Vehicle control device

Abstract

To provide a vehicle control device improved to be able to determine erroneous accelerator operation under determination conditions that can determine the erroneous accelerator operation more appropriately than before, and to be able to suppress driving force appropriately.SOLUTION: When, in a situation where a shift position is in a non-drive range, a situation where an accelerator opening degree is equal to or greater than a first reference value continues for a period exceeding a reference duration time, and then the accelerator opening degree becomes equal to or less than a second reference value that is smaller than the first reference value, and then the shift position is switched to a drive range, a determination device relaxes, for a preset control time, at least one of an accelerator operation status determination condition and a driving status determination condition so that accelerator operation by a driver is more easily determined to be error operation.SELECTED DRAWING: Figure 2

Description

Technical Field

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

Background Art

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

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

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

[0005] 〔Problems to be Solved by the Invention〕 In the driving force suppression control of a vehicle for dealing with a misoperation of the accelerator, it is necessary to suppress the driving force based on an appropriate determination of the misoperation of the accelerator while preventing a misjudgment of the misoperation of the accelerator. For this purpose, it is necessary to further improve the determination conditions for determining a misoperation of the accelerator.

[0006] The present invention provides an improved vehicle control device that can determine a misoperation of the accelerator under determination conditions that can appropriately determine a misoperation of the accelerator compared to the prior art and can appropriately suppress the driving force. 〔Means for Solving the Problems and Effects of the Invention〕

[0007] According to the present invention, in a situation where the shift position (SP) is in the drive range, when an accelerator operation state determination condition (S20, S30, S120, S130) for determining that the driver's accelerator operation state is a predetermined accelerator operation state and a running state determination condition (S40 to S70, S140 to S170) for determining that the running state of the vehicle is a predetermined running state are satisfied, a vehicle control device (100) including a determination device (driving support ECU10) that performs an incorrect operation determination that the driver's accelerator operation is an incorrect operation (S180) is provided.

[0008] In a situation where the shift position (SP) is in a non-drive range (S80), when a situation where the accelerator opening (AP) is equal to or greater than a first reference value (APc) continues for a reference continuous time (Tc1) (S90), and then the accelerator opening becomes equal to or less than a second reference value smaller than the first reference value, and when the shift position is switched to the drive range (S100), the determination device (driving support ECU10) performs a condition relaxation for relaxing at least one of the accelerator operation state determination condition and the running state determination condition so that it is more likely to be determined that the driver's accelerator operation is an incorrect operation over a preset control time (Ts1) (S120 to S160).

[0009] As a result of investigating a large amount of data related to incorrect accelerator operations, it was found that when a driver performs a predetermined accelerator operation in a situation where the driving force is not transmitted to the drive wheels, there is a high possibility that the driver will perform an incorrect accelerator operation in a situation where the driving force is then transmitted to the drive wheels. Furthermore, it was found that in order to accurately determine that an incorrect accelerator operation has been performed, it is necessary to relax a predetermined determination condition for determining an incorrect accelerator operation.

[0010] According to the above configuration, when a specific condition is satisfied, at least one of the accelerator operation state determination condition and the driving state determination condition is relaxed so that it is easier to determine that the driver's accelerator operation is an incorrect operation over a preset control time. The specific condition is that, in a situation where the shift position is in a non-driving range, a situation where the accelerator opening is equal to or greater than a first reference value continues for a period exceeding a reference duration, and then the accelerator opening becomes equal to or less than a second reference value, and further the shift position is switched to the driving range.

[0011] Therefore, when the specific condition is satisfied, it becomes easier to determine that the driver's accelerator operation is an incorrect operation. Thus, compared with the case where neither the accelerator operation state determination condition nor the driving state determination condition is relaxed, incorrect accelerator operations can be appropriately determined and the driving force can be appropriately suppressed. 〔Aspect of the Invention〕

[0012] In one aspect of the present invention, the accelerator operation state determination conditions (S20, S30, S120, S130) include that the accelerator opening is equal to or greater than a third reference value (AP2, AP3), and the condition relaxation includes reducing the third reference value (S130).

[0013] According to the above aspect, the accelerator operation state determination condition includes that the accelerator opening is equal to or greater than the third reference value, and the determination condition is relaxed by reducing the third reference value. Therefore, it can be made easier to determine that the accelerator opening is equal to or greater than the third reference value.

