_by Wire system includes an electric parking brake (EPKB) that performs a parking function, a park by wire (PBW) that switches between a parking range (P) and a range other than P (NotP) and performs a parking function, and the like.

[0003] A system that instructs a shift range (P / R / N / D) by a shift lever operation and electrically controls each of these ranges is called a shift by wire (SBW). SBW is used, for example, in a conventional vehicle equipped with an automatic transmission and an internal combustion engine. On the other hand, in an electric vehicle, switching between PBW and each range of R / N / D, that is, switching between P / NotP, is controlled by a motor and an inverter.

[0004] Here, for example, when an abnormality occurs in a system such as SBW or PBW in a vehicle parked on a slope or an uneven road surface, if the range unintentionally escapes from the P range, the vehicle may move and collide with surrounding vehicles. To prevent such problems, Patent Document 1 discloses a technique of monitoring the rotation angle, energization state, etc. of a motor, and immediately cutting off the motor energization when the motor rotates or is energized even though there is no instruction for the range to transition from the P range to the NotP range. Patent Document 2 discloses a vehicle control device capable of ensuring safety when an abnormality occurs in a shift range switching system when the driver is absent.

Prior Art Documents

[0005] [Patent Document 1] Patent No. 4367620 [Patent Document 2] Patent No. 6852658 [Overview of the project] [Problems that the invention aims to solve]

[0006] However, conventional technology performs fail-safe (F / S) procedures before the range exits the P range, detecting abnormalities in an extremely short time of about tens of milliseconds (ms). This time is called the Fail Tolerance Time Interval (FTTI). This FTTI can be problematic, as it may cause the system to mistakenly perceive an abnormality due to noise or other factors, even when the system is functioning normally, potentially leading to unnecessary cutoff of motor power. Furthermore, accurately determining the motor rotation angle and whether power is supplied in an extremely short time requires high-speed calculations, increasing the processing load on the microcontroller. This can increase system costs and make mass production difficult.

[0007] This disclosure has been made in view of the above-mentioned problems, and aims to provide a control device, inverter, control program, and control method that prevent unintended exit from the P range while reducing the misrecognition of abnormalities. [Means for solving the problem]

[0008] To achieve the above objective, the control device (102a) of the present disclosure is a control device (102a) provided in a vehicle equipped with a park-by-wire (1) that switches between a parking-locked state and a parking-locked state of a vehicle (100) by operating an actuator (10) based on a signal (S) indicating the operating position of a shifter (71), and an electric parking brake (106) that operates the parking brake to stop the vehicle, and comprises an input unit (3a) for inputting information (I) of the actuator or the vehicle speed of the vehicle, and a control unit (3b) that, based on the information or the vehicle speed, determines that an unintentional transition from the parking-locked state to the parking-locked state has occurred due to a malfunction of the park-by-wire, and activates the electric parking brake.

[0009] The control program (2a) of the present disclosure inputs information of a park-by-wire actuator that switches the parking lock state or the parking lock release state of a vehicle by operating an actuator based on a signal indicating the operating position of a shifter, or the vehicle speed of the vehicle, and when it is determined based on the actuator information that an unintentional transition from the parking lock state to the parking lock release state has occurred due to a malfunction of the park-by-wire, the program executes a process that includes activating the parking brake of the electric parking brake that stops the vehicle.

[0010] The control method of the present disclosure includes the following steps: at least one processor inputs information from a park-by-wire actuator that switches between a parking-locked state and a parking-unlocked state of a vehicle; and, based on the actuator information, determines that an unintentional transition from the parking-locked state to the parking-unlocked state has occurred due to a malfunction of the park-by-wire, and then activates the parking brake of the electric parking brake that stops the vehicle.

[0011] According to this disclosure, it is possible to reduce the misrecognition of abnormalities while preventing unintended deviations from the P range.

Brief Description of the Drawings

[0012] [Figure 1] FIG. 1 is a diagram showing a configuration example of a vehicle 100 including a control device 102a according to an embodiment of the present disclosure. [Figure 2] FIG. 2 is a diagram showing a functional overview of the EVC 300, inverter 102, control device 102a, etc. shown in FIG. 1. [Figure 3] FIG. 3 is a diagram showing a configuration example of the PBW system 1. [Figure 4] FIG. 4 is a diagram showing a configuration example of the PBW system 1. [Figure 5] FIG. 5 is a diagram showing a configuration example of the shifter 71. [Figure 6] FIG. 6 is a diagram showing a hardware configuration example of the control device 102a. [Figure 7] FIG. 7 is a diagram showing a functional configuration example of the processor 3. [Figure 8] FIG. 8 is a flowchart showing an operation example of the control device 102a. [Figure 9] FIG. 9 is a flowchart showing an operation example of the control device 102a. [Figure 10] FIG. 10 is a flowchart showing an operation example of the control device 102a. <XXXXXX>FIG. 11 is a flowchart showing an operation example of the control device 102a. [Figure 12] FIG. 12 is a flowchart showing an operation example of the control device 102a. [Figure 13] FIG. 13 is a flowchart showing an operation example of the control device 102a. [Figure 14] FIG. 14 is a flowchart showing an operation example of the control device 102a.

Mode for Carrying Out the Invention

[0013] Hereinafter, an embodiment of the present disclosure will be described.

[0014] (Embodiment) FIG. 1 is a diagram showing a vehicle equipped with a control device 102a according to an embodiment of the present disclosure. The vehicle 100 may be construed as a vehicle that travels based on a driver's driving operation. For example, it may be construed as an electric vehicle that drives the rear wheels and steers the front wheels. The vehicle body 100A of the vehicle 100 is the main body part of the vehicle 100 and is a part called the "body".

[0015] In addition, instead of the so-called "rear-wheel drive" vehicle, the vehicle 100 may be configured as a front-wheel drive vehicle, that is, a vehicle that drives the front wheels and steers the front wheels (FF vehicle). The vehicle 100 may be configured as a four-wheel drive vehicle, that is, a vehicle that drives the front and rear wheels and steers the front wheels (4WD vehicle). In the case of an FF vehicle, instead of the rotary electric machine 103 for driving the rear wheels, a rotary electric machine 103 for driving the front wheels may be provided separately. In the case of a 4WD vehicle, in addition to the rotary electric machine 103 for driving the rear wheels, a rotary electric machine 103 for driving the front wheels may be provided separately.

