Vehicle parking control system

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 a device that controls to maintain a vehicle in a parking state.

Background Art

[0002] As devices 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 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 the driver performs a parking operation, the rotation of the wheel can be stopped. Therefore, when the driver gets off the vehicle, the vehicle can be maintained in a stopped state (parking state).

[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 device described in Patent Document 1 is configured to operate the parking brake on behalf of the driver. That is, the device described in Patent Document 1 is configured to operate the parking brake based on detecting that the driver's seat side door is locked.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

[0005] According to the device described in Patent Document 1, the device executes control to activate the parking brake or outputs a command signal to execute such control, provided that the driver's side door is locked and therefore the driver has left the driver's seat. Therefore, according to the device described in Patent Document 1, a certain amount of time elapses between the driver leaving the driver's seat and getting out of the vehicle, and then locking the driver's side door. During this time, the parking brake remains unengaged, and as a result, the vehicle may move due to factors such as the slope of the road surface, potentially reaching a speed above a predetermined level. In such a case, if the parking mechanism is configured to stop the rotation of the wheel by engaging a locking member with a rotating member, the locking member may be repelled by the rotating member due to the rotating member rotating at a certain speed, preventing the locking member from engaging with the rotating member, and thus making it impossible to perform a so-called parking lock.

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

[0007] The present invention was made against the above-mentioned background, and aims to provide a parking control device that can reliably put a vehicle into a parking state by actively using an electric motor, which is the driving force source. [Means for solving the problem]

[0008] To achieve the above objective, the present invention provides a driving force source A vehicle equipped with a three-phase motor, a parking mechanism to maintain a stopped state, and an electric brake mechanism that generates a frictional force to stop the rotation of the wheels under electrical control. When keeping both in a stopped state to the aforementionedA parking control device for a vehicle that performs parking control to activate a parking mechanism, comprising a controller that performs the parking control, the controller comprising: an unmanned detection unit that detects when the driver is away from 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 the vehicle speed detected by the vehicle speed detection unit is less than or equal to a predetermined vehicle speed when the unmanned detection unit has detected that the driver is away from the driver's seat of the vehicle; a braking control unit that performs braking control to reduce the vehicle speed when the vehicle speed determination unit has determined that the vehicle speed exceeds the predetermined vehicle speed when the driver is away from the driver's seat of the vehicle; and a parking control unit that performs parking control to activate the parking mechanism when the vehicle speed becomes less than or equal to the predetermined vehicle speed after the braking control has been performed. Furthermore, the braking control unit performs three-phase ON control, which turns ON all phases of the three-phase motor in order to output torque in the direction of reducing the vehicle speed, and in conjunction with the three-phase ON control, it operates the electric brake mechanism to reduce the vehicle speed, and if a failure occurs in either the three-phase ON control or the operation of the electric brake mechanism, the vehicle speed is reduced by the other of the three-phase ON control or the operation of the electric brake mechanism. It is characterized by being present.

[0012] In this invention ,before The parking control unit may be configured to activate the electric brake mechanism to maintain the vehicle in a stopped state if a failure occurs in the parking mechanism.

[0013] In the present invention, the vehicle speed determination unit further includes a function for determining that the vehicle is moving and that the vehicle speed is less than or equal to the predetermined vehicle speed, and the parking control unit may be configured to perform parking control to activate the parking mechanism when the vehicle speed determination unit determines that the vehicle is moving and that the vehicle speed is less than or equal to the predetermined vehicle speed. [Effects of the Invention]

[0014] According to the present invention, the vehicle speed is detected when the driver is away from the driver's seat, and if the vehicle speed is below a predetermined speed, the parking mechanism is activated. In this case, braking control is performed to reduce the vehicle speed, so the parking mechanism can be reliably activated and the vehicle can be stopped.

[0015] In particular, in this invention, since torque is output from the electric motor, which is the driving force source, in a direction that reduces the vehicle speed, it becomes possible to quickly reduce the vehicle speed and activate the parking mechanism, including when activating the electric brake mechanism. Furthermore, even if a failure occurs in the braking mechanism, such as the electric brake mechanism, the vehicle speed can be quickly reduced to establish a stopped state for the vehicle by the parking mechanism.

