Vehicle control device

Abstract

A vehicle control device is configured to determine that the driver has performed a first misoperation when a predetermined first stepping condition that is established when the driver strongly operates an acceleration operating member is satisfied and the magnitude of the steering angle is greater than a predetermined first steering angle threshold (θth1). Further, the vehicle control device is configured to allow execution of collision avoidance control in a first situation where the driver has performed the first misoperation and the distance (Dto_target) between the vehicle and the control target object is smaller than a predetermined first distance threshold (Dth1).

Description

Technical Field

[0001] The present disclosure relates to a vehicle control device configured to perform collision avoidance control. Background Art

[0002] Conventionally, there has been known a vehicle control device configured to detect an object present around a vehicle and perform collision avoidance control for avoiding a collision with the object (for example, refer to Patent Document 1). Collision avoidance control is sometimes also referred to as pre-crash safety control. Hereinafter, collision avoidance control will be simply referred to as "PCS control".

[0003] In a situation where an object exists in front of a vehicle, a driver sometimes performs driving operations (for example, operations of an accelerator pedal and a steering wheel). In this case, the driving operation may be an operation for avoiding a collision with the object. Considering this, one of the conventionally known vehicle control devices performs control that gives priority to the driving operation performed by the driver over the PCS control. Such control is also referred to as "override control".

[0004] Prior Art Documents

[0005] Patent Documents

[0006] Patent Document 1: Japanese Unexamined Patent Application Publication No. 2012-121534 Summary of the Invention

[0007] However, for example, there are also cases where a driver erroneously operates an accelerator pedal without operating a brake pedal. Hereinafter, such an operation will be referred to as "erroneous operation of the accelerator pedal (acceleration operation member)". The device described in Patent Document 1 (hereinafter referred to as the "conventional device") determines whether an erroneous operation of the accelerator pedal has been performed. When the conventional device determines that an erroneous operation of the accelerator pedal has been performed, it does not perform override control but performs PCS control.

[0008] When a driver operates a steering wheel, this operation is generally considered to be an operation for avoiding a collision with an object. However, there are also cases where, due to the driver being in a panicked state, the driver erroneously operates the accelerator pedal while greatly operating the steering wheel. Assuming that override control (that is, giving priority to the driving operation) is performed in such a situation, the PCS control is not performed. In this case, the vehicle may approach an object present around the vehicle.

[0009] The present disclosure provides a technique capable of performing PCS control when a driver erroneously operates an accelerator pedal and greatly operates a steering wheel.

[0010] The vehicle control device in one or more embodiments includes:

[0011] A surrounding sensor (14) that obtains object information, which is information related to an object present in a peripheral area of a vehicle (VA);

[0012] An operation amount sensor (21) that detects an operation amount (AP) of an acceleration operation member (51);

[0013] A steering angle sensor (11) that detects a steering angle (θ) of a steering wheel (SW); and

[0014] A control unit (10) configured to select a control target object based on the object information and execute collision avoidance control for avoiding a collision with the control target object when a predetermined execution condition that holds when there is a high possibility of a collision between the vehicle and the control target object holds.

[0015] The control unit is configured to determine that the driver has performed a first misoperation when a predetermined first stepping condition that holds when the driver of the vehicle strongly (forcefully) operates the acceleration operation member holds and the magnitude of the steering angle is greater than a predetermined first steering angle threshold (θth1).

[0016] The control unit is configured to allow execution of the collision avoidance control in a first situation where the driver has performed the first misoperation and the distance (Dto_target) between the vehicle and the control target object is smaller than a predetermined first distance threshold (Dth1).

[0017] Assume that the driver panics and strongly operates the acceleration operation member and greatly operates the steering wheel (i.e., performs the first misoperation). According to the above configuration, the vehicle control device can execute collision avoidance control in such a situation. The possibility of the vehicle approaching an object present in the peripheral area of the vehicle can be reduced.

[0018] In one or more embodiments, the control unit is configured to prohibit acceleration of the vehicle based on the operation amount in the first situation.

[0019] According to the above configuration, the vehicle does not accelerate when the first misoperation is performed, so the possibility of the vehicle approaching an object present in the peripheral area of the vehicle can be further reduced.

[0020] In one or more embodiments, the control unit is configured to determine that the first stepping condition holds when an operation speed (APV), which is a change amount per unit time of the operation amount, is equal to or greater than a predetermined first operation speed threshold (APVth1) and the operation amount (AP) is equal to or greater than a predetermined first operation amount threshold (APth1).

[0021] Based on the above configuration, the vehicle control device can determine whether the driver has made a misoperation of the acceleration operation member based on the operation speed and the operation amount.

[0022] In one or more embodiments, the surrounding sensors include a first sensor (15) and a second sensor (16).

[0023] The first sensor (15) captures image data by photographing a first area around the vehicle, and obtains the object information of the objects existing in the first area (Ac) using the image data.

[0024] The second sensor (16) obtains the object information of the objects existing in a second area (Ara, Arb, Arc) using electromagnetic waves. The second area is an area around the vehicle and is an area that includes the first area and is larger than the first area.

[0025] The control unit is configured to select the control target object from a first object (OB1) detected by both the first sensor and the second sensor and a second object (OB2) detected only by the second sensor when it is determined that the driver has made the first misoperation.

[0026] In the case of the first misoperation, the vehicle turns significantly. Considering this, the vehicle control device selects the control target object from a wide area. Thus, the vehicle control device can further reduce the possibility of the vehicle approaching an object existing in the peripheral area of the vehicle.

[0027] In one or more embodiments, the control unit is configured to determine that the driver has made a second misoperation when a predetermined second stepping condition that is established when the driver strongly operates the acceleration operation member is established and the magnitude of the steering angle is smaller than a predetermined second steering angle threshold (θth2).

[0028] Furthermore, the control unit is configured to allow the execution of the collision avoidance control in a second situation where the driver has made the second misoperation and the distance (Dto_target) is smaller than a predetermined second distance threshold (Dth2).

[0029] Furthermore, the control unit is configured to prohibit the acceleration of the vehicle based on the operation amount in the first situation and the second situation.

[0030] The first distance threshold (Dth1) is larger than the second distance threshold (Dth2).

[0031] When the first incorrect operation is performed, it is highly likely that the driver will panic. According to the above configuration, the first distance threshold is larger than the second distance threshold. Therefore, when the first incorrect operation is performed, the vehicle control device prohibits the acceleration of the vehicle at a timing earlier than when the second incorrect operation is performed, and allows the execution of collision avoidance control. On the other hand, when the second incorrect operation is performed, the driver may also intentionally and strongly operate the acceleration operating member. Therefore, the vehicle control device prohibits the acceleration of the vehicle at a timing later than when the first incorrect operation is performed, and allows the execution of collision avoidance control. Therefore, the possibility of executing collision avoidance control in an unnecessary situation can be reduced.

[0032] In one or more embodiments, the control unit is configured such that,

[0033] When the operation speed (APV), which is the change amount per unit time of the operation amount, is equal to or greater than a predetermined first operation speed threshold (APVth1) and the operation amount (AP) is equal to or greater than a predetermined first operation amount threshold (APth1), it is determined that the first stepping condition is satisfied.

[0034] When the operation speed (APV) is equal to or greater than a predetermined second operation speed threshold (APVth2) and the operation amount (AP) is equal to or greater than a predetermined second operation amount threshold (APth2), it is determined that the second stepping condition is satisfied.

[0035] The first operation amount threshold (APth1) is smaller than the second operation amount threshold (APth2).