[0016] The vehicle 100 may include a battery 101, an inverter 102, a rotary electric machine 103, an EPS (Electric Power Steering) 104, and a brake ECU (Electronic Control Unit) 105. The inverter 102 may include a control device 102a.

[0017] The vehicle 100 may further include an ACC (Adaptive Cruise Control) system, a drive train 107, a sensor group 200, and an EVC (Electric Vehicle Controller, or Electric Vehicle Control Unit) 300. The vehicle 100 may further include a PBW system (shift range switching system) 1, a shifter 71, and an EPKB 106.

[0018] The battery 101 may be interpreted as an energy storage device containing multiple cells. The battery 101 may store power to drive the rotating electric machine 103 and power regenerated from the rotating electric machine 103. Each of the multiple cells may be interpreted as a secondary battery such as a lithium-ion battery, nickel-metal hydride battery, or lithium iron phosphate battery.

[0019] The inverter 102 may be interpreted as a device that controls the rotation of the rotating electric machine 103. The inverter 102 may control the rotation of the rotating electric machine 103 by converting the DC power supplied from the battery 101 into AC power according to the torque (target torque) from the EVC 300, and supplying the AC power to the rotating electric machine 103. One or more inverters 102 may be provided in the vehicle 100.

[0020] The rotating electric machine 103 can be interpreted as a main motor that receives power from the battery 101 and generates the driving force to rotate the wheels, that is, the driving force (driving torque) necessary for the vehicle 100 to move. The rotating electric machine 103 is, for example, a so-called "motor generator" (MG). The driving force generated by the rotating electric machine 103 is transmitted to the wheels via the drivetrain 107. The drivetrain 107 may include a drive force transmission system for the rear wheels, such as a propeller shaft.

[0021] EPS104 can be interpreted as a system that assists steering the steering wheel with an electric motor. Brake ECU105 may brake each wheel of the vehicle 100 by driving an actuator (not shown) according to the amount of braking.

[0022] The sensor group 200 may include a wheel speed sensor 201, an acceleration sensor 202, an external sensor 203, a gradient sensor 204, and an accelerator sensor 205.

[0023] The wheel speed sensor 201 may be interpreted as a sensor that detects the wheel speed (vehicle speed, vehicle velocity) of the vehicle 100. The acceleration sensor 202 may be interpreted as a sensor that detects the acceleration and deceleration of the vehicle 100.

[0024] The external sensor 203 may be interpreted as a sensor that detects the surrounding conditions of the vehicle 100. The external sensor 203 may include, for example, an on-board millimeter-wave radar, a camera, an on-board sonar sensor, or a LiDAR (Light Detection and Ranging) sensor. The external sensor 203 may detect the distance between a following vehicle and a preceding vehicle and input the detected distance as vehicle information to the EVC 300. The following vehicle may be interpreted as the vehicle 100 of this disclosure.

[0025] The gradient sensor 204 is a sensor that detects the gradient of the road surface on which the vehicle 100 is traveling. The signal (detected value) indicating the gradient value detected by the gradient sensor 204 may be input to the EVC 300 as vehicle information. The road surface gradient may also be calculated by the EVC 300. For example, the EVC 300 may calculate the gradient based on the acceleration and deceleration detected by the acceleration sensor 202, the acceleration obtained from the wheel speed detected by the wheel speed sensor 201, etc.

[0026] The accelerator sensor 205 is a sensor that detects the amount of accelerator pedal operation by the driver and transmits the accelerator opening degree corresponding to the detected accelerator pedal operation amount to the EVC 300.

[0027] The EVC300 may manage the motor (rotating electric machine 103), inverter 102, and battery 101 of the electric vehicle. The EVC300 may be interpreted as a device that controls the inverter 102. By controlling the inverter 102, the EVC300 may control the rotational speed, rotational direction, torque, etc., of the rotating electric machine 103.

[0028] As shown in Figure 2, the EVC300 may include, for example, a torque calculation unit 301, a target shift range 302, a forward / reverse switching control unit 303, and the like.

[0029] (Torque calculation unit 301) The torque calculation unit 301 calculates the target accelerator torque, which is the required torque according to the driver's accelerator operation (accelerator opening) and vehicle speed, and may input the target accelerator torque to the target shift range 302.

[0030] (Target shift range 302) The target shift range 302 may be set as the target shift value of the shift range (P / R / N / D) that the control device 102a aims to achieve in systems such as shift-by-wire (SBW) and park-by-wire (PBW). The target shift is determined, for example, by driver operation or automatic control, and appropriate control is performed by comparing it with the actual shift range (current range).

[0031] (Role of the target shift range) (1) Criteria for shift control: The target shift range is compared to the current shift range and serves as a benchmark for making appropriate gear changes. (2) P range control: In the PBW system 1, when the target shift range is set to P, the actuator 10 activates the parking lock. (3) Criteria for determining fail-safe processing: If the target shift range differs from the actual shift range, the control device 102a detects the abnormality or malfunction and performs fail-safe processing.

[0032] (Example of target shift range) For example, if the target shift range is P and the actual shift range is P, the control device 102a may determine that the PBW system 1 is functioning normally. If the target shift range is P and the actual shift range is NotP, the control device 102a may determine that an abnormality has occurred in the PBW system 1, that is, that an unintended P miss has occurred. In this case, the control device 102a may activate the EPKB 106.

[0033] (Example of control flow for target shift range) (1) When the driver presses the P button, the target shift range becomes P, and the actuator 10 of the PBW system 1 is driven to the P range. (2) The sensor 13 detects the actual shift range, and if the actual shift range is P, the PBW system 1 is normal; if the actual shift range is Not P, the PBW system 1 is considered abnormal, and diagnostic failsafe processing is executed. For example, if the target shift range is P but the actual range is N, the control device 102a activates the EPKB 106 (turns the EPKB 106 ON) to put the vehicle 100 into a stationary state. In this way, if there is a discrepancy between the target shift range and the actual shift range, the system determines that there is an abnormality and turns on the EPKB 106 to prevent unintended P-leaving hazard. Unintended P-leaving hazard can be interpreted as an unintentional transition from the parking lock state to the parking lock release state occurring due to an abnormality or malfunction of the PBW system 1.

