Vehicle control device and vehicle control method

Abstract

A control ECU (10) determines that an accelerator pedal is erroneously operated when a precondition is satisfied and at least one of (1) an accelerator non-operation condition during driving, (2) a steering angle condition, and (3) an accelerator operation condition during non-driving is satisfied in addition to the precondition. The precondition is that the accelerator pedal operation amount is greater than or equal to a high operation amount threshold value after the operation amount increase speed of the accelerator pedal (51) is increased when the vehicle gear is in the driving position, and the accelerator non-operation condition during driving is within a predetermined first period before the time point at which the precondition is satisfied. The gear stage is a drive position and is established when a predetermined first operation is not performed on the accelerator pedal, and the steering angle condition is established when the magnitude of the steering angle at the time when the precondition is established is equal to or greater than a steering angle threshold value. The non-driving accelerator operation condition is satisfied when the vehicle gear is the non-driving position and a predetermined second operation is performed on the accelerator pedal before the precondition is satisfied.

Description

Technical Field

[0001] The present invention relates to a vehicle control device including a controller having a function of determining whether an accelerator pedal is erroneously operated (erroneously depressed). Background Art

[0002] Conventional devices determine that an accelerator pedal erroneous operation has occurred when the operation amount of the accelerator pedal becomes greater than a predetermined operation amount threshold value during the period from when the operation speed of the vehicle's accelerator pedal becomes greater than the operation speed threshold value to when a predetermined time has passed (see Patent Document 1).

[0003] Prior art literature

[0004] Patent Literature

[0005] Patent Document 1: Japanese Patent No. 6806201 Summary of the invention

[0006] It is known that the above-mentioned conventional devices sometimes determine that the operation of the accelerator pedal is an erroneous operation even when the operation is based on the driver's intention. In this case, unnecessary driving force suppression control is performed and unnecessary alarms are generated, so the driver feels uncomfortable. The present invention is made to solve such a problem. That is, one of the purposes of the present invention is to provide a vehicle control device that can reduce the frequency of determining that the operation of the accelerator pedal based on the driver's intention is an erroneous operation.

[0007] A vehicle control device of the present invention (hereinafter also referred to as "the present device") comprises a controller (10),

[0008] The controller (10) determines that the accelerator pedal is erroneously operated (S260) when it is determined that the preconditions (the first condition and the second condition) are satisfied and that at least one of the driving accelerator non-operation condition (the eighth condition), the steering angle condition (the ninth condition) and the non-driving accelerator operation condition (the tenth condition) is satisfied in addition to the preconditions (Yes in each of steps S255, S410 and S510),

[0009] The precondition is satisfied when the gear position (Sp) of the vehicle is in a driving position (D gear, R gear, etc.), and the operation amount of the accelerator pedal becomes equal to or greater than a predetermined high operation amount threshold value (APth3) during a period from a first time point (t1) when the increase speed (dAP) of the operation amount of the accelerator pedal of the vehicle becomes equal to or greater than a predetermined operation speed threshold value (dAPth) to a second time point when the elapsed time from the first time point reaches a first time threshold value (Tath),

[0010] The driving accelerator non-operation condition is satisfied when the gear position is in the driving position and the accelerator pedal is not subjected to a predetermined first operation during a predetermined first period (Ph) before the establishment time point (t2) of the precondition,

[0011] The steering angle condition is satisfied when the magnitude (|θ|) of the steering angle of the vehicle at the time point (t2) when the precondition is satisfied is greater than or equal to a predetermined steering angle threshold value (θth),

[0012] The non-driving accelerator operation condition is satisfied when the prerequisite is met before a predetermined historical record validity time has passed since the non-driving accelerator operation time point, and the non-driving accelerator operation time point is the time point when the vehicle's gear is in a non-driving position (P gear, N gear) and a predetermined second operation is performed on the accelerator pedal.