[0036] The operation amount in the case of the first incorrect operation tends to be smaller than the operation amount in the case of the second incorrect operation. According to the above configuration, the vehicle control device can accurately determine whether the first incorrect operation has been performed.

[0037] In one or more embodiments, the control unit is configured such that,

[0038] When the steering operation speed (θV), which is the change amount per unit time of the steering angle, is greater than a predetermined first steering operation speed (θVth1) and this state continues for a predetermined time (Tsv) or more, the collision avoidance control is released.

[0039] When the driver performs the first incorrect operation, the driver is in a state where the steering wheel has been significantly operated. Therefore, it is difficult for the steering operation speed to increase. According to the above configuration, when the driver performs the first incorrect operation, it is difficult to release the collision avoidance control. The vehicle control device can reduce the possibility of the vehicle approaching an object existing in the peripheral area of the vehicle.

[0040] In one or more embodiments, the above-described control unit may also be implemented by a microprocessor programmed to perform one or more functions described in this specification. In one or more embodiments, the above-described control unit may also be implemented, in whole or in part, by hardware constituted by an integrated circuit dedicated to one or more applications, such as an ASIC or the like.

[0041] In the above description, constituent elements corresponding to one or more embodiments described later are added with names and / or reference numerals used in the embodiments in a parenthesized manner. However, each constituent element is not limited to the embodiments defined by the said names and / or reference numerals. Other objects, other features, and attendant advantages of the present disclosure should be readily understandable from the description of one or more embodiments described with reference to the following drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] Figure 1 is a schematic configuration diagram of a vehicle control device according to one or more embodiments.

[0043] Figure 2 is for explaining Figure 1 the object information (such as the longitudinal distance and azimuth of an object) obtained by the surrounding sensors shown.

[0044] Figure 3 shows Figure 1 the detectable ranges of the radar sensor and the camera sensor shown respectively.

[0045] Figure 4 is a flowchart showing the "first flag setting routine" executed by the CPU of the collision avoidance ECU (PCS ECU).

[0046] Figure 5 shows Figure 4 the flowchart of the "first misoperation determination routine" executed by the CPU in step 403.

[0047] Figure 6 shows Figure 4 the flowchart of the "second misoperation determination routine" executed by the CPU in step 404.

[0048] Figure 7 is a flowchart showing the "PCS control execution routine" executed by the CPU.

[0049] Figure 8 is a flowchart showing the "PCS control release routine" executed by the CPU.

[0050] Figure 9 is a flowchart showing the "first flag setting routine" executed by the CPU according to a modification example.

[0051] Explanation of Reference Numerals

[0052] 10: Collision Avoidance ECU (PCSECU);

[0053] 11: Steering Angle Sensor;

[0054] 12: Vehicle Speed Sensor;

[0055] 13: Direction Indicator Switch;

[0056] 14: Surrounding Sensors;

[0057] 20: Engine ECU;

[0058] 30: Brake ECU;

[0059] 40: Instrument ECU. Detailed Implementation Manner

[0060] (Configuration of Vehicle Control Device)

[0061] As Figure 1 shown, the vehicle control device according to one or more embodiments is applied to vehicle VA. The vehicle control device includes a collision avoidance ECU 10, an engine ECU 20, a brake ECU 30, and an instrument ECU 40. Some or all of these ECUs may also be integrated into one ECU. Hereinafter, the collision avoidance ECU 10 will be referred to as "PCSECU 10".

[0062] The above-mentioned ECUs are electric control devices (Electric Control Unit) having a microcomputer as the main part, and are connected to each other via a CAN (Controller Area Network: local area network) not shown in the figure so as to be able to send and receive information.

[0063] In this specification, the microcomputer includes a CPU, a ROM, a RAM, a non-volatile memory, and an interface I / F, etc. For example, PCSECU 10 includes a microcomputer including a CPU 10a, a ROM 10b, a RAM 10c, a non-volatile memory 10d, and an interface (I / F) 10e, etc. The CPU 10a implements various functions described below by executing instructions (programs, routines) stored in the ROM 10b.

[0064] PCSECU 10 is connected to the sensors listed below, and receives their detection signals or output signals.

[0065] The steering angle sensor 11 detects the steering angle of the steering wheel SW and outputs a signal indicating the steering angle θ [deg]. The value of the steering angle θ becomes positive when the steering wheel SW is rotated from a predetermined reference position (neutral position) in the first direction (left direction), and becomes negative when the steering wheel SW is rotated from the reference position in the second direction (right direction) opposite to the first direction. In addition, the neutral position is the reference position where the steering angle θ becomes zero, and is the position of the steering wheel SW when the vehicle is going straight.

[0066] The vehicle speed sensor 12 detects the traveling speed (vehicle speed) of the vehicle VA and outputs a signal indicating the vehicle speed Vs.

[0067] The direction indicator switch 13 is a switch for changing the left and right direction indicators (direction indicators) 61r, 61l between the on (ON) state and the off (OFF) state, respectively. The driver operates the direction indicator lever (not shown) to make the left and right direction indicators 61r, 61l work (flash). The direction indicator lever can be operated to at least a first position and a second position. The first position is the position after rotating a predetermined angle clockwise from the initial position. The second position is the position after rotating a predetermined angle counterclockwise from the initial position.

[0068] When the direction indicator lever is in the first position, the direction indicator switch 13 turns on the right direction indicator 61r (i.e., makes the direction indicator 61r flash). In this case, the direction indicator switch 13 outputs a signal indicating that the direction indicator 61r is in the on state to the PCSECU 10. When the direction indicator lever is in the second position, the direction indicator switch 13 turns on the left direction indicator 61l (i.e., makes the direction indicator 61l flash). In this case, the direction indicator switch 13 outputs a signal indicating that the direction indicator 61l is in the on state to the PCSECU 10. In addition, when the left and right direction indicators 61r, 61l are in the off state, the direction indicator switch 13 outputs a signal indicating this meaning to the PCSECU 10.

[0069] The surrounding sensor 14 includes a camera sensor 15 and radar sensors 16a, 16b, and 16c. The surrounding sensor 14 acquires information related to the three-dimensional objects existing in the surrounding area of the vehicle. In this example, as described later, the surrounding area includes the front area, the right side area, and the left side area. The three-dimensional objects represent, for example, moving objects such as pedestrians, two-wheel vehicles, and automobiles, and fixed objects such as utility poles, trees, and guardrails. Hereinafter, the above-mentioned three-dimensional objects will be simply referred to as "objects". The surrounding sensor 14 calculates and outputs information related to the objects (hereinafter, referred to as "object information").

[0070] As Figure 2As shown, the surrounding sensor 14 obtains object information on a two-dimensional map. The two-dimensional map is defined by the x-axis and the y-axis. The origin of the x-axis and the origin of the y-axis are the central position O in the vehicle width direction at the front of the vehicle VA. The x-axis extends in the front-rear direction of the vehicle VA passing through the central position O of the vehicle VA, and has a positive value in the front. The y-axis is orthogonal to the x-axis and has a positive value in the left direction of the vehicle VA. The x-coordinate position of the x-y coordinate is called the longitudinal distance Dfx, and the y-coordinate position is called the lateral position Dfy.

[0071] The object information includes the longitudinal distance Dfx(n) of the object (n), the lateral position Dfy(n) of the object (n), the traveling direction of the object (n), and the relative speed Vfx(n) of the object (n), etc.

