Vehicle control system

Abstract

A vehicle control device equipped with a function that limits the torque of the vehicle's drive wheels to a predetermined value or less when it is determined that the accelerator pedal has been mistakenly pressed, and which can prevent the torque of the vehicle's drive wheels from being limited to a predetermined value or less against the driver's intention when the vehicle is entering an uphill slope. [Solution] The vehicle control device 1 performs a drive torque limiting process when the duration of the state in which the accelerator pedal depression depth or the rate of increase thereof exceeds a threshold exceeds a misoperation detection threshold. The vehicle control device 1 includes a sensor for acquiring the gradient difference, which is the gradient of the road surface in the direction of travel of the vehicle and the preceding moving object, and is the difference between the gradient of the area in which the preceding moving object is located and the gradient of the area in which the vehicle is located. In a scene in which the vehicle is entering an uphill slope, the vehicle control device 1 assigns a larger value to the misoperation detection threshold the larger the gradient difference.

Description

Technical Field

[0001] The present invention relates to a vehicle control device that controls a vehicle so that when it is determined that the accelerator pedal of the host vehicle has been accidentally depressed, the driving torque applied to the drive wheels of the host vehicle is limited to a predetermined value or less.

Background Art

[0002] A vehicle control device has been proposed that controls a vehicle so that when it is determined that the accelerator pedal of the host vehicle has been accidentally depressed, the driving torque applied to the drive wheels of the host vehicle is limited to a predetermined value or less (see, for example, Patent Document 1 below). The processor of this vehicle control device (hereinafter referred to as the "conventional device") determines that the accelerator pedal has been accidentally depressed when the speed of the host vehicle is below a threshold value and the distance between the host vehicle and another vehicle (preceding vehicle) located in front of the host vehicle is below a threshold value, and the accelerator opening exceeds the threshold value. In this case, the processor controls the drive device (transmission) so that the driving torque applied to the drive wheels becomes a predetermined value (upper limit value) or less (driving torque limitation processing). As a result, a rapid increase (rapid acceleration) in the torque applied to the drive wheels of the host vehicle is suppressed, and the risk of contact between the host vehicle and the preceding vehicle is reduced.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

[0004] Incidentally, in a scenario where 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")), it is conceivable that the driver intentionally presses the accelerator pedal relatively deeply so that sufficient driving torque is applied to the drive wheels in order for the vehicle to smoothly begin climbing the uphill slope (without the vehicle being suddenly decelerated). In this scenario, it is preferable that the torque applied to the drive wheels is not limited to a predetermined value. However, the processor of the conventional device performs a driving torque limiting process when the above three conditions (conditions related to the speed of the vehicle, conditions related to the distance between the vehicle and the preceding moving object, and conditions related to the accelerator opening) are met, regardless of whether the current scenario is an uphill entry scenario or not. Therefore, with the conventional device, in an uphill entry scenario, there is a risk that the torque of the vehicle's drive wheels may be limited against the driver's intention.

[0005] One of the objectives of the present invention is to provide a vehicle control device that has a function to limit the torque of the vehicle's drive wheels to a predetermined value or less when it is determined that the accelerator pedal has been mistakenly pressed, and that can prevent the torque of the vehicle's drive wheels from being limited to a predetermined value or less against the driver's intention when the vehicle is entering an uphill slope.

[0006] To achieve the above objective, the vehicle control device (1) of the present invention is: An on-board sensor (20) for acquiring information regarding the distance between the preceding moving object and the vehicle, information regarding the speed of the vehicle, and information regarding the operation of the accelerator pedal of the vehicle, A processor (10) is configured to perform a drive torque limiting process that controls the drive and / or braking system so that the drive torque applied to the drive wheels of the vehicle is limited to a predetermined value or less when the vehicle's speed (sp0) is below a threshold (sp0th) and the distance (Δd) between the vehicle and the preceding moving object is below a threshold (Δdth), and the duration (Δt) of the state in which the accelerator pedal depression depth (AD) or its rate of increase (ADr) exceeds a threshold (ADth / ADrth) exceeds a predetermined misoperation detection threshold (Δtth), It is equipped with. The on-board sensor includes a sensor for acquiring the gradient difference, which is the difference between the gradient of the area where the preceding moving object is located and the gradient of the area where the vehicle is located, in the direction of travel of the vehicle and the preceding moving object. The processor is configured such that, in a scene where the vehicle enters an uphill slope, the greater the difference in gradient, the larger the value assigned to the error detection threshold.

