Control device for a vehicle

Abstract

A vehicle control device is provided that can suppress vibrations or shocks generated when the parking lock mechanism is released while the drive shaft is twisted. The vehicle includes: a drive shaft connected to a wheel at one end, a motor capable of transmitting torque to the drive shaft, and a parking lock mechanism capable of selectively switching between a locked state that prevents rotation of a specified rotating part between the motor and the drive shaft and an unlocked state that allows rotation of the specified rotating part, wherein, when the parking lock mechanism switches from the locked state to the unlocked state, a torque of magnitude corresponding to the pitch direction of the vehicle is output from the motor.

Description

Technical Field

[0001] This invention relates to a control device for a vehicle capable of locking the drive shaft via a parking lock mechanism. Background Technology

[0002] Patent Document 1 discloses a vehicle control device comprising: a parking mechanism consisting of a parking gear linked to the wheels and a parking pawl that engages with the parking gear to lock it in response to the driver's gear shifting operation; a foot brake device that applies braking force to the wheels by the driver's depressing of the brake pedal; and an electric parking brake that continuously applies braking force to the wheels by operating in conjunction with the parking locking mechanism. This control device is configured such that, when the road surface slope angle is greater than a specified angle, from the time the driver selects the parking gear until the electric parking brake applies braking force to the wheels, even after the driver releases the brake pedal, the foot brake device continues to apply braking force to the wheels during the period from when the driver selects the parking gear until the electric parking brake applies braking force to the wheels.

[0003] Patent Document 1: Japanese Patent Application Publication No. 2020-100312

[0004] The control device described in Patent Document 1 is configured such that, during the period from when the electric parking brake's braking torque is applied to the wheels, a foot brake is used to apply braking torque to the wheels, thereby preventing the drive shaft from twisting. In other words, it is configured to continuously apply braking torque to the wheels when the parking lock is engaged. However, if the electric parking brake cannot be engaged, or if an electric parking brake is not present, or if the control device lacks the function of applying braking torque to the wheels via a service brake during the period from when the electric parking brake's braking torque is applied to the wheels, there is a possibility that the drive shaft may twist. The control device described in Patent Document 1 does not assume such drive shaft twisting; therefore, when the parking lock mechanism is released, there is a possibility that vibrations or impacts accompanying the elimination of drive shaft twisting may not be suppressed. Summary of the Invention

[0005] This invention was made in response to the above-mentioned technical issues. The purpose of this invention is to provide a vehicle control device that can suppress vibration or impact when the parking lock mechanism is released under the condition of drive shaft torsion.

[0006] To achieve the aforementioned objective, the present invention relates to a vehicle control device, the vehicle comprising: a drive shaft with one end connected to a wheel; a motor capable of transmitting torque to the drive shaft; a parking lock mechanism capable of selectively switching between a locked state that prevents rotation of a predetermined rotating component between the motor and the drive shaft and an unlocked state that allows rotation of the predetermined rotating component; a housing housing the motor, the parking lock mechanism, and a torque transmission unit that transmits torque from the motor to the drive shaft; and a plurality of mounting brackets connecting the housing to a vehicle body. The vehicle control device is characterized in that it includes a controller for controlling the motor, the controller comprising: a parking determination unit for determining whether the parking lock mechanism is in the locked state; a tilt direction determination unit for determining the pitch direction orientation of the vehicle; and a motor control unit that, when the parking lock mechanism is switched from the locked state to the unlocked state, outputs a torque from the motor corresponding to the pitch direction orientation of the vehicle.

[0007] Furthermore, in this invention, the following structure can be adopted: the motor control unit is configured such that the greater the tilt angle of the vehicle in the pitch direction, the greater the torque output from the motor, and the magnitude of the torque output from the motor relative to the tilt angle varies depending on the orientation of the vehicle in the pitch direction.

[0008] In addition, in this invention, the following structure can be adopted: the support rigidity of the housing in the pitch direction of the vehicle is different.

