Vehicle control devices

Abstract

The control device (90) includes a motor control unit (71) and a shift control unit (73). The shift control unit drives an actuator device based on the shift position of the shift-by-wire system being switched from the parking gear position to the non-parking gear position, so as to release the lock of the power transmission mechanism by the locking mechanism. The motor control unit performs torque correction control based on the shift position of the shift-by-wire system being switched from the parking gear position to the non-parking gear position, wherein the torque correction control corrects the output torque of the electric motor so as to reduce the load acting on the locking mechanism from the power transmission mechanism.

Description

Technical Field

[0001] The present disclosure relates to a control device for a vehicle. Background Art

[0002] Conventionally, a shift-by-wire system (Japanese: シフトバイワイヤシステム) is known as one type of shift system for switching vehicle gear positions. This system eliminates the mechanical connection between the vehicle's gear position switching mechanism and the shift lever. Instead, it uses a sensor to detect the operating state of the shift lever. Based on the detected shift lever operating information, a shift actuator drives the gear position switching mechanism to switch the gear position.

[0003] The shift-by-wire system's shift-position switching mechanism is equipped with a parking lock mechanism that locks the power transmission shaft of the wheels, preventing them from rotating when the shift lever is in the park position. This parking lock mechanism includes a parking gear that rotates integrally with the power transmission shaft and a parking pawl that shifts integrally with the shift-position switching mechanism. In the parking lock mechanism, when the shift lever is in the P position, the parking pawl engages the parking gear, locking the power transmission shaft from rotating. The parking pawl shifts based on power transmitted from the shift actuator.

[0004] Furthermore, when a vehicle is parked on a slope, a force corresponding to gravity acts in the vehicle's forward and backward directions. This forward and backward force exerts torque on the wheels, which is then transmitted to the parking gear via the power transmission shaft. This torque can potentially exert a significant force on the meshing portion between the parking gear and the parking pawl. In the parking lock mechanism, when the shift lever is moved from the parking position to another position, the parking pawl must release the lock on the parking gear. When a significant force is applied to the meshing portion between the parking gear and the parking pawl, the torque required of the shift actuator increases to release the force. This is a major factor contributing to the increased size of the shift actuator.

[0005] Therefore, in the vehicle described in Patent Document 1 below, when it is detected that the vehicle is parked on a slope, the electric parking brake device automatically applies the parking brake, thereby reducing the force applied to the meshing portion between the parking gear and the parking pawl. This reduces the torque required of the shift actuator, thereby enabling the shift actuator to be miniaturized.

[0006] Prior art literature

[0007] Patent Literature

[0008] Patent Document 1: Japanese Patent Application Laid-Open No. 2018-167655 Summary of the Invention

[0009] The vehicle described in Patent Document 1 requires an electric parking brake to generate braking force to maintain the vehicle's stationary state when parked on a slope. Therefore, to maintain the vehicle's stationary state at the maximum assumed slope (e.g., a 20° gradient), the power required from the electric parking brake actuator increases, inevitably leading to an increase in the size and cost of the actuator. Furthermore, the structure described in Patent Document 1 cannot be utilized in vehicles that do not already have an electric parking brake.

[0010] An object of the present disclosure is to provide a vehicle control device capable of reducing the power required for an actuator device with a simpler structure.

[0011] A control device according to one embodiment of the present disclosure is provided in a vehicle comprising: an electric motor that transmits torque to wheels via a power transmission mechanism to drive the vehicle; a locking mechanism that can switch between locking and unlocking the power transmission mechanism; and an actuator device that drives the locking mechanism. The control device includes a motor control unit that controls the electric motor; and a shift control unit that controls a shift-by-wire system for the vehicle. When a shift range other than the parking range among the shiftable shift ranges in the shift-by-wire system is set to a non-park range, the shift control unit drives the actuator device based on the shift range of the shift-by-wire system being switched from the parking range to the non-park range, thereby unlocking the power transmission mechanism. The motor control unit executes torque correction control based on the shift range of the shift-by-wire system being switched from the parking range to the non-park range. The torque correction control corrects the output torque of the electric motor to reduce the load acting on the locking mechanism from the power transmission mechanism.

[0012] According to this structure, since the actuator device is driven in a state where the load acting on the locking mechanism is reduced, the power required from the actuator device to release the locking mechanism can be reduced. As a result, since the electric parking brake device described in Patent Document 1 is not required, the power required from the actuator device can be reduced with a simpler structure. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 It is a block diagram showing a schematic configuration of a vehicle according to the first embodiment.

[0014] Figure 2 It is a perspective view showing the three-dimensional structure of the locking mechanism according to the first embodiment.

[0015] Figure 3 This is a block diagram showing a schematic configuration of a vehicle control device according to the first embodiment.

[0016] Figure 4 This is a block diagram showing a schematic configuration of a vehicle control device according to the first embodiment.

[0017] Figure 5 The diagram schematically shows the forces acting on a vehicle parked on a slope.

[0018] Figure 6 This is a flowchart showing a portion of the steps of a process executed by the vehicle control device according to the first embodiment.

[0019] Figure 7 This is a flowchart showing a portion of the steps of a process executed by the vehicle control device according to the first embodiment.

[0020] Figure 8 This is a map showing the relationship between the acceleration AC detected by the acceleration sensor and the torque correction amount ΔT, which is used by the vehicle control device of the first embodiment.

[0021] Figure 9 (A) to (H) are timing diagrams showing the changes in the vehicle speed, the amount of accelerator pedal depression, whether the brake pedal is depressed, the state of the locking mechanism, the output torque of the electric generator, the braking force of the brake device, the detected torque of the torque sensor, and the detected acceleration of the acceleration sensor in the vehicle of the first embodiment.

[0022] Figure 10 This is a block diagram showing a schematic configuration of a vehicle control device according to a second embodiment. DETAILED DESCRIPTION

[0023] Hereinafter, an embodiment of a vehicle control device will be described with reference to the accompanying drawings. To facilitate understanding of the description, identical components are denoted by identical reference numerals in the drawings as much as possible, and duplicate descriptions are omitted.

[0024] <First embodiment>

[0025] First, a schematic configuration of a vehicle equipped with the control device according to the first embodiment will be described.

[0026] Figure 1 The vehicle 10 of the present embodiment shown is a so-called electric vehicle that uses the motor generator 31 as a power source. Figure 1 As shown, the vehicle 10 includes a steering device 20 , a power system 30 , brake devices 41 - 44 , and a shift-by-wire (SBW) system 50 .

[0027] In the steering system 20, when the driver rotates the steering wheel 21, the steering torque applied to the steering wheel 21 is transmitted to the steering mechanism 23 via the steering shaft 22, thereby changing the steering angles of the right front wheel 11 and the left front wheel 12. The steering system 20 includes an actuator device 24 that assists the driver's steering operation by applying an assist torque corresponding to the steering torque applied to the steering wheel 21.