[0007] When the vehicle's speed is relatively low and the distance between the vehicle and the preceding moving object is relatively small, if the accelerator pedal remains deeply depressed (or the rate of increase in depression depth is large) for a long period of time, there is a high probability that the driver has mistakenly pressed the accelerator pedal. In this case, the processor of the vehicle control device according to the present invention performs drive torque limiting processing. This suppresses the vehicle from getting excessively close to the preceding moving object. Here, when the vehicle starts to climb an uphill slope, the driver is likely to intentionally press the accelerator pedal deeply. In particular, when the gradient difference is relatively large, the driver is likely to press the accelerator pedal quite deeply and maintain that state for a relatively long time. Therefore, in the scene where the vehicle enters an uphill slope, the processor of the vehicle control device according to the present invention assigns a larger value to the error detection threshold the greater the gradient difference. That is, the start timing of the drive torque limiting processing is adjusted according to the gradient difference. And the greater the gradient difference, the larger the delay time assigned to the start timing of the drive torque limiting processing. This prevents the driver from unintentionally executing a drive torque limiting process at the moment the vehicle begins to climb an uphill slope (when the driver intentionally presses the accelerator pedal deeply and immediately afterward).

[0008] In a vehicle control device according to one aspect of the present invention, The processor is configured such that, in the scene, the greater the speed of the vehicle at the time the gradient difference is acquired, the smaller the value assigned to the error detection threshold.

[0009] The higher the vehicle's speed just before entering an uphill slope, the greater its kinetic energy at that point. Thus, when the vehicle's kinetic energy is relatively high just before starting to climb a slope, it can utilize this kinetic energy to begin climbing, allowing it to start the climb smoothly (without sudden deceleration). Therefore, in this case, the driver does not need to keep the accelerator pedal pressed down for a long time. Also, in this case (when the vehicle's speed just before starting to climb a slope is relatively high), there is a higher risk of the vehicle rapidly approaching a preceding object due to accidental depression of the accelerator pedal, potentially leading to a collision between the vehicle and the preceding object. The processor of the vehicle control device according to this embodiment assigns a smaller value to the error detection threshold (delay time for the start timing of the drive torque limiting process) the greater the vehicle's speed at the time the gradient difference is acquired. In other words, according to the vehicle control device according to this embodiment, the start timing of the drive torque limiting process is adjusted according to the vehicle's speed immediately before it enters an uphill slope.

[0010] In another aspect of the present invention, a vehicle control device, Multiple types of maps (ML / MS) designed according to the magnitude of the maximum output of the drive unit, comprising, among multiple types of maps showing the relationship between the gradient difference and the duration threshold, the map corresponding to the magnitude of the maximum output of the drive unit of the vehicle, The processor is configured to determine the error detection threshold by referring to the map.

[0011] The maximum output of a vehicle's drive system (the torque generated by the drive system when the accelerator pedal is pressed to its maximum depth (100%)) varies depending on the vehicle model (vehicle specifications). When the maximum output of the drive system is relatively large, the driving torque applied to the vehicle's drive wheels when the accelerator pedal is accidentally pressed is large, increasing the risk of the vehicle accelerating rapidly, bringing it too close to a preceding moving object, and potentially causing the vehicle to collide with the preceding object. Therefore, in this case (when the maximum output of the drive system is relatively large), it is preferable not to delay the start timing of the driving torque limiting process too much when entering an uphill slope. Accordingly, the vehicle control device according to this embodiment utilizes a map corresponding to the specifications of the vehicle's drive system (maximum output of the drive system) from among several types of maps corresponding to the magnitude of the maximum output of the drive system. This ensures that the optimal value for the maximum output of the vehicle's drive system is assigned to the misoperation detection threshold. Furthermore, it is desirable that the error detection threshold when the maximum output of the drive unit is relatively large, with a speed of "σ" and a gradient difference of "θ", is smaller than the error detection threshold when the maximum output of the drive unit is relatively small, with a speed of "σ" and a gradient difference of "θ". [Brief explanation of the drawing]

[0012] [Figure 1] Figure 1 is a block diagram of a vehicle control device according to one embodiment of the present invention. [Figure 2] Figure 2 is a timing chart showing changes in accelerator pedal depression depth, changes in gradient difference, and the start timing of the drive torque limiting process. [Figure 3] Figure 3 is an example of a map showing the relationship between the vehicle's speed, gradient difference, and the threshold duration (start timing of drive torque limiting processing) for when the accelerator pedal depression depth exceeds a threshold. [Figure 4] Figure 4 shows examples of maps used when the maximum output of the drive unit is high and when the maximum output of the drive unit is low. [Figure 5]Figure 5 is a flowchart of the first program executed by the CPU to implement the drive torque limiting function. [Figure 6] Figure 6 is a flowchart of the second program executed by the CPU to implement the drive torque limiting function.

