Vehicle control device

Abstract

A vehicle control device is provided with a determination device that performs an erroneous operation determination that an accelerator operation by a driver is erroneous operation when an accelerator operation state determination condition and a travel state determination condition are satisfied, and that performs an erroneous operation determination that the accelerator operation by the driver is erroneous operation when a range is a non-driving range. When the accelerator opening degree is equal to or greater than a first reference value, the accelerator opening degree is equal to or less than a second reference value, which is less than the first reference value, and then the range is switched to the driving range. At least one of the accelerator operation state determination condition and the travel state determination condition is mitigated so that it is always easy to determine that the driver's accelerator operation is a misoperation during a preset control time.

Description

Technical Field

[0001] The present invention relates to a vehicle control device for vehicles such as automobiles, and more particularly, to a vehicle control device that suppresses driving force when a driver's accelerator operation is a misoperation. Background Art

[0002] As one of the control devices for vehicles such as automobiles, there is known a vehicle control device that suppresses the driving force of a vehicle to suppress the acceleration of the vehicle when it is determined that the driver has misoperated the accelerator.

[0003] For example, Patent Document 1 below describes a vehicle control device configured to be able to determine a misoperation of the accelerator by the driver through predetermined determination conditions and suppress the driving force of the vehicle at an appropriate timing.

[0004] Prior Art Documents

[0005] Patent Documents

[0006] Patent Document 1: Japanese Unexamined Patent Application Publication No. 2021-28187 Summary of the Invention

[0007] Problems to be Solved by the Invention

[0008] In the driving force suppression control of a vehicle in response to a misoperation of the accelerator, it is necessary to prevent a false determination of the misoperation of the accelerator and at the same time achieve an appropriate determination of the misoperation of the accelerator to suppress the driving force. For this purpose, it is necessary to further improve the determination conditions for determining the misoperation of the accelerator.

[0009] The present invention provides a vehicle control device that is improved to be able to determine a misoperation of the accelerator through determination conditions that can appropriately determine the misoperation of the accelerator as compared with the prior art, thereby appropriately suppressing the driving force.

[0010] Technical Means for Solving the Problems and Effects of the Invention

[0011] According to the present invention, there is provided a vehicle control device (100) including a determination device (driving support ECU 10) that determines that a driver's accelerator operation is a misoperation (S180) when a shift position (SP) is in a drive position and determination conditions for an accelerator operation state (S20, S30, S120, S130) for determining that the driver's accelerator operation state is a predetermined accelerator operation state and determination conditions for a driving state (S40 to S70, S140 to S170) for determining that the driving state of the vehicle is a predetermined driving state are satisfied.

[0012] The determination device (the driving assistance ECU 10) is configured such that, when the gear position (SP) is in a non-driving gear state (S80), if the accelerator opening (AP) is equal to or greater than a first reference value (APc) for a duration exceeding a reference duration (Tc1) (S90), and then the accelerator opening becomes equal to or less than a second reference value that is less than the first reference value, and further the gear position is switched to a driving gear (S100), a condition relaxation is performed to relax at least one of the accelerator operation state determination condition and the driving state determination condition in such a manner that it becomes easier to determine that the driver's accelerator operation is a misoperation during a preset control time (Ts1) (S120 to S160).

[0013] After investigating a large amount of data related to accelerator misoperations, the following insights were obtained: When the driver performs a predetermined accelerator operation in a situation where the driving force is not transmitted to the drive wheels, there is a high possibility that the driver will perform an accelerator misoperation later in a situation where the driving force is transmitted to the drive wheels. Also, it was found that in order to accurately determine when an accelerator misoperation has occurred, it is necessary to relax the predetermined determination conditions for determining an accelerator misoperation.

[0014] According to the above configuration, when a specific condition is satisfied, at least one of the accelerator operation state determination condition and the driving state determination condition is relaxed in such a manner that it becomes easier to determine that the driver's accelerator operation is a misoperation during a preset control time. The specific condition is that when the gear position is in a non-driving gear state, the accelerator opening is equal to or greater than a first reference value for a duration exceeding a reference duration, and then the accelerator opening becomes equal to or less than a second reference value, and further the gear position is switched to a driving gear.

[0015] As a result, when a specific condition is satisfied, it becomes easy to determine that the driver's accelerator operation is a misoperation. Therefore, compared with the case where neither the accelerator operation state determination condition nor the driving state determination condition is relaxed, it is possible to appropriately determine an accelerator misoperation and appropriately suppress the driving force.

