Control device, control system, control method, control program, and vehicle

Abstract

To prevent loss of braking force that is different from a driver's intention even when a dual stepping state occurs due to an acceleration operation without an acceleration intention specific to an MT vehicle during a braking request.SOLUTION: A brake ECU is a control device for controlling the motion of a vehicle, and comprises a CPU. The CPU of the brake ECU executes braking control for generating braking force that decelerates a vehicle according to a braking request. In the case that an acceleration pedal is operated during the execution of the braking control (if YES in Step S133 and Step S134), the CPU of the brake ECU cancels the braking force due to the braking control (Step S137) if a predetermined condition for continuing the braking control is not established (if NO in Step S135 and Step S136), and on the other hand, does not cancel the braking force due to the braking control (Step S138) if the predetermined condition is established (if YES in at least one of Step S135 and Step S136).SELECTED DRAWING: Figure 5

Description

Technical Field

[0001] This disclosure relates to a control device, a control system, a control method, a control program, and a vehicle, and particularly to a control device for controlling the movement of a vehicle, a control system including the control device and an instruction device that issues a control request to the control device, a control method by the control device, a control program executed by the control device, and a vehicle including the control device and an instruction device that issues a control request to the control device.

Background Art

[0002] Conventionally, there has been a motion manager for managing the movement of a vehicle (see, for example, Patent Document 1). In a system including this motion manager, when the priority of a request from a driving support application is higher than that of the driver's accelerator pedal operation, the required acceleration based on the accelerator pedal operation is rejected in the power train control unit.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, when the driver operates the accelerator during a braking request by a driving support application such as Adaptive Cruise Control (ACC), a state where there are both deceleration and acceleration requests (so-called "double stepping state") occurs. In the double stepping state, usually, the braking request is rejected. On the other hand, considering specific driver operations in a manual transmission vehicle (hereinafter referred to as "MT vehicle") (for example, blipping during downshifting, double clutching), there may be cases where the driver operates the accelerator without intending to accelerate during deceleration. In such cases, due to the driver's accelerator operation, the braking request is rejected, resulting in a loss of braking force.

[0005] This disclosure has been made to solve such problems, and its object is to prevent a loss of braking force different from the driver's intention even when a double stepping state occurs due to an accelerator operation without an intention to accelerate specific to an MT vehicle during a braking request, and to provide a control device, a control system, a control method, a control program, and a vehicle.

Means for Solving the Problems

[0006] The control device according to this disclosure is a control device that controls the movement of a vehicle, and the control device includes a control unit. The control unit executes braking control to generate a braking force for decelerating the vehicle in response to a braking request, and when the accelerator pedal is being operated during the execution of the braking control, When a predetermined period has elapsed since the accelerator pedal was operated if a predetermined condition for continuing the braking control is not satisfied, while releasing the braking force by the braking control, When the predetermined period has elapsed since the accelerator pedal was operated if the predetermined condition is satisfied, the braking force by the braking control is not released. The predetermined condition is a condition that the clutch pedal is being operated or a condition that the shift lever is in the neutral position.

[0007] According to such a configuration, when the accelerator pedal is being operated during the execution of braking control in response to a braking request, A condition that the clutch pedal is being operated or a condition that the shift lever is in the neutral position if [the condition] is not satisfied, the braking force by the braking control is released, At least any one of those conditionsWhen this holds, the braking force by the braking control is not released. As a result, even if a double-pedal state occurs due to an accelerator operation without an acceleration intention peculiar to an MT vehicle during a braking request, a control device capable of preventing the loss of braking force, which is different from the driver's intention, can be provided.

[0008] The control unit may release the braking force by the braking control by rejecting the braking request. According to such a configuration, the braking force can be released by a simple method of rejecting the braking request.

[0009] The braking request may be a braking request from an indicating device. According to such a configuration, even when the braking request is issued from the indicating device, it is possible to prevent the loss of braking force, which is different from the driver's intention.

[0012] According to another aspect of this disclosure, a control system includes a control device that controls the movement of a vehicle and an indicating device that issues a control request to the control device. The control device includes a first control unit. The indicating device includes a second control unit. The second control unit outputs a control request to the control device. The control request includes a braking request. The first control unit executes braking control that generates a braking force for decelerating the vehicle in response to a braking request from the second control unit. When the accelerator pedal is being operated during the execution of the braking control, When a predetermined period has elapsed since the accelerator pedal was operated when a predetermined condition for continuing the braking control is not satisfied, the braking force by the braking control is released, while When the predetermined period has elapsed since the accelerator pedal was operated when the predetermined condition is satisfied, the braking force by the braking control is not released. The predetermined condition is a condition that the clutch pedal is being operated or a condition that the shift lever is in the neutral position.

