Vehicle control system

Abstract

The present invention provides a vehicle control device that increases the likelihood of properly executing collision risk reduction control by performing acceleration suppression control, while also reducing the likelihood of the driver feeling uncomfortable with the acceleration suppression control. [Solution] The vehicle control device executes acceleration suppression control to suppress the vehicle's acceleration if at least one of the following history conditions is met: an execution history showing that collision risk reduction control was executed during the error detection period in which the accelerator operation was determined to be an error operation, and an operation history showing that the number of times the driver operated the shift lever during the error detection period was equal to or greater than a threshold number of times, and an object condition is met in which an object exists in a predetermined area in the direction of travel of the vehicle.

Description

Technical Field

[0001] The present invention relates to a vehicle control device that executes collision risk reduction control for reducing a collision risk when a target object with a high collision risk of colliding with a vehicle exists in the traveling direction of the vehicle.

Background Art

[0002] Conventionally, a vehicle control device that executes collision risk reduction control for reducing a collision risk has been known. As an example, the collision risk reduction control is automatic brake control for decelerating a vehicle without requiring a brake operation by a driver. For example, a vehicle control device described in Patent Document 1 (hereinafter referred to as "conventional device") executes an accelerator override for canceling the execution of the collision risk reduction control when an accelerator operation by the driver satisfies a predetermined override condition during the execution of the collision risk reduction control. Further, when the accelerator operation is a misoperation, the conventional device does not execute the accelerator override even if the accelerator operation satisfies the override condition.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

[0004] When the accelerator operation is a misoperation, the vehicle is likely to accelerate suddenly. When the vehicle accelerates suddenly, the attitude of the vehicle becomes unstable, so it becomes difficult to detect an object existing in the traveling direction of the vehicle. Therefore, the possibility that the collision risk reduction control is not appropriately executed increases. Thus, for the purpose of preventing sudden acceleration of the vehicle, it is desirable to execute acceleration suppression control for suppressing the acceleration of the vehicle. However, if the acceleration suppression control is executed when the accelerator operation is not a misoperation, the driver is likely to feel uncomfortable with the acceleration suppression control.

[0005] This invention was made to address the aforementioned problems. Specifically, it aims to provide a vehicle control device that increases the likelihood of properly performing collision risk reduction control by executing acceleration suppression control, while also reducing the likelihood of the driver feeling uncomfortable with the acceleration suppression control.

[0006] The vehicle control device of the present invention (hereinafter referred to as "the present invention device") is If an object with a high risk of colliding with the vehicle is located in the direction of the vehicle's movement (step 315 "Yes"), collision risk reduction control is performed to reduce the collision risk (steps 330, 610). The aforementioned vehicle control device is If the driver's accelerator operation meets a predetermined override condition while the collision risk reduction control is being executed (step 345 "Yes"), an accelerator override is performed to cancel the collision risk reduction control (step 355). If the aforementioned accelerator operation satisfies predetermined erroneous operation conditions, it is determined that the accelerator operation is an erroneous operation. Even if the accelerator operation satisfies the override condition during the error determination period, which represents the period during which the accelerator operation is determined to be an error, the accelerator override is not performed (step 340 "Yes"). If the history condition is met (step 515 "Yes"), and the history condition is met (step 520 "Yes"), which is that there is an execution history that the collision risk reduction control was executed during the error detection period, and an operation history that the number of times the driver operated the shift lever during the error detection period is equal to or greater than a threshold number, then the object condition is met (step 520 "Yes"), which is that an object exists in a predetermined area in the direction of travel, then acceleration suppression control is executed to suppress the acceleration of the vehicle (step 525, steps 615 to 625). It is structured in this way.