[0009] Furthermore, in this invention, the following structure can be adopted: the plurality of mounting brackets include: a first mounting bracket connecting the rear side of the housing in the vehicle's longitudinal direction to the vehicle body, a second mounting bracket connecting one side of the housing in the vehicle width direction to the vehicle body, and a third mounting bracket connecting the other side of the housing in the vehicle width direction to the vehicle body.

[0010] The vehicle control device of this invention includes a housing that houses a motor, a parking lock mechanism, and a torque transmission unit that transmits torque from the motor to the drive shaft. This housing is connected to the vehicle body via multiple mounting brackets. Furthermore, when the parking lock mechanism is switched from a locked state to an unlocked state, a torque corresponding to the vehicle's pitch direction is output from the motor. Therefore, even when the rigidity of the housing supported by the multiple mounting brackets is asymmetrical in the vehicle's longitudinal direction, a torque corresponding to the vehicle's pitch direction can still be output from the motor. As a result, regardless of the vehicle's tilt direction, excessive or insufficient torque output from the motor can be suppressed, and vibration or impact can be suppressed when the parking lock mechanism is released. In other words, the position and number of mounting brackets supporting the housing can be limited, increasing the design freedom of the mounting brackets supporting the housing. Attached Figure Description

[0011] Figure 1 This is a schematic diagram illustrating an example of a vehicle in an embodiment of the present invention.

[0012] Figure 2 It is a schematic three-dimensional diagram showing the structure of the connecting shell of the vehicle body.

[0013] Figure 3 It is a block diagram used to illustrate the functional structure of the controller.

[0014] Figure 4 This is a flowchart illustrating a control example for determining the auxiliary torque of a motor.

[0015] Figure 5 This is an example diagram used to illustrate the mapping between the specified target torque and the vehicle's tilt direction and tilt angle.

[0016] Explanation of reference numerals in the attached figures

[0017] 1, 16…Motor, 2, 8…Output shaft, 3, 6…Drive gear, 4, 7…Driven gear, 5…Intermediate shaft, 9…Drive shaft, 10…Wheel, 11…Parking locking mechanism, 12…Parking locking gear, 13…Parking pawl, 14…Brake device, 15…Electronic parking brake (EPB), 17…Housing, 18…Mounting bracket, 19…Vehicle body, 20…Suspension, 21…Electronic control unit (ECU), 22…Acceleration sensor, 23…Resolver, 24…Shift device, 25…Gear position sensor, 26…EPB-ECU, 27…B-ECU, 28…Gear lever, 29…Parking determination unit, 30…Tilt direction determination unit, 31…Motor control unit, Ve…Vehicle. Detailed Implementation

[0018] The present invention will be described based on the embodiments shown in the figures. Furthermore, the embodiments described below are merely examples of how the present invention is being embodied and are not intended to limit the invention.

[0019] exist Figure 1 An example of a vehicle in an embodiment of the present invention is shown schematically. Figure 1 The vehicle Ve shown is an electric vehicle equipped with a motor (MG) 1 as a drive power source. The motor 1 can be configured in the same way as motors conventionally used as drive power sources in electric vehicles and hybrid vehicles. That is, in addition to functioning as a motor that generates drive torque by supplying electricity through an energy storage device (not shown), it also functions as a generator that converts at least a portion of the power of the output shaft 2 into electricity by rotating the output shaft 2. Specifically, it is composed of a permanent magnet synchronous motor or an induction motor, etc.

[0020] A first drive gear 3 is mounted on the output shaft 2 of the motor 1. A first driven gear 4, which meshes with the first drive gear 3 and has a diameter larger than the first drive gear 3, is mounted on an intermediate shaft 5 arranged parallel to the output shaft 2 of the motor 1. That is, the first drive gear 3 and the first driven gear 4 form a reduction gear pair.

[0021] A second drive gear 6 is also mounted on the intermediate shaft 5. A second driven gear 7, which meshes with the second drive gear 6 and has a larger diameter than the second drive gear 6, is mounted on the output shaft 8, which is arranged parallel to the output shaft 2 of the motor 1 and the intermediate shaft 5. That is, the second drive gear 6 and the second driven gear 7 form a reduction gear pair. One end of the drive shaft 9 is connected to the output shaft 8 in a manner that allows it to rotate integrally, and the other end of the drive shaft 9 is connected to the wheel 10.

