Vehicle control device

Abstract

The vehicle control unit 1 performs drive torque limiting processing if the duration of a state where the accelerator pedal depress depth or its rate of increase exceeds a threshold exceeds a misoperation judgment threshold. The vehicle control unit 1 includes a sensor for acquiring the slope difference (or gradient difference) of the road surface in the direction of travel of the vehicle and the preceding moving object. In scenarios where the vehicle is entering an uphill slope, the larger the gradient difference, the larger the value assigned to the misoperation judgment threshold by the vehicle control unit 1.

Description

Technical Field

[0001] The present invention relates to a vehicle control device that, when it is determined that the accelerator pedal of the vehicle has been mistakenly pressed, controls the vehicle to limit the driving torque applied to the drive wheels of the vehicle to below a predetermined value.

[0002] Background Technology

[0003] A vehicle control device has been proposed in the past that, when it is determined that the accelerator pedal of the vehicle has been accidentally pressed, controls the vehicle to limit the driving torque applied to the drive wheels of the vehicle to a predetermined value or less (for example, see Patent Document 1 below). In this vehicle control device (hereinafter referred to as the "conventional device"), the processor determines that the accelerator pedal has been accidentally pressed when the vehicle's speed is below a threshold and the distance between the vehicle and other vehicles (progressive vehicles) in front of the vehicle is below a threshold, and the accelerator opening exceeds the threshold. Furthermore, in this case, the processor controls the drive unit (transmission) to ensure that the driving torque applied to the drive wheels is below a predetermined value (upper limit value) (drive torque limiting processing). This suppresses a sudden increase in torque applied to the drive wheels of the vehicle (rapid acceleration), reducing the risk of contact between the vehicle and the preceding vehicle.

[0004] Existing technical documents:

[0005] Patent documents

[0006] Patent Document 1: Japanese Patent Application Publication No. 2020-147142 Summary of the Invention

[0007] However, consider the following scenario: the vehicle enters an uphill slope at a relatively low speed (a scenario where the road gradient increases (hereinafter referred to as the "uphill entry scenario")), and the driver intentionally depresses the accelerator pedal relatively deeply to apply sufficient driving torque to the drive wheels in order to allow the vehicle to smoothly begin climbing the slope (without sudden deceleration). In this scenario, it is preferable that the torque applied to the drive wheels is not limited below a predetermined value. However, regardless of whether the current scenario meets the requirements of the uphill entry scenario, the processor of the existing device performs drive torque limiting processing when the above three conditions (conditions related to the vehicle's speed, conditions related to the distance between the vehicle and the preceding moving body, and conditions related to the accelerator opening) are met. Therefore, according to the existing device, in the uphill entry scenario, it is possible to limit the torque of the vehicle's drive wheels against the driver's intention.

[0008] One objective of the present invention is to provide a vehicle control device that has the function of limiting the torque of the vehicle's drive wheels to a predetermined value or less when it is determined that the accelerator pedal has been accidentally pressed, and can suppress situations where the torque of the vehicle's drive wheels is limited to a predetermined value or less against the driver's intention when the vehicle is entering an uphill situation.

[0009] To achieve the above objectives, the vehicle control device (1) of the present invention comprises: an on-board sensor (20) for acquiring information related to the distance between the vehicle and the moving object, information related to the speed of the vehicle, and information related to the operation of the accelerator pedal of the vehicle; and a processor (10) configured to perform a drive torque limiting process when, under the condition that the speed of the vehicle (sp0) is below a threshold (sp0th) and the distance between the vehicle and the moving object (Δd) is below a threshold (Δdth), and the duration (Δt) of the state in which the depth of the accelerator pedal (AD) or its rate of increase (ADr) exceeds a threshold (ADth / ADrth) exceeds a predetermined misoperation determination threshold (Δtth), the drive torque limiting process controls the drive device and / or the braking device to limit the drive torque applied to the drive wheels of the vehicle to a predetermined value or below.

