Parking control device for vehicle

Abstract

To provide a parking control device capable of reliably bringing a vehicle into a parking state by positively using an electric motor as a driving force source.SOLUTION: A parking control device for a vehicle includes: an unmanned detection unit 27a which detects that a driver is away from a driver seat; a vehicle speed detection unit 27b which detects a vehicle speed of the vehicle; a vehicle speed determination unit 27c which determines whether the vehicle speed detected by the vehicle speed detection unit, while it is detected by the unmanned detection unit that the driver is away from the driver seat of the vehicle, is equal to or lower than a prescribed vehicle speed determined in advance; a braking control unit 27d which, when it is determined by the vehicle speed determination unit 27c that the vehicle speed exceeds the prescribed vehicle speed while the driver is away from the driver seat of the vehicle, thereby executes braking control to reduce the vehicle speed; and a parking control unit 27e which, when the vehicle speed becomes equal to or lower than the prescribed vehicle speed after the braking control is executed, thereby executes parking control to actuate a parking mechanism.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present invention relates to an apparatus for performing control to maintain a vehicle in a parked state.

Background Art

[0002] As apparatuses for stopping a vehicle, a foot brake and a parking brake are known. The foot brake is a brake that applies a frictional force to a brake drum or a brake disk integrated with a wheel by a driver stepping on a brake pedal to brake the wheel. On the other hand, the parking brake is a brake that meshes a locking member with a predetermined rotating member connected to a wheel by a driver operating a parking brake lever or a parking brake pedal, or by a driver operating a shift lever to select a parking position to stop the rotation of the wheel. The latter parking brake is configured such that once a driver performs a parking operation, the rotation of the wheel can be stopped, and thus the vehicle can be maintained in a stopped state (parked state) when the driver gets out of the vehicle.

[0003] Since the parking brake is a mechanism that operates by a driver consciously operating it, if the driver only confirms that the vehicle has stopped and leaves the vehicle, or if the driver operates the parking brake lever but the operation is insufficient, the vehicle may move due to the slope of the road surface. Therefore, the apparatus described in Patent Document 1 is configured to operate the parking brake on behalf of the driver. That is, the apparatus described in Patent Document 1 is configured to operate the parking brake based on detection that the driver's seat side door is locked.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] According to the device described in Patent Document 1, control for operating the parking brake is executed, or a command signal for executing the control is output, on the condition that the door on the driver's seat side is locked, and thus, as a prerequisite, the driver has left the driver's seat. Therefore, according to the device described in Patent Document 1, a certain amount of time elapses from when the driver leaves the driver's seat and gets out of the vehicle until the door on the driver's seat side is locked thereafter. During that time, the parking brake remains in an inoperative state, and for this reason, the vehicle may move due to factors such as the slope of the road surface and reach a vehicle speed above a predetermined value. In such a case, in the case of a parking mechanism configured to engage a locking member with a rotating member to stop the rotation of the wheels, since the rotating member rotates at a certain speed, the locking member is bounced back by the rotating member, so there is a possibility that the locking member does not engage with the rotating member and a situation where so-called parking lock cannot be performed occurs.

[0006] As described above, the device described in Patent Document 1 is configured to automatically give an instruction to start control for putting the vehicle in a parking state, but it is not configured to establish a parking state, so there is a possibility that an unmanned vehicle may start moving, and there is still room for improvement in that regard.

[0007] The present invention has been made in view of the above circumstances, and an object thereof is to provide a parking control device that can surely put a vehicle in a parking state by actively using an electric motor as a driving power source.