[0034] (Functions of the forward / reverse switching control unit 303) In conventional internal combustion engine vehicles, forward and reverse movement is switched by changing gears via the transmission. In contrast, in electric vehicles, forward and reverse movement is switched by controlling the rotation direction of the motor or the output of the inverter. The forward / reverse switching control unit 303 may control the drive motor (rotating electric motor 103 of the vehicle 100) and inverter 102 of the electric vehicle to switch between D (forward) and R (reverse). The forward / reverse switching control unit 303 may control the rotation direction of the rotating electric motor 103 in response to the driver's shift instruction (target torque shift range), the request for an automatic driving mode, etc.

[0035] (Example of operation of the forward / reverse switching control unit 303) The forward and reverse switching of the electric vehicle is controlled in the following manner: When the driver operates the shift lever (shifter 71) to, for example, D or R, the shift control ECU in the forward / reverse switching control unit 303 compares the current shift range with the target shift range. If the target is D, the inverter 102 instructs forward rotation, and if the target is R, the inverter 102 instructs reverse rotation. The sensor 13 detects whether the rotation direction of the rotating electric motor 103 matches the target shift range. If they do not match, it is determined to be an abnormality and fail-safe processing is executed.

[0036] Returning to Figure 1, the shifter 71 can be interpreted as an interface for the driver to select a gear position such as P (parking), R (reverse), N (neutral), or D (drive), or as a shift operation switch. The shifter 71 has, for example, a shift lever 72, a P position switch 74, and a shift position detection sensor 75, as shown in Figure 5. The driver moves the slit 73 on the shift lever 72 to indicate the R range, N range, or D range. For example, moving the shift lever 72 to the D range indication position 731 indicates the D range. For example, moving the shift lever 72 to the R range indication position 732 indicates the R range. For example, stopping the shift lever 72 at the N range indication position 733 for a specific time (N range indication holding time) indicates the N range, which is distinguished from movement between each indication position.

[0037] When the driver releases the shift lever 72, the shift lever 72 returns to the home position 734. Shifting from the P range to other ranges is possible when the brake pedal is depressed, but not when the brake pedal is not depressed.

[0038] The P position switch 74 is a momentary button, and when the driver presses the P position switch 74, the P range is indicated. The shift position detection sensor 75 has multiple sensor elements and outputs a shift signal (signal S) to the EVC 300. The sensor elements switch between Hi and Lo as the shift lever 72 passes over them.

[0039] The PBW system 1 may include, for example, an actuator 10 which is a shift-by-wire actuator, a sensor 13 which detects the rotation angle and amount of rotation of the actuator 10, a shift range switching mechanism 20, a parking lock mechanism 30, and the like, as shown in Figure 3.

[0040] The actuator 10 can be interpreted as a motor that rotates when power is supplied from, for example, the battery 101, and functions as a drive source for the shift range switching mechanism 20.

[0041] Sensor 13 can be interpreted as a sensor or encoder that detects the motor rotation angle, the rotational position of the rotor in the actuator 10, etc. Sensor 13 may be, for example, a magnetic rotary encoder, which consists of a magnet that rotates integrally with the rotor and a Hall IC for magnetic detection. Sensor 13 may, for example, output encoder signals, which are A-phase and B-phase pulse signals, as information I of the actuator 10 at predetermined angle intervals in synchronization with the rotation of the rotor.

[0042] The shift range switching mechanism 20 may include a detent plate 21 and a detent spring 25 which is a biasing member. The shift range switching mechanism 20 may transmit rotational driving force from the actuator 10 to the manual valve 28 and the parking lock mechanism 30. The detent plate 21 is fixed to the output shaft 15 and driven by the actuator 10.

[0043] The detent plate 21 is provided with a pin 24 that protrudes parallel to the output shaft 15. The pin 24 is connected to a manual valve 28. When the detent plate 21 is driven by the actuator 10, the manual valve 28 reciprocates in the axial direction. That is, the shift range switching mechanism 20 converts the rotational motion of the actuator 10 into linear motion and transmits it to the manual valve 28. The manual valve 28 is provided in the valve body 281. As the manual valve 28 reciprocates in the axial direction, the hydraulic supply path to the hydraulic clutch (not shown) is switched, and the engagement state of the hydraulic clutch is switched, thereby changing the shift range (P / NotP).

[0044] The detent spring 25 is an elastically deformable plate-shaped member, and a detent roller 26 is provided at its tip. The detent roller 26 fits into one of the recesses 22. The detent spring 25 biases the detent roller 26 toward the pivot center of the detent plate 21. When a rotational force exceeding a predetermined amount is applied to the detent plate 21, the detent spring 25 elastically deforms, and the detent roller 26 moves through the recesses 22. When the detent roller 26 fits into one of the recesses 22, the oscillation of the detent plate 21 is restricted, the axial position of the manual valve 28 and the state of the parking lock mechanism 30 are determined, and the shift range (P / NotP) is fixed.

[0045] Two valleys are provided on the detent spring 25 side of the detent plate 21. The first valley 21a corresponds to the P range, and the second valley 21b corresponds to the NotP range. A peak 21c is provided between the first valley 21a and the second valley 21b. The first valley 21a and the peak 21c form one recess 22. The second valley 21b and the peak 21c form another recess 22.

[0046] The parking lock mechanism 30 includes a parking rod 31, a cone 32, a parking lock pawl 33, a shaft 34, and a parking gear 35.

[0047] The parking rod 31 is formed in a roughly L-shape, with one end 311 fixed to the detent plate 21. A cone 32 is provided at the other end 312 of the parking rod 31. The cone 32 is formed so that its diameter decreases towards the other end 312. When the detent plate 21 rotates in a direction that allows the detent roller 26 to fit into the recess 22 corresponding to the P range, the cone 32 moves in the direction of arrow P.

[0048] The parking lock pole 33 is mounted to contact the conical surface of the cone 32 and to be pivotable around the shaft portion 34. The parking lock pole 33 is provided with a protrusion 331 on the parking gear 35 side that can engage with the parking gear 35.

[0049] As the detent plate 21 rotates, the cone 32 moves in the direction of arrow P, pushing up the parking lock pole 33, and the protrusion 331 engages with the parking gear 35, as shown in Figure 4. On the other hand, when the cone 32 moves in the direction of arrow NotP, the engagement between the protrusion 331 and the parking gear 35 is released, as shown in Figure 3.

