JP5257188B2 - Vehicle drive control device - Google Patents

Description

The present invention, drive control equipment of a vehicle entered into the hydraulic-opening is provided with a clutch which is switching control to be generated by the motor during the transmission of a driving force between the traveling drive motor and a drive wheel of the vehicle about the.

  There is a vehicle in which a first clutch is provided in a driving force transmission path between a vehicle driving engine and a motor, and a second clutch is provided in a driving force transmission path between the motor and driving wheels. There is a technical proposal for detecting the sticking of the second clutch in such a vehicle. In this proposal, a detecting means for detecting an input rotational speed corresponding to the rotational speed of the motor is provided. Then, the detection means detects the input rotational speed when the driving force of the motor is changed by issuing a switching command between the released state and the slip engagement state to the second clutch, and based on the detected input rotational speed Then, it is detected that the second clutch is stuck (for example, see Patent Document 1).

JP 2008-44599 A

In the proposed vehicle drive control device, the hydraulic pressure of the clutch is connected to the motor so that the clutch can be controlled even in the mode (EV travel mode) in which the engine is stopped and the vehicle travels only by the travel drive force of the motor. We are trying to supply from. In this device, the clutch is engaged in order to transmit the torque of the motor to the drive wheels when the vehicle starts, and the motor drives the hydraulic pump to obtain the engagement hydraulic pressure. At this time, if the second clutch is fixed, the driving force of the motor is transmitted to the drive wheels regardless of the driver's intention, and as a result, the vehicle may behave unintentionally by the driver.
In view of the above situation, the present invention is not intended by the driver even when the clutch is interposed in the driving force transmission path from the vehicle driving motor to the driving wheels. and to realize the drive control equipment of the vehicle with reduced risk of expressing the behavior.

In order to solve the above problems, the vehicle drive control device of the present invention comprises the following means.
That is, a clutch is interposed in the driving force transmission path between the vehicle driving motor and the driving wheels of the vehicle. Engagement / disengagement of the clutch is switched by engagement control hydraulic pressure from a hydraulic pump operated by the travel drive motor. The hydraulic pump control unit controls the motor to control the generation of the fastening control hydraulic pressure in the hydraulic pump.
In addition, a drive wheel rotation prevention mechanism including a lock mechanism and a brake mechanism is provided, and operation of the drive wheel prevents the rotation of the drive wheel by the driving force of the motor on the drive wheel side with respect to the clutch.

When the clutch fixation diagnosis unit detects ignition on, the hydraulic pressure is controlled so that the driving wheel rotation blocking mechanism blocks rotation of the driving wheel and the hydraulic pump starts the motor to generate the engagement control hydraulic pressure. The control by the pump control unit is executed, and in this state, the presence or absence of the occurrence of sticking in the clutch is diagnosed based on the change in the detection output of the rotation detector.
When the clutch fixation diagnosis unit diagnoses that the clutch is fixed, the control mode switching unit stops the control by the hydraulic pump control unit and drives the drive wheel by the drive wheel rotation prevention mechanism. The rotation blocking state is released, and the control is shifted to the control by the drive motor control unit.

The diagnosis of the clutch stuck in the driving force transmission path is performed in a state in which an inadvertent behavior of the vehicle is suppressed by the driving wheel rotation prevention mechanism. If there is such sticking, the mode is switched to the control mode by the drive motor control unit under the condition reflecting the driver's intention of detecting the ignition on. For this reason, the possibility that the vehicle may exhibit a behavior not intended by the driver can be reduced.

It is a figure showing the drive control apparatus of the vehicle as the 1st Embodiment of this invention. It is a flowchart showing operation | movement of the drive control apparatus of the vehicle of this invention. It is a flowchart showing an example of the clutch fixation diagnosis process in FIG. It is a figure showing the drive control apparatus of the vehicle as the 2nd Embodiment of this invention. It is a flowchart showing the other example of the clutch fixation diagnosis process in FIG.

Hereinafter, the present invention will be clarified by describing a vehicle drive control device as an embodiment of the present invention in detail with reference to the drawings.
(Configuration of vehicle drive control apparatus as the first embodiment)
FIG. 1 is a diagram showing a drive control apparatus for a vehicle as one embodiment of the present invention.
In this apparatus, a clutch (second clutch in this example) 105 is interposed in a driving force transmission path 104 from the motor 103 that drives the left and right driving wheels 101 and 102 to the driving wheels 101 and 102.