[0010] The vehicle-mounted sensor includes a sensor for obtaining a slope difference, which is the difference between the slope of the road surface in the direction of travel of the vehicle and the forward moving object, and the slope of the area where the forward moving object is located and the slope of the area where the vehicle is located. The processor is configured such that, in the scenario where the vehicle enters an uphill situation, the larger the slope difference, the larger the value assigned to the erroneous operation judgment threshold.

[0011] When the vehicle is traveling at a relatively low speed and the distance between the vehicle and the moving object in front is relatively small, the possibility of the driver accidentally pressing the accelerator pedal is high if the accelerator pedal is depressed deeply (or the rate of increase in pedal depth is large) for an extended period. Therefore, in this situation, the processor of the vehicle control device of the present invention performs drive torque limiting processing. This suppresses the vehicle from excessively approaching the moving object in front. Here, the possibility of the driver intentionally pressing the accelerator pedal deeply is high when the vehicle begins to go uphill. In particular, when the gradient difference is relatively large, the possibility of the driver pressing the accelerator pedal quite deeply and maintaining this state for a relatively long time is high. Therefore, in the scenario where the vehicle enters an uphill situation, the processor of the vehicle control device of the present invention assigns a larger value to the misoperation judgment threshold as the gradient difference increases. That is, the start timing of the drive torque limiting processing is adjusted according to the gradient difference. Furthermore, the larger the gradient difference, the larger the delay time assigned to the start timing of the drive torque limiting processing. This can suppress the execution of drive torque limiting processing against the driver's intention at the moment when the vehicle begins to go uphill (the moment when the driver intentionally presses the accelerator pedal deeply and immediately afterwards).

[0012] In a vehicle control device according to one aspect of the present invention, the processor is configured such that, in the scenario, the greater the speed of the vehicle at the time point at which the gradient difference is obtained, the smaller the value assigned to the erroneous operation judgment threshold.

[0013] The higher the vehicle's speed just before entering an uphill climb, the greater its kinetic energy at that moment. Thus, with a relatively high kinetic energy before starting the uphill climb, the vehicle can smoothly (without sudden deceleration) begin its ascent by using that energy. Therefore, in this situation, the driver does not need to maintain a deep press on the accelerator pedal for as long. However, in this situation (where the vehicle's speed is relatively high before starting the uphill climb), the risk of the vehicle making contact with a moving object due to accidental pressing of the accelerator pedal increases.

[0014] The higher the vehicle's speed at the moment the gradient difference is obtained, the smaller the value allocated to the erroneous operation judgment threshold (the delay time for the start timing of the drive torque limiting process) by the processor of the vehicle control device involved in this method. That is, according to the vehicle control device involved in this method, the start timing of the drive torque limiting process is adjusted based on the vehicle's speed before it enters the uphill section.

[0015] In other embodiments of the present invention, the vehicle control device includes a mapping (ML / MS) that corresponds to the maximum output of the drive unit of the vehicle. The multiple mappings are designed according to the maximum output of the drive unit and represent the relationship between the gradient difference and a threshold of the duration. The processor is configured to determine the misoperation judgment threshold by referring to the mapping.

[0016] The maximum output of the vehicle's drive unit (the torque generated by the drive unit when the accelerator pedal is depressed to its maximum depth (100%)) varies depending on the vehicle model (vehicle specifications). When the maximum output of the drive unit is relatively large, the driving torque applied to the vehicle's drive wheels due to accidental accelerator pedal depressing is high, increasing the risk of the vehicle rapidly accelerating and approaching or contacting a moving object. Therefore, in this situation (when the maximum output of the drive unit is relatively large), it is preferable to minimize the timing delay of the start of the drive torque limiting process in uphill entry scenarios. Thus, the vehicle control device of this method utilizes a mapping corresponding to the specifications (maximum output of the drive unit) of the vehicle's drive unit from among various mappings corresponding to the magnitude of the drive unit's maximum output. Consequently, the value most suitable for the maximum output of the vehicle's drive unit is assigned to the misoperation judgment threshold. Furthermore, compared to the misoperation judgment threshold when the maximum output of the drive device is relatively small, the misoperation judgment threshold when the speed is "σ" and the slope difference is "θ" should be smaller when the maximum output is relatively large. Attached Figure Description

[0017] Figure 1 This is a block diagram of a vehicle control device according to one embodiment of the present invention.