Means for Solving the Problems

[0008] The present invention is a parking control device for a vehicle that executes parking control to operate a parking mechanism when maintaining the vehicle equipped with an electric motor as a driving force source in a stopped state. The parking control device includes a controller that executes the parking control. The controller includes an unmanned detection unit that detects that the driver has left the driver's seat of the vehicle, a vehicle speed detection unit that detects the vehicle speed of the vehicle, a vehicle speed determination unit that determines whether or not the vehicle speed detected by the vehicle speed detection unit is equal to or lower than a predetermined vehicle speed in a state where the unmanned detection unit has detected that the driver has left the driver's seat of the vehicle, a braking control unit that executes braking control to reduce the vehicle speed when the vehicle speed determination unit has determined that the vehicle speed exceeds the predetermined vehicle speed in a state where the driver has left the driver's seat of the vehicle, and a parking control unit that executes parking control to operate the parking mechanism when the vehicle speed has become equal to or lower than the predetermined vehicle speed after the braking control has been executed.

[0009] In the present invention, the electric motor may be configured by a three-phase motor, and the braking control unit may be configured to perform three-phase ON control in which each phase of the three-phase motor is turned on together in order to output torque in a direction to reduce the vehicle speed.

[0010] In the present invention, the vehicle may further include an electric brake mechanism that is electrically controlled to generate a frictional force that stops the rotation of the wheels, and the braking control unit may be configured to operate the electric brake mechanism in combination with the three-phase ON control to reduce the vehicle speed.

[0011] In the present invention, the braking control unit may be configured to reduce the vehicle speed by either the three-phase ON control or the operation of the electric brake mechanism when a failure has occurred in either the three-phase ON control or the operation of the electric brake mechanism.

[0012] In the present invention, the vehicle further includes an electric brake mechanism that is electrically controlled to generate a frictional force for stopping the rotation of the wheels, and the parking control unit may be configured to operate the electric brake mechanism to maintain the vehicle in a stopped state when a failure occurs in the parking mechanism.

[0013] In the present invention, the vehicle speed determination unit further has a function of determining that the vehicle is moving and the vehicle speed is equal to or lower than the predetermined vehicle speed, and the parking control unit may be configured to execute parking control to operate the parking mechanism when the vehicle speed determination unit determines that the vehicle is moving and the vehicle speed is equal to or lower than the predetermined vehicle speed.

Advantages of the Invention

[0014] According to the present invention, when the vehicle speed is detected while the driver is away from the driver's seat and the vehicle speed is equal to or lower than a predetermined vehicle speed, the parking mechanism is operated. In that case, since braking control is executed to reduce the vehicle speed, the parking mechanism can be surely operated to stop the vehicle.

[0015] In particular, in the present invention, since torque is output in a direction to reduce the vehicle speed from the electric motor which is a driving force source, it becomes possible to quickly reduce the vehicle speed and operate the parking mechanism including the case of operating the electric brake mechanism. Further, even when a failure occurs in a mechanism for braking such as the electric brake mechanism, the vehicle speed can be quickly reduced to establish a stopped state of the vehicle by the parking mechanism.

[0016] Also, when the electric brake mechanism is provided, if a failure occurs in the parking mechanism, the vehicle can be maintained in a parked state by the electric brake mechanism. In that case, since the vehicle speed is reduced by three-phase ON control of the three-phase motor, it is possible to avoid or suppress the inconvenience that an excessive load such as excessive friction is applied to the electric brake mechanism or the durability thereof is reduced.

[0017] Furthermore, even if the vehicle is moving while the driver is away from the driver's seat, if the vehicle speed is equal to or lower than a predetermined vehicle speed, parking control is performed to activate the parking mechanism without performing braking by means of three-phase ON control or an electric brake mechanism. Thus, not only can the parking mechanism be activated normally to keep the vehicle in a stopped state, but also inconveniences such as unnecessarily executing braking control can be avoided.

Brief Description of the Drawings

[0018]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Modes for Carrying Out the Invention

[0019] Next, embodiments of the present invention will be described with reference to the accompanying drawings. It should be noted that the embodiments described below are merely examples of implementing the present invention and do not limit the present invention.