In the apparatus of this example, a clutch (first clutch) 108 is interposed in a driving force transmission path 107 between the motor 103 and the engine 106.
The clutch (second clutch) 105 and the clutch (first clutch) 108 both switch between engagement and disengagement related to driving force transmission in the corresponding driving force transmission path according to the engagement control hydraulic pressure. Further, the engagement control hydraulic pressure generated by the hydraulic pump 109 driven by the motor 103 is supplied to the clutches 105 and 108 through the corresponding hydraulic valves 110 and 111. These hydraulic valves 110 and 111 are controlled by a clutch controller 112.

On the other hand, a motor controller 113 is provided as a drive motor control unit that controls the motor 103 to obtain a drive torque as a target value based on a driver's drive request. The motor controller 113 supplies a control command to the inverter 114, and the inverter 114 controls power supply from the battery 115 to the motor 103 in accordance with the control command, thereby realizing motor control.
On the other hand, a transmission 116 that is, for example, a CVT is interposed on the drive wheel side of the clutch (second clutch) 105 in the drive force transmission path 104. The transmission 116 transmits the driving force from the motor 103 side (therefore, the second clutch 105 side) to the driving wheel side via the gear coupling portion 117 by adjusting the reduction ratio.

  The transmission 116 includes a lock mechanism 120 having a parking pole 118 and a parking gear 119, as schematically shown in FIG. The parking pole 118 is attached to a stationary member in the transmission 116 so as to be displaceable. The parking gear 119 corresponding to this is provided on the output shaft of the transmission. When the parking pole 118 meshes with the parking gear 119, the lock is applied. That is, the lock mechanism 120 prevents the rotation of the drive wheels 101 and 102 due to the drive force of the motor 103 on the drive wheel side of the clutch (second clutch) 105.

  A rotation detector 121 that detects the rotation state of the motor 103 is provided in the vicinity of the output shaft of the motor 103 or a portion suitable for detecting a displacement related to the output shaft. As this rotation detector 121, for example, a resolver can be applied. As is well known, the resolver is a rotation that obtains a digital signal of a rotation angle by converting a voltage induced in the rotor coil by an RD (resolver digital) conversion IC according to the rotation angle when an excitation current is passed through the stator coil. It is a detector.

  The drive wheels 101 and 102 are respectively provided with brakes 123L and 123R for applying a brake by the hydraulic pressure from the hydraulic device 122. The hydraulic device 122 operates in response to a command from the brake controller 127 and generates a required brake hydraulic pressure. The brake controller 127 controls the operation of the brake via the hydraulic device 122 in accordance with input signals from the wheel speed sensor 125 and the brake stroke sensor 126.

The engine controller 122, the motor controller 113, the speed change controller 124, and the clutch controller 112 described above are integrated controllers that control these controllers and manage the entire vehicle drive control apparatus according to the embodiment of the present invention. It is under the control of 128.
The integrated controller 128 is mutually connected to each related part via a CAN communication line 129 for communication by CAN (Controller Area Network: a communication protocol applied to an in-vehicle communication system defined by ISO11898-1). .
That is, the engine controller 122, the motor controller 113, the shift controller 124, the clutch controller 112, and the integrated controller 128 are connected via the CAN communication line 129.

  The integrated controller 128 also receives an accelerator opening signal from the accelerator opening sensor 129, a vehicle speed signal from the vehicle speed sensor 130, and an engine speed signal from the engine speed sensor 131. The integrated controller 128 further receives a shift operation position signal and an ignition key position detection signal from the shift operation position detector 132 that detects the shift operation position selected by the driver. This ignition key position detection signal is a detection signal by an ignition key position detector 133 that detects on / off of the corresponding switch in accordance with the operation position of the ignition key. The integrated controller 128 further receives, via the CAN communication line 129, a detection signal from the oil pressure detector 134 that detects the oil pressure generated by the oil pressure device 122 and a detection signal from the rotation detector 121 described above.

The integrated controller 128 receives the accelerator opening signal, the vehicle speed signal, the engine speed signal, and the ignition key position detection signal as input signals, and executes each necessary process and control based on these input signals.
The integrated controller 128 of this example includes a hydraulic pump control unit 135, a clutch fixation diagnosis unit 136, and a control mode switching unit as its function units.
The hydraulic pump control unit 135 controls the motor 103 via the motor controller so as to control the generation of the fastening control hydraulic pressure in the hydraulic pump 109.

