Vehicle control device and vehicle control method

Abstract

To determine whether an improper operation of an accelerator pedal (improper step-on) has occurred or not.SOLUTION: When a precondition that an increase speed of a control input of an accelerator pedal 51 becomes large while a shift position is at a drive position and then the control input of the accelerator pedal is a high control input threshold value or more is satisfied, and when at least one of conditions of: 1) an accelerator non-operation condition at the time of being driven which is satisfied when the shift position is at the drive position and a first operation is not applied to the accelerator pedal within a first period before satisfying the precondition; 2) a steering angle condition which is satisfied when the magnitude of the steering angle is a steering angle threshold value or more, at the time of satisfying the precondition; and 3) an accelerator operation condition at the time of not being driven which is satisfied when the shift position of the vehicle is at the non-drive position and a second operation is applied to the accelerator pedal before satisfying the precondition, is satisfied in addition to the precondition, a control ECU 10 determines that an improper operation has been applied to the accelerator pedal.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a vehicle control device including a controller having a function of determining whether or not an erroneous operation (misdepression) of an accelerator pedal has occurred. [Background technology]

[0002] Conventional devices determine that an erroneous operation of the accelerator pedal has occurred if the amount of operation of the accelerator pedal becomes equal to or greater than a predetermined operation amount threshold within a predetermined time period from the point at which the operation speed of the vehicle's accelerator pedal becomes equal to or greater than an operation speed threshold (see Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 6806201 Summary of the Invention

[0004] It has been found that the above-mentioned conventional device may determine that an accelerator pedal operation is an erroneous operation even when the operation is based on the driver's intention. In this case, unnecessary driving force suppression control is executed or an unnecessary warning is generated, which makes the driver feel uncomfortable. The present invention has been made to solve the above problem. That is, one of the objects of the present invention is to provide a vehicle control device that can reduce the frequency of determining that an accelerator pedal operation based on the driver's intention is an erroneous operation.

[0005] One aspect of the vehicle control device of the present invention (hereinafter also referred to as the "present invention device") is to the vehicle's shift position (Sp) is in a drive position (D range, R range, etc.) and during a period from a first point in time (t1) at which an increase rate (dAP) of an accelerator pedal operation amount (AP) of the vehicle becomes equal to or greater than a predetermined operation speed threshold (dAPth) to a second point in time at which the elapsed time from the first point in time reaches a first time threshold (Tath), the preconditions (first and second conditions) that are met are determined to be met when the accelerator pedal operation amount becomes equal to or greater than a predetermined high operation amount threshold (APth3); and, an accelerator non-operation condition during driving (eighth condition) that is satisfied when the shift position is the drive position and a predetermined first operation is not performed on the accelerator pedal within a predetermined first period (Ph) before the time point (t2) when the precondition is satisfied; A steering angle condition (ninth condition) that is satisfied when the magnitude (|θ|) of the steering angle of the vehicle at the time (t2) when the precondition is satisfied is equal to or greater than a predetermined steering angle threshold (θth); a non-driving state accelerator operation condition (tenth condition) that is satisfied when the shift position of the vehicle is a non-driving state position (P range, N range) and the precondition is satisfied before a predetermined history effective time has elapsed from a non-driving state accelerator operation time, which is a time when a predetermined second operation is performed on the accelerator pedal; When it is determined that at least one of the conditions is satisfied in addition to the prerequisites (Yes in each step of S255, S410, and S510), It is determined that an erroneous operation of the accelerator pedal has been performed (S260). A controller (10) is provided.

[0006] The inventor of the present application has found, after examining past data, that when the above preconditions are met and any one of the driving-time accelerator non-operation condition, the steering angle condition, and the non-driving-time accelerator operation condition is met, an accelerator pedal erroneous operation has actually occurred. In other words, even when the above preconditions are met, if none of the driving-time accelerator non-operation condition, the steering angle condition, and the non-driving-time accelerator operation condition is met, there is a high possibility that an accelerator pedal erroneous operation has not occurred. Therefore, according to the above aspect, it is possible to further reduce the frequency with which an accelerator pedal operation based on the driver's intention is determined to be an erroneous operation. As a result, it is possible to reduce the frequency with which an alarm, driving force suppression control, and the like are unnecessarily activated.

