Vehicle control device and vehicle control method

Abstract

The invention relates to a vehicle control apparatus and a vehicle control method. A control device for a vehicle is provided with: an accelerator emergency operation determination means for determining whether or not a driver of the vehicle has performed an emergency operation on an accelerator pedal; a slight collision determination unit that determines whether a slight collision has occurred in the vehicle; and a control unit that executes secondary collision damage reduction control when the accelerator sudden pressing operation determination unit determines that the accelerator pedal is subjected to the sudden pressing operation and the slight collision determination unit determines that a control execution condition of the slight collision of the vehicle is satisfied, and performs secondary collision damage reduction control when the accelerator sudden pressing operation determination unit determines that the accelerator pedal is subjected to the sudden pressing operation and the slight collision determination unit determines that the vehicle is subjected to the slight collision. The control device is provided with an in-parking-lot determination means for determining whether or not the vehicle is present in the parking lot, and changes, in accordance with the determination result of the in-parking-lot determination means, a control mode including at least one of control execution contents and control execution conditions of the secondary collision damage reduction control.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to a control device of a vehicle and a control method of a vehicle. BACKGROUND

[0002] For example, a drive assist device is disclosed in Japanese Patent Application Publication No. 2021-112982. The drive assist device implements control to generate a braking force of a host vehicle or to suppress a driving force of the host vehicle, i.e., a secondary collision damage mitigation control, in a case where a sharp depression operation of an accelerator pedal is detected and a low-level slight collision in which an airbag is not deployed is detected. SUMMARY

[0003] In a case where a driver has performed a misoperation in which the driver sharply depresses an accelerator pedal in a parking lot, the vehicle is highly likely to collide with a surrounding target object in a state in which the vehicle starts to move at an extremely low speed. Therefore, the acceleration at the time of the collision of the vehicle with the surrounding target object becomes small, and a determination condition for detecting a slight collision can not be satisfied. In addition, it is difficult to accurately determine whether the sharp depression operation of the accelerator pedal is an intentional operation of the driver or an unintentional misoperation. Therefore, in a case where the driver has intentionally suddenly operated the accelerator pedal, if the secondary collision damage mitigation control is caused to start to generate a braking force, the unnecessary start can give the driver an uncomfortable feeling. That is, it can be said that appropriate start of the secondary collision damage mitigation control leaves room for improvement.

[0004] The present disclosure seeks to appropriately start (operate) the secondary collision damage mitigation control.

[0005] A control device of a vehicle according to the present disclosure includes an accelerator sharp depression operation determination unit that determines whether a driver of the vehicle has performed a sharp depression (sudden depression) operation of an accelerator pedal, a slight collision determination unit that determines whether the vehicle has undergone a slight collision, and a control unit that, in a case where a control execution condition in which the accelerator sharp depression operation determination unit determines that the sharp depression operation of the accelerator pedal has been performed within a predetermined time and the slight collision determination unit determines that the vehicle has undergone the slight collision is satisfied, executes at least either one of driving force suppression control that suppresses a driving force of the vehicle and braking force generation control that generates a braking force of the vehicle as a secondary collision damage mitigation control. The control device is characterized by including a parking lot in determination unit that determines whether the vehicle is present in a parking lot, and changing a control mode of at least one of a control execution content and the control execution condition including the secondary collision damage mitigation control, in accordance with a determination result of the parking lot in determination unit.

[0006] The control method of the vehicle of the present disclosure, in a case where it is determined that a driver of the vehicle has performed a sudden operation on an accelerator pedal within a predetermined time and it is determined that a control execution condition in which a slight collision of the vehicle has occurred is satisfied, executes at least either one of drive force suppression control that suppresses a drive force of the vehicle and brake force generation control that causes the vehicle to generate a brake force as secondary collision damage mitigation control, characterized in that a parking lot presence determination that determines whether or not the vehicle is present in a parking lot is executed, and based on a determination result of the parking lot presence determination, a control mode of at least either one of a control execution content including the secondary collision damage mitigation control and the control execution condition is changed. BRIEF DESCRIPTION OF DRAWINGS

