Vehicle control system

Abstract

To provide a vehicle control device that can prevent damage or wear to the parking brake mechanism and allow the parking brake mechanism to perform its intended function over a long period of time. [Solution] The system includes a control unit 115 configured to suppress the generation of vehicle driving force by operating the accelerator pedal 109 when the operating state detection sensor 111, located near the brake element of the parking brake mechanism 120, detects that the parking brake mechanism 120 is in an activated state. The brake element consists of a meshing clutch 130 that prohibits the rotation of the axle on which the wheel is attached by mechanical meshing.

Description

Technical Field

[0001] The present invention relates to a vehicle control device.

Background Art

[0002] For example, when stopping an AT vehicle, the shift lever is placed in the P range to mechanically lock the gear, and the parking brake is applied by operating the parking brake operation part to lock the rotation of the wheels, thereby maintaining the stopped state of the vehicle and preventing the vehicle from moving unintentionally. For example, in the case of a front-wheel drive vehicle, the movement of the front wheels as drive wheels is locked by operating the shift lever, and the rotation of the rear wheels as driven wheels is locked by the parking brake.

[0003] As a parking brake mechanism, generally, a parking brake is applied by frictional force by pressing a friction member such as a pad or a shoe against a rotating member such as a rotor or a drum. In addition, as a power transmission mechanism of the parking brake mechanism, there are a mechanical type that operates a friction member by transmitting a force generated by an operation such as pulling a parking brake lever or stepping on a parking brake pedal with a wire, and an electric type that operates a friction member by driving an electric motor by operating a button or a switch.

[0004] On the other hand, as a parking lock mechanism that mechanically locks a gear by operating a shift lever, a configuration including a meshing clutch is known (see, for example, Patent Document 1). In the parking brake mechanism as described above, the braking force of the parking brake decreases due to wear of the friction member and aging deterioration such as elongation of the wire. Therefore, it is conceivable to apply a meshing clutch to the parking brake mechanism and adopt a configuration in which the wheels are locked by mechanical meshing.

Prior Art Documents

Patent Documents

[0005] [Patent Document 1] Japanese Patent Publication No. 2015-137064 [Overview of the Initiative] [Problems that the invention aims to solve]

[0006] In the case of parking brake mechanisms, it is not uncommon for the accelerator pedal to be operated while the parking brake is still engaged when starting a stationary vehicle. In a parking brake mechanism that uses friction to engage the parking brake, even if you try to start the vehicle while the parking brake is engaged, there is little risk of the parking brake mechanism itself being damaged due to slippage between the friction member and the rotating member. However, simply applying a meshing clutch to a parking brake mechanism carries the risk of damaging the parking brake mechanism if excessive driving force is transmitted to force the vehicle to start, because the rotation of the axle is prevented when the parking brake mechanism is engaged. Furthermore, in vehicles equipped with an electrically operated parking brake mechanism controlled by an electrical signal from the operation of the parking brake control unit, if the driver switches the parking brake mechanism from the released state to the activated state while the vehicle is in motion, the parking brake will be activated to prevent the axle from rotating while an external force is being applied to the axle, thus posing a risk of damage to the parking brake mechanism. Thus, simply applying a clutch mechanism to a parking brake system presents a problem: the risk of damage to the parking brake system increases dramatically. This problem naturally occurs not only in automatic transmission (AT) vehicles but also in manual transmission (MT) vehicles.