[0022] In addition, a parking lock mechanism 11 is provided that can selectively switch between a locked state that prevents the intermediate shaft 5 from rotating and an unlocked state that allows the intermediate shaft 5 to rotate. This parking lock mechanism 11 can be configured in the same way as conventional parking lock mechanisms installed in vehicles. Specifically, the parking lock mechanism 11 consists of a parking lock gear 12 mounted on the intermediate shaft 5, a parking pawl 13 that can selectively engage with the parking lock gear 12, and an actuator (not shown) that operates the parking pawl 13. When the parking gear is selected via the shift device 24 (described later), the parking pawl 13 is rotated by the actuator (not shown) to engage with the parking lock gear 12. By engaging the parking pawl 13 with the parking lock gear 12 in this way, rotation of the parking lock gear 12 is prevented. Therefore, rotation of the drive shaft 9, which is connected to the parking lock gear 12 in a manner that allows torque to be transmitted via the intermediate shaft 5, is prevented.

[0023] exist Figure 1The vehicle Ve shown is equipped with a braking device 14 that applies braking torque to the wheels 10 corresponding to the amount of braking force applied by the driver using a brake pedal (not shown). This braking device 14 can be configured similarly to conventional braking devices installed in vehicles. That is, it can be configured as a disc brake that applies braking torque to the wheels 10 by clamping a brake rotor that rotates integrally with the wheels 10 using brake pads, or a drum brake that applies braking torque to the wheels 10 by pressing the brake shoes from the inside of a drum that rotates integrally with the wheels 10. Furthermore, the clamping force of the brake pads and the pressing force of the brake shoes can be controlled by an actuator (not shown) that generates hydraulic pressure or electromagnetic force according to the amount of braking pedal operation.

[0024] Furthermore, in Figure 1 The vehicle Ve shown is equipped with an electric parking brake (hereinafter referred to as EPB) 15. This EPB 15 is configured similarly to conventional EPBs installed in vehicles, such that when the parking gear is selected, the motor 16 operates, thereby driving the calipers or brake shoes (not shown) to apply braking torque to the wheels 10. When a driving gear other than parking is selected, this braking torque is reduced. Furthermore, from the viewpoint of motor 16 mounting convenience, the motor 16 can be mounted on the vehicle body, and cables connecting the motor 16 to the calipers or brake shoes can be provided. By rotating the motor 16, the cables are wound around, thereby driving the calipers or brake shoes.

[0025] exist Figure 1 In the example shown, the motor 1, the gear system that transmits torque from the motor 1 to the output shaft 8, and the torque transmission components, including the output shaft 8, that transmit torque from the motor 1 to the drive shaft 9, are housed in a housing 17, which is connected to the vehicle body 19 via a mounting bracket 18. Additionally, the wheels 10 are held to the vehicle body 19 via a suspension 20.

[0026] exist Figure 2 A perspective view schematically illustrating an example of the mounting structure for housing 17 is shown. Furthermore, the front of vehicle Ve is... Figure 2 As shown by the arrow. Figure 2As shown, housing 17 is supported on vehicle body 19 via three mounting brackets 18a, 18b, and 18c. Specifically, the rear end face of housing 17 in the longitudinal direction of vehicle Ve and the central portion in the vehicle width direction are connected to vehicle body 19 via first mounting bracket 18a. The side of housing 17 located in the front direction of vehicle Ve and on one side in the vehicle width direction relative to the center of gravity G of the transmission drive axle assembly is connected to vehicle body 19 via second mounting bracket 18b. The side of housing 17 located in the front direction of vehicle Ve and on the other side in the vehicle width direction relative to the center of gravity G of the transmission drive axle assembly is connected to vehicle body 19 via third mounting bracket 18c. That is, the position supporting housing 17 is not symmetrical in the longitudinal direction of vehicle Ve, and the support rigidity in the pitch direction of vehicle Ve is different. In addition, each mounting bracket 18a, 18b, and 18c is set at approximately the same height as the center of gravity G of the transmission drive axle assembly in the vehicle height direction.