[0016] It also has an electric braking mechanism. Therefore, If the parking mechanism fails, the electric brake mechanism can maintain the vehicle in the parked position. In this case, the vehicle speed is reduced by the three-phase ON control of the three-phase motor, thus avoiding or suppressing problems such as excessive friction or other excessive loads being placed on the electric brake mechanism, or a decrease in its durability.

[0017] Furthermore, even if the driver is away from the driver's seat and the vehicle is moving, if the vehicle speed is below a predetermined speed, the parking control system will activate the parking mechanism without applying brakes using three-phase ON control or an electric brake mechanism. This not only ensures that the parking mechanism operates correctly and keeps the vehicle stopped, but also avoids the inconvenience of unnecessarily performing braking control. [Brief explanation of the drawing]

[0018] [Figure 1] This is a schematic diagram illustrating the configuration of an example vehicle in an embodiment of the present invention. [Figure 2] This is a partial schematic diagram illustrating an example of the parking mechanism. [Figure 3] This is a block diagram showing the functional configuration of the controller. [Figure 4] This is a circuit diagram illustrating the fundamental configuration of an inverter, specifically illustrating the state of three-phase ON control. [Figure 5] This diagram shows the torque generated by the motor when three-phase ON control is in operation. [Figure 6]A flowchart for explaining an example of control executed in an embodiment of the present invention.

Embodiments for Carrying Out the Invention

[0019] Next, embodiments of the present invention will be described with reference to the accompanying drawings. Note that the embodiments described below are merely examples when the present invention is implemented 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 includes 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 forced to rotate 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 power source 3 may be equipped with a transmission mechanism such as a gear-type speed change mechanism or a reduction mechanism (not shown), in which case a parking mechanism is provided that engages with a predetermined rotating member in the transmission mechanism to stop the rotation of the rotating member. Figure 2 is a schematic diagram illustrating the configuration of the parking mechanism 7, in which the rotating member 8 is connected to the output shaft 9 of the power source 3 and rotates together 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 circumference of the rotating member 8. A parking lock pole 12 is arranged on the outer circumference of the rotating member 8, with an engaging projection 11 formed at its tip that engages with one of the teeth 10. The parking lock pole 12 is supported at its base end opposite to the tip where the engaging projection 11 is provided, so that it can rotate about an axis parallel to the rotational axis of the rotating member 8. That is, the parking lock pole 12 rotates so that the engaging projection 11 approaches and moves away from the teeth 10 of the rotating member 8.

[0023] Furthermore, the parking lock pole 12 has an arm portion 13 extending from its rear side (opposite the direction from which the engaging projection 11 protrudes). A parking lock rod 14 is provided on the underside of the tip of the arm portion 13 (the underside in Figure 2), which can be moved back and forth in a direction perpendicular to the arm portion 13 (perpendicular to the plane of the paper in Figure 2). The parking lock rod 14 is provided with a pointed end 15 formed in a conical (tapered) shape, and this conical portion is in contact with the underside of the arm portion 13. In addition, a parking lock actuator 16 is provided which is electrically controlled to move the parking lock rod 14 back and forth. When the parking lock actuator 16 moves the parking lock rod 14 and the pointed end 15 provided thereon forward, the arm portion 13 is pushed upward towards the top of Figure 2 by the pointed end 15. Consequently, the parking lock pole 12 rotates counterclockwise in Figure 2, and the engaging projection 11 at its tip engages with the teeth 10 on the outer circumference of the rotating member 8. As a result, the parking lock pole 12 stops the rotation of the rotating member 8 (i.e., the output shaft 9).

[0024] A lever 17 is provided that outputs a signal to activate the parking lock actuator 16 and put the vehicle in the parking position. This lever 17 is a lever 17 that is manually operated by the driver (not shown) when putting the vehicle 1 into the parking position, and may be, for example, a conventionally known shift lever for shifting gears. A switch (not shown) is provided that is linked to this lever 17, and when the lever 17 is operated to the parking position, the switch is switched to, for example, ON and outputs a signal. Note that the lever 17 may be replaced with a switch that is manually operated ON / OFF. In addition, the parking lock actuator 16 is configured to be controlled not only by signals 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 drive force source 3 described above 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 from the left and right of the rear differential gear 19 are connected to the rear wheels 21, which are the drive wheels. Each of these rear wheels 21 and front wheels 22 is provided with a brake 23, as in a normal vehicle. The brake 23 is configured to operate hydraulically to generate frictional force, and to brake the rear wheels 21 and front wheels 22, respectively, using this frictional force. A brake controller (B-ECU) 24 is provided to control the hydraulic pressure.