[0014] In another aspect of the present invention, the accelerator operation state determination conditions (S20, S30, S120, S130) include that the elapsed time (Tp) since the accelerator opening related quantity (AP and / or APd) became equal to or greater than a fourth reference value (AP1 and / or APd1) is equal to or less than a reference elapsed time (Tp1) and the accelerator opening is equal to or greater than a third reference value (AP2, AP3).

[0015] According to the above aspect, the accelerator operation state determination condition includes that the elapsed time since the accelerator opening becomes equal to or greater than the fourth reference value is less than or equal to the reference elapsed time and the accelerator opening is equal to or greater than the third reference value. By reducing the third reference value, the determination condition is relaxed. Therefore, it is possible to make it easier to determine that the elapsed time since the accelerator opening becomes equal to or greater than the fourth reference value is less than or equal to the reference elapsed time and the accelerator opening is equal to or greater than the third reference value.

[0016] In another aspect of the present invention, the determination device (driving support ECU 10) acquires information on the vehicle speed (Vs), and the driving state determination conditions (S40 to S70, S140 to S170) include that the vehicle speed is less than or equal to the vehicle speed reference values (Vs1, Vs2), and the condition relaxation includes increasing the vehicle speed reference value (S140).

[0017] According to the above aspect, the driving state determination condition includes that the vehicle speed is less than or equal to the vehicle speed reference value, and by increasing the vehicle speed reference value, the determination condition is relaxed. Therefore, it is possible to make it easier to determine that the vehicle speed is less than or equal to the vehicle speed reference value.

[0018] Furthermore, in another aspect of the present invention, the determination device (driving support ECU 10) acquires information on the road surface gradient (Gr), and the driving state determination conditions (S40 to S70, S140 to S170) include that the road surface gradient is less than or equal to the reference gradients (Gr1, Gr2), and the condition relaxation includes increasing the reference gradient (S170).

[0019] According to the above aspect, the driving state determination condition includes that the road surface gradient is less than or equal to the reference gradient, and by increasing the reference gradient, the determination condition is relaxed. Therefore, it is possible to make it easier to determine that the road surface gradient is less than or equal to the reference gradient.

[0020] Furthermore, in another aspect of the present invention, the determination device (driving support ECU 10) acquires information on at least one of a brake operation and a turn signal operation by the driver, and the traveling state determination conditions (S40 to S70, S140 to S170) include that the operation of the acquired information has not been performed between the present time and the determination time before (S50, S60, S150, S160), and the condition relaxation includes reducing the determination time.

[0021] According to the above aspect, the traveling state determination conditions include that at least one of the brake operation and the turn signal operation has not been performed between the present time and the determination time before, and by reducing the determination time, the determination conditions are relaxed. Therefore, it is possible to easily determine that at least one of the brake operation and the turn signal operation has not been performed between the present time and the determination time before.

[0022] In the above description, in order to assist in understanding the present invention, names and / or symbols used in the embodiments are attached in parentheses to the configurations of the invention corresponding to the embodiments described later. However, each component of the present invention is not limited to the components of the embodiments corresponding to the names and / or symbols attached in parentheses. Other objects, other features, and accompanying advantages of the present invention will be easily understood from the description of the embodiments of the present invention described with reference to the following drawings.

Brief Description of the Drawings

[0023]

Figure 1

Figure 2

Figure 3

Modes for Carrying Out the Invention

[0024] While referring to the attached drawings below, the vehicle control device according to an embodiment of the present invention will be described in detail.

[0025] As shown in FIG. 1, a vehicle control device 100 according to an embodiment of the present invention is applied to a vehicle 102 and includes a driving support ECU 10. The vehicle 102 is a vehicle capable of autonomous driving and includes an engine ECU 20, a transmission ECU 30, and a brake ECU 40. The ECU means an electronic control unit (Electronic Control Unit) having a microcomputer as a main part. Note that some or all of the above ECUs may be integrated into one ECU.

[0026] The microcomputer of each ECU includes a CPU, a ROM, a RAM, a readable and writable non-volatile memory (N / M), an interface (I / F), and the like. The CPU realizes various functions by executing instructions (programs, routines) stored in the ROM. Further, these ECUs are connected to each other via a CAN (Controller Area Network) so as to be able to exchange data (communicate). Therefore, detection values of sensors (including switches) connected to a specific ECU are also transmitted to other ECUs.

[0027] The driving support ECU 10 is a central control device that performs driving support running control such as driving force suppression control including misoperation determination of the accelerator and lane departure prevention control. In the embodiment, the driving support ECU 10 cooperates with other ECUs to execute driving force suppression control as will be described in detail later.