[0007] If there is a history of at least one of the execution history and operation history, the driver is likely to have panicked when the accelerator pedal was misoperated. Such a driver is likely to suddenly accelerate the vehicle when the accelerator pedal is misoperated. Therefore, if the history condition and the object condition are met, acceleration suppression control is executed. As a result, even if the driver suddenly accelerates the vehicle, the acceleration is suppressed by the acceleration suppression control, preventing the object from becoming difficult to detect due to sudden acceleration. Thus, the likelihood of appropriate collision risk reduction control being executed when the collision risk increases can be increased. Furthermore, since acceleration suppression control is not executed if the history condition is not met, the likelihood of the driver feeling uncomfortable with the acceleration suppression control can also be reduced. [Brief explanation of the drawing]

[0008] [Figure 1] This is a schematic system configuration diagram of a vehicle control device according to an embodiment of the present invention. [Figure 2] This is an explanatory diagram illustrating an example of operation of a vehicle control device according to an embodiment of the present invention. [Figure 3] Figure 1 is a flowchart of the collision risk reduction control routine executed by the CPU of the ECU. [Figure 4] Figure 1 shows a flowchart of the operation history determination process performed by the ECU's CPU. [Figure 5] Figure 1 shows a flowchart of the acceleration suppression control performed by the ECU's CPU. [Figure 6] Figure 1 is a flowchart of the actuator control routine executed by the CPU of the ECU. [Modes for carrying out the invention]

[0009] A vehicle control device (this device) 10 according to an embodiment of the present invention is applied to a vehicle VA and comprises the components shown in Figure 1. In this specification, "ECU20" is an electronic control device mainly comprising a microcomputer. ECU20 is also referred to as a control unit, controller, and computer. The microcomputer includes a CPU (processor), ROM, RAM, and interface (I / F), etc. The functions realized by ECU20 may be realized by multiple ECUs.

[0010] The forward camera 22 acquires image data by capturing the scenery in front of the vehicle VA. The millimeter-wave radar 24 detects objects in front of the vehicle VA and acquires object data related to those objects. The ECU 20 acquires forward image data and object data from the forward camera 22 and the millimeter-wave radar 24, respectively, and determines the "position of the object relative to the vehicle VA" and the "relative velocity of the object relative to the vehicle VA" based on the image data and object data.

[0011] The vehicle speed sensor 26 measures the vehicle speed Vs, which represents the speed of the vehicle VA. The acceleration sensor 28 measures the acceleration G of the vehicle VA. Note that acceleration G in the direction of acceleration relative to the direction of travel is a positive value, and acceleration G in the direction of deceleration relative to the direction of travel is a negative value. The accelerator pedal position sensor 30 measures the accelerator pedal position AP, which represents the amount of operation (depression) of the accelerator pedal (acceleration control) of the vehicle VA (not shown). The ECU 20 acquires the measured values ​​from these sensors 26 to 30.

[0012] The shift position sensor 32 detects the set position SP of the shift lever (not shown) of the vehicle VA. The driver can set the shift lever to one of the following positions: forward (D range), reverse (R range), neutral (N range), or park (P range). The ECU 20 acquires the value detected by the shift position sensor 32 and identifies the set position SP based on that value.

[0013] The powertrain actuator 40 modifies the driving force generated by the vehicle VA's drive system (e.g., internal combustion engine and / or electric motor). The brake actuator 42 modifies the braking force applied to the vehicle VA.

[0014] <Collision risk reduction control> The ECU20 recognizes objects in the direction of travel (forward) of the vehicle VA based on image data and object data. If the ECU20 detects a high risk of collision between the vehicle VA and the object, it executes collision risk reduction control to reduce the risk. Objects with a high collision risk are sometimes referred to as "target objects." For example, collision risk reduction control is deceleration control to slow down the vehicle VA. Collision risk reduction control is a type of autonomous driving designed to assist the driver.

[0015] In detail, the ECU20 obtains the TTC, which represents the time it takes for an object to reach vehicle VA, by dividing the distance between the object and vehicle VA by the relative velocity of the object. TTC stands for Time To Collision. If the TTC is less than or equal to a predetermined threshold time Tth, the ECU20 determines that the collision risk is high and executes collision risk reduction control. TTC can be described as an index value representing the collision risk. A smaller TTC means a higher collision risk.

[0016] <Accelerator override> If the accelerator operation meets a predetermined override condition while collision risk reduction control is being executed, the ECU 20 performs an accelerator override to cancel the collision risk reduction control. Note that "canceling collision risk reduction control" is a concept that encompasses both terminating the collision risk reduction control and terminating the collision risk reduction control. In this embodiment, an example is described in which the ECU 20 terminates the collision risk reduction control when the override condition is met. When collision risk reduction control is canceled, the vehicle VA accelerates according to the accelerator opening AP.

