JP2017226352A - Device for controlling park lock device and method for controlling park lock device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a device for controlling a park lock device that can improve limp home property, and to provide a method for controlling a park lock device.SOLUTION: ATCU 10 is constituted as a control device for a park module 32 mounted to a vehicle and including: a park rod 323; a lock mechanism 326; a first actuator part 327; and a second actuator part 328. The ATCU 10 is configured so as to prohibit the park rod 323 from moving to a park lock position from a non-park lock position when a road grade level α is lower than a specified value α1 on a failure of the first actuator part 327.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a parking lock device control apparatus and a parking lock device control method.

  A parking lock device for performing parking lock of a vehicle is known. Patent Document 1 discloses an automobile parking lock device including a lock mechanism (lock unit) that stops movement of a park rod.

  The device of Patent Document 1 further includes a first actuator unit (electromagnetic actuator) that unlocks the lock mechanism. The device of Patent Document 1 further includes a second actuator unit (control valve, switching valve, and hydraulic actuator) that selectively performs one of unlocking of the lock mechanism and movement of the park rod to a non-parking position. .

Special table 2014-517237 gazette

  The second actuator portion is used for releasing the park lock when the park rod moves to the non-park lock position, that is, when the park lock is released. For this reason, when the first actuator part is failing, if the second actuator part tries to release the lock mechanism, the hydraulic pressure cannot be supplied to the park rod part. Therefore, the park lock cannot be canceled.

  Specifically, for example, when the parking range is selected after the first actuator unit fails, the lock mechanism can be unlocked by the second actuator unit, so it can be said that parking lock can be performed. However, it is impossible to cancel the park lock from this state as described above. As a result, the vehicle cannot move and the limp home property may be deteriorated.

  The present invention has been made in view of such problems, and an object of the present invention is to provide a parking lock device control apparatus and a parking lock device control method capable of improving limp home characteristics.

  A control device for a park lock device according to an aspect of the present invention includes a park rod that is moved to a park lock position and a non-park lock position, a lock mechanism that inhibits the movement of the park rod, and unlocking the lock mechanism. A parker device mounted on a vehicle, having a first actuator unit to be performed, and a second actuator unit that selectively performs one of unlocking of the lock mechanism and movement of the park rod to a non-parklock position And a controller that prohibits movement of the park rod from a non-park lock position to a park lock position when the magnitude of the road gradient is less than a predetermined value when the first actuator section fails. Have.

  According to another aspect of the present invention, a park rod that is moved to a park lock position and a non-park lock position, a lock mechanism that stops movement of the park rod, and a first actuator that unlocks the lock mechanism And a second actuator unit that selectively performs one of unlocking of the locking mechanism and movement of the park rod to a non-parking position, and a method for controlling a parking lock device mounted on a vehicle. A park including: prohibiting movement of the park rod from a non-park lock position to a park lock position when a road gradient is less than a predetermined value when the first actuator unit fails. A method for controlling a locking device is provided.

  According to these aspects, since the parking lock is prohibited when the magnitude of the road gradient is less than a predetermined value at the time of failure of the first actuator portion, the limp home property is ensured by ensuring the limp home property at least on a flat road. Home nature can be improved.

1 is a schematic configuration diagram of a vehicle. It is FIG. 1 of explanatory drawing of a park module. It is FIG. 2 of explanatory drawing of a park module. It is a figure which shows an example of control of embodiment by a flowchart. It is a figure which shows the 1st modification of control of embodiment by a flowchart. It is a figure which shows the 2nd modification of control of embodiment by a flowchart.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

  FIG. 1 is a schematic configuration diagram of a vehicle. The vehicle includes an engine 1 as a power source. The power of the engine 1 is transmitted to the drive wheels 5 via the torque converter 2, the speed change mechanism 3, and the differential device 4. In the vehicle, the transmission TM is configured to include the speed change mechanism 3, the ATCU 10, and the SCU 20.

  The transmission TM has a range such as a D range or drive range, an R range or reverse range, an N range or neutral range, and a P range or parking range. The D range and the R range constitute a travel range, and the N range and the P range constitute a non-travel range.

  The range of the transmission TM is selected by the shift lever 6. The shift lever 6 constitutes a shifter that is operated when the driver selects a range. The shift lever 6 can be a momentary shift lever that returns to the neutral position after a shift input.