[0013] According to such a configuration, even if a double-pedal state occurs due to an accelerator operation without an acceleration intention peculiar to an MT vehicle during a braking request, a control system capable of preventing the loss of braking force, which is different from the driver's intention, can be provided.

[0014] According to still another aspect of this disclosure, the control method is a control method by a control device that controls the movement of a vehicle. The control device includes a control unit. The control method includes a step in which the control unit executes braking control to generate a braking force for decelerating the vehicle in response to a braking request, and when the accelerator pedal is being operated during the execution of the braking control, When a predetermined period has elapsed since the accelerator pedal was operated when a predetermined condition for continuing the braking control is not satisfied, while releasing the braking force by the braking control, When the predetermined period has elapsed since the accelerator pedal was operated when the predetermined condition is satisfied, a step of not releasing the braking force by the braking control. The predetermined condition is a condition that the clutch pedal is being operated or a condition that the shift lever is in the neutral position.

[0015] According to such a configuration, even if a double-pedal state occurs due to an accelerator operation without an acceleration intention peculiar to an MT vehicle during a braking request, it is possible to provide a control method capable of preventing a loss of braking force, which is different from the driver's intention.

[0016] According to still another aspect of this disclosure, the control program is a control program executed by a control device that controls the movement of a vehicle. The control device includes a control unit. The control program includes a step in which the control unit executes braking control to generate a braking force for decelerating the vehicle in response to a braking request, and when the accelerator pedal is being operated during the execution of the braking control, When a predetermined period has elapsed since the accelerator pedal was operated when a predetermined condition for continuing the braking control is not satisfied, while releasing the braking force by the braking control, When a predetermined period has elapsed since the accelerator pedal was operated when the predetermined condition is satisfied, causing the control unit to execute a step of not releasing the braking force by the braking control. The predetermined condition is a condition that the clutch pedal is being operated or a condition that the shift lever is in the neutral position.

[0017] According to such a configuration, even if a double-pedal state occurs due to an accelerator operation without an acceleration intention peculiar to an MT vehicle during a braking request, it is possible to provide a control program capable of preventing a loss of braking force, which is different from the driver's intention.

[0018] According to still another aspect of this disclosure, the vehicle is a vehicle including a control device that controls the movement of the vehicle and an instruction device that issues a control request to the control device. The control device includes a first control unit. The instruction device includes a second control unit. The second control unit outputs a control request to the control device.The control request includes a braking request. The first control unit executes braking control to generate a braking force for decelerating the vehicle in response to a braking request from the second control unit. When the accelerator pedal is being operated during the execution of the braking control, When a predetermined period has elapsed since the accelerator pedal was operated if a predetermined condition for continuing the braking control is not satisfied, while releasing the braking force by the braking control, When the predetermined period has elapsed since the accelerator pedal was operated if the predetermined condition is satisfied, the braking force by the braking control is not released. The predetermined condition is a condition that the clutch pedal is being operated or a condition that the shift lever is in the neutral position.

[0019] According to such a configuration, even if a double-pedal state occurs due to an accelerator operation without an acceleration intention peculiar to an MT vehicle during a braking request, it is possible to provide a vehicle capable of preventing a loss of braking force, which is different from the driver's intention.

Advantages of the Invention

[0020] According to this disclosure, even if a double-pedal state occurs due to an accelerator operation without an acceleration intention peculiar to an MT vehicle during a braking request, it is possible to provide a control device, a control system, a control method, a control program, and a vehicle capable of preventing a loss of braking force, which is different from the driver's intention.

Brief Description of the Drawings

[0021]

Figure 1

Figure 2

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Figure 8

Figure 9

[0022] Hereinafter, embodiments of this disclosure will be described with reference to the drawings. In the following description, the same components are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed descriptions thereof will not be repeated.

[0023] FIG. 1 is a diagram showing an example of the configuration of vehicle 1. As shown in FIG. 1, vehicle 1 includes an ADAS-ECU (Electronic Control Unit) 10, a brake ECU 20, an actuator system 30, and a central ECU 40.