[0018] Figure 2 It is a timing diagram that represents changes in the accelerator pedal depth, changes in gradient difference, and the start timing of drive torque limiting processing.

[0019] Figure 3 This is an example of a mapping that represents the relationship between the vehicle's speed, gradient difference, and the duration of the state where the accelerator pedal depth exceeds a threshold (the start timing of the drive torque limiting process).

[0020] Figure 4 This is an example of a mapping used when the maximum output of the drive device is large and a mapping used when the maximum output of the drive device is small.

[0021] Figure 5 This is a flowchart of the first program executed by the CPU to implement the drive torque limiting function.

[0022] Figure 6 This is a flowchart of the second program executed by the CPU to implement the drive torque limiting function. Detailed Implementation

[0023] (summary)

[0024] One embodiment of the present invention relates to a vehicle control device 1 applied to a vehicle V0 (hereinafter referred to as "the vehicle") equipped with an autonomous driving function. The vehicle control device 1 includes a drive torque limiting function that, in a state where the autonomous driving function is disabled (a state where the driver actively performs driving operations), controls the drive unit, etc., to reduce the torque of the drive wheels to a predetermined value or less when a predetermined condition (a condition used to determine that the accelerator pedal has been accidentally pressed) is met. Furthermore, the vehicle control device 1 includes a delay function that delays the start time of the drive torque limiting function's operation when the vehicle enters an uphill scenario (a scenario where the road surface gradient increases).

[0025] (Specific composition)

[0026] like Figure 1 As shown, the vehicle control device 1 includes an ECU 10, on-board sensors 20, a drive unit 30, and a braking device 40.

[0027] ECU10 includes a microcomputer with CPU10a, ROM10b, RAM10c, timer 10d, etc. ECU10 is connected to other ECUs via CAN (communication network).

[0028] The vehicle-mounted sensors 20 include millimeter-wave radar 21, camera 22, speed sensor 23, and accelerator pedal sensor 24.

[0029] The millimeter-wave radar 21 includes a transceiver unit and a signal processing unit (not shown). The transceiver unit radiates millimeter-wave radio waves (hereinafter referred to as "millimeter waves") to the vicinity of the vehicle and receives millimeter waves (reflected waves) reflected by three-dimensional objects (e.g., vehicles traveling in front) located within the radiation range. The signal processing unit calculates the distance between the vehicle and the three-dimensional object, the direction of the three-dimensional object relative to the vehicle, and the speed of the three-dimensional object relative to the vehicle based on the time from the time the transceiver unit radiates the millimeter waves to the time the reflected waves are received, the phase difference between the transmitted millimeter waves and the received reflected waves, and the attenuation level of the reflected waves, and provides the calculation results (object information) to the ECU 10.

[0030] Camera 22 includes an imaging device. The imaging device may incorporate imaging elements such as a CCD (charge-coupled device) or a CIS (CMOS image sensor). The imaging device is, for example, located on the front of the vehicle. Each imaging device captures image data of the area in front of the vehicle at a predetermined frame rate. Camera 22 also includes an image analysis device. The image analysis device sequentially acquires image data from each imaging device. The image analysis device analyzes the acquired image data to obtain information related to objects located around the vehicle. For example, the image analysis device identifies the type of object located in front of the vehicle (e.g., the taillights of a vehicle in front) and provides this identification result (e.g., the position (coordinates) of the taillights of the vehicle in front in the acquired image) to ECU 10.

