Vehicle control device

Abstract

The present invention provides a vehicle control device which prevents damage to or wear of a parking brake mechanism and which enables the parking brake mechanism to exhibit an intended function over a long period of time. A vehicle control device according to the present invention comprises a control unit (115), which suppresses occurrence of a vehicle driving force due to operation of an accelerator pedal (109) when a working state of a parking brake mechanism (120) is detected by an operation state detection sensor (111) that detects an operation state of a parking brake operation unit (108) configured to be operable by a driver of a vehicle between a working position where the parking brake mechanism (120) is brought into the working state and a release position where the parking brake mechanism (120) is brought into a released state, and which suppresses occurrence of a brake element switching force due to operation of the parking brake operation unit (108) when a vehicle speed sensor (116) detects that the vehicle is in a travel state.

Description

Vehicle control device

[0006] ,

[0005] ,

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

[0002] For example, when stopping an AT vehicle, the shift lever is put into the P range to mechanically lock the gear, and at the same time, 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 pressing a friction member such as a pad or a shoe against a rotating member such as a rotor or a drum to generate frictional force. Further, as a power transmission mechanism of the parking brake mechanism, there are a mechanical type that operates a friction member by transmitting the force generated by an operation such as pulling a parking brake lever or stepping on a parking brake pedal with the foot by 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 the gear by operating the shift lever, a configuration provided with an engagement 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 an engagement clutch to the parking brake mechanism and adopt a configuration in which the wheels are locked by mechanical engagement. <000_{0}10> Japanese Unexamined Patent Application Publication No. 2015 - 137064

[0006] In the case of parking brake mechanisms, it is not uncommon for the accelerator pedal to be operated while the parking brake is engaged when starting a stationary vehicle. With parking brake mechanisms that engage the parking brake through friction, even if the vehicle is attempted to be started while the parking brake is engaged, the friction member and the rotating member will slip, so there is little risk of the parking brake mechanism itself being damaged. However, if a meshing clutch is simply applied to the parking brake mechanism, the rotation of the axle is prevented when the parking brake mechanism is activated, so if excessive driving force is transmitted to try to force the vehicle to start, there is a risk of the parking brake mechanism being damaged. Furthermore, in vehicles equipped with an electric parking brake mechanism controlled based on 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 operate to prevent the rotation of the axle while an external force is applied to the axle, so there is a risk of the parking brake mechanism being damaged. 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.

[0008] The present invention provides a vehicle control device comprising a control unit having a function for controlling the operation of a parking brake mechanism configured to switch between an activated state and a released state, wherein the control unit includes an operation state detection sensor that detects the operation state of a parking brake operation unit, which is configured to be operable by the vehicle driver between an activated position that activates the parking brake mechanism and a released position that releases 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 operation state detection sensor detects that the parking brake mechanism is in an activated state, thereby solving the above problem.

[0009] Furthermore, the present invention provides a vehicle control device comprising a control unit having a function for controlling the operation of a parking brake mechanism configured to switch between an activated state and a released state, wherein the control unit comprises a vehicle speed sensor for detecting the speed of the vehicle, and the control unit is configured to suppress the generation of a switching force for the parking brake mechanism by operating a parking brake operating unit from a released position that releases the parking brake mechanism to an activated position that activates the parking brake mechanism when the vehicle speed sensor detects that the vehicle is in a driving state, thereby solving the above problem.

[0010] 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.

[0011] According to the invention of claim 2, by prohibiting the rotation of the shaft element that rotates in conjunction with the rotation of the wheel 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.

[0012] 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.

[0013] According to the invention of claim 4, 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 5, 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.

[0015] 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 part while the vehicle is in motion. Therefore, it is possible to reliably prevent damage to the parking brake mechanism while the vehicle is in motion, and to allow the parking brake mechanism to perform its intended function for a long period of time.

[0016] This is a schematic diagram showing one example of the configuration of a vehicle equipped with a vehicle control device according to the present invention. This is a block diagram showing a schematic of the main components in an example of a vehicle control device according to the present invention. This is a plan view showing one example of the configuration of a meshing clutch constituting a parking brake mechanism. This is an enlarged view showing the main components of the meshing clutch shown in Figure 3. This is a partial cross-sectional view along the rotation axis showing the configuration of the meshing clutch shown in Figure 3. This is a schematic diagram showing the state when the drive rod is driven toward the locked position when switching the meshing clutch shown in Figure 3 from the released state to the operated state. This is a schematic diagram when the meshing clutch shown in Figure 3 is in the standby state. This is a schematic diagram when the meshing clutch shown in Figure 3 has been switched to the operated state. This is a schematic diagram showing the state in which the outer ring and inner ring are meshed. This is a schematic diagram showing another example of the installation position of the parking brake mechanism in a vehicle. This is a schematic diagram showing yet another example of the installation position of the parking brake mechanism in a vehicle. This is a schematic diagram showing yet another example of the installation position of the parking brake mechanism in a vehicle. This is a schematic diagram showing yet another example of the installation position of the parking brake mechanism in a vehicle.

[0017] A vehicle control device according to one embodiment of the present invention will be described below with reference to the drawings.