[0007] Features, advantages, and technical and industrial significance of exemplary embodiments of the present application will be described below with reference to the accompanying drawings, in which like numerals denote like elements, and wherein:

[0008] Figure 1 is a schematic diagram showing a hardware structure of a vehicle to which the present embodiment pertains;

[0009] Figure 2 is a schematic diagram showing a software structure of a control device to which the present embodiment pertains;

[0010] Figure 3 is a flowchart showing a routine of a parking lot presence determination process to which the present embodiment pertains;

[0011] Figure 4 is a flowchart showing a routine of processes of a slight collision determination, a sudden operation determination on an accelerator, and secondary collision damage mitigation control to which the present embodiment pertains. DETAILED DESCRIPTION

[0012] Hereinafter, with reference to the accompanying drawings, a control device of a vehicle and a control method of a vehicle to which the present embodiment pertains will be described.

[0013] Hardware structure

[0014] Figure 1 is a schematic diagram showing a hardware structure of a vehicle VH to which the present embodiment pertains. Hereinafter, the vehicle VH is sometimes referred to as a self vehicle in a case where it is necessary to distinguish from other vehicles and the like.

[0015] The vehicle VH has an ECU (Electronic Control Unit) 10. The ECU 10 is equipped with a CPU (Central Processing Unit) 11, a ROM (Read Only Memory) 12, a RAM (Random Access Memory) 13, an interface device (I / F) 14, and the like. The CPU 11 is a processor that executes various programs stored in the ROM 12. The ROM 12 is a nonvolatile memory that stores data and the like required for the CPU 11 to execute various programs. The RAM 13 is a volatile memory that provides a work area that is expanded when various programs are executed by the CPU 11. The interface device 14 is a communication device for communicating with external devices.

[0016] The ECU 10 is a device that becomes the center of performing driving assistance of the vehicle VH. The driving assistance is a concept that includes automatic driving. In the present embodiment, the ECU 10 implements secondary collision damage mitigation control described later. The secondary collision damage mitigation control is control that causes the host vehicle VH to generate a braking force to mitigate damage of a secondary collision in a case where a sudden acceleration operation is detected and a slight collision of the host vehicle VH is detected.

[0017] The "sudden acceleration operation" is an operation in which the driver steps down the accelerator pedal deeply and quickly. This sudden acceleration operation mainly occurs in a case where the driver intends to step down a brake pedal but mistakenly steps down the accelerator pedal. Hereinafter, the operation in which the driver mistakenly steps down the accelerator pedal against his or her own intention will be referred to as a misstep operation. In addition, the "slight collision" is a low-level collision in which an airbag is not deployed. The "secondary collision" refers to a situation in which the host vehicle VH further moves after a collision and even collides with another object.

[0018] Further, the vehicle VH is equipped with an airbag control device not shown, and is configured to cause an airbag to be deployed in a case where a collision of a predetermined level is detected. The airbag control device causes secondary collision damage mitigation braking to be activated at the same time as the airbag is deployed. In the present embodiment, unlike the secondary collision damage mitigation braking based on the airbag control device, the ECU 10 implements the secondary collision damage mitigation control in a case where a specific condition is detected. The case where the specific condition is detected is a case where a sudden acceleration operation is detected and a slight collision of the host vehicle VH is detected. Thus, the range of application of the secondary collision damage mitigation control can be expanded to the level of a slight collision.

[0019] To the ECU 10, a driving device 20, a steering device 21, a braking device 22, an inner environment sensor device 30, and an outer environment sensor device 40 are communicably connected. Further, to the ECU 10, a position information acquisition device 60, a map database 70, and an HMI (Human Machine Interface) 80, and the like are communicably connected.