[0031] Speed ​​sensor 23 detects the rotational speed (wheel speed) of each wheel and calculates the vehicle's speed sp0 (measured value) based on the wheel speed. Speed ​​sensor 23 provides the calculation result to ECU 10.

[0032] Accelerator pedal sensor 24 detects the accelerator pedal depth AD (accelerator opening) and provides the detection result to ECU 10.

[0033] The drive unit 30 applies drive torque to the drive wheels. The drive unit 30 includes an engine ECU, an internal combustion engine, a transmission, and a transmission mechanism that transmits the torque from the output shaft of the transmission to the drive wheels. The engine ECU obtains information (target value) indicating the target drive torque from other ECUs (ECU 10). The engine ECU drives the actuator of the throttle valve of the internal combustion engine to make the drive torque applied to the drive wheels match the target value.

[0034] Furthermore, when the vehicle using vehicle control device 1 is a hybrid electric vehicle (HEV), the engine ECU can adjust the output (drive torque) of either or both of the "internal combustion engine and electric motor" that serve as the vehicle's drive source. Conversely, when the vehicle using vehicle control device 1 is a battery electric vehicle (BEV), an electric motor ECU that adjusts the output (drive torque) of the "electric motor" that serves as the vehicle's drive source is used instead of the engine ECU.

[0035] Braking device 40 applies braking force to the wheels (brake discs). Braking device 40 includes a brake ECU, brake calipers, etc. The brake caliper includes an actuator that presses the brake pads against the brake disc. The brake ECU obtains information (target value) representing the target braking force from other ECUs. The brake ECU drives the actuator of the brake caliper to make the braking force applied to the wheels (brake discs) match the target value.

[0036] (Work)

[0037] The vehicle control device 1 has the following function (drive torque limiting function): in the event that the accelerator pedal is accidentally pressed, it controls the drive device 30 and / or the braking device 40 to limit the drive torque applied to the drive wheels to a predetermined value or below.

[0038] (Drive torque limiting function)

[0039] When the vehicle's speed sp0 is relatively low (e.g., below 10 km / h (just after the vehicle has started moving from a stop)), it is rare for the driver to maintain a deep press on the accelerator pedal and cause the vehicle to continue accelerating, even when there are vehicles (or pedestrians, bicycles, etc.) moving in front. That is, in this situation, the possibility of the driver accidentally pressing the accelerator pedal is high. Therefore, based on information obtained from the onboard sensors 20, the ECU 10 sequentially determines whether the following conditions X (conditions X1 to X3) and condition Y are met.

[0040] (X1) ... The speed sp0 of this vehicle is below the threshold sp0th.

[0041] (X2) ... The distance Δd between this vehicle and the moving object in front is below the threshold Δdth.

[0042] (X3) ... The accelerator pedal depth AD exceeds the threshold ADth.

[0043] (Y) ... The duration Δt of the states where conditions X1, X2 and X3 are true exceeds the threshold Δtth (error judgment threshold).

[0044] If condition Y is met, ECU10 determines that the accelerator pedal of the vehicle has been mistakenly pressed. In this case, ECU10 controls the drive unit 30 in a manner that reduces the drive torque applied to the drive wheels of the vehicle to a predetermined value (drive torque limiting process). For example, as a drive torque limiting process, ECU10 controls the throttle actuator in a manner that reduces the output of the drive unit 30 to "0".

[0045] However, as mentioned above, in the uphill entry scenario, there is a high probability that the driver will intentionally maintain a deep press of the accelerator pedal to apply sufficient torque to the drive wheels in order to initiate the uphill climb. In this scenario, it is preferable that the torque applied to the drive wheels is not limited to a predetermined value. Therefore, as explained below, the ECU 10 has a function to delay the timing of the start of the drive torque limiting process in the uphill entry scenario (a function to prohibit the execution of the drive torque limiting process for a predetermined period after the driver depresses the accelerator pedal deeply) (see reference). Figure 2 ).