[0028] The power system 30 includes a motor generator (MG) 31 , an inverter device 32 , a battery 33 , and a differential gear 34 .

[0029] The inverter device 32 converts DC power supplied from the battery 33 into three-phase AC power, and supplies the converted three-phase AC power to the motor generator 31 .

[0030] The motor generator 31 operates as a motor when the vehicle 10 is accelerating. When operating as a motor, the motor generator 31 is driven by three-phase AC power supplied from the inverter device 32. The power of the motor generator 31 is transmitted to the right rear wheel 13 and the left rear wheel 14 via the power transmission shaft 35, the differential gear 34, and the drive shaft 36, thereby applying torque to the rear wheels 13 and 14, thereby accelerating the vehicle 10.

[0031] The motor generator 31 can operate as a generator when the vehicle 10 is decelerating. When operating as a generator, the motor generator 31 generates electricity through regenerative operation. The regenerative operation of the motor generator 31 applies braking force to the rear wheels 13 and 14. The three-phase AC power generated by the regenerative operation of the motor generator 31 is converted to DC power by the inverter device 32 and used to charge the battery 33.

[0032] Thus, in the vehicle 10 of this embodiment, the right rear wheel 13 and the left rear wheel 14 function as drive wheels, and the right front wheel 11 and the left front wheel 12 function as driven wheels. Hereinafter, for convenience, the right rear wheel 13 and the left rear wheel 14 will be collectively referred to as "drive wheels 13, 14."

[0033] In this embodiment, the motor generator 31 corresponds to an electric motor. The power transmission shaft 35 , the differential gear 34 , and the drive shaft 36 correspond to a power transmission mechanism that transmits the output torque of the motor generator 31 to the drive wheels 13 , 14 .

[0034] Braking devices 41-44 are respectively installed on wheels 11-14 of vehicle 10. Braking devices 41-44 include, for example: a rotating body that rotates integrally with wheels 11-14; brake pads positioned opposite the rotating body; and a hydraulic circuit that applies hydraulic pressure to the brake pads, thereby causing the brake pads to contact and separate from the rotating body. In braking devices 41-44, the brake pads contact the rotating body due to the hydraulic pressure of the hydraulic circuit, thereby applying friction to the rotating body and applying braking force to wheels 11-14.

[0035] The SBW system 50 is a system that switches the gear position of the vehicle 10 based on the position of the gear lever detected by a sensor. In the vehicle 10, the gear position of the gear lever can be selectively switched to a parking position, a drive position, a neutral position, a reverse position, etc. Hereinafter, for convenience, the operating positions other than the parking position will be referred to as non-parking positions. The SBW system 50 of this embodiment has a so-called parking lock function that locks the power transmission shaft 35 when the operating position of the gear lever is switched from the non-parking position to the parking position, and releases the lock of the power transmission shaft 35 when the operating position of the gear lever is switched from the parking position to the non-parking position. As a structure for realizing the parking lock function, the SBW system 50 includes a locking mechanism 51 and an actuator device 52.

[0036] like Figure 2 As shown, the locking mechanism 51 includes a stopper plate 510 and a stopper spring 511. The stopper plate 510 rotates integrally with the output shaft 520 of the actuator device 52. The stopper spring 511 is fitted into any one of a plurality of recesses 510a and 510b formed on the outer edge of the stopper plate 510.

[0037] The locking mechanism 51 further includes a parking gear 512, a parking pawl 513 and a parking rod 514. Figure 1 The power transmission shaft 35 shown rotates integrally. The parking pawl 513 can approach and separate from the parking gear 512. The parking rod 514 is connected to the stopper plate 510.

[0038] When the stopper plate 510 is in the rotational position where the stopper spring 511 is engaged with the recess 510a, the parking pawl 513 is not engaged with the parking gear 512, and thus, the rotation of the power transmission shaft 35 is not locked. Hereinafter, for convenience, the state of the locking mechanism 51 when the stopper spring 511 is engaged with the recess 510a is referred to as the "unlocked state."

[0039] When the stopper plate 510 is in the rotational position where the stopper spring 511 engages with the recess 510b, the cone 514a at the front end of the parking lever 514 is pressed against the underside of the parking pawl 513, pushing the parking pawl 513 upward. Consequently, the parking pawl 513 engages with the parking gear 512, locking the rotation of the power transmission shaft 35. For convenience, the state of the locking mechanism 51 when the stopper spring 511 engages with the recess 510b is referred to as the "locked state."

[0040] Next, the electrical configuration of vehicle 10 will be described.

[0041] like Figure 3 As shown, vehicle 10 includes an accelerator position sensor 60, a vehicle speed sensor 61, a brake position sensor 62, a shift position sensor 63, a rotation sensor 64, an acceleration sensor 65, and a torque sensor 66. Furthermore, as components for performing various controls, vehicle 10 includes an EV (Electronic Vehicle) ECU (Electronic Control Unit) 70, an MGECU 71, a brake ECU 72, and an SBWECU 73. These components 60-66 and 70-73 constitute a control device 90 for vehicle 10.

[0042] The accelerator position sensor 60 detects the amount of depression of the accelerator pedal of the vehicle 10 and outputs a signal corresponding to the detected amount of depression of the accelerator pedal to the EVECU 70. The vehicle speed sensor 61 detects the driving speed of the vehicle 10, i.e., the vehicle speed, and outputs a signal corresponding to the detected vehicle speed to the EVECU 70 and the inverter device 32. The brake position sensor 62 detects whether the brake pedal of the vehicle 10 is depressed and outputs a signal corresponding to the detected operating position of the brake pedal to the brake ECU 72. The shift position sensor 63 detects the operating position of the gear lever of the vehicle 10 and outputs a signal corresponding to the detected operating position to the SBWECU 73. The rotation sensor 64 detects the operating position of the gear lever of the vehicle 10 and outputs a signal corresponding to the detected operating position to the SBWECU 73. Figure 2 The rotation angle of the output shaft 520 of the actuator device 52 shown is detected, and a signal corresponding to the detected rotation angle is output to the SBWECU 73. The acceleration sensor 65 detects the acceleration in the traveling direction of the vehicle 10, in other words, the acceleration in the front-rear direction of the vehicle 10, and a signal corresponding to the detected acceleration of the vehicle 10 is output to the inverter device 32. Figure 1 As shown, the torque sensor 66 is provided on the power transmission shaft 35 , detects the torque applied to the power transmission shaft 35 , and outputs a signal corresponding to the detected torque to the inverter device 32 .

[0043] In addition, in this embodiment, the acceleration sensor 65 corresponds to the acceleration detection unit.