[0020] The driving device 20 generates a driving force that is transmitted to a driving wheel of the vehicle VH. As the driving device 20, for example, an electric motor, an engine, and the like can be cited. In the present embodiment, the vehicle VH can be any one of a hybrid electric vehicle (HEV), a plug-in hybrid electric vehicle (PHEV), and a fuel cell electric vehicle (FCEV). Alternatively, the vehicle VH can also be any one of a battery electric vehicle (BEV) and an engine vehicle. The steering device 21 applies a steering force to a wheel of the vehicle VH. The braking device 22 applies a braking force to a wheel of the vehicle VH.

[0021] The inner environment sensor device 30 is a sensor group that acquires a state of the vehicle VH. The inner environment sensor device 30 is provided with a vehicle speed sensor 31, an accelerator sensor 32, a brake sensor 33, a steering angle sensor 34, a yaw rate sensor 35, an acceleration sensor 36, and the like.

[0022] The vehicle speed sensor 31 detects a traveling speed (vehicle speed) of the vehicle VH. The accelerator sensor 32 detects an operation amount of an accelerator pedal (not shown) by a driver. The brake sensor 33 detects an operation amount of a brake pedal (not shown) by the driver. The steering angle sensor 34 detects a rotation angle (steering angle) of a steering wheel or a steering shaft (not shown). The yaw rate sensor 35 detects a yaw rate of the vehicle VH. The acceleration sensor 36 detects an acceleration of the vehicle VH. The inner environment sensor device 30 transmits the state of the vehicle VH detected by each of the sensors 31 to 36 to the ECU 10 at a predetermined cycle.

[0023] The outer environment sensor device 40 is a sensor group that recognizes target object information relating to a target object around the vehicle VH. The outer environment sensor device 40 is provided with a radar sensor 41, a camera sensor 42, and the like. Here, as the target object information, for example, a surrounding vehicle, a white line of a road, a road sign, and the like can be cited.

[0024] The radar sensor 41 detects a target existing around the vehicle VH. The radar sensor 41 includes a millimeter wave radar and / or a laser radar. The millimeter wave radar emits an electric wave in a millimeter wave band, and receives a millimeter wave reflected by a target existing in a range of emission. The millimeter wave radar acquires a relative distance, a relative speed, and the like between the vehicle VH and the target, based on a phase difference between the transmitted millimeter wave and the received reflected wave, an attenuation level of the reflected wave, and a time from the transmission of the millimeter wave to the reception of the reflected wave, and the like. The laser radar acquires a shape of a target detected around the vehicle VH, a relative distance, a relative speed, and the like between the vehicle VH and the target, by sequentially scanning a pulsed laser of a wavelength shorter than a millimeter wave in a plurality of directions, and receiving reflected light reflected by the target.

[0025] The camera sensor 42 acquires target information around the vehicle VH, by photographing the surroundings of the vehicle VH and processing the photographed image data. As the camera sensor 42, for example, a digital camera having a photographing element such as a CMOS, a CCD, or the like can be used. The target information is information indicating a kind of a target detected around the vehicle VH, a relative distance and a relative speed between the vehicle VH and the target, and the like. The kind of the target can be recognized by, for example, machine learning such as pattern matching.

[0026] The outside sensor device 40 repeatedly transmits the acquired target information to the ECU 10 every predetermined time. Further, the outside sensor device 40 does not necessarily need to have both the radar sensor 41 and the camera sensor 42, and can include only the camera sensor 42, for example.

[0027] The position information acquisition device 60 acquires current position information of the vehicle VH. As the position information acquisition device 60, for example, a GPS (Global Positioning System), a GNSS (Global Navigation Satellite System), or the like provided in a navigation system not illustrated can be used. The position information acquisition device 60 transmits the acquired current position information of the vehicle VH to the ECU 10 at a predetermined cycle.

[0028] The map database 70 is a database of map information, and is stored in a storage device (a hard disk, a flash memory, or the like) provided in the vehicle VH. The map information includes, for example, position information of a public parking lot or the like. Further, the map database 70 can be stored in an external server capable of communicating with the vehicle VH. In this case, the vehicle VH can acquire the map information from the external server through a communication device not illustrated.