[0046] (Delay function)

[0047] Based on information obtained from the vehicle-mounted sensor 20, the ECU 10 sequentially obtains the difference (slope difference Δsd) between the road slope at the current location and the road slope at a location slightly ahead. As a method for obtaining the slope difference Δsd, for example, the method disclosed in Japanese Patent Application Publication No. 2012-088217 can be used. That is, the ECU 10 sequentially obtains the position (coordinate of the vertical axis of the image) of the taillights of the preceding vehicle in an image obtained by the camera 22 capturing the area in front of the vehicle. Furthermore, the ECU 10 obtains the slope difference Δsd based on the position of the taillights in the aforementioned image (and the distance between the vehicle and the preceding vehicle obtained from the millimeter-wave radar 21). In addition, if there is a pedestrian or bicycle moving in front of the vehicle, the slope difference Δsd can also be obtained based on the coordinates of the head of the pedestrian or cyclist in the aforementioned image.

[0048] Here, the larger the gradient difference Δsd, the greater the energy (drive torque × time (integral value of drive torque)) required from the drive unit to initiate the uphill climb. However, the higher the vehicle's speed sp0 just before entering the uphill section, the greater its kinetic energy at that moment. Thus, with a relatively high kinetic energy before the vehicle begins the uphill climb, by using that kinetic energy for initiating the climb, the vehicle can smoothly (without sudden deceleration) begin the climb. Therefore, in this case, the driver does not need to maintain a deep press on the accelerator pedal for as long. Furthermore, in this situation (where the vehicle's speed sp0 just before the uphill climb is relatively high), the risk of the vehicle making contact with the moving object increases due to accidental pressing of the accelerator pedal, causing the vehicle to approach the moving object abruptly.

[0049] Therefore, in addition to the gradient difference Δsd, ECU10 also determines the start timing of the drive torque limiting process based on the speed sp0. Specifically, as follows... Figure 2 As shown, a mapping M representing the relationship between speed sp0, gradient difference Δsd, and threshold Δtth is stored in ROM 10b. ECU 10 refers to this mapping M to determine the value assigned to threshold Δtth. For example, as... Figure 3As shown, mapping M includes mapping M1 used when the speed sp0 is relatively small and mapping M2 used when the speed sp0 is relatively large. As illustrated, mapping M is designed such that the larger the gradient difference Δsd, the larger the value assigned to the threshold Δtth, and the larger the speed sp0, the smaller the value assigned to the threshold Δtth. That is, for example, the threshold Δtth is larger in the case where the speed sp0 is below 5 km / h and the gradient difference Δsd is below 5 degrees (first example) compared to the threshold Δtth in the case where the speed sp0 is also below 5 km / h and the gradient difference Δsd exceeds 10 degrees (second example), as in the first example. In addition, for example, compared with the threshold Δtth of the case where the slope difference Δsd is less than "5 (deg)" and the speed sp0 is less than "5 (km / h)" (the third case), the threshold Δtth of the case where the slope difference Δsd is also less than "5 (deg)" and the speed sp0 exceeds "5 (km / h)" (the fourth case) is smaller. Figure 3 The mapping diagram is an example, and the speed sp0 and gradient difference Δsd can be further subdivided.