[0072] The longitudinal distance Dfx(n) is the signed (positive or negative) distance between the object (n) and the origin O in the x-axis direction. The lateral position Dfy(n) is the signed distance between the object (n) and the origin O in the y-axis direction. The relative speed Vfx(n) is the difference between the speed Vn of the object (n) and the speed Vs of the vehicle VA (= Vn - Vs). The speed Vn of the object (n) is the speed of the object (n) in the x-axis direction.

[0073] In addition, as Figure 2 shown, the lateral position Dfy(n) is obtained based on the azimuth θp of the object (n) relative to the vehicle VA and the longitudinal distance Dfx(n), so the object information sometimes includes the azimuth θp instead of the lateral position Dfy(n).

[0074] The camera sensor 15 includes a camera 15a and an image processing unit (not shown). The camera 15a is a monocular camera or a stereo camera. In addition, the camera sensor 15 is sometimes referred to as the "first sensor".

[0075] As Figure 3 shown, the camera 15a is installed at the center of the front end of the vehicle VA, and captures image data by photographing a predetermined area (the front area of the vehicle VA) around the vehicle VA. The area Ac where the camera sensor 15 can detect an object is a fan-shaped area centered on the "detection axis CSL extending forward from the center in the vehicle width direction at the front end of the vehicle VA", extending from the right to the right boundary line RCBL and from the left to the left boundary line LCBL. The area Ac is sometimes referred to as the "first area". The detection axis CSL coincides with the vehicle front-rear axis FR of the vehicle VA.

[0076] The camera 15a captures the area Ac at a predetermined frame rate and outputs the captured image data to the image processing unit. The image processing unit detects an object existing in the area Ac based on the image data. Hereinafter, the object detected by the camera sensor 15 is referred to as "object (c)". Further, the image processing unit obtains (calculates) object information about the object (c) based on the image data. The PCSECU 10 obtains the object information about the object (c) from the camera sensor 15 as the "first detection information".

[0077] As Figure 3 shown, the radar sensor 16a is installed at the right end of the front end of the vehicle VA, the radar sensor 16b is installed at the center of the front end of the vehicle VA, and the radar sensor 16c is installed at the left end of the front end of the vehicle VA. In addition, when it is not necessary to distinguish the radar sensors 16a, 16b, and 16c, they are referred to as "radar sensor 16". Moreover, the radar sensor 16 is sometimes referred to as the "second sensor".

[0078] The radar sensor 16 includes a radar wave transmitting and receiving unit and an information processing unit. The radar wave transmitting and receiving unit emits electromagnetic waves (for example, radio waves in the millimeter wave band, referred to as "millimeter waves") and receives the millimeter waves (i.e., reflected waves) reflected by an object existing within the emission range. In addition, the radar sensor 16 may be a radar sensor that uses radio waves in a frequency band other than the millimeter wave band.

[0079] The information processing unit detects an object based on reflection point information including the phase difference between the transmitted millimeter wave and the received reflected wave, the attenuation level of the reflected wave, and the time from transmitting the millimeter wave to receiving the reflected wave. As Figure 2 shown, the information processing unit groups "a plurality of reflection points" that are close to each other (or a plurality of reflection points that are close to each other and move in the same direction), and detects the group of grouped reflection points (hereinafter, referred to as "reflection point group") 202 as one object. Hereinafter, the object detected by the radar sensor 16 is referred to as "object (r)".

[0080] Further, the information processing unit obtains (calculates) object information about the object (r) based on the reflection point information. As Figure 2 shown, the information processing unit uses any one point (representative reflection point) 203 in the reflection point group 202 to calculate the object information. The object information includes the longitudinal distance Dfx of the object (r), the azimuth θp of the object (r) relative to the vehicle VA, and the relative speed Vfx between the vehicle VA and the object (r), etc. The information processing unit sends the object information about the object (r) to the PCSECU 10 as the "second detection information".

[0081] In addition, the representative reflection point 203 is the reflection point with the maximum reflection intensity in the reflection point group 202. The representative reflection point 203 is not limited to this, and may also be the left end point in the reflection point group 202, the right end point in the reflection point group 202, or a middle reflection point located between the left end point and the right end point.

[0082] As Figure 3 shown, the area Ara where the radar sensor 16a can detect an object is a fan-shaped area centered on the "detection axis CL1 extending rightward from the right end of the front end of the vehicle VA" and extending from the right to the right boundary line RBL1 and from the left to the left boundary line LBL1. The radius of this fan is a predetermined distance. The radar sensor 16a detects an object present in the area Ara (the right side area of the vehicle VA) as an object (r) and obtains (calculates) object information about the detected object (r).

[0083] The area Arb where the radar sensor 16b can detect an object is a fan-shaped area centered on the "detection axis CL2 extending forward from the center in the vehicle width direction of the front end of the vehicle VA" and extending from the right to the right boundary line RBL2 and from the left to the left boundary line LBL2. The radius of this fan is the aforementioned predetermined distance. The detection axis CL2 coincides with the vehicle front-rear axis FR of the vehicle VA. The radar sensor 16b detects an object present in the area Arb (the front area of the vehicle VA) as an object (r) and obtains (calculates) object information about the detected object (r).

[0084] Similarly, the area Arc where the radar sensor 16c can detect an object is a fan-shaped area centered on the "detection axis CL3 extending leftward from the left end of the front end of the vehicle VA" and extending from the right to the right boundary line RBL3 and from the left to the left boundary line LBL3. The radius of this fan is the aforementioned predetermined distance. The radar sensor 16c detects an object present in the area Arc (the left side area of the vehicle VA) as an object (r) and obtains (calculates) object information about the detected object (r).

[0085] The area obtained by combining the above areas Ara, Arb, and Arc is sometimes referred to as the "second area". According to Figure 3 it can be known that the second area is an area that includes the first area and is larger than the first area. The PCSECU 10 obtains object information about the object (r) present in the second area from the radar sensors 16a to 16c as "second detection information".

[0086] As described below, the PCSECU 10 determines whether there is a "combination of object (c) and object (r)" that can be regarded as the same object based on the first detection information and the second detection information. Hereinafter, the object determined by such a "combination of object (c) and object (r)" is referred to as "object (f) (or combined object)". Object (f) is detected in the region where the first region and the second region overlap (i.e., within the first region).

[0087] Specifically, as Figure 2 shown, the PCSECU 10 determines the object region 201 based on the first detection information. The object region 201 is the region on the above x-y coordinates and is the region surrounding object (c). The PCSECU 10 determines whether at least a part of the reflection point group 202 corresponding to object (r) is included in the object region 201. When at least a part of the reflection point group 202 corresponding to object (r) is included in the object region 201, the PCSECU 10 identifies object (c) and object (r) as the same object (i.e., object (f)).

[0088] When the PCSECU 10 identifies object (f), it determines the object information about object (f) by synthesizing (combining) the first detection information and the second detection information. Specifically, the PCSECU 10 adopts the longitudinal distance Dfx included in the second detection information as the final longitudinal distance Dfx of object (f). Furthermore, based on the longitudinal distance Dfx included in the second detection information and the azimuth θp included in the first detection information, the PCSCU 10 determines the final lateral position Dfy of object (f) through calculation (i.e., Dfy = "longitudinal distance Dfx of object (r)" × "tan θp of object (c)"). Furthermore, the PCSECU 10 adopts the relative speed Vfx included in the second detection information as the final relative speed Vfx of object (f).