[0027] Figure 1 When the driver selects parking gear while the brake pedal is engaged in the vehicle Ve shown, it is permissible to switch from driving gear to parking gear. When switching to parking gear in this manner, the parking lock mechanism 11 prevents rotation of the intermediate shaft 5, and braking torque is applied to the wheels 10 via EPB 15.

[0028] As described above, the time from shifting gears to preventing the rotation of the intermediate shaft 5 by the parking lock mechanism 11 may sometimes be earlier than the time until the braking torque is applied to the wheels 10 by the EPB 15. Therefore, when parking with the vehicle Ve tilted in the pitch direction, such as parking on a slope or parking with the wheels 10 mounted on an object, if the driver reduces the amount of brake pedal operation before applying braking torque to the wheels 10 by the EPB 15, rotation of the input side of the drive shaft 9 is prevented, and the wheels 10 rotate relative to it. Furthermore, if the EPB 15 cannot operate due to some reason, rotation of the input side of the drive shaft 9 is also prevented after the driver reduces the amount of brake pedal operation, and the wheels 10 rotate relative to it. As a result, the drive shaft 9 twists. In other words, a torque (hereinafter referred to as torsional torque) corresponding to its elastic coefficient and torsional amount accumulates on the drive shaft 9.

[0029] The amount of torsion (i.e., torsional torque) of the drive shaft 9 corresponds to the tilt angle of the vehicle Ve. Specifically, the load acting on the vehicle Ve in the longitudinal direction according to the tilt angle of the vehicle Ve acts on the contact surface between the wheel 10 and the road surface, and the torque corresponding to this load and the radius of the wheel 10 acts on one end of the drive shaft 9. In contrast, the other end of the drive shaft 9 is locked by the parking lock mechanism 11 and does not rotate. Therefore, the drive shaft 9 gradually twists, generating a torsional torque corresponding to the amount of torsion and the elastic coefficient of the drive shaft 9. Moreover, the amount of torsion of the drive shaft 9 is maintained at the moment when the torque acting on the drive shaft 9 from the wheel 10 and the torsional torque corresponding to the amount of torsion of the drive shaft 9 are balanced. Furthermore, the direction of torsion of the drive shaft 9 corresponds to the tilt direction in the pitch direction of the vehicle Ve.

[0030] Furthermore, when the drive shaft 9 twists, the load is transmitted to the housing 17 due to the reaction force borne by the parking lock mechanism 11. As a result, the mounting brackets 18a, 18b, and 18c deform via the housing 17. As described above, the positions of the mounting brackets 18a, 18b, and 18c supporting the housing 17 are not symmetrical in the longitudinal direction of the vehicle Ve, and the support rigidity in the pitch direction of the vehicle Ve is different. Therefore, the deformation of each mounting bracket 18a, 18b, and 18c differs when the vehicle Ve is tilted so that the front of the vehicle Ve faces upward in the vertical direction and when the vehicle Ve is tilted so that the front of the vehicle Ve faces downward in the vertical direction.

[0031] If a gear shift operation is performed to select a driving gear other than parking while the drive shaft 9 is twisted and the mounting brackets 18a, 18b, and 18c are deformed, the twisting of the drive shaft 9 is eliminated at the moment the parking lock mechanism 11 releases its lock on the intermediate shaft 5, and the deformation of the mounting brackets 18a, 18b, and 18c decreases. When the twisting of the drive shaft 9 is eliminated and the deformation of the mounting brackets 18a, 18b, and 18c decreases, the torque pulsates according to the elastic coefficients of the drive shaft 9 and the mounting brackets 18a, 18b, and 18c. As a result, the housing 17 vibrates, and this vibration is transmitted to the vehicle body 19 via the mounting brackets 18a, 18b, and 18c while being attenuated. Consequently, the vehicle Ve may vibrate.

[0032] Therefore, when the drive shaft 9 is twisted, the vibration when the parking lock mechanism 11 is released can be suppressed by outputting auxiliary torque from the motor 1 to counteract the torsional torque accumulated on the drive shaft 9 and reducing the deformation of the mounting brackets 18a, 18b, and 18c.