[0029] The HMI 80 is an interface for input and output of information between the ECU 10 and the driver, and has an input device and an output device. As the input device, a touch panel, a switch, a voice collection microphone, and the like can be given. As the output device, a display device 81, a speaker 82, and the like can be given. The display device 81 is, for example, a center display, a multi-information display, a head-up display, or the like. The speaker 82 is, for example, a speaker of an audio system and a navigation system.

[0030] Software structure

[0031] Figure 2 is a schematic view showing a software structure of the control device according to the embodiment.

[0032] As shown in Figure 2 , the ECU 10 has, as functional elements, a parking lot inside determination section 100, a slight collision determination section 110, an accelerator depression operation determination section 120, and a secondary collision damage mitigation control section 130. Each of the functional elements 100 to 130 is realized by the CPU 11 of the ECU 10 reading out a program stored in the ROM 12 into the RAM 13 and executing the program. In addition, all or a part of the functional elements 100 to 130 can be provided to an information processing device of another ECU or a facility (management center or the like) capable of communicating with the vehicle VH, separately from the ECU 10.

[0033] The parking lot inside determination section 100 determines whether or not the own vehicle VH is present in a parking lot of a public parking lot, a store, or an apartment building, or the like. Specifically, the parking lot inside determination section 100 determines that the own vehicle VH is present in the parking lot when a parking division line that divides a parking frame, such as a white line, and / or another vehicle parked in the parking frame is detected on the basis of a road surface image around the own vehicle VH captured by the camera sensor 42. In addition, sometimes the current position of the own vehicle VH is within a predetermined distance (for example, several meters) from a position of a parking lot of a public parking lot, a store, or an apartment building, or the like in map information registered in the map database 70. In this case, the parking lot inside determination section 100 determines that the own vehicle VH is present in the parking lot. The current position of the own vehicle VH is acquired by the position information acquisition device 60. The parking lot inside determination section 100 transmits the determination result to the slight collision determination section 110 and the secondary collision damage mitigation control section 130.

[0034] Figure 3is a flowchart of a routine that explains parking lot in determination processing performed by the CPU 11 of the ECU 10. This routine is started, for example, when the power switch or the ignition switch of the vehicle VH is turned on (ON) and ended when the power switch or the ignition switch is turned off (OFF). Alternatively, during the period from when the power switch or the ignition switch is turned on to when the power switch or the ignition switch is turned off, if the vehicle speed of the vehicle VH rises to a predetermined speed, the routine can be temporarily ended, and if the vehicle speed of the vehicle VH falls to the predetermined speed, the routine can be restarted.

[0035] In S100, the ECU 10 determines whether a parking division line such as a white line or another vehicle (stopped vehicle) parked is detected around the own vehicle VH based on the detection result of the camera sensor 42. In the case where a parking division line or another vehicle parked is detected (YES), the ECU 10 proceeds to the processing of S120 and determines that the own vehicle VH exists in a parking lot. On the other hand, in the case where neither a parking division line nor another vehicle parked is detected (NO), the ECU 10 proceeds to the processing of S110.

[0036] When the ECU 10 proceeds to the processing of S110, it determines whether the current position of the own vehicle VH acquired by the position information acquisition device 60 is within a predetermined distance from the position of a public parking lot, a parking lot of a store, or the like in the map information registered in the map database 70. In the case where it is within the predetermined distance, the ECU 10 proceeds to the processing of S120 and determines that the own vehicle VH exists in a parking lot. On the other hand, in the case where it is not within the predetermined distance (NO), the ECU 10 returns the routine.

[0037] The slight collision determination section 110 determines whether a slight collision has occurred. The slight collision determination section 110 stores a predetermined slight collision determination condition, and determines that a slight collision has occurred when the slight collision determination condition is satisfied. The slight collision determination section 110 transmits the determination result to the secondary collision damage mitigation control section 130.

[0038] The slight collision determination section 110 determines that the slight collision determination condition is satisfied in the case where both of the following determination conditions Al and A2 are satisfied.