  The transmission mechanism 3 is a stepped automatic transmission mechanism, and includes a planetary gear mechanism and a plurality of friction engagement elements. The plurality of friction engagement elements includes a clutch and a brake. In the transmission mechanism 3, the planetary gear mechanism achieves multiple forward speeds and one reverse speed by switching the gear ratio of the planetary gear with a plurality of friction engagement elements.

  The speed change mechanism 3 further includes a control valve unit 31 and a park module 32. The control valve unit 31 includes a plurality of solenoids that control the hydraulic pressures of the plurality of friction engagement elements of the transmission mechanism 3. The park module 32 is a park lock device, and mechanically locks the output shaft of the speed change mechanism 3 during parking. The park module 32 will be described in detail later.

The ATCU 10 is an automatic transmission control unit and controls the transmission TM. The ATCU10, parking position sensor for detecting a signal from a vehicle speed sensor 11 that detects a vehicle speed VSP, a signal from an oil temperature sensor 12 for detecting the oil temperature T _OIL of the transmission TM, the position of the park rod 323 Park module 32 13. A signal is input from the road gradient sensor 14 or the like that detects the road gradient α of the road where the vehicle is located.

  Further, signals from the SCU 20, ECU 30, BCM 40, and MCU 50 are input to the ATCU 10. The ATCU 10 is connected via a CAN 60 that can communicate with the SCU 20, the ECU 30, the BCM 40, and the MCU 50.

  The SCU 20 is a shift control unit and generates a requested range signal. The SCU 20 generates a requested range signal corresponding to the selected range based on the switch signal from the selected range detection switch 21 and outputs it to the ATCU 10.

  The ATCU 10 sets the range of the transmission TM based on the request range signal from the SCU 20. The ATCU 10 outputs a control command value to the control valve unit 31 as described below according to the set range.

  When the D range is set, the ATCU 10 determines the target shift speed from the shift map based on the vehicle speed VSP and the accelerator opening APO, and outputs a control command value for achieving the target shift speed to the control valve unit 31. Thus, when the plurality of solenoids are controlled in accordance with the control command value, the hydraulic pressures of the plurality of friction engagement elements are adjusted, and the target shift speed is achieved.

  When the R range is set, the ATCU 10 determines the target shift speed as the reverse speed, and outputs a control command value for achieving the target shift speed to the control valve unit 31. In this case, the plurality of solenoids are controlled to achieve the reverse gear. When the P range and the N range are set, the ATCU 10 outputs a control command value for achieving a neutral state in which some of the plurality of friction engagement elements are fastened to the control valve unit 31. However, the ATCU 10 may output a control command value for releasing all of the plurality of friction engagement elements to the control valve unit 31.

  The ATCU 10 controls the park module 32 when the selected range is changed between the P range and a range other than the P range. Thereby, the parking lock and the parking lock release are performed.

  The ECU 30 is an engine control unit and controls the engine 1. The ECU 30 outputs to the ATCU 10 the rotational speed NE of the engine 1, the accelerator opening APO representing the amount of operation of the accelerator pedal, and the like.

  The BCM 40 is a body control module and controls the vehicle body side operation element. The vehicle body side operation element is, for example, a vehicle door lock mechanism or the like, and includes a starter of the engine 1. The BCM 40 outputs to the ATCU 10 an ON / OFF signal of a door lock switch that detects a door lock of the vehicle, an ON / OFF signal of an ignition switch of the engine 1, and the like.

  The MCU 50 is a meter control unit and controls indicators such as a meter, a warning light, and a display provided in the vehicle interior. The indicator includes a range indicator that displays the range of the transmission TM.

  2A and 2B are explanatory diagrams of the park module 32. FIG. 2A shows the park module 32 in the park lock state, and FIG. 2B shows the park module 32 in the park lock release state.

  The park module 32 includes a parking gear 321, a parking pole 322, a park rod 323, a cam 324, a park actuator 325, a lock mechanism 326, a first actuator unit 327, and a second actuator unit 328. The park module 32 further includes a hydraulic unit 80.

  The hydraulic section 80 is a line pressure system having a line pressure as the hydraulic pressure P, and includes a line pressure adjusting valve that adjusts the line pressure in addition to the line pressure oil passage. The hydraulic unit 80 may further include an oil pump that supplies oil to the line pressure oil passage. The hydraulic unit 80 can be provided in the control valve unit 31. The same applies to a switching valve 328a, a control valve 328c, and a solenoid 328d described later.

  The parking gear 321 is fixed to the output shaft of the transmission TM and rotates or stops together with the output shaft. A parking pole 322 is engaged with the parking gear 321.