[0089] Referring again to Figure 1 , the engine ECU 20 is connected to the accelerator pedal operation amount sensor 21 and the engine sensor 22. The accelerator pedal operation amount sensor 21 detects the operation amount of the accelerator pedal 51 (i.e., accelerator opening [%]) and outputs a signal representing the accelerator pedal operation amount AP to the engine ECU 20. The accelerator pedal 51 is an acceleration operation member operated by the driver to accelerate the vehicle VA. When the driver does not operate the accelerator pedal 51 (i.e., when the driver does not step on the accelerator pedal 51), the accelerator pedal operation amount AP becomes "0". The greater the amount the driver steps on the accelerator pedal 51, the greater the accelerator pedal operation amount AP. In addition, the engine ECU 20 sends the detection signal received from the accelerator pedal operation amount sensor 21 to the PCSECU 10.

[0090] The engine sensor 22 is a sensor that detects the operating state quantity of the internal combustion engine 24. The engine sensor 22 includes a throttle opening sensor, an internal combustion engine rotational speed sensor, an intake air quantity sensor, and the like.

[0091] Furthermore, the engine ECU 20 is connected to the engine actuator (Act) 23. The engine actuator 23 includes a throttle actuator that changes the opening degree of the throttle of the spark ignition / gasoline fuel injection type internal combustion engine 24. The engine ECU 20 drives the engine actuator 23 based on the signals from the accelerator pedal operation amount sensor 21 and the engine sensor 22, thereby being able to change the torque generated by the internal combustion engine 24. The torque generated by the internal combustion engine 24 is transmitted to the drive wheels via a transmission (not shown). Therefore, the engine ECU 20 can control the driving force by controlling the engine actuator 23 to change the acceleration state (acceleration).

[0092] In addition, in the case where the vehicle is a hybrid vehicle, the engine ECU 20 can control the driving force generated by either one or both of the "internal combustion engine and electric motor" that are the vehicle drive sources. Furthermore, in the case where the vehicle is an electric vehicle, the engine ECU 20 can control the driving force generated by the electric motor that is the vehicle drive source.

[0093] The brake ECU 30 is connected to the brake pedal operation amount sensor 31 and the brake switch 32. The brake pedal operation amount sensor 31 detects the operation amount of the brake pedal 52 and outputs a signal indicating the brake pedal operation amount BP. The brake pedal 52 is a deceleration operation member operated by the driver to decelerate the vehicle VA. When the driver does not operate the brake pedal 52 (that is, when the driver does not step on the brake pedal 52), the brake pedal operation amount BP becomes "0". The greater the amount by which the driver steps on the brake pedal 52, the greater the brake pedal operation amount BP. In addition, the brake ECU 30 sends the detection signal received from the brake pedal operation amount sensor 31 to the PCS ECU 10.

[0094] The brake switch 32 outputs an ON signal to the brake ECU 30 when the brake pedal 52 is operated, and outputs an OFF signal to the brake ECU 30 when the brake pedal 52 is not operated. In addition, the brake ECU 30 sends the signal received from the brake switch 32 to the PCS ECU 10.

[0095] Furthermore, the brake ECU 30 is connected to the brake actuator 33. The braking force (braking torque) of the wheel is controlled by the brake actuator 33. The brake ECU 30 controls the brake actuator 33 according to the signal from the brake pedal operation amount sensor 31. The brake actuator 33 adjusts the hydraulic pressure supplied to the wheel cylinder built in the brake caliper 34b, and uses this hydraulic pressure to press the brake pad against the brake disc 34a to generate frictional braking force. Therefore, the brake ECU 30 can control the braking force by controlling the brake actuator 33 to change the acceleration state (deceleration, that is, negative acceleration).

[0096] Furthermore, the meter ECU 40 is connected to the speaker 41 and the display 42. The display 42 is a multi-information display provided in the front of the driver's seat. In addition to displaying measured values such as the vehicle speed Vs and the engine speed, the display 42 also displays various information. In addition, as the display 42, a head-up display can also be used.

[0097] During the execution of the PCS control, the meter ECU 40 causes the speaker 41 to output "an alarm sound to attract the driver's attention" according to the instruction from the PCS ECU 10. Furthermore, during the execution of the PCS control, the meter ECU 40 causes the display 42 to display "a mark for attracting attention (for example, a warning lamp)".

[0098] (Outline of PCS control)

[0099] When there is an object (obstacle) with a high possibility of colliding with the vehicle VA, the PCS ECU 10 executes the well-known PCS control. The PCS control is a control to avoid the vehicle VA approaching an object existing in the vicinity of the vehicle VA or to reduce the damage caused by the collision between the vehicle VA and the object.

[0100] Specifically, the PCS ECU 10 identifies the objects existing around the vehicle VA based on the object information. Then, the PCS ECU 10 selects the objects that may collide with the vehicle VA from the identified objects (hereinafter referred to as "control target objects"). In addition, the PCS ECU 10 can also select the control target objects based on the traveling direction of the vehicle VA and the traveling direction of the object.

[0101] The PCSECU10 calculates the time to collision (TTC) required until the vehicle VA collides with the controlled object based on the distance Dfx from the controlled object and the relative velocity Vfx. Hereinafter, the time to collision TTC will be simply referred to as "TTC". The TTC is calculated by dividing the distance Dfx by the relative velocity Vfx. The PCSECU10 determines whether a predetermined PCS execution condition is satisfied. The PCS execution condition is satisfied when the TTC is less than or equal to a predetermined time threshold Tth. When the TTC is less than or equal to the time threshold Tth, the possibility of the vehicle VA colliding with the controlled object is high. Therefore, the PCSECU10 executes PCS control when the PCS execution condition is satisfied.

[0102] The PCS control includes a driving force suppression control for suppressing the driving force of the vehicle VA, a braking force control for applying a braking force to the wheels, and an attention - attracting control for attracting the driver's attention. Specifically, the PCSECU10 sends a driving instruction signal to the engine ECU20. When the engine ECU20 receives the driving instruction signal from the PCSECU10, it controls the engine actuator 23, thereby suppressing the driving force of the vehicle VA in such a way that the actual acceleration of the vehicle VA coincides with the target acceleration AG (for example, zero) included in the driving instruction signal. Further, the PCSECU10 sends a braking instruction signal to the brake ECU30. When the brake ECU30 receives the braking instruction signal from the PCSECU10, it controls the brake actuator 33, thereby applying a braking force to the wheels in such a way that the actual acceleration of the vehicle VA coincides with the target deceleration TG included in the braking instruction signal. In addition, the PCSECU10 sends an attention - attracting instruction signal to the instrument ECU40. When the instrument ECU40 receives the attention - attracting instruction signal from the PCSECU10, it causes the speaker 41 to output an alarm sound and causes the display 42 to display a mark for attracting attention.

[0103] (Determination of misoperation of the accelerator pedal)

[0104] Next, the determination process for misoperation of the accelerator pedal 51 will be described. Hereinafter, the range of the accelerator pedal operation amount AP (accelerator opening) is divided as follows. For example, the range where the accelerator opening is 0 [%] or more and less than 20 [%] is called the "low - opening range", the range where the accelerator opening is 20 [%] or more and less than 80 [%] is called the "medium - opening range", and the range where the accelerator opening is 80 [%] or more is called the "high - opening range". Further, the change amount of the accelerator pedal operation amount AP per unit time is called the "accelerator pedal operation speed (or accelerator opening speed) APV [% / s]".

[0105] As described above, sometimes the driver falls into a panic state and erroneously operates the accelerator pedal 51 and operates the steering wheel SW significantly. Hereinafter, such an operation is referred to as the "first erroneous operation". The inventor of the present application studied the past data of "erroneous operation of the accelerator pedal", and as a result, obtained the following insights regarding the first erroneous operation. After the driver quickly steps on the accelerator pedal 51 (i.e., the accelerator pedal operation speed APV increases), the accelerator pedal operation amount AP tends to reach a high value. Moreover, the magnitude of the steering angle θ is large.