[0024] Vehicle 1 may be any vehicle having a configuration capable of realizing the functions of the driving support system described later. For example, it may be a vehicle having an engine as a drive source, or an electric vehicle having an electric motor as a drive source, or a hybrid vehicle equipped with an engine and an electric motor and having at least one of them as a drive source.

[0025] ADAS-ECU 10, brake ECU 20, and central ECU 40 are all computers having a processor that executes a program such as a CPU (Central Processing Unit), a memory, and an input / output interface.

[0026] The ADAS-ECU 10 includes a driving assistance system 100 having functions related to the driving assistance of vehicle 1. The driving assistance system 100 is configured to realize various functions for assisting the driving of vehicle 1, including at least any one of the steering control, drive control, and braking control of vehicle 1, by executing the applications to be implemented. Examples of the applications implemented in the driving assistance system 100 include, for example, an application that realizes the functions of an autonomous driving system (AD), an application that realizes the functions of an automatic parking system, or an application that realizes the functions of an advanced driver assist system (ADAS) (hereinafter referred to as an ADAS application).

[0027] Examples of the ADAS application include, for example, an application that realizes the function of following driving (such as ACC (Adaptive Cruise Control)) to maintain the distance from a preceding vehicle while keeping the inter-vehicle distance from the preceding vehicle constant, an application that realizes the function of ASL (Auto Speed Limiter) to recognize the restricted vehicle speed and maintain the speed limit of the host vehicle, an application that realizes the function of lane keeping assistance (such as LKA (Lane Keeping Assist) or LTA (Lane Tracing Assist)) to maintain the lane in which the vehicle is traveling, an application that realizes the function of a collision damage reduction brake (such as AEB (Autonomous Emergency Braking) or PCS (Pre-Crash Safety)) to automatically apply brakes to reduce the damage of a collision, and at least any one of an application that realizes the function of a lane departure warning (such as LDW (Lane Departure Warning) or LDA (Lane Departure Alert)) to warn of the departure of the driving lane of vehicle 1.

[0028] Each application of this driving assistance system 100 outputs a request for an action plan that ensures the marketability (function) of the application alone, based on information on the surrounding situation of the vehicle obtained (input) from a plurality of sensors (not shown) and the driver's assistance requests, etc., to the brake ECU 20 (more specifically, the motion manager 200). The plurality of sensors include, for example, vision sensors such as a forward camera, radar, LiDAR (Light Detection And Ranging), or a position detection device, etc.

[0029] The forward camera is arranged, for example, on the back side of the rearview mirror in the vehicle interior and is used for taking an image of the front of the vehicle. Radar is a distance measuring device that irradiates an object with short-wavelength radio waves, detects the radio waves returned from the object, and measures the distance and direction to the object. LiDAR is a distance measuring device that irradiates laser light (light such as infrared rays) in a pulsed manner and measures the distance based on the time until it is reflected back from the object. The position detection device is constituted by, for example, a GPS (Global Positioning System) that detects the position of the vehicle 1 using information received from a plurality of satellites orbiting the earth.

[0030] Each application obtains information on the surrounding situation of the vehicle, which is the integrated detection results of one or more sensors, as recognition sensor information, and also obtains the driver's assistance requests via a user interface (not shown) such as a switch. Each application can recognize other vehicles, obstacles, or people around the vehicle, for example, by using artificial intelligence (AI) or image processing by an image processing processor for images and videos of the surrounding of the vehicle obtained by a plurality of sensors.

[0031] In addition, the action plan includes, for example, requests regarding the forward and backward acceleration / deceleration to be generated in the vehicle 1, requests regarding the steering angle of the vehicle 1, requests regarding the stop and hold of the vehicle 1, etc.

[0032] As requirements regarding the acceleration / deceleration before and after generated in the vehicle 1, for example, they include operation requirements for the power train system 302 and operation requirements for the brake system 304.

[0033] As requirements regarding the holding when the vehicle 1 stops, for example, they include requirements regarding permission and prohibition of the operation of at least one of the electric parking brake and the parking lock mechanism (both not shown).