[0007] In the above description, in order to facilitate understanding of the present invention, the names and / or symbols used in the embodiments described below are added in parentheses to the configurations of the invention corresponding to those embodiments. However, each component of the present invention is not limited to the embodiments defined by the names and / or symbols. The present invention also covers a vehicle control method and a program therefor. [Brief description of the drawings]

[0008] [Figure 1] 1 is a schematic configuration diagram of a vehicle control device (first device) according to a first embodiment of the present invention. [Diagram 2] This is a routine executed by the control ECU of the first device. [Diagram 3] 5 is a time chart for explaining the operation of the first device. [Figure 4] 11 is a routine executed by a control ECU of a vehicle control device (second device) according to a second embodiment of the present invention. [Diagram 5] 13 is a routine executed by a control ECU of a vehicle control device (third device) according to a third embodiment of the present invention. [Figure 6] 6 is a time chart for explaining the operation of the third device. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] First Embodiment A vehicle control device according to a first embodiment of the present invention (hereinafter referred to as the "first device") includes components shown in Fig. 1 and described below, and is applied to (mounted on) a vehicle VA. Vehicle control devices according to other embodiments of the present invention described below also include a configuration similar to that of the first device.

[0010] In this specification, "ECU" refers to an electronic control unit having as its main component a microcomputer including a CPU (processor) and memory, and is also referred to as a controller. The components shown in FIG. 1, including multiple ECUs, are connected to each other via a CAN (Controller Area Network) so that they can exchange information with each other. Some or all of the ECUs shown in FIG. 1 may be integrated into one ECU. The microcomputer includes a CPU, RAM, ROM, an interface, and the like, and executes instructions (programs, routines) stored in the ROM to realize various functions described below.

[0011] The control ECU 10 is connected to the "sensors and switches" listed below, and receives detection signals or output signals thereof.

[0012] The vehicle speed sensor 11 outputs a signal indicating the traveling speed (vehicle speed Vs) of the vehicle VA. The gradient sensor 12 outputs a signal indicating the gradient Gr of the road surface in the longitudinal direction of the vehicle. The gradient Gr has a positive value when the vehicle VA is traveling uphill. The turn signal switch 13 outputs a signal for setting the right turn signal 61r to the on state (flashing state) when the turn signal lever operated by the driver is in a first position, and outputs a signal for setting the left turn signal 61l to the on state (flashing state) when the turn signal lever is in a second position. The steering angle sensor 14 outputs a signal indicative of a steering angle θ, which is the rotation angle of the steering wheel of the vehicle VA. The shift position sensor 15 outputs a signal indicating a shift position Sp of a power transmission device such as a vehicle transmission. The shift position Sp includes a drive position (drive ranges such as forward (D) range and reverse (R) range) for driving the vehicle VA and a non-drive position (non-drive ranges such as parking (P) range and neutral (N) range) for keeping the vehicle VA in a non-driven state.

[0013] The powertrain ECU 20 is connected to an accelerator pedal operation amount sensor 21 that outputs a signal representing the operation amount AP (i.e., the accelerator opening rate [%]) of an accelerator pedal 51, which is an acceleration operator operated by the driver to accelerate the vehicle VA, and acquires the accelerator pedal operation amount AP from the accelerator pedal operation amount sensor 21.

[0014] The powertrain ECU 20 is connected to a powertrain actuator 22 and is capable of driving the actuator 22. The actuator 22 is capable of changing the torque generated by a drive device (drive power source) of the vehicle VA. The torque generated by the drive device is transmitted to the drive wheels via a power transmission device. Thus, the powertrain ECU 20 is capable of controlling the drive power of the vehicle VA.

[0015] If the drive device of the vehicle VA is a gasoline-fueled internal combustion engine, the actuator 22 is, for example, a throttle valve actuator that changes the opening of a throttle valve. The vehicle VA may be an electric vehicle, in which case the actuator 22 is an inverter that can change the torque of an electric motor. The vehicle VA may be a hybrid vehicle, in which case the actuator 22 includes an inverter for the electric motor and a throttle valve actuator for the internal combustion engine.

[0016] The brake ECU 30 is connected to a brake pedal operation amount sensor 31 that outputs a signal indicating the operation amount BP of the brake pedal 52, and a brake switch 32 that generates an OFF signal when the brake pedal 52 is not operated and generates an ON signal when the brake pedal 52 is operated, and acquires signals from these. The brake ECU 30 is further connected to a brake actuator 33. The brake ECU 30 drives the actuator 33 to control friction braking devices provided on each wheel of the vehicle VA and change the friction braking force applied to the vehicle VA. That is, the brake ECU 30 is capable of controlling the braking force applied to the vehicle VA.