[0028] The driving support ECU 10 is connected to a vehicle speed sensor 11, a gradient sensor 12, a turn signal switch 13, and an operation switch 14, and is configured to receive detection signals or output signals thereof.

[0029] The vehicle speed sensor 11 detects the vehicle speed Vs, which is the running speed of the vehicle 102, and outputs a signal indicating the vehicle speed to the driving support ECU 10.

[0030] The gradient sensor 12 includes, for example, a two-axis acceleration sensor that detects the acceleration in the longitudinal direction and the acceleration in the vertical direction of the vehicle 102, and outputs a signal indicating the gradient Gr in the vehicle traveling direction of the driving road surface to the driving support ECU 10. For example, the gradient sensor 12 detects the gradient Gr based on the ratio of the acceleration in the longitudinal direction and the acceleration in the vertical direction. The gradient Gr becomes "0" when the vehicle 102 is traveling on a horizontal plane. The gradient Gr becomes a positive value when the vehicle 102 is traveling uphill (Gr>0), and becomes a negative value when the vehicle 102 is traveling downhill (Gr<0).

[0031] The turn signal switch 13 is a switch for switching each of the left and right turn signals (direction indicators) 61L and 61R between an on state and an off state. The driver operates a turn signal lever (not shown) to activate (flashing) the left and right turn signals 61L and 61R. The turn signal lever can be operated to at least a first position and a second position. The first position is a position pivoted by a predetermined angle clockwise from the initial position. The second position is a position pivoted by a predetermined angle counterclockwise from the initial position.

[0032] When the turn signal lever is in the first position, the turn signal switch 13 turns on and flashes the right turn signal 61R. In this case, the turn signal switch 13 outputs a signal indicating that the turn signal 61R is in the on state to the driving support ECU 10. When the turn signal lever is in the second position, the turn signal switch 13 turns on and flashes the left turn signal 61L. In this case, the turn signal switch 13 outputs a signal indicating that the turn signal 61L is in the on state to the driving support ECU 10. When the left and right turn signals 61L and 61R are in the off state, the turn signal switch 13 outputs a signal indicating that fact to the driving support ECU 10.

[0033] The operation switch 14 is provided at a position operable by the driver and is a switch operated by the driver to set whether to execute the driving force suppression control. When the operation switch 14 is on, the driving force suppression control is executed, and when the operation switch 14 is off, the driving force suppression control is not executed. The driving force suppression control will be described in detail later.

[0034] The engine ECU 20 is connected to the accelerator operation amount sensor 21 and the engine sensor 22. The accelerator operation amount sensor 21 detects the accelerator opening AP [%] as the operation amount of the accelerator pedal 25 by the driver and outputs a signal indicating the accelerator opening amount AP to the engine ECU 20. The accelerator pedal 25 is an acceleration operator operated by the driver to accelerate the vehicle 102.

[0035] When the driver is not operating the accelerator pedal 25, that is, when the driver is not stepping on the accelerator pedal 25, the accelerator opening AP becomes 0%. The larger the amount the driver steps on the accelerator pedal 25, the larger the accelerator opening AP becomes. The engine ECU 20 transmits a signal indicating the accelerator opening amount AP received from the accelerator operation amount sensor 21 to the driving support ECU 10.

[0036] The engine sensor 22 is a sensor that detects the operating state quantity of the internal combustion engine 24. The engine sensor 22 includes a throttle valve opening sensor, an engine rotation speed sensor, an intake air amount sensor, and the like.

[0037] Furthermore, the engine ECU 20 is connected to the engine actuator 23. The engine actuator 23 includes a throttle valve actuator that changes the opening degree of the throttle valve of the internal combustion engine 24. By driving the engine actuator 23, the engine ECU 20 can change the torque generated by the internal combustion engine 24. The torque generated by the internal combustion engine 24 is transmitted to drive wheels (not shown) via the transmission 32. Therefore, the engine ECU 20 can control the driving force of the vehicle and change the acceleration state (acceleration) by controlling the engine actuator 23.

[0038] When the vehicle is a hybrid vehicle, the engine ECU 20 controls the driving force of the vehicle generated by either one or both of the internal combustion engine and the electric motor as vehicle drive sources. Further, when the vehicle is an electric vehicle, the engine ECU 20 controls the driving force of the vehicle generated by the electric motor as the vehicle drive source.