[0017] For example, when at least one of the following condition A1 and condition A2 is satisfied, the ECU 20 determines that the accelerator operation meets the override condition. Condition A1: The accelerator opening AP is greater than or equal to the first threshold opening APth1. Condition A2: The accelerator opening AP is greater than or equal to the second threshold opening APth2, and the operation speed Vap representing the depression speed of the accelerator pedal is greater than or equal to the first threshold speed Vapth1. Note that the second threshold opening APth2 is set to a value less than or equal to the first threshold opening APth1.

[0018] <Acceleration operation error determination> When the accelerator operation of the ECU 20 meets a predetermined incorrect operation condition, the ECU 20 determines that the accelerator operation is an incorrect operation. For example, when at least one of the following condition B1 to condition B3 is satisfied, the ECU 20 determines that the accelerator operation is an incorrect operation. Condition B1: The accelerator opening AP is greater than or equal to the third threshold opening APth3. Condition B2: The operation speed Vap is greater than or equal to the second threshold speed Vapth2. Condition B3: The vehicle speed Vs is less than or equal to the threshold vehicle speed Vsth. The third threshold opening APth3 is set to a value greater than the first threshold opening APth1. The second threshold speed Vapth2 is set to a value greater than the first threshold speed Vapth1.

[0019] Such an incorrect accelerator operation is likely to occur when the driver mistakes the brake pedal (not shown) for the accelerator pedal and depresses it. The incorrect operation condition and the override condition are determined based on the accelerator opening AP, but the incorrect operation condition is set to be less likely to be satisfied than the override condition.

[0020] Once the ECU20 determines that the accelerator operation is incorrect, it continues to determine that the accelerator operation is incorrect until the accelerator opening degree AP falls below the fourth threshold opening degree APth4. The fourth threshold opening degree APth4 is set to a value smaller than the first threshold opening degree APth1. Preferably, the fourth threshold opening degree APth4 is set to a value smaller than the second threshold opening degree APth2. The period during which the ECU20 determines that the accelerator operation is incorrect is referred to as the "incorrect operation determination period".

[0021] During the error detection period, even if the override condition is met, the ECU20 continues collision risk reduction control without executing accelerator override (i.e., prohibiting accelerator override). This prevents the collision risk reduction control from being canceled even if the override condition is coincidentally met during the period when the driver is operating the accelerator pedal incorrectly.

[0022] (Summary of operation) If the ECU20 finds that at least one of the "execution history and operation history" described below exists, it will determine whether the object condition is met during the erroneous operation detection period, which is that an object exists in a predetermined area PA (see Figure 2) in the direction of travel of the vehicle VA. The execution history shows that collision risk reduction control was executed during the error detection period. The operation history is a record of when the number of times N the driver operated the shift lever during the error detection period was equal to or greater than the threshold number Nth. While the vehicle VA is running (i.e., for one trip (while the ignition is on)), the execution history and operation history are retained. When the vehicle VA stops running (when the ignition is turned off) or when the vehicle VA starts up again (when the ignition is turned on), the execution history and operation history are erased.

[0023] If there is a history of at least one of the execution history and operation history (i.e., if the history condition is met), the driver is likely to have panicked when they misoperated the accelerator pedal. Such a driver is likely to cause the vehicle VA to accelerate rapidly when they misoperate the accelerator pedal.

[0024] Therefore, if the object condition is met during the error detection period, the ECU 20 executes acceleration suppression control to suppress the acceleration of the vehicle VA. In acceleration suppression control, the ECU 20 suppresses the acceleration G of the vehicle VA so that it does not exceed a predetermined limit acceleration Glmt. Even if the driver suddenly accelerates the vehicle VA, the acceleration of the vehicle VA is suppressed. This prevents the detection of objects in the direction of travel of the vehicle VA from becoming difficult, thus increasing the likelihood that collision risk reduction control will be appropriately executed when the risk of collision increases. Furthermore, since acceleration suppression control is not executed if the history condition is not met, the possibility of the driver feeling uncomfortable with the acceleration suppression control is also reduced.