[0013] (Summary) A vehicle control device 1 according to one embodiment of the present invention is applied to a vehicle V0 equipped with an automatic driving function (hereinafter referred to as "the vehicle"). The vehicle control device 1 has a drive torque limiting function that controls the drive system etc. so that the torque of the drive wheels is less than or equal to a predetermined value when predetermined conditions (conditions for determining that the accelerator pedal has been mistakenly pressed) are met in a state where the automatic driving function is disabled (a state in which the driver is actively performing driving operations). Furthermore, the vehicle control device 1 has a delay function that delays the start timing of the operation of the drive torque limiting function in a scene in which the vehicle enters an uphill slope (a scene in which the road surface gradient increases).

[0014] (Specific configuration) As shown in Figure 1, the vehicle control device 1 includes an ECU 10, an on-board sensor 20, a drive unit 30, and a braking unit 40.

[0015] ECU10 includes a microcomputer equipped with a CPU10a, ROM10b, RAM10c, timer10d, etc. ECU10 is connected to other ECUs via CAN (communication network).

[0016] The in-vehicle sensor 20 includes a millimeter-wave radar 21, a camera 22, a speed sensor 23, and an accelerator pedal sensor 24.

[0017] The millimeter-wave radar 21 includes a transceiver unit and a signal processing unit (not shown). The transceiver unit radiates radio waves in the millimeter-wave band (hereinafter referred to as "millimeter waves") around the host vehicle, and receives the millimeter waves (reflected waves) reflected by a three-dimensional object (e.g., a preceding vehicle) located within the radiation range. The signal processing unit calculates the distance between the host vehicle and the three-dimensional object, the direction of the three-dimensional object with respect to the host vehicle, the speed of the three-dimensional object with respect to the host vehicle, etc. based on the time from when the transceiver unit radiates the millimeter waves until the reflected waves are received, the phase difference between the transmitted millimeter waves and the received reflected waves, the attenuation level of the reflected waves, etc., and provides the calculation result (target information) to the ECU 10.

[0018] The camera 22 includes an imaging device. The imaging device incorporates an image sensor such as a CCD (charge coupled device) or a CIS (CMOS image sensor). The imaging device is installed, for example, on the front part of the host vehicle. Each imaging device captures the front area of the host vehicle at a predetermined frame rate to acquire image data. The camera 22 further 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 about a target located around the host vehicle from the image. For example, the image analysis device identifies (recognizes) the type of a target located in front of the host vehicle (e.g., the tail lamp of a preceding vehicle), and provides the identification result (e.g., the position (coordinates) of the tail lamp of the preceding vehicle in the acquired image) to the ECU 10.

[0019] The speed sensor 23 detects the rotational speed (wheel speed) of each wheel, and calculates the speed sp0 (measured value) of the host vehicle based on each wheel speed. The speed sensor 23 provides the calculation result to the ECU 10.

[0020] The accelerator pedal sensor 24 detects the depression depth AD (accelerator opening) of the accelerator pedal, and provides the detection result to the ECU 10.

[0021] 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 torque from the output shaft of the transmission to the drive wheels. The engine ECU obtains information (target value) representing the target drive torque from another ECU (ECU 10). The engine ECU drives the actuator of the throttle valve of the internal combustion engine to match the drive torque applied to the drive wheels to the target value.

[0022] Furthermore, if the vehicle to which the vehicle control device 1 is applied is a hybrid electric vehicle (HEV), the engine ECU can adjust the output (driving torque) of either or both of the "internal combustion engine and electric motor" as the vehicle's drive source. Also, if the vehicle to which the vehicle control device 1 is applied is an electric electric vehicle (BEV), an electric motor ECU that adjusts the output (driving torque) of the "electric motor" as the vehicle's drive source is used instead of the engine ECU.

[0023] The braking system 40 applies braking force to the wheels (brake discs). The braking system 40 includes a brake ECU, brake calipers, etc. The brake calipers include actuators that press brake pads against the brake discs. The brake ECU obtains information (target value) representing the target braking force from other ECUs. The brake ECU drives the actuators of the brake calipers to match the braking force applied to the wheels (brake discs) to the target value.