  The parking pole 322 swings according to the movement of the park rod 323. When the parking pole 322 swings, the engagement state between the parking gear 321 and the parking pole 322 is changed.

  As shown in FIG. 2A, when the parking gear 321 and the parking pole 322 are engaged, the parking gear 321 is mechanically locked and the output shaft is also locked. As a result, the park module 32 enters the park lock state, and the movement of the vehicle is restricted.

  As shown in FIG. 2B, when the engagement between the parking gear 321 and the parking pole 322 is released, the parking gear 321 and the output shaft are unlocked, and the parking gear 321 and the output shaft can be rotated. As a result, the park module 32 enters the park lock release state, and the vehicle movement restriction is released.

  The park rod 323 is a rod of the park actuator 325. In the present embodiment, the park rod 323 protrudes from both sides of the park actuator 325 in the operation direction of the park actuator 325, and is composed of a plurality of members. The park rod 323 is moved by the park actuator 325 to the park lock position shown in FIG. 2A and the non-park lock position shown in FIG. 2B.

  A cam 324 is attached to one end side of the park rod 323. On the other end side of the park rod 323, a first engagement portion 323a and a second engagement portion 323b with which the lock mechanism 326 is engaged are provided. The first engagement portion 323a is an engagement portion with which the lock mechanism 326 is engaged when the park rod 323 is positioned at the park lock position shown in FIG. 2A. The second engagement portion 323b is an engagement portion with which the lock mechanism 326 engages when the park rod 323 is positioned at the non-parking position shown in FIG. 2B.

  The cam 324 contacts the parking pole 322 and swings the parking pole 322 according to the movement of the park rod 323. The cam 324 engages the parking gear 321 and the parking pole 322 when the park rod 323 is in the park lock position shown in FIG. 2A. The cam 324 releases the engagement between the parking gear 321 and the parking pole 322 when the park rod 323 is in the non-park lock position shown in FIG. 2B.

  The park actuator 325 drives the park rod 323. The park actuator 325 drives the park rod 323 to the park lock position shown in FIG. 2A when the P range is selected, and the park rod 323 is shown in FIG. 2B when a range other than the P range is selected. Drive to a non-park lock position.

  Specifically, the park actuator 325 includes a hydraulic cylinder, and includes a piston 325a, a cylinder chamber 325b, and a return spring 325c. A park rod 323 is fixed to the center of the piston 325a in a penetrating manner. The cylinder chamber 325b is supplied with hydraulic pressure P from the hydraulic section 80 via a switching valve 328a described later. The return spring 325c biases the park rod 323 toward the park lock position.

  The lock mechanism 326 locks the park module 32 in the park lock state shown in FIG. 2A and the park lock release state shown in FIG. 2B. The lock mechanism 326 engages with the park rod 323 in these states, thereby stopping the movement of the park rod 323, that is, locking the park rod 323.

  Specifically, the lock mechanism 326 includes a hook 326a and a spring 326b. The hook 326 a engages with the park rod 323. The spring 326b biases the hook 326a in a direction to engage with the park rod 323.

  The first actuator unit 327 unlocks the lock mechanism 326. The first actuator unit 327 is configured by an electromagnetic actuator. When the first actuator section 327 is ON, that is, when energized, as shown in FIG. 2B, the first actuator section 327 unlocks the lock mechanism 326 by acting on the hook 326a in the unlocking direction.

  The second actuator unit 328 includes a switching valve 328a, an actuator 328b, a control valve 328c, and a solenoid 328d. The switching valve 328a switches the supply destination of the hydraulic pressure P from the hydraulic unit 80 to either the park actuator 325 or the actuator 328b.

  The switching valve 328a has a port A that is a pilot port. Port A is connected to the hydraulic unit 80. The port A is connected to the hydraulic unit 80 via the control valve 328c. On the opposite side of the switching valve 328a from the port A, a spring that biases the spool of the switching valve 328a toward the port A side is provided.

  The actuator 328b unlocks the lock mechanism 326. Specifically, the actuator 328b is configured by a hydraulic actuator. When the hydraulic pressure P is supplied, the actuator 328b acts on the hook 326a in the unlocking direction to release the lock mechanism 326 as shown in FIG. 2A.

  The control valve 328c controls the hydraulic pressure supplied to the port A. The solenoid 328d is a linear solenoid and drives the control valve 328c based on a command from the ATCU 10. The force acting on the spool of the switching valve 328a from the port A side is changed by the control valve 328c.