[0025] (Example of operation) An example of the operation of this device 10 will be explained with reference to Figure 2. At time t1, if conditions B1 to B3 above are met, the ECU20 determines that the accelerator operation is incorrect. At time t2, the risk of collision with an object not shown increases, and the ECU20 initiates collision risk reduction control. In this case, since collision risk reduction control was executed during the error detection period, the ECU20 retains the execution history. Therefore, the history condition is met. At time t3, the risk of collision with an object not shown in the diagram is eliminated, and the ECU20 terminates the collision risk reduction control. At time t4, the accelerator opening degree AP falls below the fourth threshold opening degree APth, and the ECU20 determines that the erroneous accelerator operation has ended. At time t5, conditions B1 through B3 are met again, and the ECU20 determines that the accelerator operation was incorrect. At time t6, objects (pedestrian PD, guardrail GR, and oncoming vehicle VB) are present in the designated area PA, and the object condition is met. In this case, since it is within the error detection period and the history condition is also met, the ECU20 starts acceleration suppression control. At time t7, no objects are present in the designated region PA, and the object condition is no longer met. In this case, the ECU20 terminates the acceleration suppression control.

[0026] (Specific operation) The CPU of ECU20 executes the routines shown in the flowcharts in Figures 3 to 6 at predetermined intervals.

[0027] <Collision risk reduction control routine> When the appropriate time arrives, the CPU starts processing from step 300 in Figure 3, and the processing proceeds to step 305. In step 305, the CPU determines whether the execution flag Xexe is "0".

[0028] The execution flag Xexe is set to "1" when collision risk reduction control is performed, and to "0" when collision risk reduction control is not performed. The execution flag Xexe is also set to "0" in the initialization routine. The initialization routine is executed by the CPU when the ignition key switch of the vehicle VA (not shown) is changed from the off position to the on position (i.e., when the vehicle VA is started).

[0029] If the execution flag Xexe is "0", the CPU determines "Yes" in step 305 and executes steps 310 and 315. Step 310: The CPU acquires image data and object data, and based on the image data and object data, it acquires the TTC for each object. Step 315: The CPU determines whether TTC is less than or equal to the threshold time Tth.

[0030] If TTC is greater than the threshold time Tth, the CPU determines "No" in step 315, and the process proceeds to step 395. In step 395, the CPU terminates this routine.

[0031] If the TTC is less than or equal to the threshold time Tth, the CPU determines "Yes" in step 315, and the process proceeds to step 320. In step 320, the CPU determines whether the error flag Xgfm is "1". The error flag Xgfm is set to "1" if the accelerator operation is determined to be an error, and to "0" if the accelerator operation is determined not to be an error. The error flag Xgfm is set to "0" in the initialization routine.

[0032] If the error flag Xgfm is "0", the CPU determines "No" in step 320, and the process proceeds to step 325. In step 325, the CPU determines whether the override condition is met.

[0033] If the override condition is not met, the CPU determines "No" in step 325, and the process proceeds to step 330. In step 330, the CPU sets the execution flag Xexe to "1". After that, the process proceeds to step 395.

[0034] On the other hand, if the override condition is met, the CPU determines "Yes" in step 325, and the process proceeds to step 395 without going to step 330. Therefore, if the override condition is met, collision risk reduction control is not started even if TTC falls below the threshold time Tth.

[0035] If the error flag Xgfm is "1" when the process proceeds to step 320, the CPU determines "Yes" in step 320, and the process proceeds to step 335. In step 335, the CPU sets the execution history flag Xhis1 to "1". The execution history flag Xhis1 is set to "1" if there is an execution history, and to "0" if there is no execution history. The execution history flag Xhis1 is set to "0" in the initialization routine (i.e., the execution history is erased when the vehicle VA starts up).

[0036] On the other hand, if the execution flag Xexe is "1" when the process proceeds to step 305, the CPU determines "No" in step 305, and the process proceeds to step 340. In step 340, the CPU determines whether the error flag Xgfm is "1".

[0037] If the error flag Xgfm is "0", the CPU determines "No" in step 340, and the process proceeds to step 345. In step 345, the CPU determines whether the override condition is met.

[0038] If the override condition is not met, the CPU determines "No" in step 345, and the process proceeds to step 350. In step 350, the CPU determines whether the termination condition for collision risk reduction control is met. Specifically, the termination condition is met if the collision risk of an object with a TTC of less than or equal to the threshold time Tth is eliminated, or if the vehicle VA comes to a stop.