[0024] (Operation) The vehicle control device 1 includes a function (drive torque limiting function) that controls the drive unit 30 and / or braking unit 40 so that the drive torque applied to the drive wheels is limited to a predetermined value or less when the accelerator pedal is accidentally pressed.

[0025] (Drive torque limiting function) When the vehicle's speed sp0 is relatively low (for example, 10 km / h or less (immediately after the vehicle has started moving from a standstill)), it is rare for the driver of the vehicle to maintain a deeply depressed position on the accelerator pedal and continue accelerating the vehicle even when a preceding vehicle (or pedestrian, bicycle, etc. (preceding moving object)) is present. In other words, in this case, there is a high probability that the driver has mistakenly pressed the accelerator pedal. Therefore, the ECU 10 sequentially determines whether the following conditions X (conditions X1 to X3) and condition Y are met based on the information obtained from the on-board sensor 20. (X1)... The vehicle's speed sp0 is less than or equal to the threshold sp0th. (X2)... The distance Δd between the vehicle and the preceding moving object is less than or equal to the threshold Δdth. (X3)...The accelerator pedal depression depth AD exceeds the threshold ADth. (Y)...The duration Δt of the state in which conditions X1, X2, and X3 are met exceeds the threshold Δtth (error detection threshold). If condition Y is met, the ECU 10 determines that the accelerator pedal of the vehicle has been mistakenly pressed. In this case, the ECU 10 controls the drive unit 30 and / or brake unit 40 so that the drive torque applied to the vehicle's drive wheels is less than or equal to a predetermined value (drive torque limiting process). For example, as part of the drive torque limiting process, the ECU 10 controls the throttle valve actuator so that the output of the drive unit 30 becomes "0".

[0026] Incidentally, as mentioned above, in an uphill entry scenario, the driver is likely to intentionally maintain a relatively deep press of the accelerator pedal so that sufficient torque is applied to the drive wheels for the vehicle to begin climbing the slope. In this scenario, it is preferable that the torque applied to the drive wheels is not limited to a predetermined value. Therefore, the ECU 10 has a function to delay the start timing of the drive torque limiting process in an uphill entry scenario (a function that prohibits the execution of the drive torque limiting process within a predetermined period after the driver has pressed the accelerator pedal deeply) (see Figure 2), as described below.

[0027] (Delay function) The ECU 10 sequentially acquires the difference (gradient difference Δsd) between the road surface gradient at the current location and the road surface gradient at a point slightly ahead, based on information acquired from the on-board sensor 20. As a method for acquiring the gradient difference Δsd, for example, the method disclosed in Japanese Patent Application Publication No. 2012-088217 can be used. That is, the ECU 10 sequentially acquires the position of the taillights of the preceding vehicle (coordinates in the vertical axis direction of the image) in the image obtained by photographing the area in front of the vehicle from the camera 22. Then, the ECU 10 acquires the gradient difference Δsd based on the position of the taillights in the image (and the distance between the vehicle and the preceding vehicle acquired from the millimeter-wave radar 21). If there is a pedestrian or bicycle as a preceding moving object in front of the vehicle, the gradient difference Δsd may be acquired based on the coordinates of the head of the pedestrian or cyclist in the image.

[0028] Here, the larger the gradient difference Δsd, the greater the energy (driving torque × time (integral value of driving torque)) that the drive system needs to generate to start the vehicle climbing the slope. However, the larger the vehicle's speed sp0 just before entering the slope, the greater the vehicle's kinetic energy at that point. Thus, if the vehicle's kinetic energy just before starting to climb the slope is relatively large, it can use that kinetic energy as the energy to start climbing the slope, allowing the vehicle to start climbing smoothly (without sudden deceleration). Therefore, in this case, the driver does not need to keep the accelerator pedal pressed down for very long. Also, in this case (when the vehicle's speed sp0 just before starting to climb the slope is relatively high), there is a higher risk of the vehicle rapidly approaching a preceding object and making contact with it if the accelerator pedal is accidentally pressed.