[0044] Each ECU 70 - 73 is composed mainly of a microcomputer including a CPU, ROM, RAM, etc., and performs various controls by executing programs pre-stored in the ROM. Each ECU 70 - 73 can receive and send various information via an in-vehicle network 80 such as a CAN installed in the vehicle 10 .

[0045] The MGECU 71 is provided in the inverter device 32. The MGECU 71 controls the output torque of the motor generator 31 by driving the inverter device 32 to change the amount of current supplied to the motor generator 31. Specifically, the target torque, or target value for the output torque of the motor generator 31, is transmitted from the EVECU 70 to the MGECU 71. The MGECU 71 controls the inverter device 32 so that the motor generator 31 outputs torque corresponding to the target torque. Furthermore, the MGECU 71 controls the inverter device 32 to enable regenerative power generation in the motor generator 31, for example, during deceleration of the vehicle 10. In this embodiment, the MGECU 71 serves as a motor control unit.

[0046] The brake ECU 72 drives the brake devices 41 to 44 based on the operation position of the brake pedal detected by the brake position sensor 62, thereby generating a braking force for the vehicle 10. In the present embodiment, the brake ECU 72 corresponds to a brake control unit.

[0047] The SBWECU 73 detects the shift lever's operating position based on the output signal of the shift position sensor 63. Upon detecting that the detected operating position has been switched, the SBWECU 73 sets the switched operating position as the target shift position for the SBW system 50. The SBWECU 73 then controls the actuator device 52 based on the set target shift position. For example, if the target shift position is switched from the non-parking position to the parking position, the SBWECU 73 drives the actuator device 52 to lock the locking mechanism 51. In this case, power cannot be transmitted between the motor generator 31 and the drive wheels 13 and 14. On the other hand, if the target shift position is switched from the parking position to the non-parking position, the SBWECU 73 drives the actuator device 52 to unlock the locking mechanism 51. In this case, power can be transmitted between the motor generator 31 and the drive wheels 13 and 14.

[0048] In this manner, the SBWECU 73 of this embodiment locks the power transmission shaft 35 when the shift lever is switched from the non-parking position to the parking position, and unlocks the power transmission shaft 35 when the shift lever is switched from the parking position to the non-parking position. In this embodiment, the SBWECU 73 serves as a shift control unit.

[0049] The EVECU 70 is a part that performs comprehensive control of the vehicle 10. Specifically, Figure 4 As shown, the EVECU 70 includes a basic target torque calculation unit 700 and a target torque mediation unit 701 .

[0050] The basic target torque calculation unit 700 obtains information about the accelerator pedal depression amount AP and the vehicle speed VC based on the output signals of the accelerator position sensor 60 and the vehicle speed sensor 61. Furthermore, the basic target torque calculation unit 700 obtains information about the shift lever's operating position SP from the SBWECU 73. The basic target torque calculation unit 700 includes multiple maps for calculating the basic target torque T10* based on the accelerator pedal depression amount AP and the vehicle speed VC. Multiple maps are prepared in advance to correspond to the multiple operating positions of the shift lever. Based on the information about the shift lever's operating position SP, the basic target torque calculation unit 700 determines which of the multiple maps to use. Based on the determined map, the basic target torque T10* is calculated based on the accelerator pedal depression amount AP and the vehicle speed VC. The basic target torque calculation unit 700 outputs the calculated basic target torque T10* to the target torque mediation unit 701.

[0051] The target torque adjustment unit 701 sets the target torque T20* based on the basic target torque T10* output from the basic target torque calculation unit 700 and the braking target torque T30* output from the brake ECU 72. Specifically, if no braking command is received from the brake ECU 72, the target torque adjustment unit 701 directly sets the basic target torque T10* as the target torque T20*. On the other hand, if the brake ECU 72 detects that the brake pedal is depressed based on the brake pedal's operating position BP detected by the brake position sensor 62, it transmits a braking command including the braking target torque T30* to the EVECU 70. The braking target torque T30* is the target value of the braking torque to be output by the motor generator 31 in the braking direction in order to decelerate the vehicle 10. If a braking command is received from the brake ECU 72, the target torque adjustment unit 701 sets the braking target torque T30* included in the braking command as the target torque T20*, instead of the basic target torque T10*. The target torque mediation unit 701 transmits the set target torque T20* to the MGECU 71 .

[0052] The MGECU 71 sets an energization control value for the motor generator 31 based on the target torque T20* transmitted from the EVECU 70, and controls the inverter device 32 based on the set energization control value. Consequently, the inverter device 32 supplies power corresponding to the energization control value to the motor generator 31, and the motor generator 31 outputs torque corresponding to the target torque T20*.

[0053] In addition, in Figure 5 In the case where the vehicle 10 shown is parked on an uphill road, if the road slope is set to "θr" and the gravity acting on the vehicle is set to "W", a force "W×sin(θr)" in the backward direction will act on the vehicle 10. The road slope θr is represented by a positive value for an uphill road and a negative value for a downhill road. In addition, after the vehicle 10 is parked, if the gear lever is operated to the parking position, Figure 2 The locking mechanism 51 shown is in a locked state. That is, the parking pawl 513 is meshed with the parking gear 512.

[0054] Because the force "W × sin(θr)" acts in the reverse direction of vehicle 10, exerting torque on drive wheels 13 and 14, this torque is transmitted to lock mechanism 51 via drive shaft 36, differential gear 34, and power transmission shaft 35. This torque exerts a significant force on the meshing portion between parking gear 512 and parking pawl 513 of locking mechanism 51. Consequently, when the shift lever is subsequently moved from the parking position to the non-parking position, the torque required by actuator device 52 to disengage parking pawl 513 from parking gear 512 increases. This contributes to the increased size of actuator device 52.

[0055] Therefore, in vehicle 10 of this embodiment, when the shift lever is shifted from the parking position to the non-parking position, the motor generator 31 outputs a torque that reduces the force applied to the meshing portion between the parking gear 512 and the parking pawl 513, and the actuator device 52 shifts the locking mechanism 51 from the locked state to the unlocked state. In other words, the motor generator 31 and the actuator device 52 are controlled in coordination when unlocking the locking mechanism 51. This reduces the torque required of the actuator device 52, resulting in a reduction in size.

[0056] Next, the coordinated control of the motor generator 31 and the actuator device 52 when the lock mechanism 51 is released will be described in detail.

[0057] like Figure 4 As shown, the MGECU 71 includes a target torque correction unit 710 , a vibration suppression control unit 711 , and an energization control unit 712 .

[0058] The target torque correction unit 710 corrects the target torque T20* output from the EVECU 70 so that the motor generator 31 outputs a portion of the torque that can reduce the force applied to the meshing portion of the parking gear 512 and the parking pawl 513. Specifically, the target torque correction unit 710 performs Figure 6 and Figure 7 The target torque correction unit 710 repeatedly executes the process shown in FIG. Figure 6 and Figure 7 The processing shown.