[0007] The present invention has been made based on the circumstances described above, and aims to provide a vehicle control device that can prevent damage or wear to the parking brake mechanism and allow the parking brake mechanism to perform its intended function over a long period of time. [Means for solving the problem]

[0008] The present invention provides a vehicle control device comprising a control unit that has a function to control the operation of a parking brake mechanism having a brake element configured to switch between an operating state that prohibits the rotation of an axle element that rotates in conjunction with the rotation of a wheel and a release state that allows the rotation of the axle element, wherein the control unit is provided near the brake element and detects the operating state of the parking brake mechanism, and the control unit is configured to suppress the generation of vehicle driving force by operating the accelerator pedal when the operating state detection sensor detects that the parking brake mechanism is in an operating state, thereby solving the above problem. [Effects of the Invention]

[0009] According to the invention of claim 1, when the parking brake mechanism is activated, the driving force of the drive unit is not transmitted to the parking brake mechanism, and the driving force of the drive unit is transmitted to the drive wheels when the parking brake mechanism is released. Therefore, the parking brake mechanism will not be damaged due to the operation of the accelerator pedal while the parking brake mechanism is activated, and the parking brake mechanism can perform its intended function for a long period of time.

[0010] According to the invention of claim 2, by prohibiting the rotation of the shaft elements through mechanical meshing, it is not necessary to provide a parking brake mechanism for each wheel that needs to be braked, thereby simplifying the structure.

[0011] According to the invention of claim 3, relative rotation of the inner and outer rings is prohibited by sandwiching the roller circumferentially between the roller support and the roller housing, so that wind-up (elastic deformation) does not occur in the operating state, and the meshing clutch can be configured to have high rigidity. Furthermore, stable meshing can be achieved with a simple structure, miniaturization is possible, and many rollers can be arranged in a small space, so the desired braking force can be obtained. Moreover, since the surface pressure acting on the roller and the wall surface that sandwiches the roller in the operating state can be reduced, it is possible to design with inexpensive materials that are resistant to chipping and wear due to impact, and because the roller itself rotates, it is less likely that meshing will occur at the same point, which improves durability and allows for a longer lifespan.

[0012] According to the invention of claim 4, the operating state of the parking brake mechanism can be reliably detected with a simple structure, and the reliability of the operation can be improved.

[0013] According to the invention of claim 5, the shaft element is not rotated while the parking brake mechanism is operating, so it is possible to reliably prevent damage to the parking brake mechanism.

[0014] According to the invention of claim 6, the parking brake mechanism is not switched to the operating state due to the operation of the parking brake operating unit while the vehicle is in motion, so it is possible to reliably prevent damage to the parking brake mechanism. [Brief explanation of the drawing]

[0015] [Figure 1] This is a schematic diagram showing one example of the configuration of a vehicle equipped with the vehicle control device according to the present invention. [Figure 2] This is a schematic block diagram showing the main components of an example of a vehicle control device according to the present invention. [Figure 3]It is a plan view showing a configuration example of an engagement clutch constituting a parking brake mechanism. [Figure 4] It is an enlarged view showing a main part configuration of the engagement clutch shown in FIG. 3. [Figure 5] It is a partial sectional view along the rotation axis showing the configuration of the engagement clutch shown in FIG. 3. [Figure 6A] It is a schematic view showing a state when a drive rod is driven toward a lock position when switching the engagement clutch shown in FIG. 3 from a released state to an operating state. [Figure 6B] It is a schematic view when the engagement clutch shown in FIG. 3 is in a standby state. [Figure 6C] It is a schematic view when the engagement clutch shown in FIG. 3 is switched to an operating state. [Figure 7] It is a schematic diagram showing a state where an outer ring and an inner ring are engaged. [Figure 8A] It is a perspective view schematically showing a state when the selector is positioned at a release position where it is not detected by the selector position detection sensor. [Figure 8B] It is a perspective view schematically showing a state when the selector is positioned at an operating position where it is detected by the selector position detection sensor. [Figure 9A] It is a schematic diagram schematically showing another example of the installation position of the parking brake mechanism in a vehicle. [Figure 9B] It is a schematic diagram schematically showing still another example of the installation position of the parking brake mechanism in a vehicle. [Figure 9C] It is a schematic diagram schematically showing still another example of the installation position of the parking brake mechanism in a vehicle. [Figure 9D] It is a schematic diagram schematically showing still another example of the installation position of the parking brake mechanism in a vehicle.