[0029] Therefore, the ECU 10 determines the start timing of the drive torque limiting process based on the speed sp0 in addition to the gradient difference Δsd. Specifically, as shown in Figure 2, a map M showing the relationship between speed sp0, gradient difference Δsd, and threshold value Δtth is stored in the ROM 10b, and the ECU 10 refers to this map M to determine the value to be assigned to the threshold value Δtth. For example, as shown in Figure 3, map M consists of map M1, which is used when the speed sp0 is relatively small, and map M2, which is used when the speed sp0 is relatively large. As shown in the same figure, map M is designed so that the larger the gradient difference Δsd, the larger the value assigned to the threshold value Δtth, and the larger the speed sp0, the smaller the value assigned to the threshold value Δtth. In other words, for example, the threshold Δtth when the speed sp0 is 5 km / h or less and the gradient difference Δsd is 5 degrees or less (first example) is greater than the threshold Δtth when the speed sp0 is 5 km / h or less and the gradient difference Δsd is greater than the threshold Δtth when the speed sp0 is greater than 10 degrees (second example). Also, for example, the threshold Δtth when the gradient difference Δsd is 5 degrees or less and the speed sp0 is 5 km / h or less (third example) is greater than the threshold Δtth when the gradient difference Δsd is 5 degrees or less and the speed sp0 is greater than the threshold Δtth when the gradient difference Δsd is greater than 5 km / h (fourth example). Note that the map in Figure 3 is just one example, and the speed sp0 and gradient difference Δsd may be further subdivided.

[0030] Incidentally, the maximum output of a vehicle's drive system (the torque generated by the drive system when the accelerator pedal is pressed to its maximum depth (100%)) differs depending on the vehicle type (vehicle specifications). When the maximum output of the drive system is relatively large, the driving torque applied to the vehicle's drive wheels when the accelerator pedal is accidentally pressed is large, which increases the risk of the vehicle accelerating rapidly, bringing it too close to the vehicle in front, and potentially causing a collision. Therefore, in this case (when the maximum output of the drive system is relatively large), it is preferable not to delay the start timing of the driving torque limiting process too much when entering an uphill slope. Thus, as shown in Figure 4, it is preferable to design multiple types of maps (map ML / map MS) corresponding to the magnitude (large / small) of the maximum output of the drive system during the design phase of various vehicles, and to store map M (map ML / map MS) corresponding to the specifications of the vehicle's drive system 30 (maximum output of the drive system 30) in the RPM 10b. As shown in the figure, for example, the threshold Δtth when the maximum output Pmax is "large," where the speed sp0 is "5 (km / h)" or less, and the gradient difference Δsd is "5 (deg)" or less (fifth example), is smaller than the threshold Δtth when the maximum output Pmax is "large," where the speed sp0 is "5 (km / h)" or less, and the gradient difference Δsd is "5 (deg)" or less (sixth example).

[0031] Next, referring to Figures 5 and 6, we will describe the programs PR1 and PR2 executed by the CPU 10a of the ECU 10 (hereinafter simply referred to as "CPU") to realize the functions of the vehicle control device 1 (drive torque limiting function and delay function). The CPU executes program PR1 at predetermined intervals when the ignition switch is in the ON state. The CPU also starts executing program PR2 when it detects that the ignition switch has transitioned from the OFF state to the ON state.

[0032] (Program PR1) The CPU starts executing program PR1 from step 100 and proceeds to step 101.

[0033] At step 101, the CPU acquires the speed sp0 of the host vehicle from the speed sensor 23. Then, the CPU proceeds to step 102.

[0034] At step 102, the CPU acquires the gradient difference Δsd based on the information acquired from the camera 22. Then, the CPU proceeds to step 103.

[0035] At step 103, the CPU refers to the map M (FIG. 3) to acquire the value (delay time) corresponding to the speed sp0 and the gradient difference Δsd, and assigns the value to the threshold value Δtth. Then, the CPU proceeds to step 104.

[0036] At step 104, the CPU terminates the execution of the program PR1.

[0037] (Program PR2) The CPU starts the execution of the program PR2 from step 200 and proceeds to step 201.

[0038] At step 201, the CPU resets the output (measurement result of the time Δt) of the timer 10d (sets the time Δt to "0") and starts the measurement of the time Δt. Then, the CPU proceeds to step 202.

[0039] At step 202, the CPU determines whether the speed sp0 of the host vehicle is included in a predetermined low-speed range (the validity of the condition X1 (0 < sp0 ≤ sp0th)). If the CPU determines that the speed sp0 is included in the predetermined low-speed range (202: Yes), the CPU proceeds to step 203. On the other hand, if the CPU does not determine that the speed sp0 is included in the predetermined low-speed range (202: No), the CPU returns to step 201.

[0040] In step 203, the CPU determines whether the distance Δd between its own vehicle and the preceding vehicle is less than or equal to the threshold Δdth (whether the condition X2 (Δd ≤ Δdth) is met). If the CPU determines that the distance Δd is less than or equal to 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 less than or equal to the threshold Δdth (203: No), it returns to step 201.