[0026] The brake controller 24 includes an electronic control unit mainly consisting of a microcomputer, and various valves (not shown) that act as brake actuators, which are operated by command signals from the electronic control unit to supply and discharge hydraulic fluid and regulate pressure. Therefore, the brake 23 corresponds to the electric brake mechanism in the embodiment of the present invention. The brake 23 is a friction brake such as a drum brake or a disc brake, and is configured to continuously change the friction force, i.e., the braking force, in accordance with the hydraulic pressure. The brake controller 24 receives as data the amount of operation of the brake pedal 25, such as the amount of depression or force applied when the driver presses it. The brake controller 24 is also configured to receive control signals from a controller, which will be described later, so that the brake 23 can be controlled by the controller as well as the brake pedal 25.

[0027] In Figure 1, reference numeral 26 indicates the driver's seat. The system is configured to determine if the driver is not seated in the driver's seat 26, and to determine if the driver is seated in the seat, it is determined to be seated.

[0028] An embodiment of the present invention, a parking control device, includes a controller 27 that performs parking control to reliably stop the vehicle 1 and put it into a parking state when the vehicle is unoccupied. The controller 27 is an electronic control device mainly composed of a microcomputer, similar to the power controller 6 and brake controller 24 described above, and is configured to perform calculations according to a predetermined program using input data and pre-stored data, and to output the result of the calculation as a control command signal. This control command signal is output to the power controller 6, brake controller 24 and parking lock actuator 16 described above in order to brake the vehicle 1 and to activate the parking mechanism 7.

[0029] Furthermore, the input data for this control consists of data detected by various sensors. While these sensors are not specifically shown in the diagram, examples include the seat sensor and seat belt sensor for the driver's seat 26, as well as an on-board camera for obtaining an image of the driver's seat 26. These detect data for determining whether the vehicle is "unmanned" or "manned" as described above. Additionally, a vehicle speed sensor, an external camera, and an acceleration sensor are provided. These detect data for determining whether the vehicle 1 is moving or stopped, or whether the vehicle speed is below a predetermined speed. Furthermore, sensors for detecting the operating status of the electrical system, such as a voltage sensor or a current sensor, are provided. These detect data for determining whether the power to the electrical equipment, such as the power controller 6, parking lock actuator 16, brake controller 24, and motor 2, is turned ON. On the other hand, the data stored in advance includes data that serves as criteria for determining whether the vehicle is "unmanned" or "manned," vehicle speed, and power ON, as well as control quantities for feedforward control of the motor 2 or brake 23.

[0030] In the embodiment of the present invention, the controller 27 is configured to perform parking control not only based on the fact that the vehicle 1 is "unmanned," but also based on the fact that the vehicle 1 is moving. The controller 27 is programmed to perform parking control in this manner, and its function is shown in a block diagram as shown in Figure 3.

[0031] The controller 27 includes an unoccupied detection unit 27a that detects when the driver is away from the driver's seat 26, i.e., when the vehicle is "unoccupied". In vehicles 1 equipped with a seat sensor or seat belt sensor, the unoccupied state can be detected when that sensor is turned OFF. In vehicles 1 equipped with an on-board camera, the unoccupied state can be detected when the driver (human) is not visible in the image. Alternatively, the unoccupied state can be detected using an infrared sensor instead of an on-board camera.

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

[0033] The controller 27 is equipped with 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. The predetermined vehicle speed used as the basis for this determination is the maximum vehicle speed at which the aforementioned parking lock pole 12 can be reliably engaged (P-locked) without being repelled by the rotating member 8, and this speed has been determined in advance through experiments or simulations and can be stored in the controller 27.

[0034] A braking control unit 27d is provided in the controller 27 to perform braking control to reduce the vehicle speed prior to activating the parking mechanism 7. This braking control is a control to reduce the vehicle speed to below the predetermined vehicle speed, and in essence, it is a control that applies torque in the direction of stopping rotation to the rear wheels 21, or to the rear wheels 21 and the front wheels 22. Therefore, this braking can be performed by generating a so-called negative torque with the motor 2, or by activating the brake 23 in conjunction with or as an alternative to this.