[0013] The inventor of the present application studied past data and obtained the following insight: when the above-mentioned precondition is satisfied and any one of the above-mentioned accelerator non-operation condition during driving, the above-mentioned steering angle condition, and the above-mentioned accelerator operation condition during non-driving is satisfied, an accelerator pedal misoperation actually occurs. In other words, the following insight is obtained: even when the above-mentioned precondition is satisfied, when the above-mentioned accelerator non-operation condition during driving, the above-mentioned steering angle condition, and the above-mentioned accelerator operation condition during non-driving are not satisfied, there is a high possibility that an accelerator pedal misoperation does not occur. Therefore, according to the above-mentioned technical solution, the frequency of determining that the operation of the accelerator pedal based on the driver's intention is an accelerator misoperation can be further reduced. As a result, the frequency of causing alarms and driving force suppression controls, etc. to operate unnecessarily can be reduced.

[0014] In the above description, in order to facilitate the understanding of the present invention, the names and / or figure marks used in the embodiments are added in brackets to the components of the invention corresponding to the embodiments described later. However, the components of the present invention are not limited to the embodiments specified by the above names and / or figure marks. The present invention also relates to a vehicle control method and a program thereof. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a schematic configuration diagram of a vehicle control device (first device) according to a first embodiment of the present invention.

[0016] Figure 2 This is a routine executed by the control ECU of the first device.

[0017] Figure 3 This is a timing chart for explaining the operation of the first device.

[0018] Figure 4 This is a routine executed by the control ECU of the vehicle control device (second device) according to the second embodiment of the present invention.

[0019] Figure 5 This is a routine executed by the control ECU of the vehicle control device (third device) according to the third embodiment of the present invention.

[0020] Figure 6 It is a timing chart for explaining the operation of the third device.

[0021] Description of Reference Numerals

[0022] 10…control ECU, 21…accelerator pedal operation amount sensor, 14…steering angle sensor, 15…gear position sensor, 51…accelerator pedal. DETAILED DESCRIPTION

[0023] <First Embodiment>

[0024] A vehicle control device according to a first embodiment of the present invention (hereinafter referred to as a "first device") includes: Figure 1 The components described below are applied to (mounted on) the vehicle VA. The vehicle control device according to other embodiments of the present invention described below also has the same configuration as the first device.

[0025] In this specification, "ECU" is an electronic control unit (Electronic Control Unit) that has a microcomputer including a CPU (processor) and memory as its main part, and is also called a controller. Figure 1 The components shown are connected so as to be able to exchange information with each other via CAN (Controller Area Network). Figure 1 Some or all of the ECUs shown may be integrated into one ECU. The microcomputer includes a CPU, RAM, ROM, and an interface (I / F), and executes instructions (programs, routines) stored in the ROM to implement various functions described below.

[0026] The control ECU 10 is connected to the “sensors and switches” listed below, and receives detection signals or output signals from them.

[0027] The vehicle speed sensor 11 outputs a signal indicating the traveling speed (vehicle speed Vs) of the vehicle VA.

[0028] The gradient sensor 12 outputs a signal indicating the gradient Gr of the vehicle front-rear direction of the travel road surface. The gradient Gr takes a positive value when the vehicle VA is traveling uphill.

[0029] The direction indicator switch 13 outputs a signal for setting the right direction indicator 61r to the on state (flashing state) when the direction indicator lever operated by the driver is in the first position, and outputs a signal for setting the left direction indicator 61l to the on state (flashing state) when the direction indicator lever is in the second position.

[0030] The steering angle sensor 14 outputs a signal indicating a steering angle θ which is a rotation angle of a steering wheel of the vehicle VA.

[0031] The gear position sensor 15 outputs a signal indicating the gear position Sp of the vehicle's transmission or other power transmission device. The gear position Sp includes a driving position for driving the vehicle VA (driving gears such as the forward (D) gear and the reverse (R) gear) and a non-driving position for maintaining the vehicle VA in a non-driving state (non-driving gears such as the parking (P) gear and the neutral (N) gear).