  When the force acting on the spool of the switching valve 328a from the port A side becomes larger than the force of the spring acting on the spool of the switching valve 328a from the opposite side, the switching valve 328a is connected to the hydraulic unit 80 as shown in FIG. The actuator 328b is communicated. As a result, the lock mechanism 326 is unlocked.

  In this case, the switching valve 328a further drains oil from the cylinder chamber 325b. Accordingly, the park rod 323 is moved to the park lock position by the return spring 325c.

  When the force acting on the spool of the switching valve 328a from the port A side is smaller than the force of the spring acting on the spool of the switching valve 328a from the opposite side, as shown in FIG. 2B, the switching valve 328a includes the hydraulic section 80. And the cylinder chamber 325b communicate with each other. Thereby, the park rod 323 is moved to the non-parking position based on the hydraulic pressure of the cylinder chamber 325b.

  In this case, the switching valve 328a further drains oil from the actuator 328b. For this reason, in this case, the lock mechanism 326 is unlocked by the first actuator unit 327.

  The second actuator unit 328 is configured to selectively perform one of the unlocking of the locking mechanism 326 and the movement of the park rod 323 to the non-parking position by being configured in this way. Hereinafter, the case where the switching valve 328a is in the state shown in FIG. 2A is referred to as the case where the solenoid 328d is ON. A case where the switching valve 328a is in the state shown in FIG. 2B is referred to as a case where the solenoid 328d is OFF.

  By the way, as shown in FIG. 2B, the second actuator portion 328 is used for releasing the park lock when the park rod 323 is moved to the non-park lock position, that is, when the park lock is released. For this reason, when the first actuator unit 327 is failing, the hydraulic pressure P cannot be supplied to the park actuator 325 if the second actuator unit 328 attempts to release the lock mechanism 326. Therefore, the park lock cannot be canceled.

  Specifically, for example, when the P range is selected after the first actuator unit 327 fails, as shown in FIG. 2A, the lock mechanism 326 is unlocked by the second actuator unit 328 and the oil is discharged from the cylinder chamber 325b. Since it is possible to drain, it is possible to perform park lock. However, as shown in FIG. 2B, the parking lock cannot be canceled further from this state as described above. As a result, there is a concern that the vehicle cannot move and the limp home property deteriorates.

  In view of such circumstances, in this embodiment, the ATCU 10 performs the control described below.

  FIG. 3 is a flowchart illustrating an example of control performed by the ATCU 10. The ATCU 10 is configured to execute the processing of the flowchart, and is configured as a control device for the park module 32, that is, a control device for the park lock device in the present embodiment. The ATCU 10 can perform the processing of this flowchart while the vehicle is traveling.

  In step S1, the ATCU 10 determines whether or not a failure of the first actuator unit 327 has occurred. The failure of the first actuator unit 327 is, for example, a disconnection. The failure determination of the first actuator unit 327 may be performed by an appropriate technique in addition to a known technique. If a negative determination is made in step S1, the processing of this flowchart is once ended. If the determination is affirmative in step S1, the process proceeds to step S2.

  In step S2, the ATCU 10 determines whether or not the vehicle speed VSP is equal to or lower than a predetermined vehicle speed VSP1. The predetermined vehicle speed VSP1 is a determination value for determining whether the vehicle speed VSP is a low vehicle speed immediately before stopping, and the vehicle speed VSP is determined to be a low vehicle speed when the vehicle speed VSP is equal to or lower than the predetermined vehicle speed VSP1. The predetermined vehicle speed VSP1 can be set in advance by an experiment or the like. If a negative determination is made in step S2, the process returns to step S2. If the determination is affirmative in step S2, the process proceeds to step S3.

  In step S3, the ATCU 10 determines whether or not the magnitude of the road gradient α, that is, the absolute value of the road gradient α is equal to or greater than a predetermined value α1. The predetermined value α1 is a value for determining whether or not the park lock as fail-safe is necessary, and can be set in advance by an experiment or the like.

  If the determination in step S3 is affirmative, it is determined that the road gradient α is large enough to require parking. That is, it is determined that the movement of the vehicle on the slope due to its own weight occurs, such as the vehicle sliding down on the uphill road. In this case, the process proceeds to step S4.

  In step S4, the ATCU 10 permits the park rod 323 to move from the non-park lock position to the park lock position, that is, park lock.