[0050] The parking gear 35 is mounted on an axle (not shown) and is configured to engage with a protrusion 331 of the parking lock pole 33. When the parking gear 35 and the protrusion 331 engage, the rotation of the axle is restricted. When the shift range is in the NotP range, the parking gear 35 is not locked by the parking lock pole 33, and the rotation of the axle is not hindered by the parking lock mechanism 30. When the shift range is in the P range, the parking gear 35 is locked by the parking lock pole 33, and the rotation of the axle is restricted.

[0051] EPKB106 can be interpreted as an electric parking brake system that activates the parking brake of vehicle 100 to stop vehicle 100. Unlike conventional manual parking brakes (lever or pedal type), EPKB106 allows the parking brake to be activated or released by a switch. EPKB106 can be used in conjunction with brake hold function and hill start assist. EPKB106 does not require mechanical cables or levers, improving the freedom of the interior space. EPKB106 can be used in combination with PBW system 1 to ensure safety during parking, that is, as a fail-safe system to prevent unintended parking lock release hazard lights. Specifically, if a malfunction occurs in PBW system 1 and the parking lock is unintentionally released, EPKB106 can activate to reliably stop vehicle 100.

[0052] (Differences between EPKB106 and PBW System 1) EPKB106 Function: Locks the wheel brakes Function of PBW System 1: Locks the transmission into P range. EPKB106 operating mechanism: The brake is activated by a motor. PBW System 1 Operating Mechanism: Gear Lock Mechanism (P Range Switching)

[0053] As shown in Figure 2, the inverter 102 may include a control device 102a and an MG control unit 102b. The MG control unit 102b may be interpreted as a motor control unit that controls the operation of the rotating electric machine 103 by supplying power to the rotating electric machine 103 that drives the vehicle 100.

[0054] As shown in Figure 6, the control device 102a may include a processor 3, memory 2, control program 2a, and input / output interface 4. These may be connected via a bus 5 for communication.

[0055] Input / Output I / F4 can be interpreted as an interface for communicating with in-vehicle equipment. In-vehicle equipment can be interpreted as, for example, the EVC300, actuator 10, sensor 13, EPKB106, sensor group 200, etc., as shown in Figure 1.

[0056] The input / output interface 4 can be interpreted as an input / output function based on CAN (Controller Area Network: registered trademark), a communication protocol specified in ISO 11898-6. The control device 102a can transmit data via CAN communication to, for example, the EVC300, PKB106, etc., through the input / output interface 4. CAN allows, for example, the control device 102a and the in-vehicle unit to be connected via serial wiring, thereby reducing the overall wiring costs of the vehicle 100, specifically the costs of procuring, laying, and replacing wiring. Furthermore, because CAN has a bus-type topology, adopting CAN communication allows for easy connection of the in-vehicle unit to the control device 102a, and enables easy removal of the in-vehicle unit from the control device 102a during maintenance.

[0057] Memory 2 may store a control program 2a for controlling the EPKB 106, actuator 10, etc. The processor 3 may execute specific processing by expanding the control program 2a. The functions realized by the control program 2a will be explained with reference to Figure 7. As shown in Figure 7, the control device 102a may include an input unit 3a and a control unit 3b.

[0058] (Input section 3a) The input unit 3a may acquire information I from the actuator 10 (encoder signal from sensor 13) or the vehicle speed of the vehicle 100. Specifically, it may acquire data such as the operating position of the shifter 71 (gear shift), the operating state of the actuator, and the rotation angle of the motor, and transmit this data to the control unit 3b. The presence of the input unit 3a allows for the detection of the operating state and abnormalities of the park-by-wire system, enabling appropriate control decisions.

[0059] (control unit 3b) Based on the information from the input unit 3a, the control unit 3b performs park-by-wire anomaly detection, fail-safe operation, safety improvement, and anomaly recovery processing.

[0060] (First configuration example of the control unit 3b) The control unit 3b may monitor whether the park-by-wire system is functioning correctly based on the actuator 10 information I and vehicle speed information acquired from the input unit 3a. If the control unit 3b determines, as a result of the monitoring, that an unintentional transition from the parking lock state to the parking lock release state has occurred due to a park-by-wire malfunction, that is, if the vehicle unintentionally enters the parking lock release state due to a malfunction or failure, it outputs an EPKB operation request flag. The EPKB operation request flag is a command to prevent unintended vehicle movement by activating the EPKB 106. Upon receiving the EPKB operation request flag, the EPKB 106 activates the parking brake. This prevents unintended vehicle movement in the event of a park-by-wire malfunction, thereby improving safety.

[0061] (Second configuration example of control unit 3b) The control unit 3b determines that an unintentional transition has occurred when, based on the signal S, the target range of the shifter 71 of the stationary vehicle 100 is the parking range P, but the actual range corresponds to the parking lock release state, and activates the EPKB 106. This allows for accurate detection of the abnormal state of the shifter 71 and ensures safe brake operation.

[0062] (Third configuration example of the control unit 3b) Based on the information I from the actuator 10, the control unit 3b determines that a malfunction has occurred if the rotation angle exceeds a predetermined threshold. This allows for accurate detection of park-by-wire abnormalities while preventing system malfunctions.

[0063] (Fourth configuration example of the control unit 3b) The control unit 3b uses the information I detected by the encoder (sensor 13), which detects the motor shaft rotation angle to determine the energized phase of the motor included in the actuator 10, as the information I of the actuator 10. If the amount of change in the motor shaft rotation angle exceeds a predetermined threshold, the control unit 3b determines that an abnormality has occurred. This improves the accuracy of abnormality detection by also considering physical motor rotation abnormalities, and prevents unintended parking lock release.

[0064] (Fifth configuration example of the control unit 3b) The control unit 3b uses information regarding the rising or falling edge of the motor included in the actuator 10 as actuator 10 information I, and determines that an abnormality has occurred if abnormal energization or driving of the motor is detected. This enables the detection of abnormalities in the motor drive system, allows for rapid detection of park-by-wire abnormalities, and realizes more reliable fail-safe operation.

[0065] (Sixth configuration example of the control unit 3b) The control unit 3b activates the parking brake when it detects that the vehicle speed is greater than 0, that is, when it detects that the vehicle 100 is moving. This prevents unnecessary activation of the EPKB 106 and minimizes the risk of the vehicle 100 moving unintentionally by the driver.