[0039] If the termination condition is not met, the CPU determines "No" in step 350, and the process proceeds to step 395. On the other hand, if the termination condition is met, the CPU determines "Yes" in step 350, and the process proceeds to step 355. In step 355, the CPU sets the execution flag Xexe to "0", and the process proceeds to step 395.

[0040] If the override condition is met when the process proceeds to step 345, the CPU determines "Yes" in step 345, and the process proceeds to step 355. Therefore, if the override condition is met while collision risk reduction control is being executed, the execution flag Xexe is set to "0", and collision risk reduction control terminates. This is called accelerator override.

[0041] If the error flag Xgfm is "1" when the process proceeds to step 340, then collision risk reduction control was executed during the error detection period, and therefore there is an execution history. In this case, the CPU determines "Yes" in step 340, and the process proceeds to step 360. In step 360, the CPU sets the execution history flag Xhis1 to "1".

[0042] The process then proceeds to step 350. During the error detection phase, it is not possible to determine whether the override condition has been met, so accelerator override is prohibited during the error detection phase.

[0043] <Operation History Determination Routine> When the appropriate time arrives, the CPU starts processing from step 400 in Figure 4, and the processing proceeds to step 405. In step 405, the CPU determines whether the error flag Xgfm is "1".

[0044] If the error flag Xgfm is "1", the CPU determines "Yes" in step 405, and the process proceeds to step 410. In step 410, the CPU determines whether or not the shift lever has been operated. Specifically, the CPU determines that the shift lever has been operated if the set position SP identified based on the detection value of the shift position sensor 32 is different from "the set position SP when this routine was last executed".

[0045] If the shift lever is not operated, the CPU determines "No" in step 410, and the process proceeds to step 495. In step 495, the CPU terminates this routine.

[0046] On the other hand, if the shift lever is operated, the CPU determines "Yes" in step 410 and executes steps 415 and 420. Step 415: The CPU adds "1" to the operation count N, which represents the number of times the shift lever was operated during a single error detection period. Step 420: The CPU determines whether the number of operations N is greater than or equal to the threshold number Nth.

[0047] If the number of operations N is less than the threshold number Nth, the CPU determines "No" in step 420, and the process proceeds to step 495.

[0048] On the other hand, if the number of operations N is greater than or equal to the threshold number Nth, then there is an operation history. In this case, the CPU determines "Yes" in step 420, and the process proceeds to step 425. In step 425, the CPU sets the operation history flag Xhis2 to "1". The operation history flag Xhis2 is set to "1" when there is an operation history, and to "0" when there is no operation history. The operation history flag Xhis2 is set to "0" in the initialization routine (i.e., the operation history is erased when the vehicle VA starts up). After that, the process proceeds to step 495.

[0049] If the error flag Xgfm is "1" when the process proceeds to step 405, the CPU determines "No" in step 405 and the process proceeds to step 430. In step 430, the CPU sets the operation count N to "0". After that, the process proceeds to step 495.

[0050] <Acceleration suppression control routine> When the appropriate time arrives, the CPU starts processing from step 500 in Figure 5, and the processing proceeds to step 505. In step 505, the CPU determines whether the suppression flag Xsup is "0". The suppression flag Xsup is set to "1" when acceleration suppression control is performed, and to "0" when acceleration suppression control is not performed. The suppression flag Xsup is set to "0" in the initialization routine.

[0051] If the suppression flag Xsup is "0", the CPU determines "Yes" in step 505 and proceeds to step 510. In step 510, the CPU determines whether the error flag Xgfm is "1".

[0052] If the error flag Xgfm is "0", the CPU determines "No" in step 510, and the process proceeds to step 595. In step 595, the CPU terminates this routine.

[0053] On the other hand, if the error flag Xgfm is "1", the CPU determines "Yes" in step 510, and the process proceeds to step 515. In step 515, the CPU determines whether at least one of the execution history flag Xhis1 and the operation history flag Xhis2 is "1".

[0054] If at least one of the execution history flag Xhis1 and the operation history flag Xhis2 is "1", the CPU determines "Yes" in step 515 and proceeds to step 520. In step 520, the CPU determines whether or not an object exists in a predetermined area PA in the direction of travel of the vehicle VA.