[0033] On the other hand, as described above, the position of the support housing 17 is not symmetrical in the longitudinal direction of the vehicle Ve, and the support rigidity in the pitch direction of the vehicle Ve is different. Therefore, when the vehicle Ve is tilted so that the front of the vehicle Ve faces upward in the vertical direction, and when the vehicle Ve is tilted so that the front of the vehicle Ve faces downward in the vertical direction, the deformation of each mounting bracket 18a, 18b, 18c is different. The auxiliary torque of the motor 1 required to reduce the deformation of the mounting brackets 18a, 18b, 18c varies depending on the direction of the vehicle Ve in the pitch direction.

[0034] Therefore, the vehicle control device in the embodiment of the present invention is configured to change the auxiliary torque of motor 1 according to the pitch direction of vehicle Ve. More specifically, the auxiliary torque is configured to differ in magnitude relative to the tilt angle of vehicle Ve when vehicle Ve is tilted so that its front faces upward in the vertical direction and when vehicle Ve is tilted so that its front faces downward in the vertical direction.

[0035] exist Figure 1 The vehicle Ve shown is equipped with an electronic control unit (hereinafter referred to as ECU) for controlling motor 1. This ECU 21 is mainly composed of a microcomputer and is configured to control the output torque of motor 1 based on input signals and pre-stored formulas. This ECU 21 is equivalent to the "controller" in the embodiments of the present invention.

[0036] exist Figure 1 In the example shown, ECU 21 is connected to an acceleration sensor 22 for detecting the front-rear acceleration of vehicle Ve, a resolver 23 for detecting the rotational speed (rotation angle) of motor 1, and a gear position sensor 25 for detecting the driving gear selected by the shift device 24, and signals are input from these sensors 22, 23, and 25. Additionally, ECU 21 is connected to an EPB-ECU 26 for controlling EPB 15 and a B-ECU 27 for controlling the braking device 14, and signals are input from these ECUs 26 and 27.

[0037] The aforementioned shifting device 24 can be, for example, a so-called instantaneous shifting device. By operating the gear lever 28 to the gear corresponding to the driving gear, the gear position sensor 25 corresponding to that gear is activated and a signal is input to the ECU 21. By releasing the operation of the gear lever 28, the gear lever 28 returns to a predetermined standby position. Furthermore, the shifting device 24 may include a parking button for selecting the parking gear, and the gear position sensor 25 includes a sensor that is activated by pressing the parking button.

[0038] Furthermore, the aforementioned EPB-ECU26 is connected to, for example, the gear position sensor 25. Based on the signal input from the gear position sensor 25, it determines whether the EPB15 is operating, and based on the determination result, outputs command signals to the ECU21 and the motor 16. Additionally, the B-ECU27 inputs signals such as the brake pedal depressor amount, pedal force, or master cylinder pressure, or inputs signals such as hydraulic pressure or electromagnetic force used to generate the braking torque of the braking device 14, and based on these signals, calculates the braking torque that causes the braking device 14 to operate, or the braking torque acting on the braking device 14. Then, it outputs a signal indicating the magnitude of this braking torque to the ECU21.

[0039] exist Figure 3 A block diagram illustrating the functional structure of ECU21 is shown. Figure 3 The ECU21 shown includes a parking determination unit 29, a tilt direction determination unit 30, and a motor control unit 31.

[0040] The parking determination unit 29 determines whether the intermediate shaft 5 is in a parking position where the parking locking mechanism 11 prevents rotation; in other words, it determines whether the intermediate shaft 5 is in a locked state where rotation is prevented. Specifically, it determines whether a predetermined time has elapsed since the parking position was selected through the gear shifting operation, or based on a command signal from the actuator that activates the parking pawl 13, etc., to determine whether the vehicle is in a parking position.

[0041] The tilt direction determination unit 30 determines the tilt direction of vehicle Ve in the pitch direction of vehicle Ve. Specifically, the tilt direction of vehicle Ve is determined based on the detection value of the acceleration sensor 22. In the following description, the tilt direction of vehicle Ve that is tilted upward in the vertical direction compared to the horizontal state is denoted as the positive direction, and the tilt direction of vehicle Ve that is tilted downward in the vertical direction compared to the horizontal state is denoted as the negative direction. In addition to the tilt direction of vehicle Ve, the tilt direction determination unit 30 also obtains its tilt angle.