[0039] The transmission ECU 30 is connected to the transmission 32 and the shift position sensor 33. The transmission 32 is provided between the internal combustion engine 24 and the drive wheels, and changes the torque, rotational speed, and rotational direction to transmit the driving force from the internal combustion engine to the drive wheels. The change in torque, rotational speed, and rotational direction is determined by the shift position SP set by the shift lever 34 operated by the driver. The shift position SP includes a non-driving range (N range and P range) where the driving force is not transmitted from the internal combustion engine to the drive wheels, and a driving range (D range, 2 range, R range, etc.) where the driving force is transmitted from the internal combustion engine to the drive wheels.

[0040] The shift position sensor 33 detects the shift position SP and outputs a signal indicating the shift position to the transmission ECU 30. The transmission ECU 30 controls the transmission gear of the transmission 32 to be in the gear position corresponding to the shift position SP. Further, the transmission ECU 30 transmits a signal indicating the shift position SP to the driving assistance ECU 10.

[0041] The brake ECU 40 is connected to a brake operation amount sensor 41 and a brake switch 42. The brake operation amount sensor 41 detects the depressing force on the brake pedal 45 or the pressure in a master cylinder (not shown) as a brake operation amount BP, and outputs a signal indicating the brake operation amount BP to the brake ECU 40. The brake pedal 45 is a deceleration operator that is operated by the driver to decelerate the vehicle 102.

[0042] When the driver does not depress the brake pedal 45, the brake operation amount BP becomes 0. The greater the amount by which the driver depresses the accelerator pedal 45, the greater the brake operation amount BP. Note that the brake ECU 40 transmits a signal indicating the brake operation amount BP received from the brake operation amount sensor 41 to the driving support ECU 10.

[0043] The brake switch 42 outputs an on signal to the brake ECU 40 when the brake pedal 45 is depressed, and outputs an off signal to the brake ECU 40 when the brake pedal 45 is not depressed. Note that the brake ECU 40 transmits the signal received from the brake switch 42 to the driving support ECU 10.

[0044] Furthermore, the brake ECU 40 is connected to a brake actuator 43. The braking force (braking torque) on the wheels is controlled by the brake actuator 43 being controlled by the brake ECU 40. The brake actuator 43 adjusts the hydraulic pressure supplied to a wheel cylinder built into the brake caliper 44b in accordance with an instruction from the brake ECU 40, and generates frictional braking force by pressing a brake pad against a brake disk 44a with that hydraulic pressure. Therefore, the brake ECU 40 can control the braking force of the vehicle by controlling the brake actuator 43.

[0045] Furthermore, the driving support ECU 10 is connected to the speaker 51 and the display 52. The display 52 may be a multi-information display provided in front of the driver's seat. In addition to displaying measured values such as the vehicle speed Vs and the engine rotational speed, the display 52 displays various information such as whether the driving force suppression control is on or not. Note that a head-up display may be adopted as the display 52.

[0046] As will be described in detail later, the driving support ECU 10 functions as a determination device that performs an erroneous operation determination to determine whether or not the driver's accelerator operation is an erroneous operation. When the driving support ECU 10 determines that the driver's accelerator operation is an erroneous operation, it executes suppression of the driving force by the driving force suppression control. Further, the driving support ECU 10 displays the suppression of the driving force on the display 52 and outputs an alarm sound for alerting the driver from the speaker 51.

[0047] In the embodiment, the ROM of the driving support ECU 10 stores a driving force suppression control program corresponding to the flowchart shown in FIG. 2. <Driving Force Suppression Control (FIG. 2)>

[0048] Next, the driving force suppression control in the embodiment will be described with reference to the flowchart shown in FIG. 2. The driving force suppression control according to the flowchart shown in FIG. 2 is repeatedly executed by the CPU of the driving support ECU 10 at predetermined time intervals in a situation where the operation switch 14 is on.

[0049] First, in step S10, the CPU determines whether or not the shift position SP is in the drive range. When a negative determination is made, this control proceeds to step S80, and when an affirmative determination is made, this control proceeds to step S20.

[0050] In step S20, the CPU determines whether the accelerator opening AP is greater than or equal to a reference value AP1 (for example, a positive constant of about 100%) and the accelerator opening speed APd, which is the rate of change of the accelerator opening AP over time, is greater than or equal to a reference value APd1 (for example, a positive constant of about 100% / sec). That is, it is determined whether the driver has suddenly and greatly depressed the accelerator pedal 25. When a negative determination is made, this control ends once. When a positive determination is made, this control proceeds to step S30. Note that the determination of whether the driver has suddenly and greatly depressed the accelerator pedal 25 may be made by determining whether the accelerator opening AP is greater than or equal to the reference value AP1 or whether the accelerator opening speed APd is greater than or equal to the reference value APd1.