[0039] • Condition Al: The acceleration G of the vehicle VH exceeds a reference acceleration threshold value Gath.

[0040] • Condition A2: The integrated value ∫G of the acceleration G of the vehicle VH exceeds a reference integrated threshold value ∫Gath.

[0041] The slight collision determination section 110 determines that the host vehicle VH has undergone a slight collision when the condition Al is satisfied and the condition A2 is satisfied. The acceleration G of the vehicle VH is acquired by the acceleration sensor 36. The acceleration G of the vehicle VH and the integral value of the acceleration G, ∫G, are used as a collision index value that indicates the degree of collision of the host vehicle VH.

[0042] The integral value of the acceleration G, ∫G, is, for example, a value obtained by integrating the acceleration G during a period from a start timing to an end timing shown below. The start timing is a timing at which the interval integral value of the acceleration G (the integral value of the acceleration G, ∫G, in a predetermined interval width) exceeds an interval integral threshold value. The end timing is a timing at which a predetermined time elapses from when the interval integral value of the acceleration G is lower than the interval integral threshold value. The slight collision determination section 110 detects the start timing and the end timing by repeatedly operating the above-described interval integral value at a predetermined operation cycle.

[0043] The reference acceleration threshold value Gath and the reference integral threshold value ∫Gath in the determination conditions Al, A2 are set to values lower than a collision level at which the airbag control device deploys the airbag. Therefore, it is possible to determine the occurrence of a slight collision by this slight collision determination condition. For example, in a case where the host vehicle VH is running on a poor road, the acceleration G can exceed the reference acceleration threshold value Gath momentarily. Therefore, if it is intended to determine whether or not a slight collision has occurred by the determination condition Al alone, it is difficult to accurately distinguish a slight collision from poor road running. On the other hand, in a case where a slight collision has occurred, the integral value of the acceleration G, ∫G, becomes a large value compared to when running on a poor road. Thus, in the present embodiment, by adding the determination condition A2, it is possible to make the determination result of whether or not a slight collision has occurred as little as possible to be affected by poor road running.

[0044] Here, a case is considered in which the driver performs a misfoot operation of sharply stepping on the accelerator pedal in a state where the vehicle VH is present in a parking lot. In this case, the possibility that the vehicle VH collides with a surrounding target at an extremely low speed is high, and the acceleration at the time of collision also becomes small. Therefore, even if the vehicle VH actually collides with a surrounding target in the parking lot, it is possible that the above-described determination conditions Al, A2 are not satisfied, and a slight collision is not determined to have occurred. On the other hand, if the determination conditions Al, A2 are relaxed in all cases, there is a problem that, for example, in a case where the vehicle VH is running on a poor road, and the like, the slight collision determination condition is easily satisfied. Thus, the slight collision determination section 110 relaxes the determination conditions Al, A2 only in a case where the parking lot presence determination section 100 determines that the host vehicle VH is present in the parking lot.

[0045] Specifically, the slight collision determination part 110 corrects the reference acceleration threshold value Gath to a smaller acceleration threshold value Gbth (Gbth < Gath) in a case where it is determined that the host vehicle VH is present inside the parking lot. Hereinafter, the acceleration threshold value Gbth will be referred to as a "corrected acceleration threshold value". In addition, the slight collision determination part 110 corrects the reference integral threshold value ∫Gath to a smaller integral threshold value ∫Gbth (∫Gbth < ∫Gath) in a case where it is determined that the host vehicle VH is present inside the parking lot. Hereinafter, the integral threshold value ∫Gbth will be referred to as a "corrected integral threshold value". As such, in a case where it is determined that the host vehicle VH is present inside the parking lot, by relaxing the determination conditions Al, A2, even in a case where the vehicle VH has collided with a surrounding target object at an extremely low speed, a slight collision can be effectively determined. In addition, by relaxing the determination conditions Al, A2 only inside the parking lot, it is possible to effectively prevent a change in acceleration of the vehicle VH when the vehicle VH is traveling on a poor road or the like from being erroneously determined as a slight collision.