[0042] The motor control unit 31 determines the magnitude of the torque of the motor 1 based on the tilt direction and tilt angle of the vehicle Ve in the pitch direction, and controls the motor 1 based on the determined torque.

[0043] exist Figure 4 A flowchart illustrating a control example for determining the auxiliary torque of motor 1 is shown. Figure 4In the control example shown, it is first determined whether the motor control execution flag is closed (step S1). This motor control execution flag is activated when the degree of torsion of the drive shaft 9 reaches a level that would cause the vehicle Ve to vibrate when the parking lock mechanism 11 is released. That is, the motor control execution flag will be activated under various conditions where the drive shaft 9 is torsion, such as: the parking lock mechanism 11 is in the locked state, the braking torque acting on the wheel 10 after the parking lock mechanism 11 is in the locked state is less than a specified torque but the wheel 10 can rotate, and the tilt angle (absolute value) of the vehicle Ve in the pitch direction is greater than a specified angle, etc.

[0044] If a positive judgment is made in step S1 because the motor control execution flag is off, the target value of the auxiliary torque of motor 1 (hereinafter referred to as target torque only) is set to "0" (step S2). Conversely, if a negative judgment is made in step S1 because the motor control execution flag is on, it is determined whether it is the moment when the motor control execution flag switches from off to on (step S3). This step S3 can be determined based on whether a positive judgment was made in step S1 in the previous routine.

[0045] If a positive determination is made in step S3 because the motor control execution flag switches from off to on, the target torque is set based on the pitch direction of vehicle Ve (hereinafter referred to as the tilt direction) (step S4). Specifically, a mapping map is constructed in advance by conducting experiments, specifying the magnitude of the auxiliary torque corresponding to the tilt direction and tilt angle of vehicle Ve, and this mapping map is stored in ECU 21. The target torque is determined based on the tilt direction and tilt angle of vehicle Ve corresponding to the acceleration detected by acceleration sensor 22, and the mapping map. Furthermore, the tilt angle of vehicle Ve is not limited to the tilt angle detected when the parking lock mechanism 11 is switched from the locked state to the unlocked state, but can also be the tilt angle detected when the parking lock mechanism 11 is locked for parking.

[0046] Figure 5 The image shows an example of this mapping, with the horizontal axis representing the vehicle's tilt angle (Ve) and the vertical axis representing the target torque. Figure 5In the example shown, the target torque is set such that the target torque relative to the tilt angle when the vehicle Ve's tilt direction is positive is smaller than the target torque relative to the tilt angle when the vehicle Ve's tilt direction is negative. A positive tilt direction means the vehicle Ve is tilted with its front side pointing upwards in the vertical direction, and a negative tilt direction means the vehicle Ve is tilted with its front side pointing downwards in the vertical direction. In other words, when the vehicle Ve is tilted in a positive direction, the increase in target torque relative to the increase in tilt angle is smaller than when the vehicle Ve is tilted in a negative direction. This is because the positions of the mounting brackets 18a, 18b, and 18c that fix the housing 17 to the vehicle body 19 are not symmetrical in the longitudinal direction of the vehicle Ve.

[0047] On the other hand, if a target value for the auxiliary torque of motor 1 is set when the motor control execution flag is not switched from off to on (i.e., the motor control execution flag has already been switched to on), and a negative judgment is made in step S3, the target value for the auxiliary torque of motor 1 is maintained at the previous value (step S5). That is, after the target value for the auxiliary torque of motor 1 is set when the motor control execution flag is switched to on, its value is maintained unchanged.

[0048] After steps S2, S4, and S5, the rate of decrease of the auxiliary torque output from motor 1 is specified. Specifically, it is first determined whether an abnormality occurs during the period when the auxiliary torque is output from motor 1, such as ECU 21 being unable to receive signals related to the braking torque of braking device 14 and EPB 15. Specifically, it is determined whether an abnormality determination flag is activated (step S6). For example, this abnormality determination flag can be determined based on the signals exchanged between EPB-ECU 26 or B-ECU 27 and ECU 21.