[0051] In step S30, the CPU determines whether the elapsed time Tp since the determination in step S20 changed from a negative determination to a positive determination is less than or equal to a reference elapsed time Tp1 (a positive constant) and whether the accelerator opening AP is greater than or equal to a reference value AP2 (for example, a positive constant of about 90%). When a negative determination is made, this control ends once. When a positive determination is made, this control proceeds to step S40.

[0052] In step S40, the CPU determines whether the vehicle speed Vs of the vehicle 102 is less than or equal to a reference vehicle speed Vs1 (a positive constant). When a negative determination is made, this control ends once. When a positive determination is made, this control proceeds to step S50.

[0053] In step S50, the CPU determines whether the time Tw during which the left and right winkers 61L and 61R are in the non - operating off state exceeds a reference time Tw1 (a positive constant). When a negative determination is made, this control ends once. When a positive determination is made, this control proceeds to step S60.

[0054] In step S60, the CPU determines whether the braking operation amount BP is 0 and the time Tb during which the brake is not operating exceeds the reference time Tb1 (a positive constant). When a negative determination is made, this control ends once. When a positive determination is made, this control proceeds to step S70.

[0055] In step S70, the CPU determines whether the absolute value of the gradient Gr of the driving road surface in the vehicle traveling direction is less than or equal to the reference gradient G1 (a positive constant). When a negative determination is made, this control ends once. When a positive determination is made, this control proceeds to step S180.

[0056] In step S80, the CPU determines whether the shift position SP is in the N range. When a negative determination is made, this control ends once. When a positive determination is made, this control proceeds to step S90.

[0057] In step S90, the CPU determines whether the duration Tc of the situation where the accelerator opening AP is greater than or equal to the reference value AP3 (a positive constant) exceeds the reference duration Tc1 (a positive constant). When a negative determination is made, this control ends once. When a positive determination is made, this control proceeds to step S100.

[0058] In step S100, the CPU determines whether the shift position SP has changed to the drive range after the accelerator opening AP has become 0% (accelerator off). When a negative determination is made, this control ends once. When a positive determination is made, this control proceeds to step S120.

[0059] In step S120, the CPU determines, in the same manner as in step S20, whether or not the accelerator opening AP is greater than or equal to the reference value AP1 and the accelerator opening speed APd is greater than or equal to the reference value APd1. When a negative determination is made, this control proceeds to step S210, and when an affirmative determination is made, this control proceeds to step S130. Note that, in the same manner as in step S20, the determination as to whether or not the driver has suddenly and forcefully depressed the accelerator pedal 25 may be made by determining whether or not the accelerator opening AP is greater than or equal to the reference value AP1 or the accelerator opening speed APd is greater than or equal to the reference value APd1.

[0060] As described below, in steps S130 to S170, the conditions for each determination are relaxed, and the same determinations as in steps S30 to S70 are made respectively.

[0061] In step S130, the CPU determines whether or not the elapsed time Tp since the determination in step S120 changed from a negative determination to an affirmative determination is greater than or equal to the reference elapsed time Tp1 and the accelerator opening AP is greater than or equal to the reference value AP3 (a positive constant smaller than AP1). When a negative determination is made, this control proceeds to step S210, and when an affirmative determination is made, this control proceeds to step S140.

[0062] In step S140, the CPU determines whether or not the vehicle speed Vs of the vehicle 102 is less than or equal to the reference vehicle speed Vs2 (a positive constant greater than Vs1). When a negative determination is made, this control proceeds to step S210, and when an affirmative determination is made, this control proceeds to step S150.

[0063] In step S150, the CPU determines whether or not the time Tw during which the left and right turn signals 61L and 61R are in the non-operating off state exceeds the reference time Tw2 (a positive constant smaller than Tw1). When a negative determination is made, this control proceeds to step S210, and when an affirmative determination is made, this control proceeds to step S160.

[0064] In step S160, the CPU determines whether the braking operation amount BP is 0 and the time Tb during which the brake is not operating exceeds a reference time Tb2 (a positive constant smaller than Tb1). When a negative determination is made, this control proceeds to step S210. When a positive determination is made, this control proceeds to step S170.