[0016] 〔Technical solution of the invention〕

[0017] In one technical solution of the present invention, the accelerator operation state determination conditions (S20, S30, S120, S130) include that the accelerator opening is equal to or greater than a third reference value (AP2, AP3), and the condition relaxation includes reducing the third reference value (S130).

[0018] According to the above technical solution, the accelerator operation state determination condition includes that the accelerator opening is equal to or greater than a third reference value. By reducing the third reference value, the determination condition is relaxed. As a result, it becomes easier to determine that the accelerator opening is equal to or greater than the third reference value.

[0019] In another technical solution of the present invention, the accelerator operation state determination conditions (S20, S30, S120, S130) include that the elapsed time (Tp) from when the quantity (AP and / or APd) associated with the accelerator opening becomes equal to or greater than the fourth reference value (AP1 and / or APd1) is less than or equal to the reference elapsed time (Tp1), and the accelerator opening is equal to or greater than the third reference value (AP2, AP3).

[0020] According to the above technical solution, the accelerator operation state determination conditions include that the elapsed time from when the accelerator opening becomes equal to or greater than the fourth reference value is less than or equal to the reference elapsed time and the accelerator opening is equal to or greater than the third reference value. By reducing the third reference value, the determination conditions are relaxed. Thus, it can be made easier to determine that the elapsed time from when the accelerator opening becomes equal to or greater than the fourth reference value is less than or equal to the reference elapsed time and the accelerator opening is equal to or greater than the third reference value.

[0021] In another technical solution of the present invention, the determination device (driving assistance ECU10) acquires information on the vehicle speed (Vs), and the driving state determination conditions (S40 - S70, S140 - S170) include that the vehicle speed is less than or equal to the vehicle speed reference value (Vs1, Vs2), and the condition relaxation includes increasing the vehicle speed reference value (S140).

[0022] According to the above technical solution, the driving state determination conditions include that the vehicle speed is less than or equal to the vehicle speed reference value. Regarding the condition relaxation, by increasing the vehicle speed reference value, the determination conditions are relaxed. Thus, it can be made easier to determine that the vehicle speed is less than or equal to the vehicle speed reference value.

[0023] In yet another technical solution of the present invention, the determination device (driving assistance ECU10) acquires information on the road surface gradient (Gr), and the driving state determination conditions (S40 - S70, S140 - S170) include that the road surface gradient is less than or equal to the reference gradient (Gr1, Gr2), and the condition relaxation includes increasing the reference gradient (S170).

[0024] According to the above technical solution, the driving state determination conditions include that the road surface gradient is less than or equal to the reference gradient. By increasing the reference gradient, the determination conditions are relaxed. Thus, it can be made easier to determine that the road surface gradient is less than or equal to the reference gradient.

[0025] In yet another technical solution of the present invention, the determination device (driving assistance ECU10) acquires information on at least one of the brake operation and the direction indicator operation performed by the driver, and the driving state determination conditions (S40 - S70, S140 - S170) include that the operation of the acquired information has not been performed during the period between the current time and the time before the current determination time (S50, S60, S150, S160), and the condition relaxation includes reducing the determination time.

[0026] According to the above technical solution, the driving state determination condition includes "during the period between 'current' and 'before the current determination time', at least one of the brake operation and the turn signal operation is not performed". By reducing the determination time, the determination condition is relaxed. Thus, it becomes easier to determine that at least one of the brake operation and the turn signal operation is not performed during the period between the current and before the current determination time.

[0027] In the above description, for the purpose of facilitating the understanding of the present invention, the components of the invention corresponding to the embodiments described later are added with the names and / or reference numerals used in the embodiments in a bracketed manner. However, each component of the present invention is not limited to the components of the embodiments corresponding to the names and / or reference numerals added in brackets. From the description of the embodiments of the present invention described with reference to the following drawings, other objects, other features, and attendant advantages of the present invention should be easily understood. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 is a schematic configuration diagram showing an embodiment of the vehicle control device of the present invention.

[0029] Figure 2 is a flowchart corresponding to the driving force suppression control program in the embodiment.

[0030] Figure 3 is a diagram showing an example of the operation of the embodiment when the vehicle is traveling downhill.

[0031] REFERENCE NUMERAL DESCRIPTION

[0032] 10… Driving assistance ECU, 11… Vehicle speed sensor, 12… Gradient sensor, 13… Turn signal switch, 20… Engine ECU, 21… Accelerator operation amount sensor, 30… Transmission ECU, 33… Gear position sensor, 40… Brake ECU, 41… Brake operation amount sensor, 100… Vehicle control device, 102… Vehicle DETAILED DESCRIPTION OF THE EMBODIMENTS

[0033] Hereinafter, the vehicle control device according to the embodiment of the present invention will be described in detail with reference to the drawings.