When the clutch fixation diagnosis unit 136 detects ignition on based on the ignition key position detection signal, the lock mechanism 120 prevents the driving wheel from rotating. Further, along with this rotation prevention, the hydraulic pump control unit 135 is caused to execute control for bringing the clutch 105 into the engaged state. Then, with this control being executed, the presence or absence of occurrence of sticking in the clutch is diagnosed based on the change in the detection output of the rotation detector 121. Details of this diagnosis will be described later.
When the clutch fixing diagnosis unit 136 diagnoses that the clutch 105 is locked, the control mode switching unit 137 stops the control by the hydraulic pump control unit 135 and controls the driving wheels 101 and 102 by the lock mechanism 120. Release the rotation prevention state. Then, the control is shifted to the control by the drive motor control unit (motor controller) 113.

(Operation of the vehicle drive control device as the first embodiment)
Next, the operation of the vehicle drive control device of FIG. 1 will be described with reference to the drawings as appropriate. The main body of the operation described below with reference to FIGS. 2 and 3 is the integrated controller 128 including the hydraulic pump control unit 135, the clutch fixation diagnosis unit 135, and the control mode switching unit 137.
FIG. 2 is a flowchart showing the operation of the vehicle drive control apparatus of the present invention.
In step S201, the output signal of the ignition key position detector 133 is read.
In step S202, the value of the output signal of the ignition key position detector 133 read in step S201 is monitored to wait for the ignition to turn on (step S202: No), and when ignition on is detected (step S202). S202: Yes) The process proceeds to step S203.

In step S203, clutch fixation diagnosis processing is executed. This processing content is executed as will be described later with reference to the flowchart of FIG. 3 or FIG. The execution result is identified in the next step S204.
In the identification process of step S204, when it is identified that a diagnosis result indicating that the clutch is locked is obtained in step S203 (step S204: Yes), the process proceeds to step S205.
In step S205, the control of the hydraulic pump 109 by the clutch controller 112 is stopped under the management of the integrated controller 128. Next, the process proceeds to step S206.

  In step S206, while the control of the hydraulic pump 109 is stopped (that is, the clutch is kept in a fixed state), the motor control unit shifts to the travel control mode, and the motor travels. When traveling in this state, a warning display (failure traveling mode display) is displayed to allow the driver to recognize that the clutch is in a locked state and that the vehicle is traveling in such a state.

In the identification process of step S204, when it is identified that a diagnosis result indicating that the clutch is not locked is obtained in step S203 (step S204: No), the clutch is in a normal state, and the process proceeds to step S207. .
In step S207, the control of the hydraulic pump 109 by the clutch controller 112 is normally performed under the management of the integrated controller 128, and the engagement / release of the clutch is controlled. In this state, the process proceeds to step S208.
In step S208, normal running is performed in a state where clutch engagement / disengagement control is performed.

FIG. 3 is a flowchart showing an example of the clutch fixation diagnosis process in FIG.
In step S301, the output of the shift operation position detector 132 is read.
In step S302, the setting of the parking range is awaited based on the output of the shift operation position detector 132 read in step S301 (step S302: No). In the parking range setting state, the parking pawl 118 in the locking mechanism 120 of FIG. When the parking range is set (step S302: Yes), the process proceeds to step S303.
In step S303, under the control of the integrated controller 128, the motor 103 is started through the motor controller 113 and the inverter 114, and the process proceeds to step S304.

In step S304, the output signal of the rotation detector 121 that detects the rotation state of the motor 103 is read. Next, the process proceeds to step S305.
In step S305, based on the motor rotation increase rate (increase rate of rotation angular velocity dω / dt) indicated by the read output signal of the rotation detector 121, the rotation increase rate is set in order to detect clutch engagement. It is determined whether it is below a certain threshold. When it is determined that the rotation increase rate is equal to or less than a certain threshold value, the process proceeds to step S306. On the other hand, when it is determined that the threshold value is exceeded, the process proceeds to step S307.
In step S306, a determination result indicating that the clutch is stuck is output.
In step S307, a determination result indicating that the clutch is not stuck is output.
As described above, it is possible to detect the engagement of the clutch based on the rate of increase in the rotation of the motor (the rate of increase in the angular velocity dω / dt of rotation) for the following reason.