[0106] In consideration of the above situation, the PCS ECU 10 determines that the first erroneous operation has been performed when all of the following conditions A1 to A3 are satisfied.

[0107] Condition A1: The accelerator pedal operation speed APV is equal to or higher than the first operation speed threshold value APVth1.

[0108] Condition A2: The accelerator pedal operation amount AP is equal to or higher than the first operation amount threshold value APth1. Condition A2 is a condition determined after Condition A1 is satisfied. For example, the first operation amount threshold value APth1 is set to a value equal to or higher than a relatively high value in the medium opening range (for example, the accelerator opening is 70 [%]). In addition, the first operation amount threshold value APth1 is smaller than the second operation amount threshold value APth2 described later.

[0109] Condition A3: The magnitude (absolute value) of the steering angle θ is larger than the first steering angle threshold value θth1. The first steering angle threshold value θth1 is a threshold value for determining whether the driver has significantly operated the steering wheel SW, and is set to a relatively large value. In addition, the first steering angle threshold value θth1 is larger than the second steering angle threshold value θth2 described later.

[0110] Condition A1 and Condition A2 are conditions for determining whether the driver has erroneously and strongly stepped on the accelerator pedal 51, and they are sometimes collectively referred to as the "first stepping condition".

[0111] On the other hand, sometimes the driver hardly operates the steering wheel SW and erroneously operates the accelerator pedal 51. Hereinafter, such an operation is referred to as the "second erroneous operation". The inventor studied the past data of "erroneous operation of the accelerator pedal", and as a result, obtained the following insights regarding the second erroneous operation. After the driver quickly steps on the accelerator pedal 51 (the accelerator pedal operation speed APV increases), the accelerator pedal operation amount AP tends to reach a high opening range.

[0112] In consideration of the above situation, the PCS ECU 10 determines that the second erroneous operation has been performed when all of the following conditions B1 to B3 are satisfied.

[0113] Condition B1: The accelerator pedal operation speed APV is equal to or higher than the second operation speed threshold value APVth2. In this example, the second operation speed threshold value APVth2 is the same as the first operation speed threshold value APVth1. The second operation speed threshold value APVth2 may also be larger than the first operation speed threshold value APVth1.

[0114] Condition B2: The accelerator pedal operation amount AP is equal to or higher than the second operation amount threshold value APth2. Condition B2 is a condition determined after Condition B1 is satisfied. The second operation amount threshold value APth2 is larger than the first operation amount threshold value APth1 (APth2 > APth1). For example, the second operation amount threshold value APth2 is a value equal to or higher than the lower limit value of the high opening range (accelerator opening 80 [%]).

[0115] Condition B3: The magnitude (absolute value) of the steering angle θ is smaller than the second steering angle threshold value θth2. The second steering angle threshold value θth2 is a threshold value for determining whether the driver has operated the steering wheel SW. When Condition B3 is satisfied, it is considered that the driver has not substantially operated the steering wheel SW. The second steering angle threshold value θth2 is smaller than the first steering angle threshold value θth1 (θth2 < θth1).

[0116] Condition B1 and Condition B2 are conditions for determining whether the driver has mistakenly and forcefully stepped on the accelerator pedal 51, and they are sometimes collectively referred to as the "second stepping condition".

[0117] (PCS control is allowed to be executed)

[0118] Assume that the driver has performed a driving operation determined to be the first misoperation or the second misoperation. However, when there is no object near the vehicle VA, it is possible that the driver has intentionally and forcefully operated the accelerator pedal 51. In such a case, the PCS ECU 10 prohibits the execution of PCS control.

[0119] On the other hand, when there is an object near the vehicle VA, it is necessary to prevent the vehicle VA from approaching the object. Therefore, the PCS ECU 10 allows the execution of PCS control. Hereinafter, the processes for allowing the execution of PCS control for the first misoperation and the second misoperation will be described.

[0120] · The first misoperation

[0121] When the driver has performed the first misoperation, the vehicle VA makes a large turn. In Figure 3 this example, it is assumed that the vehicle VA turns to the right. The vehicle VA may approach the first object OB1. The first object OB1 exists in the first area. The first object OB1 is detected by both the camera sensor 15 and the radar sensor 16. Therefore, the PCS ECU 10 identifies the first object OB1 as the object (f).

[0122] Furthermore, it is also possible for the vehicle VA to approach the second object OB2. The second object OB2 exists outside the first region but within the second region. The second object OB2 is detected only by the radar sensor 16 (specifically, the radar sensor 16a). Therefore, the PCSECU 10 identifies the second object OB2 as an object (r).

[0123] In the situation where the vehicle VA is turning, the PCSECU 10 selects an object to be the object of PCS control (control target object) from the objects detected in the wide region (the second region). Specifically, the PCSECU 10 selects a control target object from the object (f) and the object (r). For example, the PCSECU 10 selects the object closest to the vehicle VA as the control target object from the object (f) and the object (r).

[0124] Furthermore, since the behavior of the vehicle VA (especially, the traveling direction of the vehicle VA) has changed significantly, the PCSECU 10 permits the execution of PCS control at an earlier timing. Specifically, the PCSECU 10 calculates the distance Dto between the vehicle VA and the control target object. When the distance Dto is smaller than the first distance threshold Dth1, the PCSECU 10 permits the execution of PCS control. The first distance threshold Dth1 is larger than the second distance threshold Dth2 (Dth1 > Dth2) described later. After permitting the execution of PCS control, the PCSECU 10 determines whether the PCS execution condition is satisfied. When the PCS execution condition is satisfied, the PCSECU 10 executes PCS control.

[0125] On the other hand, when the distance Dto is equal to or greater than the first distance threshold Dth1, the PCSECU 10 prohibits the execution of PCS control.

[0126] Hereinafter, the situation where the driver has made a first misoperation and the distance Dto is smaller than the first distance threshold Dth1 is sometimes referred to as "the first situation".

[0127] · Second misoperation

[0128] When the driver has made a second misoperation, since the vehicle VA has not turned significantly, the PCSECU 10 selects a control target object from the object (f) (for example, the first object OB1) detected in the first region. Specifically, the PCSECU 10 selects the object closest to the vehicle VA as the control target object from the object (f).

[0129] Furthermore, the PCSECU 10 calculates the operation distance Dto. When the distance Dto is smaller than the second distance threshold Dth2, the PCSECU 10 allows the execution of the PCS control. The second distance threshold Dth2 is smaller than the first distance threshold Dth1. In the case of the second incorrect operation, it is also possible that the driver intentionally and forcefully operates the accelerator pedal 51. For example, sometimes after the vehicle VA stops at a traffic light, the driver forcefully operates the accelerator pedal 51 to quickly start the vehicle VA. Therefore, in the case of the second incorrect operation, the PCSECU 10 allows the execution of the PCS control at a timing later than that in the case of the first incorrect operation. The possibility of executing the PCS control in an unnecessary situation can be reduced. After allowing the execution of the PCS control, the PCSECU 10 determines whether the PCS execution conditions are satisfied. When the PCS execution conditions are satisfied, the PCSECU 10 executes the PCS control.

[0130] On the other hand, when the distance Dto is greater than or equal to the second distance threshold Dth2, the PCSECU 10 prohibits the execution of the PCS control.