Mode for Carrying Out the Invention

[0016] Hereinafter, a vehicle control device according to an embodiment of the present invention will be described based on the drawings.

[0017] Figure 1 is a schematic diagram showing an example configuration of a vehicle equipped with the vehicle control device according to the present invention, and Figure 2 is a block diagram showing a schematic representation of the main components of an example of the vehicle control device according to the present invention. The vehicle 100 according to this embodiment is a vehicle that can be driven by a drive source that uses electricity supplied from a battery, such as an electric vehicle or a hybrid vehicle, and the left and right rear wheels are drive wheels 101a driven by the driving force of the drive source, and the left and right front wheels are driven wheels 101b. In Figure 1, 102b is the drive wheel axle and 103 is the driven wheel axle. In this vehicle 100, a parking brake mechanism 120, configured to suppress the rotation of an axle element that rotates in conjunction with the rotation of the drive wheel 101a, is assembled and provided on the drive unit 105 that drives the vehicle 100.

[0018] The vehicle control device 110 according to this embodiment includes an operating state detection sensor 111 for detecting the operating state of the parking brake mechanism 120, a vehicle speed sensor 116 for detecting the vehicle speed, and a control unit 115 that has at least the function of controlling the operation of the drive unit 105 for driving the vehicle and the function of controlling the operation of the parking brake mechanism 120 based on the detection signal from the operating state detection sensor 111. The control unit 115 is composed of a single electronic control unit (ECU) or a plurality of electronic control units (ECUs).

[0019] In this embodiment, the drive unit 105 includes a motor 106 as a drive source and a reduction gear 107 that connects the output shaft of the motor 106 to the drive wheel drive shaft 102a.

[0020] In this embodiment, the parking brake mechanism 120 is controlled by the control unit 115 based on an electrical signal generated by the operation of the parking brake operating unit 108. The parking brake mechanism 120 may be a "lever type" operated by operating a parking lever, for example, a parking brake operating unit 108 installed next to the driver's seat; a "foot-operated type" operated by operating a parking brake pedal, for example, a parking brake operating unit 108 installed at the driver's feet; or an "electric type" operated by operating a button or switch, for example, a parking brake operating unit 108 installed next to the driver's seat.

[0021] The parking brake mechanism 120 according to this embodiment includes a meshing clutch 130 as a braking element and a selector drive mechanism 121 that drives a selector 150 in the meshing clutch 130. In this embodiment, the engagement clutch 130, which acts as a braking element, is positioned, for example, between the output shaft (not shown) of the motor 106 and the input shaft (not shown) of the reduction gear 107. By mechanically engaging with the clutch, the rotation of the input shaft of the reduction gear 107, which acts as an axis element that rotates in conjunction with the rotation of the drive wheel 101a, is prevented, thereby suppressing the rotation of the drive wheel 101a when the vehicle is stopped.

[0022] As shown in Figures 3 to 5, the meshing clutch 130 according to this embodiment comprises an outer ring 131 and an inner ring 136, a plurality of rollers 140, a biasing member 145, and a selector 150. In Figures 3 and 5, C is the rotation axis.

[0023] The outer ring 131 and the inner ring 136 are mounted coaxially so as to be rotatable relative to each other, with the inner circumferential surface of the outer ring 131 and the outer circumferential surface of the inner ring 136 facing each other in close proximity. In this embodiment, the outer ring 131 is fixed and the inner ring 136 is rotatable. 133 in Figure 3 is a mounting portion provided on the outer circumferential surface of the outer ring 131 for fixing the engagement clutch 130 to an object, for example, with a fixing bolt (not shown).

[0024] In this embodiment, multiple roller housing portions 132 corresponding to each of the multiple rollers 140 are formed on the inner circumferential surface of the outer ring 131, and multiple roller support portions 137 are formed on the outer circumferential surface of the inner ring 136 at predetermined intervals in the circumferential direction. The roller housing section 132 is composed of a groove whose cross-sectional shape is, for example, an isosceles trapezoid and a circle tangent to two equal sides of the isosceles trapezoid. The roller support portion 137 is composed of a groove having a substantially flat bottom wall portion and a circumferential wall portion with a circular arc cross-section that is continuous on both sides of the bottom wall portion, and the opening edge portion has a chamfered shape, for example, C-shaped.