[0032] The powertrain system ECU 20 is connected to an accelerator pedal operation amount sensor 21 that outputs a signal indicating the operation amount AP of an accelerator pedal 51 (i.e., accelerator opening rate [%]), and obtains the operation amount AP of the accelerator pedal from the accelerator pedal operation amount sensor 21. The accelerator pedal 51 is an accelerator operating member operated by the driver to accelerate the vehicle VA.

[0033] The powertrain ECU 20 is connected to the powertrain actuator 22 and can drive the actuator 22. The actuator 22 can change the torque generated by the drive device (driving force source) of the vehicle VA. The torque generated by the drive device is transmitted to the drive wheels via the power transmission device. Therefore, the powertrain ECU 20 can control the driving force of the vehicle VA.

[0034] When the driving device of the vehicle VA is a gasoline internal combustion engine, the actuator 22 is, for example, a throttle actuator that changes the opening of the throttle. The vehicle VA may also be an electric vehicle, in which case the actuator 22 is a converter that can change the torque of the electric motor. The vehicle VA may also be a hybrid vehicle, in which case the actuator 22 includes an electric motor converter and a throttle actuator of the internal combustion engine.

[0035] The brake ECU 30 is connected to a brake pedal operation amount sensor 31 that outputs a signal indicating the operation amount BP of the brake pedal 52, and a brake switch 32 that generates an off signal when the brake pedal 52 is not operated and generates an on signal when the brake pedal 52 is operated, and obtains signals from them. Furthermore, the brake ECU 30 is connected to a brake actuator (brake Act) 33. The brake ECU 30 controls the friction brake device provided on each wheel of the vehicle VA by driving the actuator 33, thereby changing the friction braking force applied to the vehicle VA. That is, the brake ECU 30 can control the braking force applied to the vehicle VA.

[0036] Furthermore, the control ECU 10 is connected to a speaker 41 and a display 42 .

[0037] (Work)

[0038] The inventor of the present application studied the past data and came to the following conclusion: the accelerator pedal is often misoperated when the driver suddenly steps on the accelerator pedal from a state where the accelerator pedal is not stepped on at all (creep state). It is presumed that this is because the vehicle accelerates when the shift position Sp is in the drive position and the driver steps on the accelerator pedal, so the driver has the knowledge that he is operating the accelerator pedal, and therefore the subsequent sudden stepping on the accelerator pedal is often an intentional operation of the accelerator pedal. Therefore, the first device is configured to determine that the accelerator pedal is misoperated when it is determined that the 8th condition described later is also satisfied in addition to the "conditions for determining that the accelerator pedal is misoperated (at least the 1st condition and the 2nd condition among the 1st to 7th conditions)" described in Patent Document 1.

[0039] (Specific work)

[0040] The CPU (hereinafter referred to as "CPU") of the control ECU 10 executes the Figure 2 In addition, the following "step" is denoted as "S".

[0041] When the predetermined timing is reached, the CPU Figure 2 The CPU starts processing from S200 and proceeds to S205 to determine whether the gear position Sp is the driving gear and the value of the mis-stepping flag X1 is "0". When the gear position Sp is the driving gear and the value of the mis-stepping flag X1 is "0", the CPU proceeds from S205 to S210 to determine whether the following first condition is met. Specifically, the CPU determines that the first condition is met when both the following conditions A1 and A2 are met. In addition, the CPU may also determine that the first condition is met when at least condition A2 is met.

[0042] (Condition 1)

[0043] Condition A1: Accelerator pedal operation amount AP is equal to or greater than first operation amount threshold APth1 and less than second operation amount threshold APth2 Condition A1 may be a condition that the accelerator pedal operation amount AP is equal to or greater than the first operation amount threshold APth1.

[0044] Condition A2: The accelerator pedal operation speed dAP (the amount of increase per unit time of the accelerator pedal operation amount AP) is equal to or greater than the operation speed threshold value dAPth.