[0066] (Seventh configuration example of the control unit 3b) The control unit 3b activates the parking brake when it detects that the gradient of the road surface on which the vehicle 100 is located is greater than a predetermined threshold. This prevents unintended vehicle movement, for example, on slopes, and ensures safety. Even roads that appear flat may have a slight incline, so activating the parking brake on slopes that are not actually inclines can also prevent unintended vehicle movement and ensure safety.

[0067] (Eighth configuration example of the control unit 3b) When the vehicle 100 is stopped due to the parking brake being applied, the control unit 3b attempts to return from the unlocked parking state to the locked parking state by resetting the unit (microcontroller) that controls the operation of the park-by-wire system, if this state persists for a certain period of time after the parking brake is applied. This prevents unnecessary roadside stopping by attempting a normal return to normal operation, rather than simply being a fail-safe.

[0068] (Example of the ninth configuration of the control unit 3b) The control unit 3b executes multiple processes to attempt to return from the parking lock unlocked state to the parking locked state. This maximizes the chances of recovery and improves the system's flexibility. Even if recovery is not possible on the first attempt, retries can facilitate a return to normal operation.

[0069] (Tenth configuration example of the control unit 3b) If the control unit 3b attempts to return from the parking lock release state to the parking lock state multiple times but fails to do so, it stops the execution of the process. Furthermore, when the target range of the shifter 71 is operated to the parking range, the control unit 3b activates the parking brake. This ensures that appropriate safety measures can be taken even if the system is unable to recover.

[0070] (Example of the 11th configuration of the control unit 3b) The control unit 3b attempts to return the vehicle from the unlocked state to the locked state multiple times, but if it is not possible to return the vehicle from the unlocked state to the locked state, it stops the execution of the process. Furthermore, when the target range of the shifter 71 is operated to the reverse range or drive range, the control unit 3b releases the parking brake, enabling the vehicle to move away. This allows for minimal driving even if the park-by-wire system cannot be restored, improving emergency response capabilities.

[0071] (12th configuration example of the control unit 3b) After the parking brake is activated, the control unit 3b generates a message for the occupants of the vehicle 100 prompting them to activate the parking brake on a flat surface, such as "When parking, please activate the electric parking brake on a flat surface." This allows the driver to take appropriate action, prompts appropriate driver operation in the event of an abnormality, and ensures safety.

[0072] By providing the control device 102a with the inverter 102, that is, by integrating the functions of the control device 102a into the inverter 102, the following effects can be obtained.

[0073] (1) Reduction of hardware costs This eliminates the need for a dedicated microcontroller, enabling cost optimization. Normally, park-by-wire control requires a dedicated ECU (Electronic Control Unit) or microcontroller, but by integrating the functions of the control device 102a within the inverter 102, additional control hardware can be reduced. This allows for a reduction in the number of parts and lower manufacturing costs. (2) Making the system more compact By consolidating hardware, the overall vehicle design can be simplified. In other words, by integrating park-by-wire control into the inverter 102, the installation space for the ECU can be reduced, and the overall vehicle design can be made more efficient. This is a particularly significant advantage for EVs (electric vehicles) and HEVs (hybrid vehicles), where a compact powertrain design is required. (3) High-speed data processing and improved control response This minimizes communication delays and enables smoother control. In other words, by having the inverter directly control park-by-wire, communication delays with the ECU are minimized, enabling real-time control. For example, the time from anomaly detection to the activation of EPKB106 is shortened, improving safety. (4) Improved system reliability Integrating the control unit reduces the risk of failure. Specifically, operating the ECU and inverter separately carries the risk of connection problems and communication errors, but integration improves reliability. An integrated system enhances the stability of power supply and data communication, thereby improving the overall system durability. (5) Expandability through software updates Functionality can be expanded through software updates. In other words, by incorporating control logic into the inverter, it's possible to add or improve features through software updates. For example, improvements to the anomaly detection algorithm or the addition of new fail-safe functions can be implemented solely through software updates. (6) Improvement of energy efficiency Integrating inverters and park-by-wire control optimizes energy consumption. Specifically, coordinated control of park-by-wire and inverters is possible, reducing unnecessary energy consumption. For example, by coordinating with regenerative braking, energy consumption during parking lock control can be minimized.

[0074] Next, the operation of the control device 102a will be explained with reference to Figures 8 to 13. Figures 8 and 9 show the diagnostic fail-safe process in the event of an unintended P error.

[0075] In Figures 8 and 9, steps S1 to S9 execute processes such as stopping the vehicle in the event of an unintended P-disconnection and turning off the actuator 10. Steps S10 to S15 execute processes to reset the unit (microcontroller) that controls the operation of the park-by-wire system and attempt to restore the microcontroller. Steps S16 to S23 execute processes to move the stopped vehicle 100 out of the way.

[0076] In step S1, the control device 102a checks the EPKB activation flag (XFPBW_PKB) corresponding to the range of the shifter 71 when the PBW system 1 is confirmed to be abnormal or faulty. If the EPKB activation flag is OFF, i.e., the PBW system 1 is normal, the control device 102a executes the process in step S2.

[0077] In step S2, the control device 102a checks the target shift range. If it is in the P (parking) range, it executes the process in step S3. If it is in the NotP (R / N / D) range, in step S5, the control device 102a sets the fail detection delay counter (CF: e.g., 0.5s) to 0.

[0078] In step S3, the control device 102a determines the PBW operating angle. If the PBW operating angle is within a predetermined angle (P range range), the process in step S5 is executed. If it is outside the predetermined angle (outside the P range range = NotP range), the control device 102a determines that there is an abnormality and in step S4, increments the fail detection delay counter.

[0079] In step S6, if the fail detection delay counter is 0.5 seconds or less, the control device 102a turns OFF the EPKB operation request flag (XEPKB_FS) in the event of a PBW failure in step S8. If it exceeds 0.5 seconds, the control device 102a turns ON the EPKB operation request flag (XEPKB_FS) in step S7. In other words, it causes the EPKB 106 to activate the parking brake.

[0080] In step S9, the control device 102a forcibly turns off the actuator 10, that is, the PBW system 1, to prevent the system from becoming uncontrollable.