[0065] In step S170, the CPU determines whether the absolute value of the gradient Gr of the driving surface in the vehicle traveling direction is less than or equal to a reference gradient G2 (a positive constant larger than G1). When a negative determination is made, this control proceeds to step S210. When a positive determination is made, this control proceeds to step S180.

[0066] In step S180, the CPU makes a misoperation determination that the driver's accelerator operation is a misoperation. Further, the CPU outputs a command signal to the engine ECU20 to reduce the output of the engine 24, thereby suppressing the driving force of the vehicle 102.

[0067] In step S190, the CPU determines whether the accelerator opening AP is less than or equal to a reference value AP4 (a positive constant). When a negative determination is made, this control returns to step S180. When a positive determination is made, this control proceeds to step S200.

[0068] In step S200, the CPU outputs a command signal to the engine ECU20 to end the reduction of the output of the engine 24, thereby releasing the suppression of the driving force of the vehicle 102.

[0069] In step S210, the CPU determines whether the elapsed time Ts since the determination in step S100 became a positive determination exceeds a reference elapsed time Ts1 (a positive constant). When a negative determination is made, this control returns to step S120. When a positive determination is made, this control ends once. When a positive determination is made in step S70 and step S210 is executed after steps S180 to S200 are executed, a positive determination is made in step S210.

[0070] As can be understood from the above description, in the embodiment, when the shift position SP is in the drive range, steps S20 to S70 and steps S180 to S200 are executed in the same manner as the conventional driving force suppression control. Thereby, the driving force is suppressed when the accelerator is accidentally operated.

[0071] Also, when the shift position SP is in the N range, a negative determination is made in step S10, and an affirmative determination is made in step S80. Further, when affirmative determinations are made in steps S90 and S100, steps S120 to S170 and steps S180 to S200 are executed, thereby suppressing the driving force when the accelerator is accidentally operated. <Example diagram 3 of the operation of the embodiment)>

[0072] Next, with reference to FIG. 3, an example of the operation of the embodiment when the vehicle 102 is traveling downhill will be described. In FIG. 3, the first row shows the shift position SP, the second row shows the accelerator opening AP, the third row shows the vehicle speed Vs, and the fourth row shows the on / off of the driving force suppression.

[0073] As shown in FIG. 3, at time point t1 when the shift position SP is in the N range, the driver starts to suddenly step on the accelerator pedal 25 due to an accidental operation. Assume that at time point t2, the determination in step S20 becomes an affirmative determination. Immediately thereafter, the accelerator opening AP reaches 100% and this situation continues. Immediately before time point t3 when the elapsed time Tc from time point t2 is less than or equal to the reference elapsed time Tc1, the depression of the accelerator pedal 25 is suddenly reduced, and at time point t3, the accelerator opening AP becomes 0%.

[0074] Furthermore, at time t4, the shift position SP changes from the N range to the D range. At time t5, the driver starts to suddenly depress the accelerator pedal 25 due to a misoperation. Assume that at time t6, the determination in step S120 becomes an affirmative determination. From immediately after time t6 until immediately before time t7, the accelerator opening AP is maintained at 100%. Assume that from immediately before time t7 until time t7, the accelerator opening AP rapidly decreases to 0%.

[0075] Assume that at time t8, the elapsed time Ts from time t4 exceeds the reference elapsed time Ts1. Furthermore, immediately before time t9, the accelerator opening AP increases relatively gently, and after time t10, the accelerator opening AP becomes constant.

[0076] In the conventional driving force suppression control, steps S80 to S170 and step S210 are not executed. As shown in FIG. 3, assume that the vehicle speed Vs gradually increases due to downhill driving, and between time t2 and time t3, the vehicle speed Vs exceeds the reference vehicle speed Vs1. A negative determination is made in step S40, and step S180 is not executed. Therefore, even between time t6 and time t7, as indicated by the dashed line in the fourth stage of FIG. 3, the driving force is not suppressed. Therefore, it is not possible to prevent the vehicle speed Vs from rapidly increasing immediately after time t5.

[0077] On the other hand, in the embodiment, when the shift position SP is in the N range, a negative determination is made in step S10, and an affirmative determination is made in step S80, so that steps S90 and subsequent steps are executed. For example, if the duration Tc of the situation where the accelerator opening AP is equal to or greater than the reference value AP3 exceeds the reference duration Tc1, the determination in step S90 becomes an affirmative determination. Also, at time t4, the determination in step S100 becomes an affirmative determination.