[0045] When the first condition is satisfied, the CPU enters S215 from S210 and starts measuring the elapsed time Ta based on the timer T. That is, the value of the timer T represents the elapsed time Ta from the time point (first time point) when the first condition is satisfied. Next, the CPU determines whether the second condition is satisfied in S220. The second condition is satisfied when both the following conditions B1 and B2 are satisfied.

[0046] (Condition 2)

[0047] Condition B1: The accelerator pedal operation amount AP is greater than or equal to the third operation amount threshold value APth3. The third operation amount threshold value APth3 is greater than the second operation amount threshold value APth2 and is greater than or equal to the lower limit value of the high opening range (for example, accelerator opening rate 80 [%]) (for example, 90 [%]). The third operation amount threshold value APth3 is also called a high operation amount threshold value.

[0048] Condition B2: The elapsed time Ta at the time point when condition B1 is satisfied is less than the first time threshold Tath (e.g., 0.5 s). Therefore, the second condition is satisfied when condition B1 is satisfied before the second time point when the elapsed time Ta from the first time point when the first condition is satisfied reaches the first time threshold Tath.

[0049] As described above, the second condition is a condition that is satisfied only when the first condition is satisfied, and is also referred to as a precondition together with the first condition.

[0050] When the second condition is not satisfied, the CPU proceeds from S220 to S225 to determine whether the elapsed time Ta is greater than the first time threshold Tath. When the elapsed time Ta is less than the first time threshold Tath, the CPU returns from S225 to the processing of S220. On the other hand, when the elapsed time Ta is greater than the first time threshold Tath, the CPU directly proceeds from S225 to S295 to temporarily terminate this routine.

[0051] When the second condition is satisfied, the CPU proceeds from S220 to "S230 to S250" in sequence, and determines whether the following third to seventh conditions are satisfied.

[0052] (Third Condition) The elapsed time Tb from the time point when the brake switch 32 receives the OFF signal is equal to or longer than the second time threshold value Tbth (S230).

[0053] (Fourth Condition) The state of the turn signal switch 13 is a state indicating that "the left and right turn signal lamps 61r, 611 are both in the OFF state" (S235).

[0054] (Condition 5) From the time point when the condition of either of the left and right direction indicator lights 61r, 61l changes from being in the on state to being in the off state (hereinafter also referred to as the "off time point"), the elapsed time Tc of the state in which "both the left and right direction indicator lights 61r, 61l are maintained in the off state" is greater than the third time threshold value Tcth (S240).

[0055] (Sixth condition) The vehicle speed Vs is equal to or less than a vehicle speed threshold value Vth indicating a low speed (S245).

[0056] (Seventh condition) The gradient Gr is equal to or less than the positive gradient threshold Grth. In other words, the vehicle is not traveling on a steep uphill slope (S250).

[0057] When all of the third to seventh conditions are satisfied, the CPU makes a "yes" determination in all of steps S230 to S250, proceeds to S255, and determines whether the following eighth condition is satisfied.

[0058] (Eighth Condition) When the first and second conditions are satisfied, the shift position Sp is in the driving position and the accelerator pedal operation amount AP is less than or equal to the fourth operation amount threshold value APth4 during the entire predetermined first period Ph before the time point (t2) at which the second condition is satisfied. The first period Ph is a period from a time point t11 ​​earlier (advanced) by a first time T1 (e.g., 9.5 s) than the time point (t2) at which the second condition is satisfied to a time point t22 earlier (advanced) by a second time T2 (e.g., 0.5 s) than the time point (t2) at which the second condition is satisfied (see Figure 3 ). The second time T2 is shorter than the first time T1 and is equal to or greater than the first time threshold value Tath. The operation of the accelerator pedal in which the accelerator pedal operation amount AP is larger than the fourth operation amount threshold value APth4 is also referred to as the first operation.