[0034] As Figure 1As shown, the vehicle control device 100 according to an embodiment of the present invention is applied to a vehicle 102 and includes a driving assistance ECU 10. The vehicle 102 is a vehicle capable of autonomous driving and includes an engine ECU 20, a transmission ECU 30, and a brake ECU 40. An ECU refers to an electronic control device (Electronic Control Unit) having a microcomputer as a main part. In addition, several or all of the above ECUs may also be integrated into one ECU.

[0035] The microcomputer of each ECU includes a CPU, a ROM, a RAM, a rewritable non-volatile memory (N / M), and an interface (I / F), etc. The CPU realizes various functions by executing instructions (programs, routines) stored in the ROM. Moreover, these ECUs are connected to each other via a CAN (Controller Area Network) in such a way that data can be exchanged (communication can be performed). Therefore, the detection values of sensors (including switches) connected to a specific ECU are also sent to other ECUs.

[0036] The driving assistance ECU 10 is a central control device that performs driving assistance running control including driving force suppression control for determining an accidental operation of an accelerator, lane departure prevention control, etc. In the embodiment, as will be described in detail later, the driving assistance ECU 10 cooperates with other ECUs to execute driving force suppression control.

[0037] The driving assistance ECU 10 is connected to a vehicle speed sensor 11, a slope sensor 12, a direction indicator switch 13, and an operation switch 14, and receives their detection signals or output signals.

[0038] The vehicle speed sensor 11 detects the traveling speed of the vehicle 102, that is, the vehicle speed Vs, and outputs a signal representing the vehicle speed to the driving assistance ECU 10.

[0039] The slope sensor 12 includes, for example, a two-axis acceleration sensor that detects the acceleration in the front-rear direction of the vehicle 102 and the acceleration in the up-down direction of the vehicle, and outputs a signal representing the slope Gr of the traveling road surface in the traveling direction of the vehicle to the driving assistance ECU 10. For example, the slope sensor 12 detects the slope Gr based on the ratio of the acceleration in the front-rear direction to the acceleration in the up-down direction. The slope Gr becomes "0" when the vehicle 102 is traveling on a horizontal plane. The slope Gr becomes a positive value (Gr > 0) when the vehicle 102 is traveling on an uphill road, and becomes a negative value (Gr < 0) when the vehicle 102 is traveling on a downhill road.

[0040] The turn signal switch 13 is a switch for switching the left and right turn signals (direction indicators) 61L and 61R between the on (ON) state and the off (OFF) state respectively. The driver operates a turn signal lever (not shown) to make the left and right turn signals 61L and 61R operate (flash). The turn signal lever can be operated at least to a first position and a second position. The first position is the position after pivoting (rotating about the pivot) a predetermined angle clockwise from the initial position. The second position is the position after pivoting a predetermined angle counterclockwise from the initial position.

[0041] When the turn signal lever is in the first position, the turn signal switch 13 makes the right turn signal 61R turn on and flash. In this case, the turn signal switch 13 outputs a signal indicating that the turn signal 61R is in the on state to the driving assistance ECU 10. When the turn signal lever is in the second position, the turn signal switch 13 makes the left turn signal 61L turn on and flash. In this case, the turn signal switch 13 outputs a signal indicating that the turn signal 61L is in the on state to the driving assistance ECU 10. In addition, when the left and right turn signals 61L and 61R are in the off state, the turn signal switch 13 outputs a signal indicating this message to the driving assistance ECU 10.

[0042] The operation switch 14 is provided at a position where the driver can operate it, and is a switch operated by the driver to set whether to execute the driving force suppression control. When the operation switch 14 is on, the driving force suppression control is executed. When the operation switch 14 is off, the driving force suppression control is not executed. The driving force suppression control will be described in detail later.

[0043] The engine ECU 20 is connected to the accelerator operation amount sensor 21 and the engine sensor 22. The accelerator operation amount sensor 21 detects the accelerator opening AP [%] as the operation amount of the driver on the accelerator pedal 25, and outputs a signal indicating the accelerator opening AP to the engine ECU 20. The accelerator pedal 25 is an acceleration operation member operated by the driver to accelerate the vehicle 102.

[0044] When the driver does not operate the accelerator pedal 25, that is, when the driver does not step on the accelerator pedal 25, the accelerator opening AP becomes 0%. The greater the amount the driver steps on the accelerator pedal 25, the greater the accelerator opening AP. In addition, the engine ECU 20 sends the signal indicating the accelerator opening amount AP received from the accelerator operation amount sensor 21 to the driving assistance ECU 10.

[0045] 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.