[0059] like Figure 6 As shown, first, as a process in step S10, the target torque correction unit 710 determines whether the vehicle speed VC detected by the vehicle speed sensor 61 is less than a predetermined speed Vth. The predetermined speed Vth is set in advance through experiments or the like so as to be able to determine whether the vehicle 10 is stopped, and is stored in the ROM of the MGECU 71.

[0060] When the target torque correction unit 710 makes an affirmative determination in step S10 , that is, when the vehicle 10 is stopped, the target torque correction unit 710 determines whether the accelerator pedal is depressed based on the accelerator pedal depression amount AP detected by the accelerator position sensor 60 as step S11 .

[0061] When the target torque correction unit 710 makes a negative judgment in the processing of step S10 or the processing of step S11, in other words, when the vehicle 10 is traveling or the accelerator pedal is depressed, the torque correction flag Ft is set to "0" as the processing of step S30. When the torque correction flag Ft is set to "0", the target torque correction unit 710 directly outputs the target torque T20* calculated by the basic target torque calculation unit 700 to the vibration suppression control unit 711. In addition, as the processing of step S31, the target torque correction unit 710 sets the value of the counter C to "0", and as the processing of step S32, when a braking action request is made to the brake ECU 72, the request is stopped. In addition, as the processing of step S33, the target torque correction unit 710 temporarily ends the delay request flag Fd after setting it to "0". Figure 6 and Figure 7 The processing shown.

[0062] If the target torque correction unit 710 makes an affirmative determination in both step S10 and step S11, in other words, if the vehicle 10 is parked and the accelerator pedal is not depressed, the target torque correction unit 710 determines whether the target gear position, which can be obtained from the SBWECU 73, has been switched from the parking position to the non-parking position, as step S12. If the target torque correction unit 710 makes an affirmative determination in step S12, that is, if the target gear position has been switched from the parking position to the non-parking position, the target torque correction unit 710 sets the torque correction flag Ft to "1" as step S13, and then moves on to step S14. If the target torque correction unit 710 makes a negative determination in step S12, the target torque correction unit 710 also moves on to step S14.

[0063] In step S14, target torque correction unit 710 determines whether torque correction flag Ft is "1." If target torque correction unit 710 has not executed step S13, that is, if the target gear position has not been switched from the parking position to the non-parking position, torque correction flag Ft is set to "0," and target torque correction unit 710 makes a negative determination in step S14. In this case, target torque correction unit 710 executes steps S30 through S33.

[0064] On the other hand, if the target torque correction unit 710 has executed the processing of step S13, that is, if the target gear position has been switched from the parking position to the non-parking position, the torque correction flag Ft is set to "1." Therefore, the target torque correction unit 710 makes an affirmative determination in the processing of step S14. In this case, the target torque correction unit 710 corrects the target torque T20* of the motor generator 31 as a result of the processing of step S15. Specifically, the target torque correction unit 710 calculates the torque correction amount ΔT based on the acceleration AC of the vehicle 10 detected by the acceleration sensor 65. In this embodiment, the torque correction amount ΔT corresponds to the correction amount of the output torque of the electric motor.

[0065] Torque correction ΔT is the torque to be output from motor generator 31 to reduce the force applied to the meshing portion between parking gear 512 and parking pawl 513. The greater the absolute value of the road surface gradient θr on which vehicle 10 is parked, the greater the absolute value of the torque correction |ΔT|. Furthermore, the sign of torque correction ΔT is reversed when the road surface gradient θr is positive or negative, in other words, when the road is uphill or downhill.

[0066] On the other hand, when the vehicle 10 is parked on an uphill or downhill road, the acceleration sensor 65 detects the gravitational acceleration corresponding to the road surface gradient θr. Therefore, there is a correlation between the acceleration AC detected by the acceleration sensor 65 and the road surface gradient θr at which the vehicle 10 is parked. Leveraging this correlation, the target torque correction unit 710 uses the acceleration AC detected by the acceleration sensor 65 as a parameter representing the road surface gradient θr. Thus, in this embodiment, the acceleration sensor 65 functions as a road surface gradient detection unit that detects the road surface gradient on which the vehicle 10 is located. Furthermore, when the vehicle 10 is parked on an uphill road, the acceleration sensor 65 detects the gravitational acceleration acting on the vehicle 10 as a positive acceleration AC, and when the vehicle 10 is parked on a downhill road, it detects the gravitational acceleration acting on the vehicle 10 as a negative acceleration AC.

[0067] In this embodiment, a map representing the relationship between the acceleration AC detected by the acceleration sensor 65 and the torque correction amount ΔT is obtained in advance through experiments, for example. Figure 8 The map shown is stored in the ROM of the MGECU 71. Figure 6 In the process of step S15 shown in FIG. 1 , the target torque correction unit 710 adjusts the target torque based on the acceleration AC detected by the acceleration sensor 65. Figure 8 The torque correction amount ΔT is calculated using the map shown. By outputting a torque corresponding to the torque correction amount ΔT from the motor generator 31, the force applied to the meshing portion between the parking gear 512 and the parking pawl 513 is reduced. In this embodiment, this process corresponds to torque correction control. The target torque correction unit 710 outputs the calculated target torque T20* to the vibration suppression control unit 711.

[0068] As a process in step S16 following step S15, target torque correction unit 710 determines whether the absolute value of the torque correction amount |ΔT| is greater than or equal to a predetermined value Tth. In vehicle 10 of this embodiment, if the motor generator 31 outputs a torque corresponding to the torque correction amount ΔT, the force applied to the meshing portion between the parking gear 512 and the parking pawl 513 of the locking mechanism 51 can be reduced. Therefore, simply activating the actuator device 52 to release the locking mechanism 51 is sufficient. However, if a large force is applied to the meshing portion between the parking gear 512 and the parking pawl 513, immediately releasing the locking mechanism 51 at the time the motor generator 31 executes torque correction control corresponding to the torque correction amount ΔT may make it difficult to mitigate the impact of the locking mechanism 51.

[0069] Specifically, the greater the absolute value of the road surface gradient |θr| on which vehicle 10 is parked, the greater the absolute value of the force applied to the meshing portion between parking gear 512 and parking pawl 513. When the force in these meshing portions increases, it takes a certain amount of time for the force in these meshing portions to actually decrease after the motor generator 31 initiates torque correction control corresponding to the torque correction amount ΔT. Therefore, if the locking mechanism 51 is immediately released at the start of torque correction control in motor generator 31, the impact of the locking mechanism 51 may not be mitigated. In this case, releasing the locking mechanism 51 after a predetermined time has passed since the start of torque correction control in motor generator 31 corresponding to the torque correction amount ΔT is more effective in reducing the impact.