[0046] The accelerator depression operation determination part 120 determines whether or not an accelerator depression operation has been performed in order to estimate whether or not a misoperation of the driver has occurred. The accelerator depression operation determination part 120 stores an accelerator depression operation determination condition that is set in advance, and determines that an accelerator depression operation has been performed when the accelerator depression operation determination condition is satisfied. The accelerator depression operation determination part 120 transmits the determination result to the secondary collision damage mitigation control part 130.

[0047] The accelerator depression operation determination condition is set as follows.

[0048] • Condition Bl: The accelerator pedal operation amount AC is equal to or greater than a threshold value ACthl, and the accelerator pedal operation speed ACV is equal to or greater than a threshold value ACVth.

[0049] • Condition B2: The accelerator pedal operation amount AC becomes equal to or greater than a threshold value ACth2 within a set time Tth (predetermined time of the present disclosure) from when Condition Bl is satisfied. The threshold value ACth2 is set to a value that is greater than the threshold value ACthl.

[0050] The accelerator depression operation determination part 120 determines that the accelerator depression operation determination condition is satisfied and determines that an accelerator depression operation has been performed when Condition B2 is satisfied. The accelerator pedal operation amount AC indicates the accelerator operation amount detected by the accelerator sensor 32. The accelerator pedal operation speed ACV indicates the amount of change in the accelerator pedal operation amount AC per unit time, that is, the differential value of the accelerator pedal operation amount AC. Furthermore, the accelerator depression operation determination condition may, for example, be only Condition Bl.

[0051] The accelerator depression operation end determination condition is set as follows.

[0052] • The accelerator pedal operation amount AC falls below a threshold value ACth3.

[0053] The threshold value ACth3 is set to a value smaller than the threshold value ACthl and at which the accelerator pedal returns to a low opening position (e.g., several percent). The accelerator kick operation determination portion 120 determines that the accelerator kick operation ends when the accelerator kick operation end determination condition is satisfied. The accelerator kick operation determination portion 120 transmits the determination result to the secondary collision damage mitigation control portion 130 when the accelerator kick operation end determination condition is satisfied.

[0054] The accelerator kick operation determination portion 120 transmits an accelerator kick operation notification instruction to the HMI 80 during the period in which it is determined that the accelerator kick operation is being performed. The HMI 80 outputs a warning sound (e.g., a beep) from the speaker 82 and displays a warning screen that prompts the driver to move his foot away from the accelerator pedal on the display device 81 during the period in which the accelerator kick operation notification instruction is received.

[0055] The secondary collision damage mitigation control portion 130 implements secondary collision damage mitigation control that mitigates secondary collision damage of the host vehicle VH by causing the host vehicle VH to generate a braking force and suppressing a driving force. In the present embodiment, the secondary collision damage mitigation control portion 130 implements both braking force generation control and driving force suppression control as the secondary collision damage mitigation control. The braking force generation control is control that operates the brake device 22 in such a manner that a desired requested deceleration for mitigating secondary collision damage is obtained. Thus, the host vehicle VH can be forcibly decelerated without requiring the driver's brake pedal operation. The driving force suppression control is control that limits the output torque of the drive device 20. Thus, even if the driver depresses the accelerator pedal, the host vehicle VH can be suppressed from accelerating in response to the driver's requested torque.

[0056] The secondary collision damage mitigation control portion 130 executes the secondary collision damage mitigation control when the host vehicle VH is determined to have undergone a slight collision by the slight collision determination portion 110 and the accelerator kick operation is determined to have been performed by the accelerator kick operation determination portion 120. Thus, secondary collision damage can be effectively mitigated when the host vehicle VH has undergone a slight collision. The secondary collision damage mitigation control portion 130 ends the secondary collision damage mitigation control when the accelerator kick operation is determined to have ended by the accelerator kick operation determination portion 120 after the secondary collision damage mitigation control is executed.