[0081] Thus, in the process up to step S9, even though a command indicating the P range has been output, if the PBW operating angle exceeds a predetermined angle and becomes the NotP position, XEPKB_FS is turned ON (vehicle stopped) with a 0.5s delay, and the actuator 10 of the PBW system 1 is turned OFF.

[0082] In step S10, if XEPKB_FS is ON (abnormality persists), the control device 102a increments the set delay counter (CFPKB) in step S11. If XEPKB_FS is OFF (abnormality resolved), the control device 102a resets the normal recovery retry count (CFPKB_RTRY) to 0 in step S12.

[0083] In step S13, if the set delay counter is less than 10 seconds, the control device 102a continues processing. If it is 10 seconds or longer, in step S14, it resets the PBW microcontroller. This initializes the PBW system 1 and attempts to operate the P range. After initializing the PBW system 1, in step S15, the control device 102a initializes the set delay counter and increments the number of normal recovery retries.

[0084] Thus, in the process from step S10 to step S15, if XEPKB_FS=ON and the vehicle speed remains at 0 for 10 seconds, the PBW microcontroller is reset (initialized) and the P function is activated to attempt recovery.

[0085] In step S16, if the number of normal recovery retries is, for example, 4 or more, the control device 102a sets the EPKB operation flag to ON in step S17. If the number of normal recovery retries is, for example, less than 3, the control device 102a sets the EPKB operation flag to OFF in step S18.

[0086] In step S19, if the EPKB operation flag is ON, the control device 102a generates a message in step S20 notifying the driver that a PBW abnormality has occurred, and plays the message on, for example, an in-vehicle monitor. If the EPKB operation flag is OFF, the control device 102a terminates the series of processes.

[0087] In step S21, the control device 102a checks the target shift range. If the target shift range is the P (parking) range, in step S22, it sets the EPKB operation request flag to ON. If the target shift range is not P, the control device 102a sets the EPKB operation request flag to OFF in step S23.

[0088] (A variation of the diagnostic fail-safe) The following describes a modified version of the diagnostic failsafe in the event of an unintended P error.

[0089] (First variation) The flowchart shown in Figure 10 differs from the flowchart shown in Figure 8 in that steps S31 and S61 are executed instead of steps S3 and S6. After step S2, in step S31, if the PBW operating angle change amount exceeds a predetermined amount, i.e., outside the P range (=NotP range), the control device 102a may execute step S4. If the PBW operating angle change amount is less than or equal to the predetermined amount, the control device 102a may execute step S5. Also, after step S4, in step S61, if the fail detection delay counter (CF) exceeds a predetermined time (e.g., 0.02 s), the control device 102a may execute step S7. If the fail detection delay counter (CF) is less than or equal to the predetermined time (e.g., 0.02 s), the control device 102a may execute step S8.

[0090] Thus, in the processing up to step S9 of the first modified example, even though a command indicating the P range has been output, if the amount of change in the PBW operating angle exceeds a predetermined amount and the position becomes NotP, XEPKB_FS is turned ON (vehicle stopped) with a delay of 0.02s, and the actuator 10 of the PBW system 1 is turned OFF.

[0091] In the first modified version, the speed of anomaly detection is improved by using the change in the operating angle of the PBW system 1 as a criterion for anomaly detection. In the conventional method, it was necessary to wait until the PBW system 1 had completely transitioned to an abnormal state, but by using the change in the operating angle as a criterion, the speed of anomaly detection is improved. An anomaly is determined not only when the PBW system 1 has displaced slightly, but when it exceeds a certain amount of change, thus enabling reliable anomaly detection while preventing false detections. By utilizing the rotation angle sensor (encoder) of the motor shaft and the energized edge, more precise anomaly monitoring becomes possible, thereby preventing unintended P failures and improving safety.

[0092] Furthermore, in order to monitor unintended motor energization and motor operation that could lead to P failure, the change in the motor shaft rotation angle sensor (encoder) that determines the motor energization phase may be used instead of the change in the PBW operating angle, or the presence or absence of an ON / OFF edge at the motor output port may be used for determination.

[0093] (Second variation) The flowchart shown in Figure 11 differs from the flowchart shown in Figure 10 in that step S62 is added. After step S61, in step S62, if the vehicle speed exceeds, for example, 1kpk, the control device 102a may execute the process in step S7. If the vehicle speed is, for example, 1kpk or less, the control device 102a may execute the process in step S10.

[0094] Thus, in the process up to step S9 of the second modified example, XEPKB_FS is turned ON (vehicle stopped) and the actuator 10 of the PBW system 1 is turned OFF only when the vehicle speed changes.

[0095] In the second modified configuration, even if a slight malfunction of the PBW system 1 occurs while the vehicle is stopped, it is not necessary to immediately activate the EPKB 106. By activating the EPKB 106 only when the vehicle speed exceeds, for example, 1 kph, unnecessary fail-safe operation can be prevented. If the vehicle speed exceeds 1 kph, the EPKB 106 is activated immediately to prevent unexpected movement of the vehicle 100 due to the malfunction, thereby preventing the vehicle 100 from moving when the malfunction occurs. If the vehicle 100 is stationary, even if a malfunction occurs, the reset process of the PBW system 1 is prioritized, and convenience is ensured by avoiding a complete fail-safe operation.

[0096] (Third variation) The flowchart shown in Figure 12 differs from the flowchart shown in Figure 11 in that the process in step S621 is performed instead of the process in step S62. After step S61, in step S621, if the gradient exceeds, for example, 2%, the control device 102a may perform the process in step S7. If the gradient is, for example, 2% or less, the control device 102a may perform the process in step S10.

[0097] On flat surfaces, even if a slight malfunction occurs in the PBW system 1, it is not necessary to immediately activate the EPKB106. In the third modified example, the failsafe can be activated, for example, on slopes, slightly inclined surfaces for drainage purposes, or slightly inclined surfaces due to terrain undulations. This reduces the risk of rolling on inclines and improves safety. On flat surfaces, the PBW reset process is prioritized, increasing the likelihood that the malfunction will be resolved. By utilizing the gradient sensor 204, appropriate failsafe operation can be achieved according to the surrounding environment of the vehicle 100.