[0059] In this way, when there is no operation history of the accelerator pedal in a state where the shift position Sp is located at the driving position (the predetermined first operation of the accelerator pedal is not performed) before the time point when the sudden accelerator pedal depression operation occurs (the time point when the operation suspected of being an erroneous operation of the accelerator pedal occurs), the eighth condition is satisfied. The fourth operation amount threshold value APth4 is also called the driving operation determination threshold value, and the eighth condition is also called the driving accelerator non-operation condition.

[0060] For example, Figure 3 The example shown in (A) is an example where the eighth condition is satisfied. Figure 3 The example shown in (B) is an example in which the eighth condition does not hold.

[0061] When the eighth condition is satisfied, the CPU proceeds from S255 to S260, and sets the value of the mis-operation flag X1 to "1". That is, the CPU determines that an accelerator pedal misoperation (mis-operation) has occurred. Thus, the acceleration suppression control and alarm described later are executed. After that, the CPU enters S295, temporarily terminating this routine.

[0062] In addition, when the CPU enters S205, if the gear position Sp is not the drive gear or the value of the mis-stepping occurrence flag X1 is "1", the CPU directly enters S295 from S205. Furthermore, when the first condition is not satisfied, the CPU directly enters S295 from S210. And, when any one of the third to eighth conditions is not satisfied, the CPU directly enters S295 from the corresponding steps of S230 to S255.

[0063] (Response to the non-occurrence of accidental stepping operation)

[0064] When the value of the mis-stepping flag X1 is "0", the CPU controls the driving force via the powertrain ECU 20 in such a way that the actual acceleration of the vehicle VA is consistent with the "required acceleration Gap determined based on the accelerator pedal operation amount AP and the vehicle speed Vs". The required acceleration Gap is determined such that the larger the accelerator pedal operation amount AP, the larger the required acceleration Gap, and the higher the vehicle speed Vs, the smaller the required acceleration Gap. This control is called normal driving force control.

[0065] (What to do when an accidental stepping operation occurs)

[0066] When the value of the mis-stepping flag X1 is "1", the CPU calculates the "upper limit acceleration Glim corresponding to the vehicle speed Vs". The upper limit acceleration Glim is set to a constant acceleration G1 when the vehicle speed Vs is a value from "0" to "Vs1". Regarding the upper limit acceleration Glim, starting from the vehicle speed Vs being "Vs1", the higher the vehicle speed Vs, the smaller the upper limit acceleration Glim is, and when the vehicle speed Vs is above "Vs2 (>Vs1)", the upper limit acceleration Glim is set to "0". The CPU sets the smaller of the required acceleration Gap and the upper limit acceleration Glim as the target acceleration Gtgt. When the value of the mis-stepping flag X1 is "1", the CPU controls the driving force via the powertrain system ECU20 in such a way that the actual acceleration of the vehicle VA is consistent with the target acceleration Gtgt. This control is called driving force suppression control. Alternatively, the CPU may set a value obtained by multiplying the required acceleration Gap by a coefficient α that is greater than 0 and less than 1 as the target acceleration Gtgt in the driving force limiting control.

[0067] Furthermore, the CPU warns the driver when the value of the mis-stepping flag X1 is "1". More specifically, when the value of the mis-stepping flag X1 is "1", the CPU causes the speaker 41 to output an "alarm sound to draw the driver's attention" and causes the display 42 to display a message to the effect that "the accelerator pedal 51 is being stepped on" and a mark for drawing attention (for example, a warning lamp). In addition, the CPU may also execute only one of the above-mentioned driving force suppression control and the above-mentioned alarm when the value of the mis-stepping flag X1 is "1". When the accelerator pedal operation amount AP becomes below the cancellation threshold or becomes "0", the CPU changes the value of the mis-stepping flag X1 to "0".

[0068] <Second Embodiment>

[0069] A vehicle control device according to a second embodiment of the present invention (hereinafter referred to as a "second device") is configured to execute a replacement Figure 2 of Figure 4 The routine shown is different from the first device in this respect. Figure 4 The routine is to Figure 2 The S255 is replaced by the routine of S410.