[0131] Hereinafter, the situation where the driver makes the second incorrect operation and the distance Dto is smaller than the second distance threshold Dth2 is sometimes referred to as the "second situation".

[0132] (Override control)

[0133] The PCSECU 10 performs a well-known override control. The override control is a control that gives priority to the driving operation performed by the driver (i.e., the driver's intention). In this example, the override control is a control that gives priority to the driving operation performed by the driver over the PCS control. Specifically, the PCSECU 10 allows the engine ECU 20 to output a required value corresponding to the accelerator pedal operation amount AP (required value of the output torque of the internal combustion engine 24) to the engine actuator 23.

[0134] However, in the above-described first situation or second situation, since the vehicle VA is likely to approach an object, the PCSECU 10 gives priority to the PCS control over the driving operation performed by the driver. That is, the PCSECU 10 prohibits the override control. In this case, the PCSECU 10 prohibits the acceleration of the vehicle VA based on the accelerator pedal operation amount AP. Specifically, the PCSECU 10 prohibits the engine ECU 20 from outputting a required value corresponding to the accelerator pedal operation amount AP to the engine actuator 23. Furthermore, when the override control is prohibited, the PCSECU 10 causes the engine ECU 20 to perform the following process. The engine ECU 20 limits the required value output to the engine actuator 23 to a predetermined upper limit value according to an instruction from the PCSECU 10. In this way, the PCSECU 10 suppresses the driving force.

[0135] (Release of PCS control)

[0136] Hereinafter, the change amount of the steering angle θ per unit time is referred to as "steering operation speed θV [deg / s]".

[0137] After the start of PCS control, the driver sometimes performs a driving operation (operation of the steering wheel) to avoid a collision with an object. Therefore, in this example, after the start of PCS control, the PCS ECU 10 determines whether the following release conditions are satisfied. The release conditions are the conditions for determining whether to release (end) the PCS control. The PCS ECU 10 determines that the release conditions are satisfied when the following condition C1 is satisfied.

[0138] Condition C1: A state where the steering operation speed θV is greater than the first steering operation speed threshold θVth1 continues for a predetermined time Tsv or more.

[0139] In the case where the driver makes the first erroneous operation, the driver is in a state where the steering wheel SW has been significantly operated. Therefore, it is difficult for the steering operation speed θV to increase. That is, since condition C1 is not satisfied, the PCS ECU 10 continues the PCS control. According to this configuration, in the case where the driver makes the first erroneous operation, it is difficult to release the PCS control, so the possibility of the vehicle VA approaching an object can be reduced.

[0140] On the other hand, in the case where the driver makes the second erroneous operation, the driver does not substantially operate the steering wheel SW. In the case where the driver significantly operates the steering wheel SW in this state, the possibility that the driver performs a steering operation to avoid a collision with an object is high. In this case, condition C1 is satisfied. The PCS ECU 10 releases the PCS control. According to this configuration, in the case where the driver significantly operates the steering wheel SW after making the second erroneous operation, the driving operation of the driver can be reflected on the vehicle VA. The vehicle VA can be prevented from approaching an object by the driver's own driving operation.

[0141] (Operation)

[0142] The CPU 10a of the PCS ECU 10 (hereinafter, simply referred to as "CPU") executes the Figure 4 shown "first flag setting routine" every predetermined time (for example, the first time).

[0143] In addition, the CPU receives the detection signals or output signals from various sensors (11, 12, 14, 21, 22, 31) and various switches (13, 32) every first time and stores them in the RAM 10c.

[0144] When a predetermined timing is reached, the CPU receives from Figure 4Step 400 starts the process and proceeds to step 401 to determine whether the value of the first flag X1 is "0". The first flag X1 indicates the prohibition of the execution of PCS control when its value is "0", and indicates the permission of the execution of PCS control when its value is "1". In addition, the value of the first flag X1 is set to "0" in the initialization routine executed by the CPU when the ignition switch (not shown) changes from OFF to ON.

[0145] When the value of the first flag X1 is not "0", the CPU determines "No" in step 401 and directly proceeds to step 495 to end this routine.

[0146] Assuming that the value of the first flag X1 is "0", the CPU determines "Yes" in step 401 and proceeds to step 402 to determine whether the magnitude (absolute value) of the steering angle θ is greater than or equal to the second steering angle threshold θth2. That is, the CPU determines whether the driver has substantially operated the steering wheel SW. When the magnitude of the steering angle θ is greater than or equal to the second steering angle threshold θth2, the CPU determines "Yes" in step 402 and proceeds to step 403 to execute Figure 5 the "first misoperation determination routine" shown. The details of the first misoperation determination routine will be described later. After that, the CPU proceeds to step 405.

[0147] On the other hand, when the magnitude of the steering angle θ is less than the second steering angle threshold θth2, the CPU determines "No" in step 402 and proceeds to step 404 to execute Figure 6 the "second misoperation determination routine" shown. The details of the second misoperation determination routine will be described later. After that, the CPU proceeds to step 405.

[0148] When proceeding to step 405, the CPU determines whether the value of the first flag X1 is "1". Sometimes the value of the first flag X1 is set to "1" in the first misoperation determination routine or the second misoperation determination routine. When the value of the first flag X1 is "1", the CPU determines "Yes" in step 405 and proceeds to step 406 to prohibit the override control. Specifically, the CPU prohibits the acceleration of the vehicle VA based on the accelerator pedal operation amount AP. Further, the engine ECU 20 limits the required value output to the engine actuator 23 to a predetermined upper limit value according to the instruction from the CPU, thereby suppressing the driving force. After that, the CPU proceeds to step 495 to end this routine.

[0149] On the contrary, when the value of the first flag X1 is "0", the CPU determines "No" in step 405 and proceeds to step 407 to allow override control. That is, the CPU allows the engine ECU 20 to output a required value corresponding to the accelerator pedal operation amount AP to the engine actuator 23. After that, the CPU proceeds to step 495 to end this routine.

[0150] Next, the routine executed by the CPU in Figure 4 step 403 of the routine will be described. When the CPU proceeds to step 403, it starts processing from Figure 5 step 500 and proceeds to step 501. The CPU determines whether the above-mentioned condition A1 holds. Specifically, the CPU determines whether the accelerator pedal operation speed APV is equal to or higher than the first operation speed threshold APVth1. When condition A1 does not hold, the CPU determines "No" in step 501 and directly proceeds to step 595.

[0151] When condition A1 holds, the CPU determines "Yes" in step 501 and proceeds to step 502 to determine whether the above-mentioned condition A2 holds. Specifically, the CPU determines whether the accelerator pedal operation amount AP is equal to or higher than the first operation amount threshold APth1. When condition A2 does not hold, the CPU determines "No" in step 502 and directly proceeds to step 595.

[0152] When condition A2 holds, the CPU determines "Yes" in step 502 and proceeds to step 503 to determine whether the above-mentioned condition A3 holds. Specifically, the CPU determines whether the magnitude of the steering angle θ is larger than the first steering angle threshold θth1. When condition A3 does not hold, the CPU determines "No" in step 503 and directly proceeds to step 595.

[0153] When condition A3 holds, the CPU determines "Yes" in step 503 and proceeds to step 504 to determine whether there is an object (f) and / or an object (r) in the surrounding area of the vehicle VA based on the object information. When neither object (f) nor object (r) exists, the CPU determines "No" in step 504 and directly proceeds to step 595.

[0154] When there is at least one object (object (f) and / or object (r)), the CPU determines "Yes" in step 504 and sequentially executes the processes of steps 505 and 506 described below. After that, the CPU proceeds to step 507.