[0070] Therefore, the target torque correction unit 710 determines whether to delay the release of the lock mechanism 51 by comparing the absolute value of the torque correction amount |ΔT| with a predetermined value Tth. Furthermore, in this embodiment, the relationship between the shock generated in the lock mechanism 51 upon release and the absolute value of the torque correction amount |ΔT| was determined through experiments. Based on the results of these experiments, the predetermined value Tth was pre-set to a value that allows determination of whether the release of the lock mechanism 51 should be delayed and is stored in the ROM of the MGECU 71. In this embodiment, the process of step S16 corresponds to the process of determining whether the vehicle 10 is on an uphill or downhill road.

[0071] If the absolute value of the torque correction amount, |ΔT|, is greater than or equal to the predetermined value Tth, the target torque correction unit 710 makes an affirmative determination in step S16. In the subsequent step S17, the delay request flag Fd is set to "1," and the process proceeds to step S18 and beyond. When the delay request flag Fd is set to "1," the MGECU 71 transmits a delay request to the SBWECU 73. When the delay request is transmitted, the SBWECU 73 does not drive the actuator device 52, but maintains the locking mechanism 51 in the locked state, even if the target shift position is switched from the parking position to the non-parking position.

[0072] On the other hand, if the absolute value of the torque correction amount |ΔT| is less than the predetermined value Tth, the target torque correction unit 710 makes a negative determination in step S16 and skips step S17, executing instead the processes from step S18 onward. In this case, since the delay request flag Fd is set to "0," no delay request is sent from the MGECU 71 to the SBWECU 73. Therefore, the SBWECU 73 drives the actuator device 52 based on the target shift position being switched from the parking position to the non-parking position, thereby shifting the lock mechanism 51 from the locked state to the unlocked state.

[0073] After the target torque correction unit 710 increments the value of the counter C as the process of step S18, Figure 7 The process of step S19 shown in FIG. 1 determines whether the rotation angle θa of the actuator device 52 detected by the rotation sensor 64 is smaller than the predetermined value θth. The predetermined value θth is stored in advance so as to be able to Figure 2 The values ​​shown are used to determine whether the lock mechanism 51 has shifted from the locked state to the unlocked state, and are stored in the ROM of the MGECU 71.

[0074] If the target torque correction unit 710 returns an affirmative result in step S19, that is, if the rotation angle θa of the actuator device 52 is less than the predetermined value θth, the unit then determines, in step S20, whether the value of the counter C is less than a predetermined delay value Cth. The delay value Cth is previously set through experiments, etc., to determine whether a predetermined time has elapsed since the start of torque correction control of the motor generator 31, sufficient to reduce the impact of the locking mechanism 51, and is stored in the ROM of the MGECU 71. In this embodiment, the delay value Cth is a parameter corresponding to the predetermined delay time.

[0075] If the target torque correction unit 710 returns an affirmative determination in step S20, that is, if the predetermined time has not elapsed since the start of torque correction control of the motor generator 31, the target torque correction unit 710 then determines, in step S21, whether the absolute value |AC| of the acceleration of the vehicle 10 detected by the acceleration sensor 65 is greater than or equal to a predetermined value Ath. The predetermined value Ath is set in advance through experiments, etc., to determine whether the absolute value |θr| of the road surface gradient on which the vehicle 10 is parked is greater than or equal to the predetermined value, and is stored in the ROM of the MGECU 71. If the target torque correction unit 710 returns an affirmative determination in step S21, that is, if the absolute value |θr| of the road surface gradient on which the vehicle 10 is parked is greater than or equal to the predetermined value, the target torque correction unit 710 requests the brake ECU 72 to apply the brakes, in step S22. When the MGECU 71 requests the brakes, the brake ECU 72 actuates the brake devices 41-44 to maintain the vehicle 10 in a stopped state. The reason for actuating the brake devices 41-44 is as follows.

[0076] As the absolute value |θr| of the road surface gradient on which vehicle 10 is parked increases, the absolute value |ΔT| of the torque correction amount set in step S15 increases, thereby increasing the absolute value of the output torque of motor generator 31. If the absolute value of the output torque of motor generator 31 increases, when the locking mechanism 51 is released, the output torque of motor generator 31 is transmitted to drive wheels 13 and 14, potentially causing vehicle 10 to move forward or backward. Such forward or backward movement of vehicle 10 is undesirable behavior of vehicle 10 for the driver, and thus may cause the driver to feel uncomfortable.

[0077] Therefore, in this embodiment, to suppress such undesirable behavior of vehicle 10, a determination is made in step S21 as to whether the road surface gradient θr on which vehicle 10 is parked reaches a gradient that increases the absolute value |ΔT| of the torque correction amount of motor generator 31. If a positive determination is made in step S21, brake devices 41 to 44 are actuated in step S22 to prevent undesirable behavior of vehicle 10.

[0078] After executing the process of step S22, the target torque correction unit 710 temporarily ends the process. Figure 6 and Figure 7 The processing shown.

[0079] On the other hand, if the target torque correction unit 710 makes a negative judgment in the process of step S21, that is, if the correction of the output torque of the motor generator 31 does not cause an undesirable behavior of the vehicle 10, the process of step S22 is not executed, and the process is temporarily terminated. Figure 6 and Figure 7 The processing shown.

[0080] Thereafter, if a negative judgment is made in the processing of step S19 or the processing of step S20, if the locking mechanism 51 changes from the locked state to the unlocked state, or if a predetermined time has passed from the start time of the torque correction control, the target torque correction unit 710 executes the torque correction control. Figure 6The processing of steps S30 to S33 is shown. In this case, as the processing of step S30, the target torque correction unit 710 changes the value of the torque correction flag Ft from "1" to "0." This stops the execution of torque correction control. Furthermore, as the processing of step S31, the target torque correction unit 710 resets the value of the counter C to "0." Furthermore, as the processing of step S32, if the target torque correction unit 710 requests the brake ECU 72 to apply the brakes, it stops the request. This stops the operation of the brake devices 41 to 44. Furthermore, as the processing of step S33, the target torque correction unit 710 changes the value of the delay request flag Fd from "1" to "0." When the delay request flag Fd is set to "0," a delay release request is transmitted from the MGECU 71 to the SBWECU 73. Upon transmission of the delay release request, the SBWECU 73 drives the actuator device 52, thereby transitioning the locking mechanism 51 from the locked state to the unlocked state.