  In step S5, the ATCU 10 determines whether or not there is a P range instruction. The P range instruction can be determined based on a request range signal from the SCU 20. If a negative determination is made in step S5, the process returns to step S5. When the P range is selected, an affirmative determination is made in step S5, and the process proceeds to step S6.

  In step S6, the ATCU 10 turns on the solenoid 328d. Accordingly, the lock mechanism 326 is unlocked by the second actuator unit 328, and the parking lock can be performed by draining oil from the cylinder chamber 325b. In this case, the P range is displayed on the range indicator. After step S6, the process ends.

  If a negative determination is made in step S3, it is determined that the road gradient α is small enough not to require a flat road or park lock. That is, it is determined that the vehicle does not move on the slope due to its own weight. In this case, the process proceeds to step S7.

  In step S7, the ATCU 10 prohibits the movement of the park rod 323 from the non-park lock position to the park lock position, that is, the park lock.

  In step S8, the ATCU 10 determines whether or not there is a P range instruction as in step S5. If a negative determination is made in step S8, the process returns to step S8, and if a positive determination is made in step S8, the process proceeds to step S9.

  In step S9, the ATCU 10 sets the range of the transmission TM to the N range. For this reason, the N range is displayed on the range indicator. That is, in this case, even if the P range is selected, the transmission TM is merely set to the neutral state, and the park lock is not performed. Thereby, when the D range or the R range is selected thereafter, the vehicle can be driven.

  In this case, the ATCU 10 issues a warning display instruction to the MCU 50. The warning display can be performed by, for example, a display display such as “make sure to apply the parking brake when parking” and lighting of a warning light. Thereby, even when fail-safe by park lock is not performed, safety can be ensured by fail-safe by warning display. After step S9, the process ends.

  In step S6, the ATCU 10 may perform auto park control that automatically performs park lock regardless of the selected range of the transmission TM. In this case, step S5 is unnecessary. Further, it may be understood that performing the auto park control itself includes permitting the park lock. In this case, since the process of step S4 is included in step S6, step S4 is also unnecessary.

  In step S9, the ATCU 10 sets the range of the transmission TM to the N range in accordance with the prohibition of the park lock, so that the range of the transmission TM is set regardless of the selected range of the transmission TM as in the case of the auto park control. You may perform the auto neutral control which sets automatically to N range. In this case, step S7 and step S8 can be made unnecessary as in the case of performing the auto park control.

  The ATCU 10 may perform control as described below.

  FIG. 4 is a flowchart illustrating a first modification of the control performed by the ATCU 10. In the following, portions different from the flowchart shown in FIG. 3 will be mainly described.

  As shown in FIG. 4, step S2 may be provided between step S3 and step S4. In this case, if a negative determination is made in step S2, the process returns to step S3. In this case, when the magnitude of the road gradient α is less than the predetermined value α1, the park lock can be prohibited in step S7 regardless of whether the vehicle speed VSP is equal to or lower than the predetermined vehicle speed VSP1.

  When the parking lock is prohibited in step S7, the parking lock may be prohibited by a flag or the like, and the N range setting or warning display instruction may be performed after the P range is selected. Control and warning display instructions may be given. The same applies to the case where the park lock is permitted in step S4.

  By performing auto-neutral control and warning display instructions when park lock is prohibited, these can be performed at an early stage immediately after the occurrence of a failure. When the park lock is prohibited in step S7, a warning display instruction may be first given when the park lock is disabled, and when the P range is selected, the range of the transmission TM may be set to the N range.

  FIG. 5 is a flowchart illustrating a second modification of the control performed by the ATCU 10. In this flowchart, compared to the flowchart shown in FIG. 4, step S2 ′ is further added following the negative determination in step S2.

  In step S2 ′, the ATCU 10 determines whether or not the vehicle speed VSP is equal to or lower than a predetermined vehicle speed VSP2. The predetermined vehicle speed VSP2 is a value for determining whether the vehicle speed is a low vehicle speed higher than the predetermined vehicle speed VSP1 or a high vehicle speed higher than the low vehicle speed. The predetermined vehicle speed VSP2 can be set in advance through experiments or the like. If a negative determination is made in step S2 ′, the process returns to step S3. If an affirmative determination is made in step S2 ′, the process proceeds to step S7.

  Therefore, according to the second modification, even when the magnitude of the road gradient α is equal to or greater than the predetermined value α1, park lock is prohibited when there is a margin before the vehicle stops. Even in this case, for example, safety can be ensured by displaying a warning when parking lock is prohibited.