[0155] Step 505: The CPU calculates the distance Dto for the object identified in step 504 as described above.

[0156] Step 506: The CPU selects a control target object. When there is one object in the surrounding area, the CPU selects this object as the control target object. When there are two or more objects in the surrounding area, the CPU selects the object with the minimum distance Dto among these objects as the control target object. Hereinafter, the distance Dto of the control target object is denoted as "Dto_target".

[0157] Next, the CPU determines in step 507 whether the distance Dto_target is smaller than the first distance threshold Dth1. When the distance Dto_target is smaller than the first distance threshold Dth1, the CPU determines "yes" in step 507 and proceeds to step 508. Since the current situation is the above-mentioned first situation, the CPU allows the execution of PCS control. That is, the CPU sets the value of the first flag X1 to "1". Then, the CPU proceeds to step 595.

[0158] On the other hand, when the distance Dto_target is equal to or greater than the first distance threshold Dth1, the CPU determines "no" in step 507 and directly proceeds to step 595.

[0159] In addition, when the CPU proceeds to step 595, this routine ends, and the CPU proceeds to Figure 4 step 405 of the routine of

[0160] Next, the routine executed by the CPU in Figure 4 step 404 of the routine of Figure 6 is described. When the CPU proceeds to step 404, it starts processing from

[0161] step 600 of

[0162] When condition B2 is satisfied, the CPU determines "Yes" in step 602 and proceeds to step 603, where it determines whether an object (f) exists in the first region based on the object information. If no object (f) exists, the CPU determines "No" in step 603 and proceeds directly to step 695.

[0163] If at least one object (f) exists, the CPU determines "Yes" in step 603 and sequentially performs the processes of steps 604 and 605 described below. After that, the CPU proceeds to step 606.

[0164] Step 604: The CPU calculates the distance Dto for the object (f) detected in step 603 as described above.

[0165] Step 605: The CPU selects the object to be controlled. When there is one object (f), the CPU selects this object as the object to be controlled. When there are two or more objects (f), the CPU selects the object (f) with the minimum distance Dto as the object to be controlled from these objects (f).

[0166] Next, the CPU determines in step 606 whether the distance Dto_target is less than the second distance threshold Dth2. If the distance Dto_target is less than the second distance threshold Dth2, the CPU determines "Yes" in step 606 and proceeds to step 607. Since the current situation is the second situation described above, the CPU allows the execution of PCS control. That is, the CPU sets the value of the first flag X1 to "1". After that, the CPU proceeds to step 695.

[0167] On the other hand, if the distance Dto_target is greater than or equal to the second distance threshold Dth2, the CPU determines "No" in step 606 and proceeds directly to step 695.

[0168] In addition, when the CPU proceeds to step 695, it ends this routine and proceeds to Figure 4 step 405 of the routine of

[0169] Furthermore, the CPU executes the Figure 7 shown PCS control execution routine every first time. The CPU starts processing from Figure 7 step 700 and proceeds to step 701, where it determines whether the value of the first flag X1 is "1". If the value of the first flag X1 is "0", the CPU determines "No" in step 701 and proceeds directly to step 795, ending this routine.

[0170] Assume that the CPU is in the Figure 5 routine or Figure 6In the routine, the value of the first flag X1 is set to "1". When the CPU proceeds to step 701 in this situation, it is determined to be "Yes". Next, the CPU calculates the TTC of the object to be controlled in step 702.

[0171] Next, the CPU determines in step 703 whether the above-mentioned PCS execution condition is satisfied. Specifically, the CPU determines whether the TTC is less than or equal to the time threshold Tth. When the PCS execution condition is not satisfied, the CPU determines to be "No" in step 703 and directly proceeds to step 795 to end this routine.

[0172] In contrast, when the PCS execution condition is satisfied, the CPU determines to be "Yes" in step 703 and sequentially executes the processes of steps 704 and 705 described below. After that, the CPU proceeds to step 795 to end this routine.

[0173] Step 704: The CPU sets the value of the second flag X2 to "1". When the value of the second flag X2 is "0", it indicates that the PCS control is not executed, and when the value is "1", it indicates that the PCS control is being executed. In addition, the value of the second flag X2 is set to "0" in the above-mentioned initialization routine.

[0174] Step 705: The CPU executes the PCS control as described above.

[0175] Furthermore, the CPU executes the Figure 8 shown PCS control release routine every time the first time elapses. The CPU starts processing from Figure 8 step 800 and proceeds to step 801 to determine whether the value of the second flag X2 is "1". When the value of the second flag X2 is "0", the CPU determines to be "No" in step 801 and directly proceeds to step 895 to end this routine.

[0176] Assume that the CPU sets the value of the second flag X2 to "1" (i.e., the CPU starts the PCS control) in the Figure 7 routine. When the CPU proceeds to step 801 in this situation, it is determined to be "Yes". Next, the CPU determines in step 802 whether the above-mentioned release condition is satisfied. When the release condition is not satisfied, the CPU determines to be "No" in step 802 and directly proceeds to step 895 to end this routine. Therefore, the CPU continues the PCS control.

[0177] In contrast, when the release condition is satisfied, the CPU determines to be "Yes" in step 802 and sequentially executes the processes of steps 803 to 805 described below. After that, the CPU proceeds to step 895 to end this routine.

[0178] Step 803: The CPU releases the PCS control.

[0179] Step 804: The CPU permits the override control. That is, the CPU permits the engine ECU 20 to output a required value corresponding to the accelerator pedal operation amount AP to the engine actuator 23.

[0180] Step 805: The CPU sets the value of the first flag X1 to "0" and the value of the second flag X2 to "0".

[0181] The vehicle control device according to the above embodiment can achieve the following effects. Assume that the driver panics, strongly operates the accelerator pedal 51 and greatly operates the steering wheel SW (i.e., the first misoperation is performed). According to the above configuration, the vehicle control device can execute the PCS control in such a situation.

[0182] The vehicle control device prohibits the override control in the first situation (i.e., the situation where the driver performs the first misoperation and the distance Dto is smaller than the first distance threshold Dth1). That is, the vehicle control device prohibits the acceleration of the vehicle VA based on the accelerator pedal operation amount AP. When the first misoperation is performed, the vehicle VA does not accelerate, so the possibility of the vehicle VA approaching an object existing in the peripheral area of the vehicle VA can be reduced.

[0183] Furthermore, when the first misoperation is performed, the vehicle VA turns greatly. Considering this, the vehicle control device selects a control target object from the objects detected in a wide area (the second area). Specifically, the vehicle control device selects a control target object from the object (f) and the object (r). Thereby, the vehicle control device can further reduce the possibility of the vehicle VA approaching an object existing in the peripheral area of the vehicle VA.

[0184] Furthermore, when the first misoperation is performed, the driver is highly likely to panic. Therefore, the vehicle control device prohibits the override control and permits the execution of the PCS control at a timing earlier than when the second misoperation is performed. Thereby, the vehicle control device can further reduce the possibility of the vehicle VA approaching an object existing in the peripheral area of the vehicle VA.

[0185] In addition, the present disclosure is not limited to the above embodiment, and various modification examples can be adopted within the scope of the present disclosure.

[0186] (Modification Example 1)

[0187] The vehicle control device in this example permits the execution of the PCS control in consideration of the operation status of the brake pedal 52 and the working status of the direction indicator (61r or 61l). Hereinafter, the description will focus on the differences from the above embodiment.