[0070] The inventor of the present application studied the past data and came to the following conclusion: the accelerator pedal is often misoperated when the vehicle is parked forward (forward parking) with the steering wheel being steered largely in a parking lot of a store or facility, etc. Therefore, the second device is configured to determine that the accelerator pedal is misoperated when it is determined that the ninth condition, which replaces the eighth condition, is satisfied.

[0071] That is, when the CPU makes a "YES" determination in S250, the process proceeds to S410 to determine whether the following ninth condition is satisfied.

[0072] (Ninth condition) The magnitude (|θ|) of the steering angle θ is equal to or greater than a positive steering angle threshold θth (for example, 270 degrees). The ninth condition is also referred to as a steering angle condition.

[0073] When the ninth condition is satisfied, the CPU determines that an accelerator pedal erroneous operation has occurred, and proceeds from S410 to S260, and then to S495. If the ninth condition is not satisfied, the CPU proceeds directly from S410 to S495.

[0074] <Third Embodiment>

[0075] A vehicle control device according to a third embodiment of the present invention (hereinafter referred to as a "third device") is configured to execute a replacement Figure 2 of Figure 5 The routine shown is different from the first device in this respect. Figure 5 The routine is to Figure 2 The S255 is replaced by the routine of S510.

[0076] The inventor of the present application studied past data and came to the following conclusion: Before the accelerator pedal is misoperated, the driver often performs a specific operation of "depressing the accelerator pedal for a predetermined time or longer when the gear position Sp is in the non-drive gear." It is speculated that this is because, for example, when the driver "wants to change the gear position Sp from the P gear (parking gear) as the non-drive gear to the D gear (drive gear) as the drive gear and has the intention to step on the brake pedal but mistakenly steps on the accelerator pedal," the driver accidentally succeeds in stepping on the brake pedal and changes the gear position Sp to the drive gear, and the accelerator pedal is misoperated immediately thereafter. Therefore, the second device is configured to determine that the accelerator pedal is misoperated when it is determined that the tenth condition instead of the eighth condition is satisfied.

[0077] That is, when the CPU makes a "YES" determination in S250, the process proceeds to S510 to determine whether the following tenth condition is satisfied.

[0078] (Condition 10) The current time point (i.e., the time point when at least the first and second conditions are met) is within the historical record validity time TR (e.g., 10s) from the time point when the gear position Sp is the non-drive gear and the accelerator pedal operation amount AP is greater than the fifth operation amount threshold APth5 and greater than the duration threshold T5th.

[0079] The operation of the accelerator pedal when the accelerator pedal operation amount AP is greater than the fifth operation amount threshold value APth5 and the time is greater than the duration threshold value T5th is also referred to as the second operation. In this way, the tenth condition is satisfied when there is an accelerator pedal operation history record in the non-driving gear. The fifth operation amount threshold value APth5 is also referred to as the non-driving operation determination threshold, and the duration threshold value T5th is also referred to as the accelerator operation history record time threshold. Furthermore, the tenth condition is also referred to as the non-driving accelerator operation condition.

[0080] When the tenth condition is satisfied, the CPU determines that an accelerator pedal erroneous operation has occurred, and proceeds from S510 to S260, and then to S595. If the tenth condition is not satisfied, the CPU proceeds directly from S510 to S595.

[0081] Figure 6 This shows an example where the tenth condition is satisfied.

[0082] As described above, according to the various embodiments of the present invention, the possibility of judging an operation that is not an erroneous operation of the accelerator pedal as an erroneous operation of the accelerator pedal can be reduced. In addition, the present invention is not limited to the above-mentioned embodiments and modifications, and various modifications can be adopted within the scope of the present invention. For example, in each embodiment, the situation where the third to seventh conditions are met is not a necessary condition for judging that an erroneous operation of the accelerator pedal has occurred. That is, some or all of S230 to S250 can be omitted. Furthermore, the present invention can be applied to a vehicle in which the driving mode in an autonomous driving vehicle is changed from autonomous driving to driving by a driver.