[0017] Furthermore, the control ECU 10 is connected to a speaker 41 and a display 42 .

[0018] (Activation) As a result of examining past data, the inventor of the present application found that erroneous operation of the accelerator pedal occurs very often when the driver suddenly depresses the accelerator pedal from a state where the driver is not depressing the accelerator pedal at all (creep state). This is presumably because the vehicle accelerates when the shift position Sp is in the drive position and the driver is depressing the accelerator pedal, so the driver recognizes that he or she is operating the accelerator pedal, and therefore the sudden depression of the accelerator pedal thereafter is often an intentional operation of the accelerator pedal. Therefore, the first device is configured to determine that the accelerator pedal has been erroneously operated when it is determined that the eighth condition described below is also satisfied in addition to the "conditions for determining that the accelerator pedal has been erroneously operated (the first to seventh conditions, at least the first and second conditions)" described in Patent Document 1.

[0019] (Specific operation) The CPU of the control ECU 10 (hereinafter simply referred to as "CPU") executes the routine shown in Fig. 2 every time a predetermined time elapses. Note that in the following description, "step" is abbreviated as "S".

[0020] At a predetermined timing, the CPU starts processing from S200 in FIG. 2 and proceeds to S205 to determine whether the shift position Sp is in the driving range and the value of the erroneous pedal occurrence flag X1 is "0". When the shift position Sp is in the driving range and the value of the erroneous pedal occurrence flag X1 is "0", the CPU proceeds from S205 to S210 to determine whether the following first condition is met. Specifically, the CPU determines that the first condition is met when both the following conditions A1 and A2 are met. Note that the CPU may also determine that the first condition is met when at least condition A2 is met.

[0021] (First condition) Condition A1: Accelerator pedal operation amount AP is equal to or greater than a first operation amount threshold APth1 and less than a second operation amount threshold APth2. Note that condition A1 may be a condition that the accelerator pedal operation amount AP is equal to or greater than the first operation amount threshold APth1. Condition A2: The accelerator pedal operation speed dAP (the amount of increase per unit time in the accelerator pedal operation amount AP) is equal to or greater than a threshold value dAPth for the operation speed.

[0022] If the first condition is met, the CPU proceeds from S210 to S215 to start measuring the elapsed time Ta with the timer T. That is, the value of the timer T represents the elapsed time Ta from the point in time (first point in time) when the first condition is met. Next, the CPU determines in S220 whether the second condition is met. The second condition is met when both the following conditions B1 and B2 are met.

[0023] (Second condition) Condition B1: The accelerator pedal operation amount AP is equal to or greater than a third operation amount threshold APth3. The third operation amount threshold APth3 is greater than the second operation amount threshold APth2 and is a value (e.g., 90[%]) greater than or equal to the lower limit of the high opening region (e.g., accelerator opening rate 80[%]). The third operation amount threshold APth3 is also referred to as a high operation amount threshold. Condition B2: The elapsed time Ta at the time when condition B1 is satisfied is equal to or less than a first time threshold Tath (e.g., 0.5 s). Therefore, the second condition is satisfied when condition B1 is satisfied by the second time when the elapsed time Ta from the first time when the first condition is satisfied reaches the first time threshold Tath. In this way, the second condition is a condition that is met only if the first condition is met, and together with the first condition, they are also referred to as prerequisites.

[0024] If the second condition is not satisfied, the CPU proceeds from S220 to S225 to determine whether the elapsed time Ta is greater than the first time threshold Tath. If the elapsed time Ta is equal to or less than the first time threshold Tath, the CPU returns to the process of S220 from S225. On the other hand, if the elapsed time Ta is greater than the first time threshold Tath, the CPU proceeds directly from S225 to S295 and ends this routine.

[0025] When the second condition is met, the CPU proceeds from S220 to "S230 to S250" in that order, and determines whether the following third to seventh conditions are met.