[0025] As shown in Figure 5, each of the multiple rollers 140 is configured to protrude axially outward from one end face of the inner ring 136 when supported by the roller support portion 137, and a biasing member mounting groove 141 extending around the entire circumference is formed on the circumferential surface of the protruding portion.

[0026] In this embodiment, the biasing member 145 is common to each of the multiple rollers 140 and is composed of, for example, an annular spring. The biasing member 145 is mounted from the radially inward side of the biasing member mounting groove 141 of the roller 140 so as to bias each roller 140 radially outward toward the roller housing portion 132.

[0027] The selector 150 is positioned coaxially with the outer ring 131 and the inner ring 136, moving axially back and forth with the outer ring 131 on which the roller housing portion 132 is formed, and is rotatable independently of the outer ring 131 and the inner ring 136.

[0028] In this embodiment, the selector 150 includes a ring-shaped main body 151, and is configured to support the roller 140 in the roller support portion 137 by pressing the roller 140 with the inner circumferential surface of the main body 151 when the relative rotation of the outer ring 131 and the inner ring 136 is prohibited. Furthermore, a pocket 152 is formed on the inner circumferential surface of the main body 151, which is configured to allow the roller 140 to be housed in the roller housing portion 132. Therefore, the selector 150 is configured to rotate, thereby moving the roller 140 radially, and thereby switching the operating state of the engagement clutch 130 between a release state that allows relative rotation of the outer ring 131 and the inner ring 136 and an operating state that prohibits relative rotation of the outer ring 131 and the inner ring 136.

[0029] The wall surface of the pocket 152 on the rear side in the direction of selector rotation (clockwise in Figure 4) that activates the engagement clutch 130 is an inclined surface 153 that slopes radially outward in the release direction. By rotating the selector 150, the roller 140 housed in the roller housing 132 can be easily moved radially toward the roller support 137 by the action of the inclined surface 153 of the pocket 152. This makes it possible to easily switch from the released state to the activated state and ensure reliable engagement.

[0030] The selector 150 includes a selector arm 155 connected to the selector drive mechanism 121. In this embodiment, the selector arm 155 is a plate-like body extending along a plane parallel to the rotation axis C, and is configured to form a U-shape by having a notch 156 formed at one end in the axial direction, into which the drive rod 124 described later can be inserted.

[0031] This engagement clutch 130 is equipped with a rotation restricting mechanism that limits the range of motion of the selector 150. In this embodiment, the rotation restricting mechanism consists of a pin member 160 erected on one surface of the end wall portion of the outer ring 131 so as to extend axially, and a rotation restricting groove portion 161 formed on the inner circumferential surface of the selector 150 so as to extend circumferentially, into which the pin member 160 is slidably inserted.

[0032] In this meshing clutch 130, a ring-shaped retaining plate 165 is positioned coaxially with the outer ring 131 and inner ring 136 at one axial end of the selector 150 and is fixed to the outer ring 131 by a pin member 160. This prevents the components of the meshing clutch 130 from separating in the axial direction. As shown in Figure 5, the retaining plate 165 is positioned to cover the roller support portion 137 and also functions as a retainer for the roller 140.

[0033] The selector drive mechanism 121 includes a linear actuator 122 having a drive shaft 123 that is driven to move back and forth in one direction (for example, left and right in Figure 3), a drive rod 124 having one end connected to the drive shaft 123 and the other end connected to the selector 150 and capable of reciprocating in the one direction so as to be able to position the selector 150 within a range between the release position and the first operating position, and a standby spring 126 arranged to be elastically deformable in the compression direction when the drive rod 124 is moved so that the selector 150 rotates in the direction that engages the clutch 130. In this embodiment, the standby spring 126 is made of a coil spring and is provided with the drive rod 124 inserted through it.