[0046] The engine ECU 20 is also connected to the engine actuator 23. The engine actuator 23 includes a throttle actuator that changes the opening degree of the throttle of the internal combustion engine 24. By driving the engine actuator 23, the engine ECU 20 can 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 (not shown) via the transmission 32. Therefore, by controlling the engine actuator 23, the engine ECU 20 can control the driving force of the vehicle and change the acceleration state (acceleration).

[0047] In addition, in the case where the vehicle is a hybrid vehicle, the engine ECU 20 controls the driving force of the vehicle generated by either or both of the internal combustion engine and the electric motor as the vehicle drive source. Moreover, in the case where the vehicle is an electric vehicle, the engine ECU 20 controls the driving force of the vehicle generated by the electric motor as the vehicle drive source.

[0048] The transmission ECU 30 is connected to the transmission 32 and the gear position sensor 33. The transmission 32 is provided between the internal combustion engine 24 and the drive wheels, changes the torque, rotational speed, and rotational direction, and transmits the driving force from the internal combustion engine to the drive wheels. The change of the torque, rotational speed, and rotational direction is determined by the gear position SP set by the shift lever 34 operated by the driver. The gear position SP includes non-driving gears (N gear and P gear) that do not transmit the driving force from the internal combustion engine to the drive wheels, and driving gears (D gear, 2nd gear, R gear, etc.) that transmit the driving force from the internal combustion engine to the drive wheels.

[0049] The gear position sensor 33 detects the gear position SP and outputs a signal indicating the gear position to the transmission ECU 30. The transmission ECU 30 controls the transmission 32 so that the gear position of the transmission 32 becomes the gear position corresponding to the gear position SP. Moreover, the transmission ECU 30 sends a signal indicating the gear position SP to the driving assistance ECU 10.

[0050] The brake ECU 40 is connected to the brake operation amount sensor 41 and the brake switch 42. The brake operation amount sensor 41 detects the stepping force on the brake pedal 45 or the pressure in the master cylinder (not shown) as the brake operation amount BP, and outputs a signal indicating the brake operation amount BP to the brake ECU 40. The brake pedal 45 is a deceleration operation member operated by the driver to decelerate the vehicle 102.

[0051] When the driver does not step on the brake pedal 45, the brake operation amount BP becomes 0. The greater the amount by which the driver steps on the brake pedal 45, the greater the brake operation amount BP. In addition, the brake ECU 40 sends the signal indicating the brake operation amount BP received from the brake operation amount sensor 41 to the driving assistance ECU 10.

[0052] The brake switch 42 outputs a turn-on signal to the brake ECU 40 when the brake pedal 45 is stepped on, and outputs a turn-off signal to the brake ECU 40 when the brake pedal 45 is not stepped on. In addition, the brake ECU 40 sends the signal received from the brake switch 42 to the driving assistance ECU 10.

[0053] The brake ECU 40 is also connected to the brake actuator 43. The braking force (brake torque) of the wheel is controlled by "controlling the brake actuator 43 by the brake ECU 40". The brake actuator 43 adjusts the hydraulic pressure supplied to the wheel cylinder built in the brake caliper 44b according to an instruction from the brake ECU 40, and presses the brake pad against the brake disc 44a by this hydraulic pressure to generate a frictional braking force. Therefore, the brake ECU 40 can control the braking force of the vehicle by controlling the brake actuator 43.

[0054] The driving assistance ECU 10 is also connected to the speaker 51 and the display 52. The display 52 can be 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 rotational speed, the display 52 also displays various information such as "whether the driving force suppression control is on". In addition, as the display 52, a head-up display can also be adopted.

[0055] As will be described in detail later, the driving assistance ECU 10 functions as a determination device for determining whether the accelerator operation of the driver is a misoperation. When the driving assistance ECU 10 determines that the accelerator operation of the driver is a misoperation, it executes the suppression of the driving force based on the driving force suppression control, and moreover, the driving assistance ECU 10 causes the display 52 to display the suppression of the driving force and outputs an alarm sound for attracting the driver's attention through the speaker 51.

[0056] In the embodiment, the ROM of the driving assistance ECU 10 stores the Figure 2 driving force suppression control program corresponding to the flowchart shown.

[0057] <Driving Force Suppression Control( Figure 2 )>

[0058] Next, with reference to Figure 2 the flowchart shown, the driving force suppression control in the embodiment will be described. Figure 2The driving force suppression control of the flowchart shown is repeatedly executed by the CPU of the driving assistance ECU 10 at a predetermined time interval while the operation switch 14 is turned on. In addition, when the driving force suppression control starts, the flag F described later is initialized to 0.