[0050] Furthermore, the maximum output of the vehicle's drive unit (the torque generated by the drive unit when the accelerator pedal is depressed to its maximum depth (100%)) varies depending on the vehicle model (vehicle specifications). When the maximum output of the drive unit is relatively high, the drive torque applied to the vehicle's drive wheels due to incorrect accelerator pedal depressing is large, causing the vehicle to accelerate rapidly and approach the vehicle ahead abruptly, increasing the risk of collision. Therefore, in this situation (when the maximum output of the drive unit is relatively high), it is preferable to minimize the timing delay of the start of the drive torque limiting process in uphill entry scenarios. Therefore, as... Figure 4 As shown, during the design phase of various vehicles, multiple mappings (mapping ML / mapping MS) corresponding to the maximum output size (large / small) of the drive unit are pre-designed. Among them, the mapping M (mapping ML / mapping MS) corresponding to the specifications of the drive unit 30 of this vehicle (the maximum output of the drive unit 30) can be stored in ROM10b. Furthermore, as shown in the figure, for example, compared with the threshold Δtth when the maximum output Pmax is "small", that is, when the speed sp0 is "5 (km / h)" or less and the gradient difference Δsd is "5 (deg)" or less (the fifth example), the threshold Δtth when the maximum output Pmax is "large", that is, when the speed sp0 is also "5 (km / h)" or less and the gradient difference Δsd is "5 (deg)" or less (the sixth example), is smaller.

[0051] Next, refer to Figure 5 as well as Figure 6The programs PR1 and PR2 executed by the CPU 10a (hereinafter referred to as "CPU") of the ECU 10 to realize the functions of the vehicle control device 1 (drive torque limiting function and delay function) will be described. When the ignition switch is on, the CPU executes program PR1 at a predetermined cycle. In addition, when the CPU detects that the ignition switch has changed from off state to on state, it starts executing program PR2.

[0052] (Program PR1)

[0053] The CPU starts executing program PR1 from step 100 and proceeds to step 101.

[0054] In step 101, the CPU obtains the vehicle's speed sp0 from the speed sensor 23. Next, the CPU proceeds to step 102.

[0055] In step 102, the CPU obtains the slope difference Δsd based on the information obtained from camera 22. Next, the CPU proceeds to step 103.

[0056] In step 103, the CPU reference map M ( Figure 3 The CPU obtains the value (delay time) corresponding to the speed sp0 and the slope difference Δsd, and assigns this value to the threshold Δtth. Next, the CPU proceeds to step 104.

[0057] In step 104, the CPU terminates the execution of program PR1.

[0058] (Program PR2) The CPU starts executing program PR2 from step 200 and proceeds to step 201.

[0059] In step 201, the CPU resets timer 10d's output (the measurement result of time Δt) (setting time Δt to "0") and begins the measurement of time Δt. Next, the CPU proceeds to step 202.

[0060] In step 202, the CPU determines whether the vehicle's speed sp0 is within a predetermined low-speed region (whether condition X1 (0 < sp0 ≤ sp0th) is true or false). If the CPU determines that the speed sp0 is within the predetermined low-speed region (202: Yes), it proceeds to step 203. On the other hand, if the CPU does not determine that the speed sp0 is within the predetermined low-speed region (202: No), it returns to step 201.

[0061] In step 203, the CPU determines whether the distance Δd between the current vehicle and the preceding vehicle is below the threshold Δdth (whether condition X2 (Δd≤Δdth) is true or false). If the CPU determines that the distance Δd is below the threshold Δdth (203: Yes), it proceeds to step 204. On the other hand, if the CPU does not determine that the distance Δd is below the threshold Δdth (203: No), it returns to step 201.

[0062] In step 204, the CPU determines whether the accelerator pedal depth AD exceeds the threshold ADth (whether condition X3 (AD > ADth) is true). If the CPU determines that the pedal depth AD exceeds the threshold ADth (204: Yes), it proceeds to step 205. On the other hand, if the CPU does not determine that the pedal depth AD exceeds the threshold ADth (204: No), it returns to step 201.

[0063] In step 205, the CPU determines whether the output (time Δt) of timer 10d exceeds the threshold Δtth (whether condition Y (Δt > Δtth) is true or false). If the CPU determines that time Δt exceeds the threshold Δtth (205: Yes), it proceeds to step 206. On the other hand, if the CPU does not determine that time Δt exceeds the threshold Δtth (205: No), it returns to step 202.