[0055] As an example, as shown in Figure 2, the predetermined area PA is set in the shape of a sector. The central angle of this sector is "2θ" and the radius is "R". The predetermined area PA is set so that the center line that halves the central angle coincides with the longitudinal axis direction of the vehicle VA. For example, "θ" is 50 degrees and R is 200m. Figure 2 shows an example where the predetermined area PA is set in front of the vehicle VA when the direction of travel is forward, but when the direction of travel is backward, the predetermined area PA is set behind the vehicle VA.

[0056] If an object is present in the designated area PA, the object condition is met. As a result, since the object condition was met during the erroneous operation detection period after the history condition was met, acceleration suppression control is executed. In this case, the CPU determines "Yes" in step 520, and the process proceeds to step 525. In step 525, the CPU sets the suppression flag Xsup to "1". After that, the process proceeds to step 595.

[0057] If both the execution history flag Xhis1 and the operation history flag Xhis2 are "0" when the process proceeds to step 515, the history condition is not met. In this case, the CPU determines "No" in step 515, and the process proceeds to step 530. If the predetermined area PA does not exist when the process proceeds to step 520, the object condition is not met. In this case, the CPU determines "No" in step 520, and the process proceeds to step 530.

[0058] In step 530, the CPU determines whether the distance D between vehicle VA and the preceding vehicle is less than or equal to the threshold distance Dth. The preceding vehicle is another vehicle located in the same lane as vehicle VA and within a predetermined distance in the direction of vehicle VA's travel.

[0059] If the distance D between vehicles is less than or equal to the threshold distance Dth, the CPU determines "Yes" in step 530, and the process proceeds to step 525. On the other hand, if there is no preceding vehicle, or if the distance D between vehicles is longer than the threshold distance Dth, the CPU determines "No" in step 530, and the process proceeds to step 595.

[0060] On the other hand, if the suppression flag Xsup is "1" when the process proceeds to step 505, the CPU determines "No" in step 505, and the process proceeds to step 535. In step 535, the CPU determines whether the acceleration suppression control termination condition (hereinafter referred to as the "suppression termination condition") is met. If there is no longer an object in the predetermined region PA, or if the misoperation flag Xgfm becomes "0", the CPU determines that the suppression termination condition is met.

[0061] If the suppression termination condition is not met, the CPU determines "No" in step 535, and the process proceeds to step 595. On the other hand, if the suppression termination condition is met, the CPU determines "Yes" in step 535, and the process proceeds to step 540. In step 540, the CPU sets the suppression flag Xsup to "0". After that, the process proceeds to step 595.

[0062] <Actuator control routine> When the appropriate time arrives, the CPU starts processing from step 600 in Figure 6, and the process proceeds to step 605. In step 605, the CPU determines whether the execution flag Xexe is "1".

[0063] If the execution flag Xexe is "1", the CPU determines "Yes" in step 605, and the process proceeds to step 610. In step 610, the CPU controls the powertrain actuator 40 and the brake actuator 42 so that the acceleration G matches a predetermined control acceleration Gcon. The control acceleration Gcon is pre-set to a negative predetermined value. Therefore, if the execution flag Xexe is "1", collision risk reduction control is performed to decelerate the vehicle VA. After that, the process proceeds to step 695. In step 695, the CPU terminates this routine.

[0064] If the execution flag Xexe is "0", the CPU determines "No" in step 605 and executes steps 615 and 620. Step 615: The CPU obtains the operating acceleration gap based on the accelerator opening AP. Note that the operating acceleration gap increases as the accelerator opening AP increases. Step 620: The CPU determines whether the suppression flag Xsup is "1".

[0065] If the suppression flag Xsup is "0", the CPU determines "No" in step 620, and the process proceeds to step 625. In step 625, the CPU controls the powertrain actuator 40 and the brake actuator 42 so that the acceleration G matches the operation acceleration Gap. The process then proceeds to step 695.

[0066] If the suppression flag Xsup is "1" when the process proceeds to step 620, the CPU determines "Yes" in step 620 and proceeds to step 630. In step 630, the CPU determines whether the operating acceleration Gap is greater than a predetermined limiting acceleration Glmt.

[0067] If the operating acceleration Gap is less than or equal to the limit acceleration Glmt, the CPU determines "No" in step 630, and the process proceeds to step 625.