[0034] A pair of retaining rings 127a and 127b are provided on the drive rod 124 so as to sandwich the selector arm 155. The drive rod 124 is connected to the selector arm 155 by one retaining ring 127a engaging with the tip-side engaging portion 125a of the drive rod 124 and the other retaining ring 127b being pressed against the selector arm 155 by a standby spring 126. The other end of the standby spring 126 is engaged with the other-end-side engaging portion 125b of the drive rod 124.

[0035] In the meshing clutch 130 according to this embodiment, when the selector 150 is in the release position, as shown in Figure 4, the roller 140 is biased by the biasing member 145 and positioned within the roller housing portion 132 of the outer ring 131 and within the pocket 152 of the selector 150. That is, the operating mode of the meshing clutch 130 is a release state in which relative rotation of the outer ring 131 and the inner ring 136 is permitted.

[0036] When switching the meshing clutch 130 from the disengaged state to the activated state, the drive rod 124 is moved so that the selector 150 is positioned from the disengaged position to the activated position. As shown in Figure 6A, the selector 150 rotates and the inclined surface 153 of the pocket 152 in the selector 150 comes into contact with the roller 140. At this time, if the phases of the roller housing portion 132 of the outer ring 131 and the roller support portion 137 of the inner ring 136 are not aligned, as shown in Figure 6B, the drive rod 124 is moved while the rotation of the selector 150 is prevented and the standby spring 126 is compressed. Therefore, the selector 150 remains in the released position, and the engagement clutch 130 enters a standby state. As a result, when the inner ring 136 is rotating at a rotational speed above a certain speed, chipping or damage due to impact caused by sudden engagement between the outer ring 131 and the inner ring 136 can be reliably prevented, thereby extending the lifespan and ensuring high safety.

[0037] Then, when the phases of the roller housing 132 and the roller support 137 align, as shown in Figure 6C, the biasing force from the standby spring 126 is released, causing the selector 150 to rotate to the operating position. As a result, the roller 140 moves radially toward the roller support 137 due to the action of the inclined surface 153 of the pocket 152, and the engagement clutch 130 becomes activated. At this time, the range of motion of the selector 150 is restricted by the pin member 160 and the rotation restricting groove 161, which prevents the selector 150 from overrunning and ensures reliable switching between the released state and the activated state.

[0038] In the operating state of the meshing clutch 130, as shown in Figure 7, when rotational torque is input to the inner ring 136, the roller 140 is sandwiched between the roller housing portion 132 of the outer ring 131 and the roller support portion 137 of the inner ring 136, regardless of the direction of rotation of the inner ring 136. Furthermore, the selector 150 supports a load that moves the acting roller 140 toward the roller housing portion 132, thereby causing the outer ring 131 and the inner ring 136 to mesh. Figure 7 shows the state when the inner ring 136 is rotated counterclockwise.

[0039] In this embodiment, the operating state detection sensor 111 for detecting the operating state of the parking brake mechanism 120 is configured as a selector position detection sensor capable of detecting the operating state of the parking brake mechanism 120 by detecting that the selector 150 in the engagement clutch 130 is in the operating position. As shown in Figures 8A and 8B, the selector position detection sensor in this embodiment includes a sensor target 112 provided at one axial end of the selector arm 155, and a proximity sensor 113 positioned to detect the sensor target 112 when the selector 150 is in the operating position. Alternatively, the proximity sensor 113 may be provided on the selector arm 155, and the sensor target 112 may be fixed in a predetermined position.