[0035] Here, we will explain an example of control that generates so-called negative torque using motor 2, which is three-phase ON control. Figure 4 schematically shows the basic configuration of inverter 4. Three-phase ON control is a control that sets the upper switching elements (IGBTs) Q1, Q3, and Q5 in Figure 4 to ON for the U-phase, V-phase, and W-phase, and sets the lower switching elements (IGBTs) Q2, Q4, and Q6 to OFF. In this state, current flows as shown by the arrows in Figure 4, and the U-phase, V-phase, and W-phase switch as motor 2 rotates.

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

[0037] The controller 27 further includes a parking control unit 27e. The parking control unit 27e performs parking control by activating the parking mechanism 7 to stop the rotation of the aforementioned rotating member 8 (i.e., the vehicle 1) when predetermined conditions are met.

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

[0039] If the result of step S1 is "no", the routine in Figure 6 is terminated without any further control. Conversely, if the result of step S1 is "yes", it is determined whether the vehicle is rolling or not (step S2). A rolling state is a state in which the driving force source 3 is stopped and the "unmanned" vehicle 1 moves on its own due to the gradient of the road surface, etc. Therefore, step S2 determines whether the vehicle is moving or not. As mentioned above, this determination can be made by the vehicle speed detection unit 27b based on data obtained from the vehicle speed sensor, external camera, or acceleration (G) sensor.

[0040] If the result of step S2 is "no," then vehicle 1 is stopped, and the routine in Figure 6 is terminated without any further control. Conversely, if the result of step S2 is "yes," then it is determined whether the power to vehicle 1 is ON or OFF (step S3). This determination can be made based on the data obtained from the voltage sensor and current sensor mentioned above.

[0041] If the result of the judgment in step S3 is "yes", the actuator that generates braking force is activated (step S4). In the case of vehicle 1 with the configuration shown in Figure 1, the brake controller 24 is in the ON state because the power is ON, so the brake 23 is activated by this brake controller 24 to perform braking. In this case, the braking force and the gradient of increase of the braking force can be predetermined in the design. On the other hand, if the result of the judgment in step S3 is "no", the power to 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] In other words, if the "unmanned" vehicle 1 is moving, the brakes 23 are used to decelerate the vehicle 1. Although this braking control (steps S4, S5) is preferable for rapid parking control, it can be omitted in the present invention.

[0043] After step S4 or step S5 described above, it is determined whether the vehicle speed is less than or equal to the vehicle speed at which the P-lock is possible (step S6). The vehicle speed at which the P-lock is possible corresponds to a predetermined vehicle speed in the embodiment of the present invention, which is the vehicle speed at which the rotational speed of the rotating member 8 in the aforementioned parking mechanism 7 can engage with the engaging projection 11 of the parking lock pole 12 without repelling it. Therefore, the predetermined vehicle speed is generally several km / hour. This determination in step S6 can be performed by the vehicle speed determination unit 27c described above.

[0044] If the result of the judgment in step S6 is "yes", the parking mechanism 7 is activated (by P lock) to stop vehicle 1 (step S7). In other words, parking control is performed immediately without the deceleration control described later. Therefore, rapid parking control is possible, and wear on brakes 23 and other components is suppressed, improving their durability.

[0045] In this case, if a failure occurs in the parking mechanism 7, the parking lock actuator 16, or the control equipment that controls them, and the P-lock cannot be executed, the brake 23 is activated by the brake controller 24 to maintain the vehicle 1 in the parked state. After that, the control shown in Figure 6 is terminated.

[0046] Conversely, if the result of the judgment in step S6 is "no", the vehicle speed is reduced to below the predetermined vehicle speed by braking control using the three-phase ON control of motor 2 and the ON control of brake 23 (step S8), and then the process proceeds to step S7. When decelerating vehicle 1 in this way, if the control of brake 23 malfunctions due to some failure, vehicle 1 is decelerated by the three-phase ON control of motor 2 alone. Conversely, if the control of motor 2 malfunctions due to some failure, vehicle 1 is decelerated by brake 23 alone.