[0068] On the other hand, if the operating acceleration Gap is greater than the limiting acceleration Glmt, the CPU determines "Yes" in step 630, and the process proceeds to step 635. In step 635, the CPU sets the operating acceleration Gap to the limiting acceleration Glmt. The process then proceeds to step 625. As a result, if the suppression flag Xsup is "1", the acceleration of the vehicle VA is suppressed so that the operating acceleration Gap is less than or equal to the limiting acceleration Glmt.

[0069] As explained above, the device 10 executes acceleration suppression control when the history condition is met and the object condition is met during the erroneous operation detection period. This suppresses the acceleration of the vehicle VA, thereby increasing the likelihood that collision risk reduction control will be properly executed. Furthermore, since acceleration suppression control is not executed if the history condition is not met, the possibility of the driver feeling uncomfortable with the acceleration suppression control is also reduced.

[0070] (First Modification) Instead of deceleration control, the ECU 20 may display warning elements on a display (not shown) and / or emit a warning sound from a speaker (not shown). The display is, for example, a multi-information display. The warning elements are display elements that inform the driver that there is a high risk of collision with an object. The ECU 20 may also display the warning elements and / or emit a warning sound in conjunction with deceleration control.

[0071] (Second Modification) The operation count N represents, but is not limited to, the number of times the shift lever was operated during a single erroneous operation detection period. For example, the operation count N may represent the number of times the shift lever was operated during the erroneous operation detection period from the time the vehicle VA was started until the vehicle VA was finished starting up. In this case, if the erroneous operation flag Xgfm is "0", step 430 shown in Figure 4 is not executed. The operation count N is set to "0" at the end of the initialization routine or the vehicle VA startup.

[0072] (Third Modification) An execution history may be recorded if the number of times collision risk reduction control is executed during the error detection period is equal to or greater than a threshold number (i.e., the execution history flag Xhis1 may be set to "1").

[0073] (Fourth Modification) The execution history and operation history may be erased when the vehicle VA has finished starting up. That is, when the vehicle VA has finished starting up, the execution history flag Xhis1 and the operation history flag Xhis2 may be set to "0". Furthermore, if the driver performs a predetermined operation while the vehicle VA is starting up, the execution history and operation history may be erased.

[0074] (Fifth Modification) If the history condition is met and the object condition is met, acceleration suppression control may be executed even if the accelerator operation is not an error.

[0075] (Sixth Modification) In the above embodiment, an example in which the present invention is applied when the direction of travel of the vehicle VA is forward has been described, but the present invention is also applicable when the direction of travel of the vehicle VA is rearward.

[0076] This support device 10 is applicable to vehicles such as engine-powered vehicles, hybrid vehicles, plug-in hybrid vehicles, fuel cell vehicles, and electric vehicles. [Explanation of Symbols]

[0077] 10...Vehicle control unit, 20...ECU, 22...Front camera, 24...Millimeter-wave radar, 30...Accelerator position sensor, 32...Shift position sensor, 40...Powertrain actuator, 42...Brake actuator.

Claims

1. In a vehicle control device that performs collision risk reduction control to reduce the risk of collision when an object with a high risk of collision with the vehicle is located in the direction of travel of the vehicle, The aforementioned vehicle control device is If the driver's accelerator operation meets predetermined override conditions while the collision risk reduction control is being executed, an accelerator override is performed to cancel the collision risk reduction control. If the aforementioned accelerator operation satisfies predetermined erroneous operation conditions, it is determined that the accelerator operation is an erroneous operation. Even if the accelerator operation satisfies the override condition during the error determination period, which represents the period during which the accelerator operation is determined to be an error, the accelerator override will not be executed. If the history condition is met, which is that at least one of the following has been met: an execution history indicating that the collision risk reduction control was executed during the error detection period, and an operation history indicating that the number of times the driver operated the shift lever during the error detection period was equal to or greater than a threshold number, and the object condition is met, which is that an object is present in a predetermined area in the direction of travel, then acceleration suppression control to suppress the acceleration of the vehicle is executed. A vehicle control device configured as follows.

2. In the vehicle control device according to claim 1, The vehicle control device is configured to execute the acceleration suppression control if the object condition is met during the error detection period after the historical condition has been met. Vehicle control system.

3. In the vehicle control device according to claim 1, The aforementioned vehicle control device is While the vehicle is running, the execution history and operation history are maintained. When the vehicle's startup is complete or the vehicle starts up, the execution history and operation history are erased. A vehicle control device configured as follows.

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