[0098] Figure 13 shows a flowchart relating to the control of the actuator 10 of the PBW system 1. In the process shown in Figure 13, the actual shift position (P / NotP) is monitored, and if an abnormality is detected, the failsafe is activated immediately. Specifically, for example, the actual shift of the PBW system 1 is determined based on information I from the sensor 13. In step S30, if the PBW operating angle exceeds a predetermined angle, the control device 102a determines in step S31 that the actual shift is NotP. If the PBW operating angle is less than or equal to the predetermined angle, the control device 102a determines that the actual shift is P.

[0099] In step S33, if the EPKB activation flag (XFPBW_PKB) is OFF, the control device 102a executes the process in step S34. If the EPKB activation flag is ON, the series of processes is terminated.

[0100] In step S34, if the target shift range is P, the control device 102a executes the process in step S35; if the target shift range is Not P, it executes the process in step S36.

[0101] In step S35, if the actual shift is P, the control device 102a terminates the series of processes. If the actual shift is NotP, in step S37, the control device 10 controls the actuator 10 to change the actual shift from NotP to P.

[0102] In step S36, if the actual shift is P, the control device 102a controls the actuator 10 in step S38 to change the actual shift from P to NotP, and if the actual shift is NotP, the series of processes ends.

[0103] In the control of the actuator 10 in steps S37 and S38, F / B control is performed so that the target operating angle voltage corresponding to the target shift position matches the actual operating angle sensor. Once they match, power to the actuator 10 is turned OFF, and the position is held by the detent mechanism.

[0104] Figure 14 shows a flowchart illustrating the operation control of EPKB106 after an abnormality is detected in the PBW system 1. In step S40, the control device 102a turns EPKB106 ON or OFF, i.e., applies or releases the brakes, depending on the vehicle speed and shift range. Step S40 is the same as the conventional processing of EPKB106.

[0105] In step S41, if the EPKB operation request flag (XEPKB_FS) is OFF, the control device 102a turns EPKB 106 ON, i.e., activates the brake, in step S42. This prevents the vehicle 100 from moving unintentionally. If the EPKB operation flag is ON (for example, if the PBW system 1 has returned to normal operation), the control device 102a returns to normal operation by turning EPKB 106 OFF, i.e., releasing the brake.

[0106] (Effect, Action) As described above, when the control device 102a of this disclosure determines that an unintentional transition from the parking lock state to the parking lock release state has occurred, it activates the parking brake on the EPKB 106.

[0107] This makes it possible to provide a compact, low-cost system (PBW system 1, inverter 102, etc.) that ensures safety. The control device 102a of this disclosure is also suitable for a vehicle 100 equipped with SBW instead of PBW system 1. The control device 102a of this disclosure may be combined with an automatic parking function and a remote parking function (automatically parking the vehicle 100 with a remote control after the driver has exited).

[0108] The functions of the control device 102a may also be provided in the EVC300. Integrating the functions of the control device 102a into the EVC300 enables direct control and improves real-time responsiveness.

[0109] Furthermore, the vehicle 100 in this disclosure is not limited to electric vehicles. For example, the vehicle 100 may be a hybrid vehicle equipped with an internal combustion engine in addition to the rotating electric motor 103, or it may be a conventional engine vehicle equipped with only an internal combustion engine instead of the rotating electric motor 103.

[0110] The control unit and method described herein may be implemented by a dedicated computer comprising a processor programmed to perform one or more functions embodied by a computer program. Alternatively, the apparatus and method described herein may be implemented by a dedicated computer comprising a processor composed of dedicated hardware logic circuits. Alternatively, the apparatus and method described herein may be implemented by one or more dedicated computers comprising a combination of a processor that executes a computer program and one or more hardware logic circuits. Furthermore, the computer program may be stored as instructions executed by the computer on a computer-readable non-transitional tangible recording medium.

[0111] <Note> The features of this invention are as follows.

[0112] (Note 1) A control device (102a) provided in a vehicle that includes a park-by-wire (1) which switches between a parking-locked state and a parking-unlocked state of a vehicle (100) by operating an actuator (10) based on a signal (S) indicating the operating position of a shifter (71), and an electric parking brake (106) which activates the parking brake to stop the vehicle, An input unit (3a) for inputting information (I) of the actuator or the vehicle speed of the vehicle, Based on the aforementioned information or the vehicle speed, when it is determined that an unintentional transition from the parking lock state to the parking lock release state has occurred due to an abnormality in the park-by-wire, the control unit (3b) activates the electric parking brake. A control device equipped with the following features. (Note 2) The control device according to Appendix 1, wherein the control unit determines that an unintentional transition has occurred when the target range of the shifter while the vehicle is stopped, determined based on the signal, is the parking range, but the actual range of the shifter corresponds to the parking lock release state. (Note 3) The control device according to Appendix 1 or 2, wherein the control unit determines that an abnormality has occurred if the rotation angle, which is the operating angle of the actuator, is greater than or equal to a predetermined threshold, based on the information of the actuator. (Note 4) The control unit, as described in any one of the appendices 1 to 3, uses information detected by an encoder that detects the motor shaft rotation angle for determining the energized phase of the motor included in the actuator as actuator information, and determines that an abnormality has occurred if the amount of change in the motor shaft rotation angle is greater than or equal to a predetermined threshold. (Note 5) The control device according to any one of the appendices 1 to 4, wherein the control unit uses information regarding the rising or falling edge of the motor included in the actuator as information about the actuator, and determines that an abnormality has occurred when an abnormal energization or drive of the motor is detected. (Note 6) The control device according to any one of the appendices 1 to 5, wherein the control unit activates the parking brake when it detects that the vehicle speed is greater than 0. (Note 7) The control device according to any one of the appendices 1 to 6, wherein the control unit activates the parking brake when it detects that the gradient of the road surface on which the vehicle is located is greater than a predetermined threshold. (Note 8) The control device according to any one of the appendices 1 to 7, wherein the control unit, when the vehicle remains stopped due to the activation of the parking brake for a certain period of time after the activation of the parking brake, attempts to return from the parking lock release state to the parking lock state by resetting the unit that controls the operation of the park-by-wire. (Note 9) The control unit is a control device according to any one of the appendices 1 to 8, which performs a plurality of the above processes. (Note 10) The control unit, if the recovery cannot be expected even after executing the process multiple times, stops the execution of the process, and when the target range of the shifter is operated to the parking range, activates the parking brake, as described in any one of the appendices 1 to 9. (Note 11) The control device according to any one of the appendices 1 to 10, wherein the control unit stops the execution of the process if recovery is not expected even after executing the process multiple times, and when the target range of the shifter is operated to the reverse range or drive range, the operation of the parking brake is released to enable the vehicle to move away. (Note 12) The control device according to any one of Appendix 1 to 11, wherein the control unit generates a message prompting the occupant of the vehicle to activate the parking brake on a flat road after the parking brake has been activated. (Note 13) A control device as described in any one of the items from Appendix 1 to Appendix 12, A motor control unit (102b) controls the operation of the rotating electric machine by supplying power to the rotating electric machine that drives the vehicle, An inverter (102) including the following. (Note 14) At least one processor (3) Based on a signal indicating the shifter's operating position, the actuator operates to switch between the vehicle's parking lock state and the parking lock release state. Information from the park-by-wire actuator or the vehicle speed is input. Based on the information from the actuator, when it is determined that an unintentional transition from the parking lock state to the parking lock release state has occurred due to a malfunction in the park-by-wire, the electric parking brake that stops the vehicle is activated. A control program (2a) that causes the program to execute a process that includes the following. (Note 15) At least one processor, Input the information of the park-by-wire actuator that switches between the vehicle's parking lock state and the parking lock release state. Based on the information from the actuator, when it is determined that an unintentional transition from the parking lock state to the parking lock release state has occurred due to a malfunction in the park-by-wire, the electric parking brake that stops the vehicle is activated. A control method for executing a process that includes the following. [Explanation of Symbols]