[0047] By controlling the vehicle speed to a predetermined speed or lower using the three-phase ON control of motor 2 and the brake 23, the vehicle speed can be rapidly reduced, and the subsequent stopping of vehicle 1 by the parking mechanism 7 can be performed quickly. In addition, the frequency of use or load on brake 23 can be reduced, improving its durability. Furthermore, by simultaneously controlling the three-phase ON control of motor 2 and the ON control of brake 23, vehicle 1 can be stopped even if a failure occurs in either one, thus improving the reliability of controlling the "unmanned" vehicle 1 to the parking state.

[0048] It should be noted that the present invention is not limited to the embodiments described above, and can be modified as appropriate to achieve the objectives of the present invention. For example, the parking mechanism in the present invention only needs to be a mechanism that can stably maintain the vehicle in a stopped state, so it may be a mechanism configured to move a friction material back and forth by a lead screw mechanism and to maintain a locked state by the lead screw mechanism. Furthermore, in the present invention, it is sufficient that the system is configured to perform three-phase ON control or braking control by brakes when the vehicle speed exceeds a predetermined vehicle speed, and therefore the control that activates an actuator to generate 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 performed as needed. [Explanation of symbols]

[0049] 1 vehicle 2. Electric motor 3. Power source 4 Inverters 5 6 Power Controller 7. Parking mechanism 8 Rotating Members 9 Output shaft 10 teeth 11 Engagement protrusion 12 Parking Lock Pole 13 Arm section 14 Parking Lock Rod 15 Pointed head 16 Parking lock actuator 17 Lever 18 Propeller Shafts 19 Rear differential gear 20 drive shafts 21 Rear wheel 22 Front Wheel 23 Brake 24 Brake Controller 25 Brake pedal 26 Driver's seat 27 Controllers 27a Unmanned detection unit 27b Vehicle speed detection unit 27c Vehicle speed determination section 27d Braking control unit 27e Parking Control Unit

Claims

1. A parking control device for a vehicle that performs parking control to activate the parking mechanism when maintaining a vehicle in a stopped state, the vehicle being equipped with a three-phase motor as a driving force source, a parking mechanism for maintaining the vehicle in a stopped state, and an electric brake mechanism that generates a frictional force to stop the rotation of the wheels under electrical control, The system includes a controller that performs the aforementioned parking control, The aforementioned controller, An unmanned detection unit that detects when the driver is away from the driver's seat of the vehicle, A vehicle speed detection unit for detecting the vehicle speed of the aforementioned vehicle, A vehicle speed determination unit determines whether the vehicle speed detected by the vehicle speed detection unit is less than or equal to a predetermined vehicle speed when the unmanned detection unit has detected that the driver is away from the driver's seat of the vehicle, A braking control unit that performs braking control to reduce the vehicle speed when the vehicle speed determination unit determines that the vehicle speed exceeds the predetermined vehicle speed while the driver is away from the driver's seat of the vehicle, A parking control unit that performs parking control to activate the parking mechanism when the vehicle speed falls below the predetermined vehicle speed after the braking control has been performed, and Equipped with, The braking control unit further performs three-phase ON control, which turns ON all phases of the three-phase motor in order to output torque in the direction of reducing the vehicle speed. It also operates the electric brake mechanism in conjunction with the three-phase ON control to reduce the vehicle speed, and if a failure occurs in either the three-phase ON control or the operation of the electric brake mechanism, the vehicle speed is reduced by the other of the three-phase ON control or the operation of the electric brake mechanism. A vehicle parking control device characterized by the following:

2. A parking control device for a vehicle according to claim 1, The parking control unit is configured to activate the electric brake mechanism to maintain the vehicle in a stopped state if a failure occurs in the parking mechanism. A vehicle parking control device characterized by the following:

3. A parking control device for a vehicle according to claim 1, The vehicle speed determination unit further includes a function to determine that the vehicle is moving and that the vehicle speed is less than or equal to the predetermined vehicle speed. The parking control unit is configured to perform parking control to activate the parking mechanism when the vehicle speed determination unit determines that the vehicle is moving and the vehicle speed is below the predetermined vehicle speed. A vehicle parking control device characterized by the following:

Images