[0059] First, in step S10, the CPU determines whether the shift position SP is in the drive range. When a negative determination is made, this control proceeds to step S80. When a positive determination is made, this control proceeds to step S15.

[0060] In step S15, the CPU determines whether the flag F is 1. When a positive determination is made, this control proceeds to step S120. When a negative determination is made, this control proceeds to step S20.

[0061] In step S20, the CPU determines whether the accelerator opening AP is equal to or greater than a reference value AP1 (for example, a positive constant of about 100%) and the time change rate of the accelerator opening AP, that is, the accelerator opening speed APd, is equal to or greater than a reference value APd1 (for example, a positive constant of about 100% / sec). That is, it is determined whether the driver has sharply and significantly depressed the accelerator pedal 25. When a negative determination is made, this control temporarily ends. When a positive determination is made, this control proceeds to step S30. In addition, the determination of whether the driver has sharply and significantly depressed the accelerator pedal 25 can also be a determination of whether the accelerator opening AP is equal to or greater than the reference value AP1 or whether the accelerator opening speed APd is equal to or greater than the reference value APd1.

[0062] In step S30, the CPU determines whether the elapsed time Tp from when the determination in step S20 changed from a negative determination to a positive determination is equal to or less than a reference elapsed time Tp1 (a positive constant) and the accelerator opening AP is equal to or greater than a reference value AP2 (for example, a positive constant of about 90%). When a negative determination is made, this control temporarily ends. When a positive determination is made, this control proceeds to step S40.

[0063] In step S40, the CPU determines whether the vehicle speed Vs of the vehicle 102 is equal to or less than a reference vehicle speed Vs1 (a positive constant). When a negative determination is made, this control temporarily ends. When a positive determination is made, this control proceeds to step S50.

[0064] In step S50, the CPU determines whether the time Tw during which the left and right direction indicators 61L and 61R are in the non-operating off state exceeds a reference time Tw1 (a positive constant). When a negative determination is made, this control temporarily ends. When a positive determination is made, this control proceeds to step S60.

[0065] In step S60, the CPU determines whether the braking operation amount BP is 0 and the time Tb during which the brake is in the non-operating state exceeds a reference time Tb1 (a positive constant). When a negative determination is made, this control temporarily ends. When a positive determination is made, this control proceeds to step S70.

[0066] In step S70, the CPU determines whether the absolute value of the slope Gr of the vehicle traveling direction on the driving road surface is less than or equal to a reference slope G1 (a positive constant). When a negative determination is made, this control temporarily ends. When a positive determination is made, this control proceeds to step S180.

[0067] In step S80, the CPU determines whether the gear position SP is in the N range. When a negative determination is made, this control temporarily ends. When a positive determination is made, this control proceeds to step S90.

[0068] In step S90, the CPU determines whether the duration Tc of the condition that the accelerator opening AP is greater than or equal to a reference value APc (a positive constant) has exceeded a reference duration Tc1 (a positive constant). When a negative determination is made, this control temporarily ends. When a positive determination is made, this control proceeds to step S100.

[0069] In step S100, the CPU determines whether the gear position SP changes to the drive range after the accelerator opening AP becomes 0% (accelerator off). When a negative determination is made, this control temporarily ends. When a positive determination is made, this control proceeds to step S120.

[0070] In step S120, similar to step S20, the CPU determines whether the accelerator opening AP is greater than or equal to a reference value AP1 and the accelerator opening speed APd is greater than or equal to a reference value APd1. When a negative determination is made, this control proceeds to step S210. When a positive determination is made, this control proceeds to step S130. Also, similar to step S20, the determination of whether the driver has stepped on the accelerator pedal 25 sharply and largely can also be the determination of whether the accelerator opening AP is greater than or equal to a reference value AP1 or whether the accelerator opening speed APd is greater than or equal to a reference value APd1.

[0071] As described below, in steps S130 to S170, the conditions for each determination are relaxed, and the same determinations as in steps S30 to S70 are respectively made.

[0072] In step S130, the CPU determines whether the elapsed time Tp since the determination in step S120 changed from a negative determination to a positive determination is greater than or equal to the reference elapsed time Tp1 and the accelerator opening AP is greater than or equal to the reference value AP3 (a positive constant less than AP1). If a negative determination is made, the control proceeds to step S210, and if a positive determination is made, the control proceeds to step S140.

[0073] In step S140, the CPU determines whether the vehicle speed Vs of the vehicle 102 is equal to or lower than a reference vehicle speed Vs2 (a positive constant greater than Vs1). If a negative determination is made, the control proceeds to step S210, and if an affirmative determination is made, the control proceeds to step S150.