  That is, as can be easily understood from FIG. 3, the output shaft of the transmission 116 is locked and cannot rotate at the stage of determining the motor rotation increase rate. When the motor 103 is started in this state, the motor 103 drives the hydraulic pump 109 to generate a hydraulic pressure for engaging the clutch 105, while the torque is applied to the lock mechanism 120 of the transmission 116 via the clutch 105. It is transmitted to. If the fixing does not occur, the lock mechanism 120 does not immediately restrain the clutch 103 on the driven member side on the driving member side of the clutch 103. For this reason, since it is freely rotatable at the beginning of startup, the rotation of the motor 103 quickly increases. On the other hand, if the control hydraulic pressure from the hydraulic pump 109 further rises, the fastening force in the clutch 103 gradually increases as the hydraulic pressure rises, and the above-mentioned restraining effect becomes stronger, and the rate of increase in the rotation of the motor 103 is gradually suppressed.

  On the other hand, when sticking occurs, the lock mechanism 120 restrains the clutch 103 on the driven member side immediately on the driving member side of the clutch 103, and the allowable rotational displacement of the driving force transmission path is equal to the transmission path. Limited to elastic deformation and backlash. In this state, in the latter case, the rise of the rotational displacement is slow relative to the former. Therefore, it is possible to determine whether the clutch is locked based on the amount of increase in the rotation during the transitional period at the start of the motor.

(Effects of the first embodiment)
(1) Diagnosis of whether or not the hydraulically operated clutch 105 is attached to the driving force transmission path 104 from the 103 motor to the driving wheels 101 and 102 is diagnosed, and the lock mechanism 120 prevents the driving wheels 101 and 102 from rotating. Since it is performed in the state, the behavior of the vehicle not intended by the driver can be suppressed.
(2) When the ignition key position detector 133 detects the ignition on state and reflects the driver's intention to travel, the motor 103 is allowed to travel even if the clutch 105 is stuck (FIG. 2). Step S206). For this reason, even if the clutch 105 is stuck, the vehicle can be moved to a safe place by self-running.

(3) A transmission 116 is interposed in the driving force transmission path 104 from the clutch 105 to the driving wheels 101 and 102, and the lock mechanism 120 includes a parking gear 118 provided on the output shaft of the transmission 116, and a parking gear 118. And a parking pole 119 that meshes with each other. Then, the clutch fixing diagnosis unit 136 sets the parking gear 118 of the lock mechanism 120 and the parking pole 119 to mesh with each other in response to the parking range selection operation at the transmission 116. For this reason, at the time of clutch fixation diagnosis, it is possible to reliably control the movement of the vehicle and suppress the occurrence of behavior unintended by the driver.

(Configuration of Second Embodiment)
FIG. 4 is a diagram illustrating a vehicle drive control apparatus according to a second embodiment of the present invention.
In FIG. 4, the same reference numerals are assigned to the corresponding parts to those in FIG. 1 described above, and the description thereof is omitted.
The difference between the embodiment of FIG. 4 and FIG. 1 is that a normal AT (automatic transmission) 116a is applied as a transmission instead of CVT, and that the lock mechanism is engaged even at the time of clutch fixation diagnosis. Regardless, the brake is applied to the driven side of the clutch by the brake.
In the embodiment of FIG. 4, AT is applied as the transmission 116a. For this reason, the correspondence with the clutch (second clutch) 105 in FIG. 1 is selected to obtain a required gear ratio in the AT in the driving force transmission path 104a from the motor 103 to the driving wheels 101 and 102. The frictional engagement part in the finished state is comparable to this. In FIG. 4, such a frictional engagement portion as a clutch is symbolically shown by a broken line.

(Operation of Vehicle Drive Control Device as Second Embodiment)
Next, the operation of the vehicle drive control device of FIG. 4 will be described with reference to the drawings as appropriate.
The portions described above with reference to FIG. 2 are the same as those in the first embodiment. For this reason, with respect to the outline of the operation in the second embodiment, the above description is incorporated with reference to FIG.
FIG. 5 is a flowchart showing a clutch fixation diagnosis process according to the second embodiment. That is, FIG. 5 is a flowchart showing another example of the clutch fixation diagnosis process in FIG.