Claims

1. A vehicle control device comprising a controller, The controller determines that the accelerator pedal is erroneously operated when it is determined that the precondition is satisfied and that at least one of a driving accelerator non-operation condition, a steering angle condition, and a non-driving accelerator operation condition is satisfied in addition to the precondition, The precondition is satisfied when the gear position of the vehicle is in the driving position and the operation amount of the accelerator pedal becomes equal to or greater than a predetermined high operation amount threshold value during a period from a first time point when the increase speed of the operation amount of the accelerator pedal of the vehicle becomes equal to or greater than a predetermined operation speed threshold value to a second time point when the elapsed time from the first time point reaches the first time threshold value, The driving accelerator non-operation condition is satisfied when the shift position is in the driving position and the accelerator pedal is not subjected to a predetermined first operation within a predetermined first period before the establishment time point of the precondition, The steering angle condition is satisfied when the magnitude of the steering angle of the vehicle at the time when the precondition is satisfied is greater than or equal to a predetermined steering angle threshold value, The non-driving accelerator operation condition is satisfied when the prerequisite is satisfied before a predetermined historical record validity time has passed since the non-driving accelerator operation time point, and the non-driving accelerator operation time point is a time point when the gear position of the vehicle is in a non-driving position and a predetermined second operation is performed on the accelerator pedal.

2. The vehicle control device according to claim 1, The controller is configured to determine that the first operation on the accelerator pedal is not performed and that the driving accelerator non-operation condition is satisfied if the operation amount of the accelerator pedal is always smaller than a predetermined driving operation determination threshold value throughout the first period.

3. The vehicle control device according to claim 1, The controller is configured to determine that the second operation has been performed on the accelerator pedal when the gear position of the vehicle is in the non-driving position and the operation amount of the accelerator pedal is greater than a predetermined non-driving operation determination threshold value for more than a predetermined accelerator operation history time threshold value.

4. The vehicle control device according to any one of claims 1 to 3, The controller is configured to execute at least one of a warning and a driving force suppression control for reducing the driving force of the vehicle compared to a case where the erroneous operation is not determined to have been performed, when the erroneous operation is determined to have been performed.

5. A vehicle control method, comprising: a step of determining whether a precondition is satisfied, the precondition being satisfied when the gear position of the vehicle is in the drive position and the operation amount of the accelerator pedal becomes equal to or greater than a predetermined high operation amount threshold value during a period from a first time point when the increase speed of the operation amount of the accelerator pedal of the vehicle becomes equal to or greater than a predetermined operation speed threshold value to a second time point when the elapsed time from the first time point reaches a first time threshold value; a step of determining whether an additional condition, which is at least one of the driving accelerator non-operation condition, the steering angle condition, and the non-driving accelerator operation condition, is satisfied; The driving accelerator non-operation condition is satisfied when the shift position is in the driving position and the accelerator pedal is not subjected to a predetermined first operation within a predetermined first period before the establishment time point of the precondition, The steering angle condition is satisfied when the magnitude of the steering angle of the vehicle at the time when the precondition is satisfied is greater than or equal to a predetermined steering angle threshold value, The non-driving accelerator operation condition is satisfied when the precondition is satisfied before a predetermined history record validity time has passed since a non-driving accelerator operation time point, wherein the non-driving accelerator operation time point is a time point when the gear position of the vehicle is in a non-driving position and a predetermined second operation is performed on the accelerator pedal; as well as When it is determined that both the prerequisite condition and the additional condition are met, it is determined that the accelerator pedal has been erroneously operated, and at least one of an alarm and a driving force suppression control step is executed, wherein the driving force suppression control is a control for reducing the driving force of the vehicle compared to when the erroneous operation is not determined.

Images