[0020] An example of the vehicle 1 targeted by the present invention is schematically shown in FIG. 1. The vehicle 1 targeted by the present invention is provided with an electric motor 2 as a driving power source 3. The electric motor 2 may constitute a driving power source alone, or may constitute a driving power source together with an internal combustion engine (not shown). Therefore, the vehicle 1 may be a battery electric vehicle (BEV) or a hybrid vehicle (HEV, PHEV). Further, the electric motor 2 may be a motor - generator that is forcibly rotated by an external force to generate electricity in addition to a so - called motor that outputs torque when power is supplied. Hereinafter, the electric motor 2 will be simply referred to as the motor 2.

[0021] As an example, the motor 2 is a permanent - magnet type three - phase synchronous motor and is connected to a power storage device (battery, BAT) 5 via an inverter (INV) 4. A power controller (P - ECU) 6 is connected to the inverter 4, and the power controller 6 is configured to control the motor 2 via the inverter 4.

[0022] The driving power source 3 may be provided with a transmission mechanism such as a gear - type speed - changing mechanism or a speed - reducing mechanism (each not shown). In that case, a parking mechanism is provided that meshes with a predetermined rotating member in the transmission mechanism to stop the rotation of the rotating member. FIG. 2 is a schematic diagram for explaining the configuration of the parking mechanism 7. The rotating member 8 is connected to the output shaft 9 of the driving power source 3 and rotates integrally with the output shaft 9, and is configured to stop the rotation of the output shaft 9 by fixing the rotating member 8. Teeth 10 are formed on the outer peripheral portion of the rotating member 8. A parking lock pole 12 having an engaging convex portion 11 formed at its tip and meshing with any of the teeth 10 is disposed on the outer peripheral side of the rotating member 8. The parking lock pole 12 is supported at its base end portion on the side opposite to the tip end portion provided with the engaging convex portion 11 so as to be rotatable about an axis parallel to the rotation central axis of the rotating member 8. That is, the parking lock pole 12 rotates so that the engaging convex portion 11 approaches and separates from the teeth 10 of the rotating member 8.

[0023] In addition, the parking lock pole 12 has an arm portion 13 that extends on the back side thereof (the side opposite to the direction in which the engagement convex portion 11 protrudes). Below the tip of the arm portion 13 (the lower side in FIG. 2), a parking lock rod 14 that moves back and forth in a direction orthogonal to the arm portion 13 (a direction perpendicular to the plane of FIG. 2) is provided. The parking lock rod 14 is provided with a pointed portion 15 having a tip formed in a conical shape (tapered shape), and the conical portion thereof is in contact with the lower surface of the arm portion 13. Further, a parking lock actuator 16 that is electrically controlled to move the parking lock rod 14 back and forth is provided. When the parking lock actuator 16 advances the parking lock rod 14 and the pointed portion 15 provided thereon, the arm portion 13 is pushed upward by the pointed portion 15 toward the upper side in FIG. 2. Accordingly, the parking lock pole 12 rotates counterclockwise in FIG. 2, and the engagement convex portion 11 provided at the tip thereof meshes with the teeth 10 provided on the outer peripheral portion of the rotating member 8. As a result, the rotation of the rotating member 8 (that is, the output shaft 9) is stopped by the parking lock pole 12.

[0024] A lever 17 that outputs a signal for operating the parking lock actuator 16 to enter the parking state is provided. The lever 17 is a lever 17 that is manually operated by a driver (not shown) when parking the vehicle 1, and may be, for example, a shift lever for a conventionally known shift operation. A switch (not shown) that is interlocked with the lever 17 is provided, and when the lever 17 is operated to the parking position, the switch is switched to, for example, ON to output a signal. Note that the lever 17 may be replaced with a switch that is manually turned ON / OFF. Further, the parking lock actuator 16 is configured to be controllable not only by a signal from this type of switch but also by a controller described later. Note that the parking mechanism 7 may be a mechanism configured to stop the rotation of the rotating member 8 by frictional force in addition to the meshing type lock mechanism described above.