[0064] In step 206, the CPU performs drive torque limiting processing. Then, the CPU returns to step 202.

[0065] (Technical effect)

[0066] When the vehicle's speed is relatively low and the distance between the vehicle and the vehicle in front is relatively small, the possibility of the driver accidentally pressing the accelerator pedal is high if the accelerator pedal is depressed for an extended period. Therefore, in this situation, the ECU10 of the vehicle control device 1 of this embodiment performs drive torque limiting processing. This prevents the vehicle from getting too close to the vehicle in front. Here, when the vehicle begins to go uphill, the possibility of the driver intentionally pressing the accelerator pedal deeply is high. In particular, when the gradient difference is relatively large, the possibility of the driver pressing the accelerator pedal quite deeply and maintaining this state for a relatively long time (e.g., tens to hundreds of milliseconds) is high. Therefore, in the scenario where the vehicle enters an uphill situation, the ECU10 of the vehicle control device 1 of the present invention assigns a larger value to the threshold Δtth as the gradient difference Δsd is larger. That is, the start timing of the drive torque limiting processing is adjusted according to the gradient difference. Furthermore, the larger the gradient difference, the larger the delay time assigned to the start timing of the drive torque limiting processing. Therefore, it is possible to suppress the execution of drive torque limiting processing against the driver's intention at the moment when the vehicle begins to go uphill (the moment when the driver intentionally presses the accelerator pedal deeply and immediately afterwards).

[0067] (Modified example)

[0068] In the above embodiment, ECU 10 obtains the slope difference Δsd based on the position (longitudinal coordinate) of the taillights of the preceding vehicle in the image acquired by camera 22. Alternatively (or based on this), ECU 10 may also obtain, for example, the elevation of the vehicle's current position and the elevation of a location slightly ahead of the vehicle (the current location of the preceding vehicle) from a navigation system (map data) not shown, and obtain the slope difference Δsd based on these elevations.

[0069] (Variation Example 2)

[0070] In the above embodiment, ECU10 determines that condition X3 is met when the accelerator pedal depth AD exceeds the threshold ADth. Alternatively, ECU10 may also determine that condition X3 is met when the rate of increase of the accelerator pedal depth ADr exceeds the threshold ADrth.

Claims

1. A vehicle control device, comprising: Onboard sensors are used to acquire information related to the distance between the vehicle and the moving object in front, information related to the speed of the vehicle, and information related to the operation of the accelerator pedal of the vehicle. The processor is configured to perform a drive torque limiting process when, under conditions where the speed of the vehicle is below a threshold and the distance between the vehicle and the moving body is below a threshold, and the duration of the state where the accelerator pedal depress depth or its rate of increase exceeds a threshold exceeds a predetermined misoperation determination threshold, the drive torque limiting process controls the drive device and / or braking device so that the drive torque applied to the drive wheels of the vehicle is limited to below a predetermined value. The on-board sensor includes a sensor for obtaining a slope difference, which is the difference between the slope of the road surface in the direction of travel of the vehicle and the preceding moving object, and the slope of the area where the preceding moving object is located and the slope of the area where the vehicle is located. The processor is configured such that, in a scenario where the vehicle is entering an uphill slope, the greater the slope difference, the larger the value assigned to the erroneous operation judgment threshold.

2. The vehicle control device according to claim 1, wherein, The processor is configured such that, in the scenario, the greater the speed of the vehicle at the time point when the slope difference is obtained, the smaller the value is assigned to the erroneous operation judgment threshold.

3. The vehicle control device according to claim 1, wherein, The vehicle control device has a mapping among multiple mappings that corresponds to the maximum output of the vehicle's drive unit. These multiple mappings are designed separately based on the maximum output of the drive unit and represent the relationship between the gradient difference and the misoperation judgment threshold. The processor is configured to determine the erroneous operation judgment threshold by referring to the mapping.

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