[0074] In step S150, the CPU determines whether the time Tw during which the left and right direction indicator lights 61L and 61R are in the off state of non-operation exceeds a reference time Tw2 (a positive constant less than Tw1). If a negative determination is made, the control proceeds to step S210, and if a positive determination is made, the control proceeds to step S160.

[0075] In step S160, the CPU determines whether the brake operation amount BP is 0 and the time Tb of the brake being inactive exceeds the reference time Tb2 (a positive constant less than Tb1). If a negative determination is made, the control proceeds to step S210, and if an affirmative determination is made, the control proceeds to step S170.

[0076] In step S170, the CPU determines whether the absolute value of the slope Gr of the vehicle traveling direction of the driving road is less than or equal to the reference slope G2 (a positive constant greater than G1). If a negative determination is made, the control proceeds to step S210, and if an affirmative determination is made, the control proceeds to step S180.

[0077] In step S180 , the CPU determines that the driver's accelerator operation is an erroneous operation. Furthermore, the CPU outputs a command signal to the engine ECU 20 to reduce the output of the engine 24 , thereby suppressing the driving force of the vehicle 102 .

[0078] In step S190, the CPU determines whether the accelerator opening AP is equal to or less than a reference value AP4 (a positive constant). If a negative determination is made, the control returns to step S180, and if an affirmative determination is made, the control proceeds to step S200.

[0079] In step S200 , the CPU outputs a command signal to the engine ECU 20 to terminate the reduction in the output of the engine 24 , thereby releasing the suppression of the driving force of the vehicle 102 .

[0080] In step S210, the CPU determines whether the elapsed time Ts since the determination in step S100 became an affirmative determination exceeds a reference elapsed time Ts1 or more (a positive constant). When a negative determination is made, this control returns to step S120. When an affirmative determination is made, in step S220, the flag F is reset to 0, and then this control temporarily ends. Further, when an affirmative determination is made in step S70 and step S210 is executed after steps S180 to S200 are executed, an affirmative determination is made in step S210.

[0081] From the above description, it can be seen that in the embodiment, when the gear position SP is in the drive gear, steps S20 to S70 and steps S180 to S200 are executed in the same manner as the conventional driving force suppression control. Thus, the driving force is suppressed when there is an accelerator misoperation.

[0082] In addition, when the gear position SP is in the N gear, a negative determination is made in step S10, and an affirmative determination is made in step S80. Further, when affirmative determinations are made in steps S90 and S100, steps S120 to S170 and steps S180 to S200 are executed, and thus, the driving force is suppressed when there is an accelerator misoperation.

[0083] <Working example of the embodiment ( Figure 3 )>

[0084] Next, with reference to Figure 3 , an example of the operation of the embodiment when the vehicle 102 is traveling downhill will be described. In addition, in Figure 3 , the first segment represents the gear position SP, the second segment represents the accelerator opening AP, the third segment represents the vehicle speed Vs, and the fourth segment represents the on / off of the driving force suppression.

[0085] As Figure 3 shows, at time point t1 when the gear position SP is in the N gear, the driver starts to rapidly step on the accelerator pedal 25 due to a misoperation. At time point t2, the accelerator opening AP becomes 100% or more of the reference value APc and this condition continues. Immediately after time point t3 when the elapsed time Tc from time point t2 is the reference elapsed time Tc1, the stepping on of the accelerator pedal 25 rapidly decreases, and at time point t3', the accelerator opening AP becomes 0%.

[0086] Furthermore, at time point t4, the gear position SP changes from the N gear to the D gear. At time point t5, the driver starts to rapidly step on the accelerator pedal 25 due to a misoperation. At time point t6, the determination in step S120 becomes an affirmative determination. From immediately after time point t6 to immediately before time point t7, the accelerator opening AP is maintained at 100%. From immediately before time point t7 to time point t7, the accelerator opening AP rapidly decreases to 0%.

[0087] At time point t8, the elapsed time Ts from time point t4 exceeds the reference elapsed time Ts1. Furthermore, immediately before time point t9, the accelerator opening AP increases relatively smoothly, and after time point t10, the accelerator opening AP becomes constant.

[0088] In the conventional driving force suppression control, steps S80 to S170 and step S210 are not executed. As Figure 3 shown, the vehicle speed Vs gradually increases due to downhill driving, and between time point t2 and time point t3, the vehicle speed Vs exceeds the reference vehicle speed Vs1. A negative determination is made in one of steps S20 to S40, and step S180 is not executed. Thus, during the period from time point t6 to time point t7, as shown by the dotted line in the fourth paragraph of Figure 3 no suppression of the driving force is performed. Therefore, it is impossible to prevent the vehicle speed Vs from rising rapidly immediately after time point t5.