[0081] like Figure 4 As shown, the target torque correction unit 710 will Figure 6 The target torque T20* set by the processing shown is output to the vibration suppression control unit 711. The vibration suppression control unit 711 performs vibration suppression control to correct the target torque T20* in order to suppress vibrations caused by the torsion of the drive shaft 36. For example, the vibration suppression control unit 711 applies filtering processing to the target torque T20* using a notch filter that attenuates the frequency components of the torsional resonance of the drive shaft 36. Alternatively, if the vehicle 10 is equipped with a sensor capable of detecting the rotation angle of the drive shaft 36, the vibration suppression control unit 711 may detect the torsional resonance of the drive shaft 36 based on changes in the rotation angle of the drive shaft 36 detected by the sensor and correct the target torque T20* through feedback control to eliminate the vibrations. The target torque correction unit 710 outputs the corrected target torque T20* as the final target torque T40* to the energization control unit 712.

[0082] The energization control unit 712 calculates an energization control value for the motor generator 31 based on the final target torque T40*, and controls the inverter device 32 based on this energization control value. Consequently, the inverter device 32 supplies power corresponding to the energization control value to the motor generator 31, and the motor generator 31 outputs torque corresponding to the final target torque T40*.

[0083] Next, an operation example of the vehicle 10 according to the present embodiment will be described.

[0084] like Figure 9As shown in (A) and (B) of FIG. 1 , at time t10, the vehicle 10 stops on an uphill road, and the vehicle speed VC and the accelerator pedal depression amount AP are "0". At this time, if the driver steps on the brake pedal, Figure 9 As shown in (C), the brake pedal is detected. After that, if the operation position of the shift lever is switched from a non-parking position such as a drive position to a parking position at time t11, the Figure 9 As shown by the single-dot chain line in (D), the target gear position of the SBW system 50 is switched from the non-parking gear position to the parking gear position. Figure 9 As shown by the solid line in (D), the locking mechanism 51 changes from the unlocked state to the locked state. Figure 9 As shown in (C), if the driver takes his foot off the brake pedal at time t12, Figure 9 As shown in (F), the braking forces of the brake devices 41 to 44 change toward "0". As the braking forces of the brake devices 41 to 44 approach "0", the force based on the gravity of the vehicle 10 acts on the power transmission shaft 35 via the drive wheels 13 and 14. Figure 9 As shown in (G), the torque of the power transmission shaft 35 detected by the torque sensor 66 increases in the negative direction. The negative torque acting on the power transmission shaft 35 is the main reason for generating a large force on the meshing portion of the parking gear 512 and the parking pawl 513 of the locking mechanism 51. Figure 9 As shown in (H), the acceleration sensor 65 detects the gravitational acceleration Ga corresponding to the gradient of the road surface on which the vehicle 10 is parked.

[0085] Afterwards, if Figure 9 As shown in (C), if the driver steps on the brake pedal at time t20 to start the vehicle 10, Figure 9 As shown in (F), the braking force of the brake devices 41 to 44 increases. In addition, if the driver switches the operating position of the shift lever from the parking position to the non-parking position at time t21, as shown in Figure 9 As shown by the single dotted line in (D), the target gear position of the SBW system 50 is switched from the parking gear position to the non-parking gear position. Figure 9 As shown by the single-dot chain line in (E), although the target torque T20* is corrected to the torque correction amount ΔT at time t21, the actual output torque of the motor generator 31 is changed as shown by executing the vibration suppression control. Figure 9 As a result, the output torque of the motor generator 31 is increased while avoiding the vibration of the drive shaft 36 .

[0086] On the other hand, when the delay request flag Fd is set to "1" at time t21, even if the target shift position of the SBW system 50 is switched from the parking position to the non-parking position, as shown in FIG. Figure 9 As shown by the solid line in (D), the locking mechanism 51 also remains in the locked state. Then, at time t22, after a predetermined delay time Td has elapsed since time t21, the locking mechanism 51 transitions from the locked state to the unlocked state. The predetermined delay time Td is the time corresponding to the delay value Cth set for the counter C, and is, for example, 1 second.

[0087] In addition, when the delay request flag Fd is set to "0" at time t21, as shown in FIG. Figure 9 As indicated by the two-dot chain line in (D), the lock mechanism 51 transitions from the locked state to the unlocked state at time t21.

[0088] like Figure 9 As shown in (E), since the output torque of the motor generator 31 increases at the time point of time t22, the force applied to the meshing portion of the parking gear 512 and the parking pawl 513 of the locking mechanism 51 becomes smaller. Therefore, the force required of the actuator device 52 to change the locking mechanism 51 from the locked state to the unlocked state becomes smaller. As a result, when the locking mechanism 51 is changed to the unlocked state, the locking mechanism 51 is less likely to generate an impact, so as shown in FIG. Figure 9 As shown in (H), the acceleration AC detected by the acceleration sensor 65 does not vibrate as shown by the two-dot chain line, but moves as shown by the solid line.

[0089] Thereafter, if the rotation angle θa of the actuator device 52 is smaller than the predetermined value θth at the time point t23, the target torque correction unit 710 determines that the locking mechanism 51 is in the unlocked state at that time point. Figure 9 As shown by the single-dot chain line in (E), at time t23, the target torque T20* changes from the torque correction amount ΔT to "0". Even at this time point, the actual output torque of the motor generator 31 is changed as shown by the execution of the vibration suppression control. Figure 9 It progresses as indicated by the solid line in (E) and becomes "0" at time t24.

[0090] On the other hand, when the vehicle 10 is parked on a steep uphill road, Figure 9As shown in (F), at time t21 when the target gear position of SBW system 50 switches from the parking position to the non-parking position, the braking force of brake devices 41-44 begins to increase. Thereafter, the actual output torque of motor generator 31 reaches "0." In other words, the increasing braking force of brake devices 41-44 is maintained until time t24, when torque correction control ends. This prevents undesirable behavior of vehicle 10 caused by the correction of the output torque of motor generator 31.

[0091] According to the control device 90 of the vehicle 10 of the present embodiment described above, the following operations and effects (1) to (9) can be obtained.

[0092] (1) The SBWECU 73 drives the actuator device 52 based on the shift position of the SBW system 50 being switched from the parking position to the non-parking position to release the lock of the power transmission shaft 35 by the locking mechanism 51. The MGECU 71 performs torque correction control to correct the output torque of the motor generator 31 based on the shift position of the SBW system 50 being switched from the parking position to the non-parking position to reduce the load acting on the locking mechanism 51 from the power transmission shaft 35. According to this configuration, since the actuator device 52 is driven with the load acting on the locking mechanism 51 reduced, the power required from the actuator device 52 to release the lock of the locking mechanism can be reduced. As a result, since the electric parking brake device described in Patent Document 1 is not required, the power required from the actuator device 52 can be reduced with a simple configuration.

[0093] (2) MGECU 71 executes torque correction control when it detects that the target shift position of SBW system 50 has changed from the parking position to the non-parking position. With this configuration, since torque corresponding to torque correction amount ΔT is output from motor generator 31 at the time the shift position of SBW system 50 begins to change from the parking position to the non-parking position, the impact on locking mechanism 51 can be more reliably reduced.