[0078] When time has elapsed from time point t4 to time point t6, the determinations in steps S120 and S130 become affirmative determinations. As shown in FIG. 3, if the vehicle speed Vs of the vehicle 102 is less than or equal to the reference vehicle speed Vs2, the determination in step S140 also becomes an affirmative determination. If the left and right winkers 61L and 61R are not operating and the brake is not operating, the determinations in steps S150 and S160 also become affirmative determinations. Further, if the absolute value of the gradient Gr of the traveling road surface in the vehicle traveling direction is less than or equal to the reference gradient G2, the determination in step S170 also becomes an affirmative determination.

[0079] Therefore, steps S180 to S200 are executed, and the driving force is suppressed when there is an accidental operation of the accelerator, so that it is possible to prevent the vehicle speed Vs from rising rapidly immediately after time point t6. When the accelerator opening AP becomes less than or equal to the reference value AP4, the determination in step S190 becomes an affirmative determination, and the suppression of the driving force is released in step S200.

[0080] Furthermore, at time point t8 when the elapsed time Ts from time point t4 exceeds the reference elapsed time Ts1, the determination in step S210 becomes an affirmative determination. Therefore, an affirmative determination is made in step S10, and steps S20 and subsequent steps are executed. After time point t8, the driving force of the vehicle 102 is not suppressed and is controlled according to the change in the accelerator opening AP, so the vehicle speed Vs rises after time point t9. <Effect of the Embodiment>

[0081] As can be understood from the above description, according to the embodiment, when a specific condition is satisfied, at least one of the accelerator operation state determination condition and the traveling state determination condition is relaxed (S130 to S170) so that it becomes easier to determine that the driver's accelerator operation is an accidental operation over a preset control time Ts1. The specific condition is that in a situation where the shift position SP is in the non-driving range (S80), a situation where the accelerator opening AP is greater than or equal to the first reference value APc continues for more than the reference continuous time Tc1, and then the accelerator opening becomes less than or equal to the second reference value, and further the shift position is switched to the driving range (S100).

[0082] Therefore, when specific conditions are met, it becomes easier to determine that the driver's accelerator operation is an incorrect operation. Thus, compared to the case where neither the accelerator operation state determination condition nor the driving state determination condition is relaxed, incorrect accelerator operations can be appropriately determined and the driving force can be appropriately suppressed.

[0083] Also, according to the embodiment, the accelerator operation state determination conditions (S20, S30, S120, S130) include that the accelerator opening degree is equal to or greater than a third reference value (AP2, AP3). By decreasing the third reference value, the determination condition is relaxed. Therefore, it can be made easier to determine that the accelerator opening degree is equal to or greater than the third reference value.

[0084] In particular, according to the embodiment, the accelerator operation state determination conditions (S20, S30, S120, S130) include that the elapsed time Tp since the accelerator opening degree related quantity (AP and / or APd) became equal to or greater than a fourth reference value (AP1 and / or APd1) is equal to or less than a reference elapsed time Tp1 and the accelerator opening degree is equal to or greater than a third reference value (AP2, AP3). By decreasing the third reference value, the determination condition is relaxed. Therefore, it can be made easier to determine that the elapsed time since the accelerator opening degree related quantity became equal to or greater than the fourth reference value is equal to or less than the reference elapsed time and the accelerator opening degree is equal to or greater than the third reference value.

[0085] Also, according to the embodiment, the driving state determination conditions (S40~S70, S140~S170) include that the vehicle speed Vs is equal to or less than a vehicle speed reference value (Vs1, Vs2). The condition relaxation is that by increasing the vehicle speed reference value, the determination condition is relaxed. Therefore, it can be made easier to determine that the vehicle speed is equal to or less than the vehicle speed reference value.

[0086] Also, according to the embodiment, the driving state determination conditions (S40~S70, S140~S170) include that the road surface gradient Gr is equal to or less than a reference gradient (Gr1, Gr2). By increasing the reference gradient, the determination condition is relaxed. Therefore, it can be made easier to determine that the road surface gradient is equal to or less than the reference gradient.

[0087] Furthermore, according to the embodiment, the driving state determination conditions (S40 to S70, S140 to S170) include that at least one of the brake operation and the turn signal operation has not been performed from the present time until before the determination time (S50, S60, S150, S160). By reducing the determination time, the determination conditions are relaxed. Therefore, it is possible to make it easier to determine that at least one of the brake operation and the turn signal operation has not been performed from the present time until before the determination time.