[0025] The output shaft 9 of the above-described drive power source 3 is connected to a rear differential gear 19, which is a final reduction gear, via, for example, a propeller shaft 18. Drive shafts 20 extending to the left and right of the rear differential gear 19 are connected to rear wheels 21, which are drive wheels. Brakes 23 are provided on each of these rear wheels 21 and front wheels 22, as in a normal vehicle. The brake 23 is configured, as an example, to be actuated by hydraulic pressure to generate frictional force and brake each of the rear wheels 21 and front wheels 22 by that frictional force. A brake controller (B-ECU) 24 for controlling the hydraulic pressure is provided.

[0026] The brake controller 24 includes an electronic control unit mainly composed of a microcomputer and various valves (each not shown) as a brake actuator that operates according to a command signal from the electronic control unit to perform operations such as hydraulic supply / discharge and pressure regulation. Therefore, the brake 23 corresponds to the electric brake mechanism in the embodiment of the present invention. Further, the brake 23 is a friction brake such as a drum brake or a disc brake and is configured to be able to continuously change the frictional force, that is, the braking force, according to the hydraulic pressure. An operation amount such as the depression amount or depression force of a brake pedal 25 depressed by the driver is input to the brake controller 24 as data. Further, the brake controller 24 is configured such that a control signal is transmitted from a controller described later, and the brake 23 is configured to be controllable by the controller regardless of the brake pedal 25.

[0027] In FIG. 1, reference numeral 26 indicates a driver's seat. When the driver is not seated in the driver's seat 26, a determination of "unmanned" is made, and when seated, a determination of "manned" is made.

[0028] As an embodiment of the present invention, the parking control device includes a controller 27 that executes parking control to surely stop the vehicle 1 and set it in a parking state in the case of "driverless". The controller 27 is an electronic control device mainly composed of a microcomputer, similar to the power controller 6 and the brake controller 24 described above. It performs calculations according to a predetermined program using the input data and the data stored in advance, and is configured to output the result of the calculation as a control command signal. The control command signal is output to the power controller 6, the brake controller 24, and the parking lock actuator 16 described above in order to brake the vehicle 1 and operate the parking mechanism 7.

[0029] In addition, the input data for the control is data detected by various sensors. Although these sensors are not particularly shown, for example, there are a seat sensor provided in the driver's seat 26, a seat belt sensor for the driver's seat 26, or an in-vehicle camera for obtaining an image of the driver's seat 26 described above. These detect data for making the above-described determination of "driverless" and "driver present". In addition, a vehicle speed sensor, an out-of-vehicle camera, or an acceleration sensor is provided. These detect data for determining whether the vehicle 1 is moving or stopped, or for determining whether the vehicle speed is below a predetermined vehicle speed. Furthermore, sensors for detecting the operating state of the electrical system, such as a voltage sensor or a current sensor, are provided. These detect data for determining whether the power supplies of electrical devices such as the power controller 6, the parking lock actuator 16, the brake controller 24, and the motor 2 are turned on. On the other hand, the data stored in advance is data serving as criteria for making determinations such as "driverless" and "driver present", vehicle speed determination, power-on determination, and control amounts for feedforward control of the motor 2 or the brake 23.

[0030] In the embodiment of the present invention, the controller 27 is configured to execute parking control not only when the vehicle 1 is "driverless", but also based on the fact that the vehicle 1 is moving. The controller 27 is programmed to perform parking control in this way, and if its functions are shown in a block diagram, it is as shown in FIG. 3.

[0031] The controller 27 includes an unmanned detection unit 27a that detects that the driver has left the driver's seat 26, that is, that the vehicle is "driverless". In the case of the vehicle 1 equipped with a seat sensor or a seat belt sensor, it is possible to detect that the vehicle is "driverless" by the fact that the sensor is OFF. Also, in the vehicle 1 equipped with an in-vehicle camera, it is possible to detect that the vehicle is "driverless" by the fact that the driver (human) is not shown in the image. Note that it is also possible to detect that the vehicle is "driverless" by an infrared sensor instead of the in-vehicle camera.