[0049] If a positive judgment is made in step S6 due to the abnormality determination flag being turned on, the rate of decrease of the auxiliary torque of motor 1 is set to a maximum rate predetermined based on the characteristics of motor 1 (step S7). Conversely, if a negative judgment is made in step S6 due to the abnormality determination flag being turned off, the rate of decrease of the auxiliary torque is set to a rate corresponding to the magnitude of the auxiliary torque (target torque) of motor 1, so that the auxiliary torque decreases within a predetermined time (step S8).

[0050] After steps S7 and S8, the target value of the auxiliary torque of motor 1 is multiplied by the reduction rate and elapsed time set in step S7 or S8 to determine the execution value of the output torque of motor 1 (step S9), and the routine is temporarily terminated.

[0051] As described above, the motor outputs a corresponding torque based on the tilt direction of the vehicle Ve in the pitch direction. More specifically, the magnitude of the torque output from the motor differs depending on whether the vehicle Ve is tilted to one side or to the other in the pitch direction. Therefore, even when the rigidity of the housing 17 supported on the vehicle body 19 by the mounting brackets 18a, 18b, and 18c is asymmetrical in the longitudinal direction of the vehicle Ve, the motor 1 can still output a torque corresponding to the pitch direction of the vehicle Ve. As a result, regardless of the tilt direction of the vehicle Ve, excessive or insufficient torque output from the motor 1 can be suppressed, and vibration or impact can be suppressed when the parking lock mechanism 11 is released. In other words, the position and number of the mounting brackets 18a, 18b, and 18c supporting the housing 17 can be restricted, and the design freedom of the mounting brackets 18a, 18b, and 18c supporting the housing 17 can be increased.

[0052] Furthermore, the vehicle in the embodiments of the present invention is not limited to a vehicle with a motor connected to each wheel; it may also be a vehicle configured to transmit torque from one motor to a pair of front wheels or rear wheels, or to all wheels. Additionally, it may be a hybrid vehicle that, in addition to the motor, also has an engine as a driving power source. Moreover, the decoupling link connecting the motor 1 to the drive shaft 9, and the rotating component prevented from rotating by the parking lock mechanism 11, are not limited to... Figure 1 The structure and components are shown. Furthermore, the vehicle in the embodiments of the present invention may not include EPB15.

Claims

1. A control device for a vehicle, the vehicle comprising: a drive shaft with one end connected to a wheel; a motor capable of transmitting torque to the drive shaft; a parking lock mechanism capable of selectively switching between a locked state that prevents rotation of a predetermined rotating component between the motor and the drive shaft and an unlocked state in which the predetermined rotating component can rotate; a housing housing the motor, the parking lock mechanism, and a torque transmission portion that transmits torque from the motor to the drive shaft; and a plurality of mounting brackets connecting the housing to a vehicle body, characterized in that, The vehicle's control device includes a controller for controlling the motor. The controller includes: The parking determination unit determines whether the parking locking mechanism is in the locked state; The tilt direction determination unit determines the orientation of the vehicle's pitch direction; and The motor control unit outputs a torque from the motor that corresponds to the pitch direction of the vehicle when the parking locking mechanism is switched from the locked state to the unlocked state.

2. The vehicle control device according to claim 1, characterized in that, The motor control unit is configured such that the greater the tilt angle of the vehicle in the pitch direction, the greater the torque output from the motor. The magnitude of the torque output from the motor relative to the tilt angle varies depending on the orientation of the vehicle's pitch direction.

3. The vehicle control device according to claim 1, characterized in that, The housing has different supporting rigidity in the pitch direction of the vehicle.

4. The vehicle control device according to claim 3, characterized in that, The plurality of mounting brackets includes: a first mounting bracket connecting the rear side of the housing in the longitudinal direction of the vehicle to the vehicle body; a second mounting bracket connecting one side of the housing in the width direction to the vehicle body; and a third mounting bracket connecting the other side of the housing in the width direction to the vehicle body.

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