[0040] Therefore, when the operating state detection sensor 111 detects that the parking brake mechanism 120 is in operation, the control unit 115 of the vehicle control device 110 controls the drive unit 105 to suppress the generation of vehicle driving force caused by the operation of the accelerator pedal 109. Specifically, the control unit 115 suppresses the generation of vehicle driving force by controlling the motor 106 so that it does not generate driving force when the accelerator pedal 109 is operated. Therefore, according to the above-described vehicle control device 110, when the parking brake mechanism 120 is activated, the driving force of the drive unit 105 is not transmitted to the parking brake mechanism 120, and the driving force of the drive unit 105 is transmitted to the drive wheels 101a when the parking brake mechanism 120 is released. As a result, the parking brake mechanism 120 will not be damaged due to the operation of the accelerator pedal 109 while the parking brake mechanism 120 is activated, and the parking brake mechanism 120 will be able to perform its intended function for a long period of time.

[0041] Furthermore, when the vehicle speed sensor 116 detects that the vehicle speed is not zero, i.e., that the vehicle is in motion, the control unit 115 controls the parking brake mechanism 120 to suppress the generation of a brake element switching force caused by operating the parking brake operating unit 108 from the release position that disengages the engagement clutch 130 to the operating position that engages the engagement clutch 130. In this embodiment, when the vehicle is in motion, the control unit 115 controls the actuator 122 so that it does not operate when the parking brake operating unit 108 is operated, thereby suppressing the generation of a brake element switching force. Therefore, with the above-described vehicle control device 110, the parking brake mechanism 120 is not switched to the operating state due to the operation of the parking brake operating unit 108 while the vehicle is in motion. As a result, it is possible to reliably prevent damage to the parking brake mechanism 120 even while the vehicle is in motion, and the parking brake mechanism 120 can perform its intended function for a long period of time.

[0042] Although embodiments of the present invention have been described in detail above, the present invention is not limited to the above embodiments, and various design modifications can be made without departing from the present invention as described in the claims. For example, in the above embodiment, a configuration was described in which the operating state of the parking brake mechanism is detected by detecting the position of the selector in the meshing clutch using a proximity sensor. However, the operating state detection sensor may be, for example, one that detects the rotation angle of the selector or one that detects the amount of movement of the drive shaft of the actuator. Furthermore, although the above embodiment describes a configuration in which the control unit controls the motor to suppress the generation of vehicle driving force, the control unit may also be configured to suppress the transmission of the driving force of the drive unit to the axle by, for example, controlling the operation of the reduction gear. Furthermore, while the control unit may be configured to only control the driving force when the accelerator pedal is operated while the parking brake mechanism is engaged when the vehicle is stopped, in practice, there is a risk that the clutch may be damaged if an external force from some disturbance causes the engagement clutch to act in the locking direction. For this reason, it is desirable that the control unit be configured to have the function of both controlling the driving force when the accelerator pedal is operated while the parking brake mechanism is engaged when the vehicle is stopped, and controlling the operation of the parking brake mechanism when the parking brake operating unit is operated while the vehicle is in motion.

[0043] Furthermore, although the above embodiment described a parking brake mechanism equipped with a so-called roller-type engagement clutch, the engagement clutch may also be configured as a ratchet type or a dog clutch. Furthermore, the parking brake mechanism may be configured to operate the brake element mechanically through the operation of the parking brake control unit by the vehicle driver, or it may be configured to operate using electrical signals. Furthermore, although the above embodiment described the case in which the vehicle control device according to the present invention is applied to a vehicle that can be driven by an electric power source, the vehicle control device according to the present invention may also be applied to a vehicle driven by an internal combustion engine. In this case, the control unit should be configured to suppress the transmission of the driving force of the internal combustion engine to the axle by controlling the operating state of the power transmission elements arranged in the power transmission path from the internal combustion engine to the axle. Needless to say, the present invention is applicable to both automatic transmission (AT) and manual transmission (MT) vehicles.