[0032] A vehicle speed detection unit 27b is provided in the controller 27. The vehicle speed detection unit 27b may be configured to detect the absolute value of the moving speed of the vehicle 1, or may be configured to detect simply that the vehicle 1 is moving, or may even be configured to detect both of these. Such detection can be performed based on data obtained from a vehicle speed sensor, image data obtained from an external camera, and further data obtained from an acceleration sensor.

[0033] A vehicle speed determination unit 27c that determines whether the vehicle speed obtained by the vehicle speed detection unit 27b is less than or equal to a predetermined vehicle speed is provided in the controller 27. The predetermined vehicle speed serving as the criterion for the determination is a vehicle speed obtained in advance through experiments, simulations, etc. as the maximum value of the vehicle speed at which the above-described parking lock pole 12 can be reliably engaged (P-lockable) without being bounced back by the rotating member 8, and can be stored in advance in the controller 27.

[0034] A braking control unit 27d that executes braking control to reduce the vehicle speed prior to operating the parking mechanism 7 is provided in the controller 27. This braking control is for reducing the vehicle speed to the predetermined vehicle speed or lower, and is essentially control for applying torque in the direction to stop rotation to the rear wheels 21, or to the rear wheels 21 and the front wheels 22. Therefore, the braking can be performed by generating so-called negative torque by the motor 2, or in combination with this, or alternatively, by operating the brake 23.

[0035] Here, an example of control for generating so-called negative torque by the motor 2 will be described. The control is three-phase ON control. Fig. 4 schematically shows the principle configuration of the inverter 4. The three-phase ON control is control for setting the upper switching elements (IGBTs) Q1, Q3, Q5 in Fig. 4 to ON for each of the U-phase, V-phase, and W-phase, and setting the lower switching elements (IGBTs) Q2, Q4, Q6 to OFF. In this state, current flows as indicated by the arrow in Fig. 4, and as the motor 2 rotates, the U-phase, V-phase, and W-phase are switched.

[0036] An example of the generated torque during three-phase ON control (during three-phase short circuit) is shown in Fig. 5. As shown in Fig. 5, the motor 2 generates negative torque, the magnitude of which rapidly increases when rotation starts, and gradually decreases as the rotational speed increases after reaching the maximum value. Therefore, by performing three-phase ON control in a low-speed state where the vehicle 1 starts moving unmanned due to a road surface gradient or the like, a relatively large braking force can be generated by the motor 2.

[0037] The controller 27 further includes a parking control unit 27e. The parking control unit 27e executes parking control to operate the parking mechanism 7 to stop the rotation of the aforementioned rotating member 8 (i.e., the vehicle 1) when a predetermined condition is satisfied.

[0038] An example of the control executed by the above-described controller 27 will be described with reference to the flowchart shown in FIG. 6. The routine shown in FIG. 6 is executed by the controller 27 even when the vehicle 1 is stopped and the power is turned off. First, it is determined whether or not the driver is absent (step S1). This determination is to determine whether or not the vehicle 1 is in the aforementioned "driverless" state, and can be performed by the aforementioned driverless detection unit 27a.

[0039] If the determination result in step S1 is "No", the routine in FIG. 6 is temporarily terminated without performing any particular control. On the contrary, if the determination result in step S1 is "Yes", it is determined whether or not the vehicle is in a rolling state (step S2). The rolling state is a state in which the vehicle 1 with the drive power source 3 stopped and "driverless" moves freely due to the road surface gradient or the like. Therefore, in step S2, it is determined whether or not the vehicle is moving. As described above, this determination can be performed by the aforementioned vehicle speed detection unit 27b based on the data obtained by the vehicle speed sensor, the external camera, the acceleration (G) sensor, or the like.