[0057] Further, if both the brake force generation control and the drive force suppression control are executed as the secondary collision damage mitigation control when the secondary collision damage mitigation control is executed, for example, if in the case where the host vehicle VH is present in the parking lot, since the possibility that the driver unintentionally performs a misoperation of stepping on the accelerator pedal is high, it is possible to effectively mitigate the secondary collision damage. However, in the case where the host vehicle VH is not present in the parking lot, the sudden operation of the driver on the accelerator can also be an operation for avoiding a collision with other vehicles for the purpose of mitigating damage. If the brake force generation control is also executed as the secondary collision damage mitigation control in this case, the driver can feel discomfort due to unnecessary work of the brake.

[0058] Thus, the secondary collision damage mitigation control section 130 sets the brake force work permission flag F to ON (F = 1) only in the case where it is determined by the parking lot presence determination section 100 that the host vehicle VH is present in the parking lot. That is, in the case where it is determined by the slight collision determination section 110 that the host vehicle VH has undergone a slight collision and it is determined by the accelerator depression operation determination section 120 that an accelerator depression operation has been performed, the secondary collision damage mitigation control section 130 executes both the brake force generation control and the drive force suppression control as the secondary collision damage mitigation control only in the case where the brake force work permission flag F is set to 1 (F = 1) (in the case where the host vehicle VH is present in the parking lot). On the other hand, even in the case where it is determined by the slight collision determination section 110 that the host vehicle VH has undergone a slight collision and it is determined by the accelerator depression operation determination section 120 that an accelerator depression operation has been performed, the secondary collision damage mitigation control section 130 executes only the drive force suppression control as the secondary collision damage mitigation control in the case where the brake force work permission flag F is cleared (F = 0) (in the case where the host vehicle VH is not present in the parking lot). Thus, it is possible to effectively suppress unnecessary work of the brake force generation control.

[0059] Figure 4 is a flowchart of a routine that explains processing of the slight collision determination, the accelerator depression operation determination, and the secondary collision damage mitigation control performed by the CPU 11 of the ECU 10. This routine is executed in parallel with the routine of the parking lot presence determination processing shown in Figure 3

[0060] In S200, the ECU 10 determines whether or not a parking lot presence condition is established, the parking lot presence condition being that the host vehicle VH is present in the parking lot. Figure 3 ​The in-parking lot determination processing shown determines the condition under which the host vehicle VH exists in the parking lot. In S200, in the case where the in-parking lot condition is established (YES), the ECU 10 proceeds to the processing of S210. In S210, the above-described determination conditions Al, A2 are relaxed. That is, the reference acceleration threshold Gath is changed to the corrected acceleration threshold Gbth, and the reference integral threshold ∫Gath is changed to the corrected integral threshold ∫Gbth. Next, the processing of S220 is entered, and the brake force operation permission flag F is set (F = 1). Further, the processing of S210 and S220 does not have a particular order, and can be performed simultaneously.

[0061] On the other hand, in S200, in the case where the in-parking lot condition is not established (NO), the ECU 10 proceeds to the processing of S225, and clears the brake force operation permission flag F (F = 0).

[0062] When proceeding to the processing of S230 from S220 or S225, the ECU 10 determines whether the slight collision determination condition is established, that is, whether the above-described conditions Al and A2 are established. At this time, in the case of proceeding to the processing of S230 from S220, the ECU 10 determines based on the corrected acceleration threshold Gbth and the corrected integral threshold ∫Gbth (relaxed conditions). In the case of proceeding to the processing of S230 from S225, the ECU 10 determines based on the reference acceleration threshold Gath and the reference integral threshold ∫Gath. In the case where the slight collision determination condition is established (YES), the ECU 10 proceeds to the processing of S240. On the other hand, in the case where the slight collision determination condition is not established (NO), the ECU 10 returns from the routine.