[0026] (Third condition) The elapsed time Tb from the time when an OFF signal is received from the brake switch 32 is equal to or greater than the second time threshold Tbth (S230). (Fourth condition) The state of the turn signal switch 13 is a state indicating that "the left and right turn signals 61r, 61l are both off" (S235). (Fifth condition) The elapsed time Tc during which both the left and right turn signals 61r, 61l are maintained in the off state from the point at which either one of them is on to both being off (hereinafter simply referred to as the "off point") is equal to or greater than a third time threshold Tcth (S240).

[0027] (Sixth condition) The vehicle speed Vs is equal to or lower than a vehicle speed threshold value Vth indicating a low speed (S245). (Seventh condition) The gradient Gr is equal to or smaller than a positive gradient threshold value Grth, that is, the vehicle is not traveling on a steep uphill slope (S250).

[0028] If the third through seventh conditions are all met, the CPU makes a "Yes" determination in all steps S230 through S250 and proceeds to S255 to determine whether or not the following eighth condition is met.

[0029] (8th condition) When the first and second conditions are satisfied, the shift position Sp is in the drive position and the accelerator pedal operation amount AP is equal to or less than the fourth operation amount threshold APth4 during the entire first period Ph before the second condition is satisfied (t2). The first period Ph is a period from time t11, which is a first time T1 (e.g., 9.5 s) before the second condition is satisfied (t2), to time t22, which is a second time T2 (e.g., 0.5 s) before the second condition is satisfied (t2) (see FIG. 3). The second time T2 is a time shorter than the first time T1 and equal to or greater than the first time threshold Tath. An operation of the accelerator pedal in which the accelerator pedal operation amount AP is greater than the fourth operation amount threshold APth4 is also referred to as a first operation.

[0030] In this way, the eighth condition is met when there is no history of accelerator pedal operation with the shift position Sp in the drive position (the specified first operation of the accelerator pedal has not been performed) prior to the point in time when the accelerator pedal is suddenly depressed (the point in time when an operation suspected to be an erroneous operation of the accelerator pedal occurs) at which the first and second conditions are met. The fourth operation amount threshold APth4 is also referred to as a driving-time operation determination threshold, and the eighth condition is also referred to as a driving-time accelerator non-operation condition.

[0031] For example, the example shown in FIG. 3A is an example in which the eighth condition is satisfied, and the example shown in FIG. 3B is an example in which the eighth condition is not satisfied.

[0032] If the eighth condition is satisfied, the CPU proceeds from S255 to S260 and sets the value of the erroneous operation flag X1 to "1." That is, the CPU determines that an erroneous operation of the accelerator pedal (erroneous operation) has occurred. As a result, the acceleration suppression control and warning, which will be described later, are executed. After that, the CPU proceeds to S295 and ends this routine.

[0033] When the CPU proceeds to S205, if the shift position Sp is not in the drive range or the value of the erroneous pedaling occurrence flag X1 is "1", the CPU proceeds directly from S205 to S295. Furthermore, when the first condition is not satisfied, the CPU proceeds directly from S210 to S295. In addition, when any of the third to eighth conditions is not satisfied, the CPU proceeds directly from the corresponding step of S230 to S255 to S295.

[0034] (Response when no accidental operation occurs) When the value of the erroneous depression occurrence flag X1 is "0", the CPU controls the driving force via the powertrain ECU 20 so that the actual acceleration of the vehicle VA matches the "required acceleration Gap determined based on the accelerator pedal operation amount AP and the vehicle speed Vs". The required acceleration Gap is determined so that it increases as the accelerator pedal operation amount AP increases and decreases as the vehicle speed Vs increases. This control is called normal driving force control.

[0035] (Response when an erroneous operation occurs) When the value of the erroneous pedal occurrence flag X1 is "1", the CPU obtains "an upper limit acceleration Glim corresponding to the vehicle speed Vs". The upper limit acceleration Glim is set to a constant acceleration G1 when the vehicle speed Vs is between "0" and "Vs1". The upper limit acceleration Glim decreases as the vehicle speed Vs increases from "Vs1", and is set to "0" when the vehicle speed Vs is equal to or greater than "Vs2 (>Vs1)". The CPU sets the smaller of the required acceleration Gap and the upper limit acceleration Glim as the target acceleration Gtgt. When the value of the erroneous pedal occurrence flag X1 is "1", the CPU controls the driving force via the powertrain ECU 20 so that the actual acceleration of the vehicle VA coincides with the target acceleration Gtgt. This control is referred to as driving force suppression control. The CPU may set a value obtained by multiplying the required acceleration Gap by a coefficient α greater than 0 and less than 1 as the target acceleration Gtgt in the driving force suppression control.