[0041] In step 204, the CPU determines whether the accelerator pedal depression depth AD exceeds the threshold ADth (whether condition X3 (AD > ADth) is met). If the CPU determines that the depression 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 depression depth AD exceeds the threshold ADth (204: No), it returns to step 201.

[0042] In step 205, the CPU determines whether the output of timer 10d (time Δt) exceeds the threshold Δtth (whether the condition Y (Δt > Δtth) is met). 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.

[0043] In step 206, the CPU performs drive torque limiting processing. Then, the CPU returns to step 202.

[0044] (effect) When the vehicle's speed is relatively low and the distance between the vehicle and the preceding vehicle is relatively small, if the accelerator pedal is pressed deeply for an extended period, there is a high probability that the driver has pressed the accelerator pedal unintentionally. In this case, the ECU 10 of the vehicle control device 1 according to this embodiment performs drive torque limiting processing. This prevents the vehicle from getting too close to the preceding vehicle. Here, when the vehicle begins to climb an uphill slope, the driver is likely to intentionally press the accelerator pedal deeply. In particular, when the gradient difference is relatively large, the driver is likely to press the accelerator pedal quite deeply and maintain that state for a relatively long time (for example, tens to hundreds of milliseconds). Therefore, in the scene where the vehicle enters an uphill slope, the ECU 10 of the vehicle control device 1 of the present invention assigns a larger value to the threshold Δtth as the gradient difference Δsd increases. That is, the start timing of the drive torque limiting processing is adjusted according to the gradient difference. And, the larger the gradient difference, the larger the delay time assigned to the start timing of the drive torque limiting processing. This prevents the driver from unintentionally executing a drive torque limiting process at the moment the vehicle begins to climb an uphill slope (when the driver intentionally presses the accelerator pedal deeply and immediately afterward).

[0045] (modified version) In the above embodiment, the ECU 10 obtains the gradient difference Δsd based on the position (vertical coordinates) of the taillights of the preceding vehicle in the image acquired by the camera 22. Alternatively (or in addition to this), the ECU 10 may obtain, for example, the current elevation of its own vehicle and the elevation of a point slightly ahead of its own vehicle (the current location of the preceding vehicle) from a navigation system (map data) not shown, and obtain the gradient difference Δsd based on these elevations.

[0046] (Modification 2) In the above embodiment, the ECU 10 determines that condition X3 is met when the accelerator pedal depression depth AD exceeds the threshold ADth. Alternatively, the ECU 10 may determine that condition X3 is met when the rate of increase of the accelerator pedal depression depth ADr exceeds the threshold ADrth. [Explanation of Symbols]

[0047] 1...Vehicle control unit, 10...ECU, 20...On-board sensor, 30...Drive system, 40...Braking system

Claims

1. An on-board sensor for acquiring information regarding the distance between the vehicle and a preceding moving object, information regarding the speed of the vehicle, and information regarding the operation of the vehicle's accelerator pedal, A processor configured to perform a drive torque limiting process that controls the drive and / or braking system so that the drive torque applied to the drive wheels of the vehicle is limited to a predetermined value or less when the vehicle's speed is below a threshold and the distance between the vehicle and the preceding moving object is below a threshold, and the duration of the state in which the accelerator pedal is depressed or the rate of increase thereof exceeds a threshold exceeds a predetermined error detection threshold, A vehicle control device equipped with, The on-board sensor includes a sensor for acquiring the gradient difference, which is the difference between the gradient of the area where the preceding moving object is located and the gradient of the area where the vehicle is located, in the direction of travel of the vehicle and the preceding moving object. The processor is configured such that, in a scene where the vehicle enters an uphill slope, the greater the difference in gradient, the larger the value assigned to the error detection threshold. Vehicle control system.

2. In the vehicle control device according to claim 1, The processor is configured such that, in the scene, the greater the speed of the vehicle at the time the gradient difference is acquired, the smaller the value assigned to the error detection threshold. Vehicle control system.

3. In the vehicle control device according to claim 1, A plurality of maps, each designed according to the magnitude of the maximum output of the drive unit, comprising a plurality of maps showing the relationship between the gradient difference and the error detection threshold, the map corresponding to the magnitude of the maximum output of the drive unit of the vehicle, The processor is configured to determine the error detection threshold by referring to the map. Vehicle control system.

Images