[0089] In contrast, in the embodiment, when the gear position SP is in the N gear, a negative determination is made in step S10 and an affirmative determination is made in step S80, whereby the steps after step S90 are executed. For example, if the duration Tc of the condition where the accelerator opening AP is equal to or greater than the reference value AP3 exceeds the reference duration Tc1, the determination in step S90 becomes an affirmative determination. Additionally, at time point t4, the determination in step S100 becomes an affirmative determination, and the flag F becomes 1.

[0090] When the time reaches time point t6 after the elapsed time from time point t4, the determinations in steps S120 and S130 become affirmative determinations. As Figure 3 shown, if the vehicle speed Vs of the vehicle 102 is equal to or less than the reference vehicle speed Vs2, the determination in step S140 also becomes an affirmative determination. If the left and right direction indicator lights 61L and 61R are in a non-operating state and the brake is in a non-operating state, the determinations in steps S150 and S160 also become affirmative determinations. Furthermore, if the absolute value of the slope Gr of the vehicle traveling direction on the driving road surface is equal to or less than the reference slope G2, the determination in step S170 also becomes an affirmative determination.

[0091] Accordingly, steps S180 to S200 are executed to suppress the driving force during an accelerator misoperation. Thus, it is possible to prevent the vehicle speed Vs from rising sharply immediately after time point t6. Further, when the accelerator opening AP becomes equal to or less than the reference value AP4, the determination in step S190 becomes affirmative, and the suppression of the driving force is also released in step S200.

[0092] Furthermore, at time point t8 when the elapsed time Ts from time point t4 exceeds the reference elapsed time Ts1, the determination in step S210 becomes affirmative, and the flag F is reset to 0. Accordingly, an affirmative determination is made in step S10, and a negative determination is made in step S15. Thus, steps S20 and subsequent steps are executed. After time point t8, the driving force of the vehicle 102 is not suppressed, but is controlled according to the change in the accelerator opening AP. Therefore, the vehicle speed Vs rises after time point t9.

[0093] <Effect of the Embodiment>

[0094] As can be understood from the above description, according to the embodiment, when a specific condition is satisfied, at least one of the accelerator operation state determination condition and the driving state determination condition is relaxed (S130 to S170) in such a manner that it becomes easier to determine that the driver's accelerator operation is a misoperation during a preset control time Ts1. The specific condition is that, in a state where the gear SP is a non-driving gear (S80), a state where the accelerator opening AP is equal to or greater than the first reference value APc continues for more than the reference duration Tc1 (S90), and then the accelerator opening becomes equal to or less than the second reference value, and further the gear is switched to the driving gear (S100).

[0095] Accordingly, when the specific condition is satisfied, it becomes easier to determine that the driver's accelerator operation is a misoperation. Thus, compared with the case where neither the accelerator operation state determination condition nor the driving state determination condition is relaxed, it is possible to appropriately determine an accelerator misoperation and appropriately suppress the driving force.

[0096] In addition, according to the embodiment, the accelerator operation state determination conditions (S20, S30, S120, S130) include that the accelerator opening AP is equal to or greater than a third reference value (AP2, AP3). By reducing the third reference value, the determination condition is relaxed. Thus, it becomes easier to determine that the accelerator opening is equal to or greater than the third reference value.

[0097] In particular, according to an embodiment, the accelerator operation state determination conditions (S20, S30, S120, S130) include that the elapsed time Tp from when the quantity (AP and / or APd) associated with the accelerator opening becomes equal to or greater than the fourth reference value (AP1 and / or APd1) is equal to or less than the reference elapsed time Tp1 and the accelerator opening is equal to or greater than the third reference value (AP2, AP3). By decreasing the third reference value, the determination condition is relaxed. As a result, it becomes easier to determine that the elapsed time from when the quantity associated with the accelerator opening becomes equal to or greater than the fourth reference value is equal to or less than the reference elapsed time and the accelerator opening is equal to or greater than the third reference value.

[0098] In addition, according to an embodiment, the driving state determination conditions (S40 to S70, S140 to S170) include that the vehicle speed Vs is equal to or less than the vehicle speed reference values (Vs1, Vs2). Regarding the relaxation of the condition, by increasing the vehicle speed reference value, the determination condition is relaxed. As a result, it becomes easier to determine that the vehicle speed is equal to or less than the vehicle speed reference value.