[0036] Furthermore, when the value of the erroneous depression flag X1 is "1", the CPU issues a warning to the driver. More specifically, when the value of the erroneous depression flag X1 is "1", the CPU causes the speaker 41 to output "a warning sound to attract the driver's attention" and causes the display 42 to display a message indicating that "the accelerator pedal 51 is being depressed" and a mark for calling attention (for example, a warning lamp). Note that when the value of the erroneous depression flag X1 is "1", the CPU may execute only one of the driving force suppression control and the warning. When the accelerator pedal operation amount AP becomes equal to or less than the cancel threshold value or becomes "0", the CPU changes the value of the erroneous depression flag X1 to "0".

[0037] <Second embodiment> A vehicle control device according to a second embodiment of the present invention (hereinafter referred to as the "second device") differs from the first device only in that its CPU executes the routine shown in Fig. 4 instead of Fig. 2. The routine in Fig. 4 is a routine in which S255 in Fig. 2 is replaced with S410.

[0038] As a result of examining past data, the inventors of the present application have found that erroneous operation of the accelerator pedal occurs frequently, for example, when parking forward with the steering wheel turned significantly in parking lots of stores and facilities, etc. Therefore, the second device is configured to determine that the accelerator pedal has been erroneously operated if it is determined that a ninth condition, which replaces the eighth condition, is satisfied.

[0039] That is, if the CPU judges "Yes" in S250, it proceeds to S410 and judges whether the following ninth condition is satisfied. (Ninth condition) The magnitude (|θ|) of the steering angle θ is equal to or greater than a positive steering angle threshold θth (for example, 270 deg). The ninth condition is also called a steering angle condition.

[0040] When the ninth condition is satisfied, the CPU determines that an erroneous operation of the accelerator pedal has occurred, and proceeds from S410 to S260, and then to S495. When the ninth condition is not satisfied, the CPU proceeds directly from S410 to S495.

[0041] <Third embodiment> A vehicle control device according to a third embodiment of the present invention (hereinafter referred to as the "third device") differs from the first device only in that its CPU executes the routine shown in Fig. 5 instead of Fig. 2. The routine in Fig. 5 is a routine in which S255 in Fig. 2 is replaced with S510.

[0042] The inventor of the present application has found, after examining past data, that before an erroneous operation of the accelerator pedal occurs, the driver often performs a "specific operation of depressing the accelerator pedal for a predetermined period of time or longer while the shift position Sp is in the non-driving range." This is presumably because, for example, in a situation where a "pedal misrecognition" occurs in which the driver intends to depress the brake pedal while trying to change the shift position Sp from the P range (parking range), which is the non-driving range, to the D range (forward range), which is the driving range, but mistakenly depresses the accelerator pedal, the driver is able to depress the brake pedal by chance, changing the shift position Sp to the driving range, and immediately thereafter an erroneous operation of the accelerator pedal occurs. Therefore, the second device is configured to determine that an erroneous operation of the accelerator pedal has occurred when it is determined that the tenth condition, which replaces the eighth condition, is satisfied.

[0043] That is, if the CPU judges "Yes" in S250, it proceeds to S510 and judges whether or not the following tenth condition is satisfied. (Condition 10) The current point in time (i.e., the point in time when at least the first and second conditions are met) is within the history valid time TR (e.g., 10 s) from the point in time when the shift position Sp is in the non-driving range and the accelerator pedal operation amount AP is greater than or equal to the fifth operation amount threshold APth5 was greater than or equal to the duration threshold T5th.

[0044] An accelerator pedal operation in which the time during which the accelerator pedal operation amount AP is equal to or greater than the fifth operation amount threshold APth5 is equal to or greater than the duration threshold T5th is also referred to as a second operation. In this way, the tenth condition is met when there is a history of accelerator pedal operation in the non-driving range. The fifth operation amount threshold APth5 is also referred to as a non-driving operation determination threshold, and the duration threshold T5th is also referred to as an accelerator operation history time threshold. Furthermore, the tenth condition is also referred to as a non-driving accelerator operation condition.

[0045] When the tenth condition is satisfied, the CPU determines that an erroneous operation of the accelerator pedal has occurred, and proceeds from S510 to S260, and then to S595. When the tenth condition is not satisfied, the CPU proceeds directly from S510 to S595.