In step S501, first, the detection output of the shift operation position detector 132 is read. Next, the process proceeds to step S502.
In step S502, it is determined whether or not the shift operation position detected by the shift operation position detector 132 is a non-traveling range such as a parking range or a neutral range, and the above-described non-traveling range setting is waited (step S502). : No). When setting of a non-traveling range such as a parking range or a neutral range is detected (step S502: Yes), the process proceeds to step S503.

In step S503, the operating state of the brakes 123L and 123R is detected based on the transmission and reception of signals with the brake controller 127 that controls the hydraulic device 122 that operates the brakes 123L and 123R. Next, the process proceeds to step S504.
In step S504, it is determined whether or not the detection result in step S503 indicates that the brakes 123L and 123R are in a braking state, and the system waits for a braking state (step S504: No). If it is determined that the vehicle is in a braking state, the process proceeds to step S505.

In step S505, under the control of the integrated controller 128, the motor 103 is started through the motor controller 113 and the inverter 114, and the process proceeds to step S506.
In step S506, the output signal of the rotation detector 121 that detects the rotation state of the motor 103 is read. Next, the process proceeds to step S507.
In step S507, based on the motor rotation increase rate (increase rate of rotation angular velocity dω / dt) indicated by the read output signal of the rotation detector 121, the rotation increase rate is set in order to detect clutch engagement. It is determined whether it is below a certain threshold. When it is determined that the rotation increase rate is equal to or less than a certain threshold value, the process proceeds to step S508. On the other hand, when it is determined that the value exceeds a certain threshold value, the process proceeds to step S509.

In step S508, a determination result indicating that the clutch is stuck is output.
In step S509, a determination result indicating that the clutch is not stuck is output.
The reason why the clutch can be detected based on the rate of increase in rotation of the motor (the rate of increase in angular velocity dω / dt of rotation) is the same as that already described with reference to FIG.

(Effect of the second embodiment)
(1) Diagnosis of the presence or absence of the hydraulically operated clutch 105a interposed in the driving force transmission path 104a from the 103 motor to the driving wheels 101 and 102, and the rotation of the driving wheels 101 and 102 is prevented by the brakes 123L and 123R In this state, the vehicle behavior that is not intended by the driver can be suppressed.
(2) Since the brakes 123L and 123R prevent the rotation of the driving wheels 101 and 102 and diagnose the presence or absence of the clutch 105a without using an automatic locking mechanism, the configuration is simple and the driving wheels It is clear to the driver's consciousness that he intentionally prevents the rotation of the vehicle. For this reason, the vehicle does not show careless behavior when viewed from the driver side.

(3) The vehicle 103 is allowed to travel by the motor 103 even when the clutch 105 is stuck, triggered by the reflection of the driver's travel intention of detecting the ignition ON state by the ignition key position detector 133 (FIG. 2, Step S206). For this reason, even if the clutch 105 is stuck, the vehicle can be moved to a safe place by self-running.

  The technical idea of the present invention described above with reference to FIGS. 1 to 5 can be viewed as follows in general from one aspect. That is, in the case of diagnosing the presence or absence of the occurrence of sticking of a clutch that is interposed in a driving force transmission path between a driving motor and driving wheels of a vehicle and is controlled to be switched between engagement and disengagement by hydraulic pressure generated by the motor It is a technical method. In this case, the presence / absence of occurrence of the clutch sticking is diagnosed based on the rotation state of the motor in a state where the rotation of the drive wheel is blocked. Then, when it is diagnosed that the sticking has occurred, if the driver performs an operation for causing the vehicle to travel, the driving of the vehicle by the motor is permitted. As a result, the behavior of the vehicle not intended by the driver can be suppressed, and the vehicle can be moved to a safe place by self-running even if the clutch 105 is stuck.

(Effect in the embodiment of the present invention)
The effects of the embodiment of the present invention described above are listed below in relation to the configuration.
(1) Diagnosis of whether or not the hydraulically operated clutch 105 is attached to the driving force transmission path 104 from the 103 motor to the driving wheels 101 and 102 is diagnosed, and the lock mechanism 120 prevents the driving wheels 101 and 102 from rotating. Since it is performed in the state, the behavior of the vehicle not intended by the driver can be suppressed.
(2) When the ignition key position detector 133 detects the ignition on state and reflects the driver's intention to travel, the motor 103 is allowed to travel even if the clutch 105 is stuck (FIG. 2). Step S206). For this reason, even if the clutch 105 is stuck, the vehicle can be moved to a safe place by self-running.