[0094] (3) The MGECU 71 terminates the torque correction control upon completion of the switch from the parking position to the non-parking position in the SBW system 50. This configuration allows the torque correction control to be terminated after the locking mechanism 51 is unlocked, thereby more reliably reducing the impact of the locking mechanism 51.

[0095] (4) Acceleration sensor 65 detects acceleration AC of vehicle 10 in the direction of travel, including gravitational acceleration. MGECU 71 sets torque correction amount ΔT based on acceleration AC of vehicle 10 detected by acceleration sensor 65. This configuration allows torque correction amount ΔT to be varied based on the magnitude of the force applied to the meshing portion between parking gear 512 and parking pawl 513 of locking mechanism 51. Therefore, torque correction amount ΔT can be more reliably set to reduce shock.

[0096] (5) The SBWECU 73 drives the actuator device 52 based on the lapse of a predetermined delay time Td from the start of the torque correction control, so as to release the lock of the power transmission shaft 35 by the locking mechanism 51. According to this configuration, the actuator device 52 can be driven more reliably after the motor generator 31 is driven, thereby reliably reducing the power required of the actuator device 52.

[0097] (6)MGECU 71 Figure 6 If a positive determination is made in step S16, that is, if vehicle 10 is on an uphill or downhill road, the delay request flag Fd is set to "1" in step S17. Consequently, when vehicle 10 is on an uphill or downhill road, the SBWECU 73 controls the actuator device 52 to release the locking mechanism 51 based on the passage of a predetermined delay time from the start of torque correction control. This configuration allows the locking mechanism 51 to be released only when necessary, delaying the release timing relative to the start of torque correction control. This further reliably reduces the impact on the locking mechanism 51.

[0098] (7) The brake ECU 72 operates the brake devices 41 to 44 while the torque correction control is being executed. This configuration can suppress undesirable behavior of the vehicle 10 caused by correction of the output torque of the motor generator 31.

[0099] (8) The MGECU 71 is provided in the inverter device 32. According to this configuration, the responsiveness of the control of the motor generator 31 can be improved compared to a case where the MGECU 71 is provided in addition to the inverter device 32.

[0100] (9) When executing torque correction control, the MGECU 71 performs vibration suppression control to control the output torque of the motor generator 31 in order to suppress vibration of the drive shaft 36. This configuration suppresses vibration of the drive shaft 36 during the execution of torque correction control, thereby improving the ride comfort of the vehicle 10.

[0101] (First Modification)

[0102] Next, a first modified example of the control device 90 of the first embodiment will be described.

[0103] Instead of the acceleration AC of the vehicle 10 detected by the acceleration sensor 65, the target torque correction unit 710 of this modified example calculates the torque correction amount ΔT based on the vehicle state quantity including at least one of the road gradient and the weight of the vehicle. Specifically, the target torque correction unit 710 calculates the road gradient θr on which the vehicle 10 is located based on the acceleration AC of the vehicle 10 detected by the acceleration sensor 65. In addition, as Figure 3 As shown by the dotted line in FIG, if a weight sensor 67 is installed on the vehicle 10, the target torque correction unit 710 can detect the weight of the vehicle 10 based on the output signal of the weight sensor 67. The weight detected by the weight sensor 67 includes not only the weight of the vehicle 10 itself, but also the weight of the occupants and luggage of the vehicle 10. In this modified example, the acceleration sensor 65 and the weight sensor 67 correspond to the vehicle state quantity detection unit.

[0104] By calculating the torque correction amount ΔT based on the road surface gradient on which vehicle 10 is located, as in this configuration, the same functions and effects as those of the first embodiment can be achieved. Furthermore, the force applied to the meshing portion between parking gear 512 and parking pawl 513 of locking mechanism 51 varies depending on the weight of vehicle 10. Therefore, by calculating the torque correction amount ΔT based on the weight of vehicle 10, the accuracy of the calculation of the torque correction amount ΔT can be improved, thereby more reliably reducing the impact on locking mechanism 51.

[0105] (Second Modification)

[0106] Next, a second modified example of the control device 90 of the first embodiment will be described.

[0107] Target torque correction unit 710 in this modification changes predetermined delay value Cth set for the value of counter C based on torque correction amount ΔT. For example, target torque correction unit 710 sets delay value Cth to a larger value as absolute value |ΔT| of the torque correction amount increases.

[0108] The larger the torque correction amount ΔT, that is, the greater the output torque of the motor generator 31, the longer it takes for the force applied to the meshing portion between the parking gear 512 and the parking pawl 513 of the locking mechanism 51 to actually decrease after the start of torque correction control corresponding to the torque correction amount ΔT in the motor generator 31. Therefore, as the absolute value of the torque correction amount |ΔT| increases, setting the delay value Cth to a larger value allows the force applied to the meshing portion between the parking gear 512 and the parking pawl 513 to be more reliably reduced, and the locking mechanism 51 is subsequently released. This further reduces the impact on the locking mechanism 51.

[0109] (Third Modification)

[0110] Next, a third modified example of the control device 90 of the first embodiment will be described.

[0111] After the MGECU 71 initiates torque correction control, the brake ECU 72 of this modified example activates the brake devices 41-44 based on the positional displacement of the parked vehicle 10. Furthermore, if the vehicle 10 is equipped with wheel speed sensors that detect the rotational speeds of the wheels 11-14, the brake ECU 72 can detect displacement of the parked vehicle 10 by, for example, detecting changes in the rotational speeds of the wheels 11-14 detected by the wheel speed sensors.

[0112] According to this configuration, the MGECU 71 does not need to determine whether to operate the brake devices 41 to 44 , and thus the processing load on the MGECU 71 can be reduced.

[0113] <Second embodiment>

[0114] Next, a second embodiment of the control device 90 of the vehicle 10 will be described. The following description will focus on differences from the control device 90 of the first embodiment.

[0115] like Figure 10 As shown, in the control device 90 of this embodiment, an ECU 100 including a motor control unit 101 and a shift control unit 102 is provided in the inverter device 32. The motor control unit 101 has the same or similar functions as the MGECU 71 of the first embodiment. The shift control unit 102 has the same or similar functions as the SBWECU 73 of the first embodiment.

[0116] According to the control device 90 of the present embodiment described above, the following operations and effects shown in (10) can be obtained.

[0117] (10) When the motor control unit 101 and the shift control unit 102 are provided together in the inverter device 32 as in the control device 90 of the present embodiment, the speed of coordinating the torque correction control of the motor generator 31 and the control of the locking mechanism 51 can be increased compared to the control device 90 of the first embodiment in which the MGECU 71 and the SBWECU 73 are provided separately. As a result, the impact of the locking mechanism 51 can be further reduced.