[0088] In the above, the present invention has been described in detail for specific embodiments. However, the present invention is not limited to the above-described embodiments, and it will be apparent to those skilled in the art that various other embodiments are possible within the scope of the present invention.

[0089] For example, in the above-described embodiment, the reference values in the determinations of steps S130 to S170 are each relaxed compared to the reference values in the determinations of steps S30 to S70. However, the reference value in at least one of the determinations of steps S130 to S170 may be the same as the reference value in the determination of the corresponding step.

[0090] Also, in the above-described embodiment, in steps S50 and S150, requirements for the turn signal are determined, in steps S60 and S160, requirements for the brake are determined, and in steps S70 and S170, requirements for the slope of the road surface are determined. However, at least one of the determinations in steps S50 to S70 may be omitted, and correspondingly, at least one of the determinations in steps S150 to S170 may be omitted.

[0091] Also, in the above-described embodiment, in step S100, it is determined whether the shift position SP has changed to the drive range after the accelerator opening AP has become 0%. That is, the second reference value regarding the accelerator opening is 0%. However, the second reference value regarding the accelerator opening may be a positive constant smaller than the first reference value AP1.

[0092] Also, in the above-described embodiment, in step S80, it is determined whether or not the shift position SP is in the N range. However, if step S80 is omitted and a negative determination is made in step S10, that is, when it is determined that the shift position SP is in the non-driving range, the control may proceed to step S100.

[0093] Furthermore, in the above-described embodiment, in steps S70 and S170, it is determined whether or not the absolute value of the road surface gradient Gr is less than or equal to the reference gradients G1 and G2, respectively. However, in step S70, it may be determined whether or not the gradient Gr is greater than or equal to -Grn1 and less than or equal to Grp1, and in step S170, it may be determined whether or not the gradient Gr is greater than or equal to -Grn2 and less than or equal to Grp2. Note that values such as Grn1 are positive constants, and at least one of Grn2 and Grp2 is a value greater than Grn1 and Grp1, respectively.

Explanation of Signs

[0094] 10... Driving support ECU, 11... Vehicle speed sensor, 12... Gradient sensor, 13... Turn signal switch, 20... Engine ECU, 21... Accelerator operation amount sensor, 30... Transmission ECU, 33... Shift position sensor, 40... Brake ECU, 41... Brake operation amount sensor, 100... Vehicle control device, 102... Vehicle

Claims

1. In a vehicle control device including a determination device that determines that an accelerator operation by a driver is an erroneous operation when an accelerator operation state determination condition for determining that the driver's accelerator operation state is a predetermined accelerator operation state and a traveling state determination condition for determining that the traveling state of the vehicle is a predetermined traveling state are satisfied in a situation where the shift position is in the drive range, the determination device performs condition relaxation to relax at least one of the accelerator operation state determination condition and the traveling state determination condition so that when, in a situation where the shift position is in a non-drive range, a situation where the accelerator opening is equal to or greater than a first reference value continues for a period exceeding a reference duration, and then the accelerator opening becomes equal to or less than a second reference value smaller than the first reference value, and further when the shift position is switched to the drive range, it is more likely to be determined that the driver's accelerator operation is an erroneous operation over a preset control time. Vehicle control device.

2. In the vehicle control device according to Claim 1, the accelerator operation state determination condition includes that the accelerator opening is equal to or greater than a third reference value, and the condition relaxation includes reducing the third reference value. Vehicle control device.

3. In the vehicle control device according to Claim 2, the accelerator operation state determination condition includes that the elapsed time since the accelerator opening-related quantity became equal to or greater than a fourth reference value is equal to or less than a reference elapsed time and the accelerator opening is equal to or greater than the third reference value. Vehicle control device.

4. In the vehicle control device according to Claim 1, the determination device acquires vehicle speed information, the traveling state determination condition includes that the vehicle speed is equal to or less than a vehicle speed reference value, and the condition relaxation includes increasing the vehicle speed reference value. Vehicle control device.

5. In the vehicle control device according to Claim 1, the determination device acquires road surface gradient information, the traveling state determination condition includes that the road surface gradient is equal to or less than a reference gradient, and the condition relaxation includes increasing the reference gradient. Vehicle control device.

6. In the vehicle control device according to claim 1, the determination device acquires information on at least one of a brake operation and a turn signal operation by the driver, the traveling state determination condition includes that the operation of the acquired information has not been performed from the present until the determination time before, and the condition relaxation includes reducing the determination time, a vehicle control device.

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