(3) A transmission 116 is interposed in the driving force transmission path 104 from the clutch 105 to the driving wheels 101 and 102, and the lock mechanism 120 includes a parking gear 118 provided on the output shaft of the transmission 116, and a parking gear 118. And a parking pole 119 that meshes with each other. Then, the clutch fixing diagnosis unit 136 sets the parking gear 118 of the lock mechanism 120 and the parking pole 119 to mesh with each other in response to the parking range selection operation at the transmission 116. For this reason, at the time of clutch fixation diagnosis, it is possible to reliably control the movement of the vehicle and suppress the occurrence of behavior unintended by the driver.
(4) Since the brakes 123L and 123R prevent the rotation of the driving wheels 101 and 102 and diagnose the presence or absence of the clutch 105a without using an automatic locking mechanism, the configuration is simple and the driving wheels It is clear to the driver's consciousness that he intentionally prevents the rotation of the vehicle. For this reason, the vehicle does not show careless behavior when viewed from the driver side.

101 ………………… Drive wheel (left)
102 ………………… Drive wheel (right)
103... ...... Motors 104 and 104 a... Driving force transmission paths 105 and 105 a .. Clutch (second clutch)
106 ................ Engine 107 .............. Drive force transmission path 108 .............. First clutch 109 ........... Hydraulic pumps 110, 111 ........ Hydraulic valve. 112... ...... Clutch controller 113 ……………… Motor controller 114 ……………… Inverter 115 ……………… Battery 116, 116 a …… Transmission 117 ………… ......... Coupling gear 118 ............... Parking pole 119 ............... Parking gear 120 …………………… Lock mechanism 121 ………………… Rotation detector 122 …… Hydraulic device 123R, 123L ... Brake 124 ............... Shift controller 125 ......... Wheel speed sensor 126 ............... Brake stroke sensor 127 ............... ...... Bray Controller 128 ……………… Integrated controller 129 ……………… Accelerator opening sensor 130 …………………… Vehicle speed sensor 131 …………………… Engine speed sensor 132 ………… ............ Shifting operation position detector 133 .................. Ignition key position detector 134 ........................... Hydraulic detector 135 ........................... Hydraulic pump controller 136 ............ ...... Clutch fixation diagnosis unit 137 ................ Control mode switching unit

Claims (3)

A motor for driving the drive wheels;
A clutch that is interposed in a driving force transmission path from the motor to the driving wheel, and that switches between fastening and releasing related to driving force transmission in the driving force transmission path according to the hydraulic pressure supplied;
A hydraulic pump that is driven by the driving force of the motor and generates a clutch control hydraulic pressure;
A hydraulic pump control unit that controls the motor to control generation of hydraulic pressure for fastening control in the hydraulic pump;
A drive motor controller for controlling the motor to obtain a drive torque based on a driver's drive request;
A driving wheel rotation prevention mechanism for preventing rotation of the driving wheel by the driving force of the motor on the side of the driving wheel from the clutch;
A rotation detector for detecting the rotation status of the motor;
When the ignition-on is detected, the control by the hydraulic pump control unit is performed such that the drive wheel is prevented from rotating by the drive wheel rotation prevention mechanism and the motor is started so that the hydraulic pump generates the engagement control hydraulic pressure. A clutch fixation diagnosis unit that diagnoses the occurrence of sticking in the clutch based on a change in the detection output of the rotation detector in the state,
When the clutch fixation diagnosis unit diagnoses that the clutch is fixed, the control by the hydraulic pump control unit is stopped and the rotation prevention state of the drive wheel by the drive wheel rotation prevention mechanism is canceled. A control mode switching unit for shifting to traveling control by the drive motor control unit;
A vehicle drive control device comprising: A transmission is interposed in a driving force transmission path from the clutch to the driving wheel,
The drive wheel rotation prevention mechanism is a lock mechanism including a parking gear provided on an output shaft of the transmission and a parking pole meshing with the parking gear ;
2. The vehicle drive control device according to claim 1, wherein the clutch sticking diagnosis unit sets a parking pole to mesh with a parking gear of the lock mechanism in response to a parking range selection operation in a transmission. . The drive wheel rotation preventing mechanism, by the driving wheel side of the clutch, drive control of the vehicle according to claim 1, characterized in that a brake mechanism for preventing the rotation of the drive wheel by the driving force of the motor apparatus.

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