[0118] <Other implementation methods>

[0119] In addition, the above embodiment can also be implemented in the following manner.

[0120] ·exist Figure 7 In the process shown, the process of steps S21 and S22 may be omitted. In this case, the target torque correction unit 710 temporarily ends the process based on the positive judgment in the process of step S20. Figure 6 and Figure 7 In this manner, the process of operating the brake devices 41 to 44 based on the absolute value |AC| of the acceleration of the vehicle 10 may be omitted.

[0121] The control device 90 of the first embodiment has the following structure: Figure 6 In the process of step S17 shown, when the delay request flag Fd is set to "1", the EVECU 70 transmits a delay request to the SBWECU 73 to release the lock mechanism 51. Alternatively, the SBWECU 73 may obtain information on the road surface gradient θ on which the vehicle 10 is parked based on the acceleration of the vehicle 10 detected by the acceleration sensor 65, and release the lock mechanism 51 based on the absolute value |θr| of the road surface gradient being greater than or equal to a predetermined value.

[0122] The control device 90 and the control method thereof described in the present disclosure may also be implemented by one or more special-purpose computers, which are provided by constituting a processor and a memory, and the above-mentioned processor is programmed to execute one or more functions embodied by a computer program. Alternatively, the control device 90 and the control method thereof described in the present disclosure may be implemented by a special-purpose computer, which is provided by constituting a processor including one or more special-purpose hardware logic circuits. Alternatively, the control device 90 and the control method thereof described in the present disclosure may be implemented by one or more special-purpose computers, which are constituted by a combination of a processor and a memory programmed to execute one or more functions and a processor including one or more hardware logic circuits. The computer program may also be stored in a computer-readable non-temporary tangible storage medium as an instruction executed by a computer. The special-purpose hardware logic circuit and the hardware logic circuit may also be implemented by a digital circuit or an analog circuit including a plurality of logic circuits.

[0123] The present disclosure is not limited to the above-mentioned specific examples. Even if a person skilled in the art makes appropriate design changes to the above-mentioned specific examples, as long as they include the features of the present disclosure, they are included in the scope of the present disclosure. The elements included in the above-mentioned specific examples and their configuration, conditions, shapes, etc. are not limited to the examples shown and can be appropriately modified. As long as no technical contradictions arise, the elements included in the above-mentioned specific examples can be appropriately combined and modified.

Claims

1. A vehicle control device, the control device being provided in a vehicle, the vehicle comprising: an electric motor that transmits torque to wheels via a power transmission mechanism to cause the vehicle to travel; and a locking mechanism that can switch between locking and unlocking the power transmission mechanism; and an actuator device, said actuator device driving said locking mechanism, The control device of the vehicle comprises: a motor control unit configured to control the electric motor; a shift control unit configured to control a shift-by-wire system of the vehicle; and a brake control unit, the brake control unit controlling the brake device of the vehicle, When a shift position other than the parking position among the shiftable shift positions in the shift-by-wire system is set as a non-parking position, The shift control unit drives the actuator device to release the lock of the power transmission mechanism by the locking mechanism based on the shift position of the shift-by-wire system being switched from the parking position to the non-parking position. The motor control unit performs torque correction control based on the shift position of the shift-by-wire system being switched from the parking position to the non-parking position, wherein the torque correction control corrects the output torque of the electric motor so as to reduce the load acting on the locking mechanism from the power transmission mechanism. The brake control unit operates the brake device while the torque correction control is being executed, and increases the braking force of the brake device more than the braking force set based on a depression operation of a brake pedal.

2. The vehicle control device according to claim 1, wherein: The motor control unit starts the torque correction control at a time point when it is detected that the target speed position of the shift-by-wire system is changed from the parking position to the non-parking position.

3. The vehicle control device according to claim 1 or 2, wherein: The motor control unit ends the torque correction control based on completion of switching from the parking position to the non-parking position in the shift-by-wire system.

4. The vehicle control device according to claim 1 or 2, wherein: The vehicle control device further includes a vehicle state quantity detection unit configured to detect a vehicle state quantity, wherein the vehicle state quantity includes at least one of a road slope on which the vehicle is located and a weight of the vehicle. The motor control unit sets a correction amount of the output torque of the electric motor based on the vehicle state amount detected by the vehicle state amount detection unit.

5. The vehicle control device according to claim 1 or 2, wherein: The vehicle control device further includes an acceleration detection unit configured to detect acceleration in the vehicle's traveling direction including gravitational acceleration. The motor control unit sets a correction amount of the output torque of the electric motor based on the acceleration detected by the acceleration detection unit.

6. The vehicle control device according to claim 1 or 2, wherein: The shift control unit drives the actuator device to release the lock of the power transmission mechanism by the lock mechanism based on a lapse of a predetermined delay time from a time point when the torque correction control is started.

7. The vehicle control device according to claim 6, wherein: The shift control unit controls the actuator device to release the lock of the power transmission mechanism by the lock mechanism based on the passage of the predetermined delay time from the start of the torque correction control only when it is determined that the vehicle is on an uphill or downhill road.

8. The vehicle control device according to claim 6, wherein: The predetermined delay time is set based on a correction amount of the output torque of the electric motor.

9. The vehicle control device according to claim 1 or 2, wherein: The motor control unit is provided in an inverter device that supplies electric power to the electric motor.

10. The vehicle control device according to claim 1 or 2, wherein: The shift control unit is provided in an inverter device that supplies electric power to the electric motor.

11. The vehicle control device according to claim 1 or 2, wherein: The motor control unit performs vibration suppression control to control the output torque of the electric motor when executing the torque correction control, thereby suppressing vibration of the power transmission mechanism.

12. A program product for controlling a vehicle comprising: an electric motor that transmits torque to wheels via a power transmission mechanism to cause the vehicle to travel; a locking mechanism that can switch between locking and unlocking the power transmission mechanism; and an actuator device that drives the locking mechanism. The program product causes at least one processing unit to perform the following actions: controlling the electric motor; controlling a shift-by-wire system of the vehicle; and controlling the braking device of the vehicle, When a shift position other than the parking position among the shiftable shift positions in the shift-by-wire system is set as a non-parking position, The actuator device is driven based on the shift position of the shift-by-wire system being switched from the parking position to the non-parking position to release the locking mechanism from locking the power transmission mechanism. Based on the shift position of the shift-by-wire system being switched from the parking position to the non-parking position, a torque correction control is executed, wherein the torque correction control corrects the output torque of the electric motor so as to reduce the load acting on the locking mechanism from the power transmission mechanism. While the torque correction control is being executed, the brake device is actuated, and the braking force of the brake device is increased compared to the braking force set based on the depression operation of the brake pedal.

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