[0044] Furthermore, although the above embodiment described a configuration in which the brake element in the parking brake mechanism is provided on the drive shaft of the drive wheel, the position in which the brake element is provided is not particularly limited, and it is acceptable as long as it is a position in which the rotation of the shaft element that rotates in conjunction with the rotation of the wheel can be prohibited. Specifically, for example, as shown in Figure 9A, the brake element of the parking brake mechanism 120 may be provided on the drive wheel drive shaft 102a; as shown in Figure 9B, the brake element of the parking brake mechanism 120 may be provided on the drive wheel axle 102b; as shown in Figure 9C, the brake element of the parking brake mechanism 120 may be assembled and provided on the in-wheel type drive unit 104; or as shown in Figure 9D, the brake element of the parking brake mechanism 120 may be provided on the driven wheel axle 103. [Explanation of Symbols]

[0045] 100... Vehicles 101a ··· Drive wheels 101b... Driven wheel 102a ··· Drive wheel drive shaft 102b ··· Drive wheel axle 103 ··· Driven wheel axle 104 ··· In-wheel drive system 105 ··· Drive unit 106... Motor 107... Reducer 108... Parking brake control unit 109... Accelerator pedal 110... Vehicle control system 111 ··· Operating status detection sensor 112 ··· Sensor target 113 ··· Proximity sensor 115 ··· Control Unit 116... Vehicle speed sensor 120... Parking brake mechanism 121... Selector drive mechanism 122 ··· Actuator 123 ··· Drive shaft 124 ··· Drive rod 125a... Tip side engaging part 125b...Other end side engaging part 126 ··· Standby Spring 127a ··· Retaining ring 127b ··· Retaining ring 130... Engagement clutch 131 ··· Outer ring 132 ··· Laura storage unit 133 ··· Mounting part 136 ··· Inner circle 137 ··· Roller support section 140 ··· Laura 141 ··· Bracing member mounting groove 145 ··· Biasing member 150 ··· Selector 151 ··· Main body 152 ··· Pocket 153... Slope 155 ··· Selector Arm 156... Notch 160... Pin component 161 ··· Rotation regulating groove 165 · · Holding plate C...Rotation axis center

Claims

1. A vehicle control device comprising a control unit having a function for controlling the operation of a parking brake mechanism having a brake element configured to switch between an operating state that prohibits the rotation of an axle element that rotates in conjunction with the rotation of a wheel and a release state that allows the rotation of the axle element, The parking brake mechanism is equipped with an operating state detection sensor provided near the brake element for detecting the operating state of the parking brake mechanism. The control unit is characterized in that, when the operating state detection sensor detects that the parking brake mechanism is in an operating state, it suppresses the generation of vehicle driving force caused by the operation of the accelerator pedal.

2. The vehicle control device according to claim 1, characterized in that the brake element is composed of a meshing clutch that prohibits the rotation of the shaft element by mechanical meshing.

3. The aforementioned engagement clutch comprises an outer ring and an inner ring that are coaxially rotatable relative to each other, a plurality of rollers disposed between the outer ring and the inner ring, a biasing member that radially biases the rollers toward a roller housing provided on one of the outer ring and the inner ring, and a selector for switching the operating mode of the engagement clutch. The vehicle control device according to claim 2, characterized in that the selector is rotatably arranged independently of the outer ring and the inner ring between an operating position in which the parking brake mechanism is activated by supporting the roller on a roller support provided on the other of the outer ring and the inner ring, thereby prohibiting relative rotation of the outer ring and the inner ring, and a release position in which the parking brake mechanism is released by housing the roller in the roller housing, thereby allowing relative rotation of the outer ring and the inner ring.

4. The vehicle control device according to claim 3, characterized in that the operating state detection sensor is a selector position detection sensor configured to detect that the selector is in the operating position.

5. The drive system that propels the vehicle includes a motor. The vehicle control device according to claim 1, characterized in that the control unit controls the motor so as not to generate driving force when the parking brake mechanism is in operation.

6. It is further equipped with a vehicle speed sensor that detects the vehicle's speed, The vehicle control device according to claim 1, characterized in that the control unit suppresses the generation of a brake element switching force by operating the parking brake operating unit from a release position that releases the brake element to an operating position that activates the brake element when the vehicle speed sensor detects that the vehicle is in a driving state.

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