[0099] In addition, according to an embodiment, the driving state determination conditions (S40 to S70, S140 to S170) include that the road surface gradient Gr is equal to or less than the reference gradient (Gr1, Gr2). By increasing the reference gradient, the determination condition is relaxed. As a result, it becomes easier to determine that the road surface gradient is equal to or less than the reference gradient.

[0100] Moreover, according to an embodiment, the driving state determination conditions (S40 to S70, S140 to S170) include that at least one of a brake operation and a direction indicator operation has not been performed during the period between the current time and the time before the current determination time (S50, S60, S150, S160). By decreasing the determination time, the determination condition is relaxed. As a result, it becomes easier to determine that at least one of a brake operation and a direction indicator operation has not been performed during the period between the current time and the time before the current determination time.

[0101] As described above, specific embodiments of the present invention have been described in detail. However, the present invention is not limited to the above-described embodiments, and various other embodiments can be implemented within the scope of the present invention, which is self-evident to those skilled in the art.

[0102] For example, in the above-described embodiment, the reference values in the determinations of steps S130 to S170 are relaxed compared to the reference values in the determinations of steps S30 to S70, respectively. However, the reference value in at least one of the determinations in steps S130 to S170 may also be the same as the reference value in the determination of the corresponding step.

[0103] In addition, in the above-described embodiments, in steps S50 and S150, requirements regarding the direction indicator are determined; in steps S60 and S160, requirements regarding the brake are determined; and in steps S70 and S170, requirements regarding the inclination of the road surface are determined. However, the determination in at least one of steps S50 to S70 may be omitted, and the determination in at least one of the corresponding steps S150 to S170 may be omitted.

[0104] In addition, in the above-described embodiments, in step S100, it is determined whether the gear position SP changes to the drive gear after the accelerator opening AP becomes 0%. That is, the second reference value related to the accelerator opening is 0%. However, the second reference value related to the accelerator opening may also be a positive constant less than AP1 which is the first reference value.

[0105] In addition, in the above-described embodiments, in step S80, it is determined whether the gear position SP is in the N range. However, step S80 may be omitted, and when a negative determination is made in step S10, that is, when it is determined that the gear position SP is not in the drive gear, the control proceeds to step S100.

[0106] Moreover, in the above-described embodiments, in steps S70 and S170, it is determined whether the absolute value of the road surface gradient Gr is less than or equal to the reference gradients G1 and G2, respectively. However, it may also be determined in step S70 whether the gradient Gr is not less than -Grn1 and not more than Grp1, and in step S170 whether the gradient Gr is not less than -Grn2 and not more than Grp2. In addition, values such as Grn1 are positive constants, and at least one of Grn2 and Grp2 is a value larger than Grn1 and Grp1, respectively.

Claims

1. A vehicle control device, The vehicle control device is provided with a determination device. When the gear is in the drive gear, the determination device makes a misoperation determination that the driver's accelerator operation is a misoperation when the accelerator operation state determination condition that determines that the driver's accelerator operation state is a predetermined accelerator operation state and the driving state determination condition that determines that the vehicle's driving state is a predetermined driving state are satisfied. The determination device is configured such that, when the gear is in a non-drive gear, if the condition where the accelerator opening is equal to or greater than a first reference value continues for more than a reference duration, and then the accelerator opening becomes equal to or less than a second reference value that is less than the first reference value, and further when the gear is switched to the drive gear, a condition relaxation is performed to make it easier to determine that the driver's accelerator operation is a misoperation within a preset control time. The condition relaxation includes relaxing at least one of the accelerator operation state determination condition and the driving state determination condition.

2. The vehicle control device according to claim 1, The accelerator operation state determination conditions include: The accelerator opening is equal to or greater than a third reference value, The condition relaxation includes: reducing the third reference value.

3. The vehicle control device according to claim 2, The accelerator operation state determination conditions include: The elapsed time from when the quantity associated with the accelerator opening becomes equal to or greater than a fourth reference value is equal to or less than a reference elapsed time, and the accelerator opening is equal to or greater than the third reference value.

4. The vehicle control device according to claim 1, The determination device acquires information on the vehicle speed, The driving state determination conditions include: The vehicle speed is equal to or less than a vehicle speed reference value, The condition relaxation includes: increasing the vehicle speed reference value.

5. The vehicle control device according to claim 1, The determination device acquires information on the road surface gradient, The driving state determination conditions include: The road surface gradient is equal to or less than a reference gradient, The condition relaxation includes: increasing the reference gradient.

6. The vehicle control device according to claim 1, The determination device acquires information on at least one of the brake operation and the direction indicator operation performed by the driver, The driving state determination conditions include: During the period between the current time and the time before the current determination time, the operation of the acquired information has not been performed, The condition relaxation includes: reducing the determination time.

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