  The ATCU 10 is configured to execute the process of step S7, thereby having a control unit that prohibits the movement of the park rod 323 from the non-park lock position to the park lock position. The ATCU 10 is configured to execute the process of step S4, so that the control unit permits the movement of the park rod 323 from the non-park lock position to the park lock position.

  Next, main effects of the present embodiment will be described.

  The ATCU 10 includes a park rod 323, a lock mechanism 326, a first actuator unit 327, and a second actuator unit 328, and is configured as a control device for the park module 32 mounted on the vehicle. The ATCU 10 is configured to prohibit the movement of the park rod 323 from the non-parking position to the parking lock position when the magnitude of the road gradient α is less than the predetermined value α1 when the first actuator unit 327 fails. The

  According to such a configuration, since the park lock is prohibited when the magnitude of the road gradient α is less than the predetermined value α1 when the first actuator unit 327 fails, the limp home property is ensured at least on a flat road. By doing so, the limp home property can be improved (effect corresponding to claims 1 and 4).

  When the road gradient α is greater than or equal to a predetermined value α1 when the first actuator unit 327 fails, the ATCU 10 changes the park rod 323 from the non-park lock position to the park lock position when the vehicle speed VSP is less than or equal to the predetermined vehicle speed VSP1. Configured to allow movement.

  According to such a configuration, when it is likely to stop on a hill, it is possible to perform fail-safe that prevents the vehicle from moving on the hill due to its own weight (effect corresponding to claim 2).

  The ATCU 10 is configured to perform auto park control when the vehicle speed VSP is equal to or lower than the predetermined vehicle speed VSP1 when the magnitude of the road gradient α is equal to or higher than the predetermined value α1 when the first actuator unit 327 fails.

  According to such a configuration, fail-safe can be enhanced by automatically performing park lock regardless of the selected range. That is, according to such a configuration, even if the driver forgets to select the P range, fail-safe by park lock is achieved (effect corresponding to claim 3).

  The embodiment of the present invention has been described above. However, the above embodiment only shows a part of application examples of the present invention, and the technical scope of the present invention is limited to the specific configuration of the above embodiment. Absent.

  For example, in the case of negative determination in step S3 of the flowchart shown in FIG. 3, the vehicle may move naturally, but may further include a case where park lock as fail-safe is not necessary. That is, the predetermined value α1 can be set by giving priority to the limp home property. Even in this case, for example, the safety can be improved by fail-safe by warning display.

  In the above-described embodiment, the case where the transmission TM constituting the automatic transmission is a stepped automatic transmission has been described. However, the transmission TM may be a continuously variable transmission, for example.

10 ATCU (control unit)
32 Park module (park lock device)
323 Park rod 326 Lock mechanism 327 First actuator part 328 Second actuator part TM Transmission

Claims (4)

A park rod moved to a park lock position and a non-park lock position;
A lock mechanism for stopping movement of the park rod;
A first actuator for unlocking the lock mechanism;
A second actuator unit that selectively performs one of unlocking of the locking mechanism and movement of the park rod to a non-parking position;
A control device for a park lock device mounted on a vehicle,
A controller that prohibits movement of the park rod from a non-park lock position to a park lock position when the magnitude of the road gradient is less than a predetermined value at the time of failure of the first actuator section;
A control device for a park lock device, comprising: A control device for a park lock device according to claim 1,
The controller allows the park rod to move from a non-park lock position to a park lock position when the vehicle speed is equal to or less than a predetermined vehicle speed when the magnitude of the road gradient is equal to or greater than the predetermined value during the failure.
A control device for a park lock device. The park lock device control apparatus according to claim 2,
When the road gradient is greater than or equal to the predetermined value at the time of the failure, the control unit automatically activates the park lock regardless of the selected range of the transmission mounted on the vehicle when the vehicle speed is less than or equal to the predetermined vehicle speed. Auto park control performed in
A control device for a park lock device. A park rod moved to a park lock position and a non-park lock position;
A lock mechanism for stopping movement of the park rod;
A first actuator for unlocking the lock mechanism;
A second actuator unit that selectively performs one of unlocking of the locking mechanism and movement of the park rod to a non-parking position;
A parking lock device control method mounted on a vehicle,
Prohibiting movement of the park rod from a non-park lock position to a park lock position when the magnitude of the road gradient is less than a predetermined value at the time of failure of the first actuator unit;
A method for controlling a park lock device, comprising:

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