[0018] Figure 1 is a schematic diagram showing an example configuration of a vehicle equipped with a vehicle control device according to the present invention, and Figure 2 is a block diagram showing an outline of the main components in an example of a vehicle control device according to the present invention. The vehicle 100 according to this embodiment is a vehicle that can run on a drive source powered by 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 wheels 101a is assembled and provided in a drive device 105 that drives the vehicle 100.

[0019] The vehicle control device 110 according to this embodiment includes an operation state detection sensor 111 that detects the operation state of a parking brake operation unit 108 provided in the passenger compartment of the vehicle 100, a vehicle speed sensor 116 that detects the speed of the vehicle, and a control unit 115 that has at least the function of controlling the operation of a drive unit 105 that drives the vehicle and the function of controlling the operation of a parking brake mechanism 120 based on the detection signal from the operation 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).

[0020] 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.

[0021] 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, which is a parking brake operating unit 108 installed next to the driver's seat; a "foot-operated type" operated by operating a parking brake pedal, which is a parking brake operating unit 108 installed at the driver's feet; or an "electric type" operated by operating a button or switch, which is installed next to the driver's seat.

[0022] 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 meshing clutch 130 as a braking element is arranged, for example, between the output shaft (not shown) of the motor 106 and the input shaft (not shown) of the reduction gear 107, and prevents the rotation of the input shaft of the reduction gear 107, which is a shaft element that rotates in conjunction with the rotation of the drive wheel 101a, by mechanical meshing, thereby suppressing the rotation of the drive wheel 101a when the vehicle is stopped.

[0023] 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.

[0024] The outer ring 131 and the inner ring 136 are mounted coaxially and rotatably relative to each other such that the inner surface of the outer ring 131 and the outer surface of the inner ring 136 are close to each other and facing each other. 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 surface of the outer ring 131 for fixing the engagement clutch 130 to an object, for example, with a fixing bolt (not shown).

[0025] In this embodiment, a plurality of roller housing portions 132 corresponding to each of the plurality of rollers 140 are formed on the inner circumferential surface of the outer ring 131, and a plurality of 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 portions 132 are composed of grooves with a cross-sectional shape that is, for example, an isosceles trapezoid and a circle tangent to two equal sides of the isosceles trapezoid. The roller support portions 137 are composed of grooves having a substantially flat bottom wall and circumferential walls with a continuous cross-sectional arc on both sides of the bottom wall, and the opening edge has, for example, a C-chamfered shape.

[0026] 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.

[0027] 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.

[0028] 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.

[0029] 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.

[0030] 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.

[0031] 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 along 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.

[0032] The engaging clutch 130 is equipped with a rotation restricting mechanism that restricts 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 of the outer ring 131 so as to extend axially, and a rotation restricting groove 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.

[0033] 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.

[0034] 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 and activates it. In this embodiment, the standby spring 126 is made of a coil spring and is provided with the drive rod 124 inserted through it.

[0035] 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.

[0036] 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.

[0037] When switching the meshing clutch 130 from the released state to the operated state, the drive rod 124 is moved so that the selector 150 is positioned from the released position to the operated position. As shown in Figure 6A, the selector 150 rotates, and the inclined surface 153 of the pocket 152 on 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 moves while the rotation of the selector 150 is prevented, and the standby spring 126 is compressed. Therefore, the state in which the selector 150 is positioned in the released position is maintained, and the meshing 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 meshing between the outer ring 131 and the inner ring 136 can be reliably prevented, extending the lifespan and ensuring high safety.

[0038] 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.

[0039] 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, a load in the direction that moves the acting roller 140 toward the roller housing portion 132 is supported by the selector 150, 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.

[0040] If the parking brake mechanism 120 is configured as a lever type, the operation state detection sensor 111 can be configured as a lever sensor that turns on and off in response to the raising and lowering of the parking lever and outputs a detection signal to the control unit 115. If the parking brake mechanism 120 is configured as a foot-operated type, the operation state detection sensor 111 can be configured as a pedal stroke sensor or the like that detects the amount the parking brake pedal is pressed and outputs a detection signal to the control unit 115. Furthermore, if the parking brake mechanism 120 is configured as an electric type, it can be configured as a switch sensor that outputs a detection signal to the control unit 115 in response to the on / off state of a button or switch installed in the driver's seat.

[0041] Accordingly, when the operation state detection sensor 111 detects that the parking brake operation unit 108 is in the operating position, 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, with the above 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.

[0042] 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, which disengages the engagement clutch 130, to the operating position, which activates 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 due to the operation of the parking brake operating unit 108, thereby suppressing the generation of a brake element switching force. Consequently, 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 when the vehicle is in motion. Therefore, it is possible to reliably prevent damage to the parking brake mechanism 120 even when the vehicle is in motion, and the parking brake mechanism 120 can perform its intended function for a long period of time.