[0188] The inventor has come to the following understanding: In the situation described below, the driver will intentionally operate the accelerator pedal 51. The driver steps on the brake pedal 52 to stop the vehicle VA. After that, the driver forcefully steps on the accelerator pedal 51 to quickly start the vehicle VA. In this situation, since the driver continuously operates the brake pedal 52 until just before stepping on the accelerator pedal 51, the driver can distinguish between the accelerator pedal 51 and the brake pedal 52. That is, the driver intentionally and forcefully operates the accelerator pedal 51, that is, there is no misoperation of the accelerator pedal 51.

[0189] On the other hand, in the situation where the driver has not operated the brake pedal 52 for a long time, the driver may not be able to accurately distinguish between the accelerator pedal 51 and the brake pedal 52. That is, in the situation where the "elapsed time from the time when the driver released the operation of the brake pedal 52" is long, there may be a misoperation of the accelerator pedal 51.

[0190] In view of the above situation, the PCSECU 10 determines whether the following condition D1 holds.

[0191] Condition D1: The elapsed time Ta from the time when the disconnection signal from the brake switch 32 is received is equal to or greater than a predetermined first time threshold Tath. Here, the elapsed time Ta is the period during which the disconnection signal continues from the time when the signal from the brake switch 32 changes from the on-signal to the off-signal (that is, the period during which the state where the operation of the brake pedal 52 is not performed continues from the time when the driver released the operation of the brake pedal 52).

[0192] Furthermore, at the time point when the situation changes from a situation where any one of the left and right direction indicators 61r, 61l is in the on state to a situation where both the left and right direction indicators 61r, 61l are in the off state (hereinafter, also simply referred to as the "direction indicator off time point"), the vehicle VA may be in the middle of overtaking a preceding vehicle. In such a case, the driver will also intentionally and forcefully operate the accelerator pedal 51.

[0193] In view of the above situation, the PCSECU 10 determines whether the following condition D2 holds. Condition D2: The elapsed time Tb from the "direction indicator off time point" is equal to or greater than a predetermined second time threshold Tbth. Here, the elapsed time Tb is the period during which both the left and right direction indicators 61r, 61l remain in the off state from the "direction indicator off time point".

[0194] (Operation)

[0195] The CPU in this example executes Figure 9 the routine shown in place of Figure 4 the routine shown. Figure 9The illustrated routine is a routine obtained by adding step 901 to the routine with respect to Figure 4 In addition, for the steps shown in Figure 9 the same processing as that in the steps shown in Figure 4 is performed, and the step labels are the same as those labeled for the steps in Figure 4 Details of these steps are omitted.

[0196] The CPU starts processing from step 900 of Figure 9 When the CPU advances to step 901 via step 401, it determines whether both the above-mentioned condition D1 and condition D2 are satisfied. If both condition D1 and condition D2 are satisfied, the CPU determines "Yes" in step 901 and advances to step 402. The processing after step 402 is the same as that in the above-described embodiment.

[0197] If at least one of condition D1 and condition D2 is not satisfied, the CPU determines "No" in step 901 and advances to step 407 to permit override control. That is, the CPU permits the engine ECU 20 to output a required value corresponding to the accelerator pedal operation amount AP to the engine actuator 23. After that, the CPU advances to step 995 to end this routine.

[0198] According to the above configuration, the vehicle control device can prohibit override control and permit execution of PCS control in consideration of the operation state of the brake pedal 52 and the operating state of the direction indicator lamp 61r or 61l.

[0199] (Modification 2)

[0200] The acceleration operation member is not limited to the accelerator pedal 51. For example, it may also be an acceleration lever. The deceleration operation member is not limited to the brake pedal 52. For example, it may also be a brake lever.

[0201] (Modification 3)

[0202] The accelerator pedal operation amount AP is not limited to the above example (accelerator opening). The accelerator pedal operation amount AP may also be information related to the accelerator signal. The accelerator signal is detected as a voltage that changes (rises) according to the operation amount of the accelerator pedal 51.

[0203] (Modification 4)

[0204] The PCS execution condition is not limited to the above example. For example, the PCS execution condition may also be a condition that is satisfied when the distance Dto_target is smaller than a predetermined third distance threshold Dth3. In this example, the third distance threshold Dth3 may be a value less than or equal to the second distance threshold Dth2. Therefore, the following relational expression holds. Dth3 ≤ Dth2 < Dth1.

[0205] (Modification Example 5)

[0206] The release condition is not limited to the above examples. The release condition may also include the following condition C2. In this configuration, the PCSECU 10 determines that the release condition is satisfied when at least one of condition C1 and condition C2 is satisfied.

[0207] Condition C2: The accelerator pedal operation speed APV is equal to or higher than the third operation speed threshold APVth3, or the accelerator pedal operation amount AP is equal to or higher than the third operation amount threshold APth3.

[0208] Sometimes the surrounding sensor 14 may erroneously detect an object. For example, an object (r) detected only by the radar sensor 16 has lower reliability than an object (f). When the driver strongly operates the accelerator pedal 51 after the start of the PCS control, there may actually be no object (r) around the vehicle VA. Therefore, when condition C2 is satisfied, the PCSECU 10 may also release the PCS control.

[0209] Furthermore, the release condition may also include a condition related to the brake pedal operation amount BP. The PCSECU 10 may also determine that the release condition is satisfied when the brake pedal operation amount BP becomes equal to or higher than the brake pedal operation amount threshold BPth. In this case, the PCSECU 10 may also release the PCS control and apply a braking force corresponding to the brake pedal operation amount BP to the wheels.

[0210] (Modification Example 6)

[0211] Multiple ultrasonic sensors or multiple LIDAR (Light Detection and Ranging / Laser Imaging Detection and Ranging) may be used instead of the radar sensor 16.

Claims

1. A vehicle control device, comprising: a surrounding sensor that obtains information related to an object existing in a peripheral area of the vehicle, i.e., object information; an operation amount sensor that detects an operation amount of an acceleration operation member; a steering angle sensor that detects a steering angle of a steering wheel; and a control unit configured to select a control target object based on the object information, and execute collision avoidance control for avoiding a collision with the control target object when a predetermined execution condition that holds when there is a high possibility of a collision between the vehicle and the control target object holds; the control unit is configured to determine that the driver has performed a first erroneous operation when a predetermined first stepping condition that holds when the driver of the vehicle strongly operates the acceleration operation member holds and the magnitude of the steering angle is greater than a predetermined first steering angle threshold; the control unit is configured to allow execution of the collision avoidance control in a first situation where the driver has performed the first erroneous operation and the distance between the vehicle and the control target object is smaller than a predetermined first distance threshold; the control unit is configured to determine that the driver has performed a second erroneous operation when a predetermined second stepping condition that holds when the driver strongly operates the acceleration operation member holds and the magnitude of the steering angle is smaller than a predetermined second steering angle threshold; the control unit is configured to allow execution of the collision avoidance control in a second situation where the driver has performed the second erroneous operation and the distance is smaller than a predetermined second distance threshold; the control unit is configured to prohibit acceleration of the vehicle based on the operation amount in the first situation and the second situation; the first distance threshold is greater than the second distance threshold; the control unit is configured to: determine that the first stepping condition holds when an operation speed, which is a change amount per unit time of the operation amount, is equal to or greater than a predetermined first operation speed threshold and the operation amount is equal to or greater than a predetermined first operation amount threshold; determine that the second stepping condition holds when the operation speed is equal to or greater than a predetermined second operation speed threshold and the operation amount is equal to or greater than a predetermined second operation amount threshold; the first operation amount threshold is smaller than the second operation amount threshold.

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