[0063] In S240, the ECU 10 determines whether the accelerator depression operation determination condition is established, that is, whether the above-described conditions Bl and B2 are established. In the case where the accelerator depression operation determination condition is established (YES), the ECU 10 proceeds to the processing of S250. On the other hand, in the case where the accelerator depression operation determination condition is not established (NO), the ECU 10 returns from the routine. Further, the processing of S230 and S240 does not have a particular order, and can be performed simultaneously.

[0064] In S250, the ECU 10 determines whether the brake force operation permission flag F is set to 1 (F = 1). In the case where the brake force operation permission flag F is set to 1 (YES), that is, in the case where the host vehicle VH exists in the parking lot, the ECU 10 proceeds to the processing of S260, and executes both the brake force generation control and the drive force suppression control as the secondary collision damage mitigating control. On the other hand, in the case where the brake force operation permission flag F is not set to 1 (NO), that is, in the case where the host vehicle VH does not exist in the parking lot, the ECU 10 proceeds to the processing of S270, and executes only the drive force suppression control as the secondary collision damage mitigating control.

[0065] In S280, the ECU 10 determines whether or not the accelerator depression operation is ended. In the case where the accelerator depression operation is not ended (NO), the ECU 10 repeatedly performs the determination of S280. That is, the secondary collision damage mitigating control is continuously executed. On the other hand, in the case where the accelerator depression operation is ended (YES), the ECU 10 proceeds to the process of S290, cancels the secondary collision damage mitigating control, and returns the present routine.

[0066] The above describes the control device of the vehicle and the control method of the vehicle according to the present embodiment, but the present disclosure is not limited to the above-described embodiment, and various modifications can be made without departing from the object of the present disclosure.

Claims

1. A control device of a vehicle, comprising: a sudden acceleration operation determination unit that determines whether or not a driver of the vehicle has performed a sudden acceleration operation on an accelerator pedal; a slight collision determination unit that determines whether or not the vehicle has undergone a slight collision; and a control unit that, in a case where a control execution condition in which the sudden acceleration operation determination unit determines that the sudden acceleration operation on the accelerator pedal has been performed within a predetermined time and the slight collision determination unit determines that the vehicle has undergone the slight collision is satisfied, executes at least either one of drive force suppression control that suppresses a drive force of the vehicle and brake force generation control that causes a brake force of the vehicle to be generated as a secondary collision damage mitigation control, the control device comprising a parking lot presence determination unit that determines whether or not the vehicle is present in a parking lot, and a control mode changing unit that changes at least either one of a control execution content including the secondary collision damage mitigation control and the control execution condition in accordance with a determination result of the parking lot presence determination unit.

2. The control device of the vehicle according to claim 1, wherein, in a case where the parking lot presence determination unit determines that the vehicle is present in the parking lot, a threshold used by the slight collision determination unit to make a determination is changed so that the slight collision is more likely to be determined to have occurred than in a case where the parking lot presence determination unit does not determine that the vehicle is present in the parking lot.

3. The control device of the vehicle according to claim 1, wherein, in a case where the control execution condition is satisfied, in a case where the parking lot presence determination unit determines that the vehicle is present in the parking lot, the brake force generation control as the secondary collision damage mitigation control is allowed to be executed, and in a case where the parking lot presence determination unit does not determine that the vehicle is present in the parking lot, the brake force generation control as the secondary collision damage mitigation control is not allowed to be executed.

4. A control method of a vehicle, in a case where a control execution condition in which a driver of the vehicle has performed a sudden acceleration operation on an accelerator pedal within a predetermined time and the vehicle has undergone a slight collision is determined to be satisfied, at least either one of drive force suppression control that suppresses a drive force of the vehicle and brake force generation control that causes a brake force of the vehicle to be generated is executed as a secondary collision damage mitigation control, a parking lot presence determination that determines whether or not the vehicle is present in a parking lot is performed, and a control mode is changed in accordance with a determination result of the parking lot presence determination, the control mode including at least either one of a control execution content including the secondary collision damage mitigation control and the control execution condition. ​ ​ ​ ​ ​ ​ ​ ​ ​ ​

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