[0046] FIG. 6 shows an example in which the tenth condition is met.

[0047] As described above, according to each embodiment of the present invention, it is possible to reduce the possibility that an operation that is not an erroneous operation of the accelerator pedal is determined to be an erroneous operation of the accelerator pedal. Note that the present invention is not limited to the above-mentioned embodiment and modified examples, and various modified examples can be adopted within the scope of the present invention. For example, in each embodiment, the satisfaction of the third condition to the seventh condition is not a necessary condition for determining that an erroneous operation of the accelerator pedal has occurred. That is, some or all of S230 to S250 may be omitted. Furthermore, the present invention can be applied to an autonomous vehicle in which the driving mode has transitioned from autonomous driving to driving by the driver. [Explanation of symbols]

[0048] 10: control ECU, 21: accelerator pedal operation amount sensor, 14: steering angle sensor, 15: shift position sensor, 51: accelerator pedal.

Claims

1. a determination is made that a precondition is satisfied when the accelerator pedal operation amount becomes equal to or greater than a predetermined high operation amount threshold during a period from a first point in time when the shift position of the vehicle is in a drive position and the increasing speed of the accelerator pedal operation amount becomes equal to or greater than a predetermined operation speed threshold to a second point in time when the elapsed time from the first point in time reaches a first time threshold, and, a driving-time accelerator non-operation condition that is satisfied when the shift position is the driving position and a predetermined first operation is not performed on the accelerator pedal within a first predetermined period before the precondition is satisfied; a steering angle condition that is satisfied when a steering angle of the vehicle at the time when the precondition is satisfied is equal to or greater than a predetermined steering angle threshold; a non-driving state accelerator operation condition that is satisfied when the precondition is satisfied before a predetermined history effective time has elapsed from a non-driving state accelerator operation time, which is a time when a shift position of the vehicle is in a non-driving state and a predetermined second operation is performed on the accelerator pedal; When it is determined that at least one of the conditions is satisfied in addition to the prerequisites, determining that an erroneous operation has been made on the accelerator pedal; A vehicle control device comprising: a controller.

2. The vehicle control device according to claim 1, The controller is configured to determine that the first operation is not being performed on the accelerator pedal when the amount of operation of the accelerator pedal is smaller than a predetermined driving operation judgment threshold over the entire first period, and to determine that the driving-time accelerator non-operation condition is satisfied.

3. The vehicle control device according to claim 1, The controller is configured to determine that the second operation has been performed on the accelerator pedal when the vehicle's shift position is in the non-drive position and the state in which the operation amount of the accelerator pedal is equal to or greater than a predetermined non-drive operation judgment threshold continues for a predetermined accelerator operation history time threshold or longer.

4. The vehicle control device according to any one of claims 1 to 3, A vehicle control device, wherein the controller is configured to execute at least one of an alarm and driving force suppression control that reduces the driving force of the vehicle compared to when it is not determined that the erroneous operation has occurred, when the controller determines that the erroneous operation has occurred.

5. a step of determining whether or not a precondition is satisfied when the operation amount of the accelerator pedal becomes equal to or greater than a predetermined high operation amount threshold during a period from a first point in time when the shift position of the vehicle is in a drive position and an increasing speed of the operation amount of an accelerator pedal of the vehicle becomes equal to or greater than a predetermined operation speed threshold to a second point in time when the elapsed time from the first point in time reaches a first time threshold; a driving-time accelerator non-operation condition that is satisfied when the shift position is the driving position and a predetermined first operation is not performed on the accelerator pedal within a first predetermined period before the precondition is satisfied; a steering angle condition that is satisfied when a steering angle of the vehicle at the time when the precondition is satisfied is equal to or greater than a predetermined steering angle threshold; a non-driving state accelerator operation condition that is satisfied when the precondition is satisfied before a predetermined history effective time has elapsed from a non-driving state accelerator operation time, which is a time when a shift position of the vehicle is in a non-driving state and a predetermined second operation is performed on the accelerator pedal; determining whether or not at least one additional condition among the above conditions is satisfied; a step of determining that an erroneous operation has been made on the accelerator pedal when it is determined that both the prerequisite condition and the additional condition are satisfied, and executing at least one of a warning and a driving force suppression control for reducing a driving force of the vehicle compared to when it is determined that the erroneous operation has not been made; A method for controlling a vehicle.

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