[0043] As described above, the embodiments of the present invention have been described in detail. However, the present invention is not limited to the above embodiments, and various design changes can be made without departing from the present invention described in the claims. For example, in the above embodiment, a configuration in which the control unit controls the motor to suppress the generation of vehicle driving force has been described. However, the control unit may be configured to control the operation of the speed reducer to suppress the transmission of the driving force of the driving device to the axle. Furthermore, in the above embodiment, a configuration in which the control unit has a function of suppressing the generation of vehicle driving force by operating the accelerator pedal in the operating state of the parking brake mechanism and a function of suppressing the generation of brake element switching force by operating the parking brake operation unit in the vehicle running state has been described. However, the control unit may be configured to have either one of the functions.

[0044] Furthermore, in the above embodiment, a configuration in which the parking brake mechanism includes a so-called roller-type meshing clutch has been described. However, the meshing clutch may be configured by a ratchet type or a dog clutch. Furthermore, the parking brake mechanism may be configured to operate the brake element by a mechanical mechanism by operating the parking brake operation unit by the vehicle driver, or may be configured to operate using an electric signal. Furthermore, in the above embodiment, a case where the vehicle control device according to the present invention is applied to a vehicle that can run by a driving source using electric power has been described. However, the vehicle control device according to the present invention may be applied to a vehicle driven by an internal combustion engine. In this case, the control unit may be configured to control the operating state of the power transmission element disposed in the power transmission path from the internal combustion engine (engine) to the axle to suppress the transmission of the driving force of the internal combustion engine to the axle. Needless to say, the present invention is applicable to both AT vehicles and MT vehicles.

[0045] Furthermore, although the above embodiment described a configuration in which the brake element in the parking brake mechanism is provided on the drive wheel drive shaft, the position in which the brake element is provided is not particularly limited and can be any position in which the rotation of the shaft element that rotates with the rotation of the wheel can be prohibited. Specifically, for example, as shown in Figure 8A, the brake element in the parking brake mechanism 120 may be provided on the drive wheel drive shaft 102a; as shown in Figure 8B, the brake element in the parking brake mechanism 120 may be provided on the drive wheel axle 102b; as shown in Figure 8C, the brake element in the parking brake mechanism 120 may be assembled and provided on the in-wheel type drive device 104; or as shown in Figure 8D, the brake element in the parking brake mechanism 120 may be provided on the driven wheel axle 103.

[0046] 100 ... Vehicle 101a ... Drive wheel 101b ... Driven wheel 102a ... Drive wheel drive shaft 102b ... Drive wheel axle 103 ... Driven wheel axle 104 ... In-wheel drive unit 105 ... Drive unit 106 ... Motor 107 ... Reducer 108 ... Parking brake operation unit 109 ... Accelerator pedal 110 ... Vehicle control unit 111 ... Operation state detection 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 ... End-side engagement part 125b ... Other-end engagement part 126 ... Standby spring 127a ... Retaining ring 127b ... Retaining ring 130 ...Engagement clutch 131 ...Outer ring 132 ...Roller housing 133 ...Mounting part 136 ...Inner ring 137 ...Roller support part 140 ...Roller 141 ...Biasing member mounting groove 145 ...Biasing member 150 ...Selector 151 ...Main body 152 ...Pocket 153 ...Inclined surface 155 ...Selector arm 156 ...Notch 160 ...Pin member 161 ...Rotation restricting groove 165 ...Retaining plate C ...Rotation axis

Claims

1. A vehicle control device comprising a control unit having a function for controlling the operation of a parking brake mechanism configured to switch between an activated state and a released state, wherein the control unit is configured to detect the operating state of a parking brake operating unit that can be operated by the vehicle driver between an activated position that activates the parking brake mechanism and a released position that releases the parking brake mechanism, and the control unit suppresses 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 activated state.

2. The vehicle control device according to claim 1, characterized in that the parking brake mechanism includes a meshing clutch that prohibits the rotation of an axle element that rotates in conjunction with the rotation of the wheel by mechanical meshing.

3. The vehicle control device according to claim 2, wherein the engaging clutch comprises an outer ring and an inner ring provided coaxially so as to be 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 engaging clutch, wherein the selector is rotatable independently of the outer ring and the inner ring between an operating position in which the parking brake mechanism is activated by supporting the rollers with 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 rollers in the roller housing and allowing relative rotation of the outer ring and the inner ring.

4. The vehicle control device according to claim 1, wherein the drive device for driving the vehicle includes a motor, and the control unit controls the motor so as not to generate driving force when the brakes are applied.

5. The vehicle control device according to claim 1, further comprising a vehicle speed sensor for detecting the speed of a vehicle, wherein the control unit suppresses the generation of a parking brake mechanism switching force by operating the parking brake operating unit from a release position that releases the parking brake mechanism to an operating position that activates the parking brake mechanism when the vehicle speed sensor detects that the vehicle is in a driving state.

6. A vehicle control device comprising a control unit having a function for controlling the operation of a parking brake mechanism configured to switch between an activated state and a released state, wherein the control unit comprises a vehicle speed sensor for detecting the speed of the vehicle, and the control unit suppresses the generation of a switching force for the parking brake mechanism by operating a parking brake operating unit from a released position that releases the parking brake mechanism to an activated position that activates the parking brake mechanism when the vehicle speed sensor detects that the vehicle is in a driving state.

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