[0113] 1 PBW system 2 memory 2a Control program 3 processors 4 Input / Output Interfaces 5 buses 10 Actuators 13 Sensors 15 Output shaft 20 Shift range switching mechanism 21 Detent Plate 21a 1st valley 21b 2nd valley 21c Yamabe 22 recess 24 pins 25 Detent Springs 26 Detent roller (engaging member) 28 Manual Valves 30 Parking lock mechanism 31 Parking Rod 32 Cones 33 Parking Lock Pole 34 Shaft section 35 Parking Gear 71 Shifta 72 Shift lever 73 Slits 74 P position switch 75 Shift position detection sensor 100 vehicles 100A car body 101 Battery 102 Inverter 102a Control device 102b MG Control Unit 103 Rotating Electric Machine 104 EPS 105 Brake ECU 106 EPKB 107 Drivetrain 108 Differential 281 Valve body 731 D range indicated position 732 R range indicated position 733 N range indicated position 734 Home position 300 EVC 301 Torque Calculation Unit 302 Target Shift Range Calculation Unit 303 Forward / Forward Switching Control Unit 311 one end 331 Convex part 312 Other end S signal I. Information

Claims

1. A control device (102a) provided in a vehicle that includes a park-by-wire (1) which switches between a parking-locked state and a parking-locked state of a vehicle (100) by operating an actuator (10) based on a signal (S) indicating the operating position of a shifter (71), and an electric parking brake (106) which activates the parking brake to stop the vehicle, An input unit (3a) for inputting information (I) of the actuator or the vehicle speed of the vehicle, Based on the aforementioned information or the vehicle speed, when it is determined that an unintentional transition from the parking lock state to the parking lock release state has occurred due to a malfunction of the park-by-wire, the control unit (3b) activates the electric parking brake. A control device equipped with the following features.

2. The control device according to claim 1, wherein the control unit determines that an unintentional transition has occurred when the target range of the shifter while the vehicle is stopped, determined based on the signal, is the parking range, but the actual range of the shifter corresponds to the parking lock release state.

3. The control device according to claim 2, wherein the control unit determines that an abnormality has occurred if the rotation angle, which is the operating angle of the actuator, is greater than or equal to a predetermined threshold, based on the information of the actuator.

4. The control device according to claim 2, wherein the control unit uses information detected by an encoder for detecting the motor shaft rotation angle for determining the energized phase of the motor included in the actuator as information for the actuator, and determines that an abnormality has occurred if the amount of change in the motor shaft rotation angle is greater than or equal to a predetermined amount.

5. The control device according to claim 2, wherein the control unit uses information regarding the rising or falling edge of the motor included in the actuator as information about the actuator, and determines that an abnormality has occurred when an abnormal energization or drive of the motor is detected.

6. The control device according to claim 1, wherein the control unit activates the parking brake when it detects that the vehicle speed is greater than 0.

7. The control device according to claim 1, wherein the control unit activates the parking brake when it detects that the gradient of the road surface on which the vehicle is located is greater than a predetermined threshold.

8. The control device according to claim 1, wherein the control unit, when the vehicle remains stopped due to the activation of the parking brake for a certain period of time after the activation of the parking brake, attempts to return from the parking lock release state to the parking lock state by resetting the unit that controls the operation of the park-by-wire.

9. The control device according to claim 8, wherein the control unit performs a plurality of the above processes.

10. The control device according to claim 9, wherein the control unit stops executing the process if recovery is not expected even after executing the process multiple times, and activates the parking brake when the target range of the shifter is operated to the parking range.

11. The control device according to claim 9, wherein the control unit stops executing the process if recovery is not expected even after executing the process multiple times, and when the target range of the shifter is operated to the reverse range or drive range, the operation of the parking brake is released to enable the vehicle to move away.

12. The control device according to claim 10, wherein the control unit generates a message prompting the occupant of the vehicle to activate the parking brake on a flat road after the parking brake has been activated.

13. A control device according to any one of claims 1 to 12, A motor control unit (102b) controls the operation of the rotating electric machine by supplying power to the rotating electric machine that drives the vehicle, An inverter (102) including the inverter.

14. At least one processor (3) Based on a signal indicating the shifter's operating position, the actuator operates to switch between the vehicle's parking lock state and the parking lock release state. Information from the park-by-wire actuator or the vehicle speed is input. Based on the information from the actuator, when it is determined that an unintentional transition from the parking lock state to the parking lock release state has occurred due to a malfunction in the park-by-wire, the electric parking brake that stops the vehicle is activated. A control program (2a) that causes the program to execute a process that includes the following.

15. At least one processor, Input the information of the park-by-wire actuator that switches between the vehicle's parking lock state and the parking lock release state. Based on the information from the actuator, when it is determined that an unintentional transition from the parking lock state to the parking lock release state has occurred due to a malfunction in the park-by-wire, the electric parking brake that stops the vehicle is activated. A control method for executing a process that includes the following.

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