[0040] If the determination result in step S2 is "No", it means that the vehicle 1 is stopped, so the routine in FIG. 6 is temporarily terminated without performing any particular control. On the contrary, if the determination result in step S2 is "Yes", it is determined whether or not the power of the vehicle 1 is in the ON state (step S3). This determination can be made based on the data obtained by the aforementioned voltage sensor and current sensor.

[0041] If the determination result in step S3 is "Yes", the actuator that generates braking force is activated (step S4). In the case of the vehicle 1 having the configuration shown in FIG. 1, since the brake controller 24 is in the ON state when the power supply is ON, the brake 23 is activated by this brake controller 24 to perform braking. The braking force and the gradient of increase in braking force in that case can be determined in advance in terms of design. On the other hand, if the determination result in step S3 is "No", the power supply of the vehicle 1 is turned ON, the brake controller 24 is turned ON, and the brake 23 is activated by this brake controller 24 to perform braking (step S5).

[0042] That is, if the "driverless" vehicle 1 is moving, in any case, braking is performed to decelerate the vehicle 1 by using the brake 23. Note that although the braking control in this control (steps S4 and S5) is preferable for rapid parking control, it can also be omitted in the present invention.

[0043] After step S4 or step S5 above, it is determined whether the vehicle speed is equal to or lower than the vehicle speed at which P-lock is possible (step S6). The vehicle speed at which P-lock is possible corresponds to the predetermined vehicle speed in the embodiment of the present invention, and this is the vehicle speed corresponding to the number of rotations of the rotating member 8 in the parking mechanism 7 described above at which the engaging convex portion 11 of the parking lock pole 12 can engage without bouncing back. Therefore, the predetermined vehicle speed is generally several km / h. This determination in step S6 can be performed by the vehicle speed determination unit 27c described above.

[0044] If the determination result in step S6 is "Yes", the parking mechanism 7 is activated to stop the vehicle 1 (by P-lock) (step S7). That is, parking control is immediately executed without performing the control for deceleration described later. Therefore, rapid parking control becomes possible, and wear of the brake 23 and the like can be suppressed to improve its durability.

[0045] In this case, if any failure occurs in the parking mechanism 7, the parking lock actuator 16, or the control device that controls them and the P-lock cannot be executed, the brake 23 is operated by the brake controller 24 to maintain the vehicle 1 in the parked state. Then, the control in FIG. 6 is terminated once.

[0046] On the contrary, if the determination result in step S6 is "No", the vehicle speed is decelerated to a predetermined vehicle speed or less by the braking control using the three-phase ON control of the motor 2 and the ON control of the brake 23 (step S8), and then the process proceeds to step S7. When decelerating the vehicle 1 in this way, if the control of the brake 23 is malfunctioning due to some failure, the vehicle 1 is decelerated only by the three-phase ON control of the motor 2. Conversely, if the control of the motor 2 is malfunctioning due to some failure, the vehicle 1 is decelerated only by the brake 23.

[0047] By performing the control to lower the vehicle speed to a predetermined vehicle speed or less by the three-phase ON control of the motor 2 and the brake 23, the vehicle speed can be rapidly decreased, and the subsequent stop of the vehicle 1 by the parking mechanism 7 can be performed quickly. Also, the usage frequency or load of the brake 23 can be decreased to improve its durability. Furthermore, by simultaneously performing the three-phase ON control of the motor 2 and the ON control of the brake 23, the vehicle 1 can be stopped even if a failure occurs in either one of them, so the certainty of controlling the "driverless" vehicle 1 in the parked state can be improved.

[0048] Note that the present invention is not limited to the above-described embodiments, and can be appropriately modified and implemented within the scope of achieving the object of the present invention. For example, the parking mechanism in the present invention may be any mechanism that can stably maintain the vehicle in a stopped state. Thus, a mechanism configured to move a friction material back and forth by a feed screw mechanism and maintain a locked state by the feed screw mechanism may be used. Further, in the present invention, it is sufficient that the vehicle is configured to perform three-phase ON control or braking control by a brake when the vehicle speed exceeds a predetermined vehicle speed. Therefore, the control for operating an actuator that generates a braking force prior to determining whether the vehicle speed is below the predetermined vehicle speed (the control in steps S4 and S5 described above) is not essential and may be appropriately performed as necessary.

Explanation of Reference Numerals

[0049] 1 Vehicle 2 Electric motor (motor) 3 Driving force source 4 Inverter 5 6 Power controller 7 Parking mechanism 8 Rotating member 9 Output shaft 10 Teeth 11 Engaging convex portion 12 Parking lock pole 13 Arm portion 14 Parking lock rod 15 Tip portion 16 Parking lock actuator 17 Lever 18 Propeller shaft 19 Rear differential gear 20 Drive shaft 21 Rear wheel 22 Front wheel 23 Brake 24 Brake controller 25 Brake pedal 26 Driver's seat 27 Controller 27a Occupant detection unit 27b Vehicle speed detection unit 27c Vehicle speed determination unit 27d Braking control unit 27e Parking control unit

Claims

1. A parking control device for a vehicle that executes parking control to operate a parking mechanism when maintaining the vehicle equipped with an electric motor as a driving power source in a stopped state, comprising a controller that executes the parking control, wherein the controller includes an unmanned detection unit that detects that the driver has left the driver's seat of the vehicle, a vehicle speed detection unit that detects the vehicle speed of the vehicle, a vehicle speed determination unit that determines whether or not the vehicle speed detected by the vehicle speed detection unit is equal to or lower than a predetermined vehicle speed in a state where the unmanned detection unit has detected that the driver has left the driver's seat of the vehicle, a braking control unit that executes braking control to reduce the vehicle speed when the vehicle speed determination unit determines that the vehicle speed exceeds the predetermined vehicle speed in a state where the driver has left the driver's seat of the vehicle, and a parking control unit that executes parking control to operate the parking mechanism when the vehicle speed becomes equal to or lower than the predetermined vehicle speed after the braking control is executed is provided. A parking control device for a vehicle, characterized in that.

2. The parking control device for a vehicle according to claim 1, wherein the electric motor is constituted by a three-phase motor, and the braking control unit is configured to perform three-phase ON control in which each phase of the three-phase motor is turned on together to output torque in a direction to reduce the vehicle speed. A parking control device for a vehicle, characterized in that.

3. The parking control device for a vehicle according to claim 2, wherein the vehicle further includes an electric brake mechanism that is electrically controlled to generate a frictional force that stops the rotation of the wheels, and the braking control unit is configured to operate the electric brake mechanism in combination with the three-phase ON control to reduce the vehicle speed. A parking control device for a vehicle, characterized in that.

4. The parking control device for a vehicle according to claim 3, wherein the braking control unit is configured to reduce the vehicle speed by either the three-phase ON control or the operation of the electric brake mechanism when a failure occurs in either the three-phase ON control or the operation of the electric brake mechanism. A parking control device for a vehicle, characterized in that.

5. The parking control device for a vehicle according to claim 2, wherein the vehicle further includes an electric brake mechanism that is electrically controlled to generate a frictional force that stops the rotation of the wheels, When a failure occurs in the parking mechanism, the parking control unit is configured to operate the electric brake mechanism to maintain the vehicle in a stopped state. A parking control device for a vehicle, characterized by the above. **Claim 6** The parking control device for a vehicle according to claim 1, wherein the vehicle speed determination unit further has a function of determining that the vehicle is moving and the vehicle speed is equal to or lower than the predetermined vehicle speed, and the parking control unit is configured to execute parking control for operating the parking mechanism when the vehicle speed determination unit determines that the vehicle is moving and the vehicle speed is equal to or lower than the predetermined vehicle speed. A parking control device for a vehicle, characterized by the above.

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