[0034] The electric parking brake restricts the rotation of the wheels of the vehicle 1 by the operation of an actuator, for example. The electric parking brake may be configured to operate a brake for parking brake provided on a part of a plurality of wheels provided on the vehicle 1 using an actuator to restrict the rotation of the wheels. Alternatively, the electric parking brake may operate an actuator for parking brake to adjust the hydraulic pressure (hereinafter sometimes referred to as brake hydraulic pressure) supplied to the braking device of the brake system 304, and operate the braking device to restrict the rotation of the wheels, brake the rotating wheels, or hold the wheels in a stopped state.

[0035] The parking lock mechanism restricts the rotation of the output shaft of the transmission by the operation of an actuator. The parking lock mechanism, for example, fits a protrusion provided at the tip of a parking lock pole whose position is adjusted by an actuator to the tooth part of a gear (lock gear) connected to a rotating element in the transmission of the vehicle 1. Thereby, the rotation of the output shaft of the transmission is restricted, and the rotation of the wheels of the drive wheels is restricted.

[0036] Note that the applications implemented in the driving assistance system 100 are not particularly limited to the above-described applications, and applications for realizing other functions may be added, existing applications may be omitted, and particularly the number of applications implemented is not limited.

[0037] Also, in this embodiment, although the ADAS-ECU 10 has been described as including a driving assistance system 100 composed of a plurality of applications, for example, an ECU may be provided for each application. For example, the driving assistance system 100 may be configured by an ECU in which an application for realizing the function of an automatic driving system is installed, an ECU in which an application for realizing the function of an automatic parking system is installed, and an ECU in which an ADAS application is installed.

[0038] The brake ECU 20 includes a motion manager 200. In this embodiment, a case where the brake ECU 20 has a hardware configuration including the motion manager 200 will be described as an example, but the motion manager 200 may be provided as a separate single ECU from the brake ECU 20, or may be included in another ECU different from the brake ECU 20. The brake ECU 20 is configured to be communicable with each of the ADAS-ECU 10, various ECUs included in the actuator system 30, and the central ECU 40.

[0039] The motion manager 200 requests the actuator system 30 for the motion of the vehicle 1 according to the action plan set in at least any one of the plurality of applications of the driving assistance system 100. The detailed configuration of the motion manager 200 will be described later.

[0040] The actuator system 30 is configured to realize the request for the motion of the vehicle 1 output from the motion manager 200. The actuator system 30 includes a plurality of actuators. In FIG. 1, a case where the actuator system 30 includes, for example, a power train system 302, a brake system 304, and a steering system 306 as actuators is shown as an example. Note that the number of actuators that are the request destinations of the motion manager 200 is not limited to three as described above, and may be four or more, or may be two or less.

[0041] The power train system 302 includes a power train capable of generating a driving force for the drive wheels of the vehicle 1, and an ECU (both not shown) that controls the operation of the power train. The power train includes, for example, an internal combustion engine such as a gasoline engine or a diesel engine, a transmission including a transmission and a differential device, a motor generator serving as a drive source, a power storage device that stores electric power supplied to the motor generator, a power conversion device that mutually converts electric power between the motor generator and the power storage device, and at least any one of a power generation source such as a fuel cell. The ECU that controls the operation of the power train controls the corresponding device so as to realize the motion request for the corresponding device in the power train system 302 from the motion manager 200.

[0042] The brake system 304 includes, for example, a plurality of braking devices provided on each wheel of the vehicle 1. The braking device includes, for example, a hydraulic brake such as a disc brake that generates a braking force and a holding force using hydraulic pressure. Note that the braking device may further include, for example, a motor generator connected to the wheel and generating a regenerative torque. The braking operation of the vehicle 1 using a plurality of braking devices is controlled by the brake ECU 20. The brake ECU 20 is provided with, for example, a control unit (not shown) for controlling the brake system 304 separately from the motion manager 200.

[0043] The steering system 306 includes, for example, a steering device capable of changing the steering angle of the steering wheel (for example, the front wheels) of the vehicle 1, and an ECU (both not shown) that controls the operation of the steering device. The steering device includes, for example, a steering wheel that changes the steering angle according to the operation amount, and an electric power steering (EPS: Electric Power Steering) capable of adjusting the steering angle by an actuator separately from the operation of the steering wheel. The ECU that controls the operation of the steering device controls the operation of the actuator of the EPS.

[0044] The central ECU 40 includes a memory 42 whose stored content can be updated. The central ECU 40 is configured to be communicable with, for example, the brake ECU 20 and is also configured to be communicable with a device (such as a server) outside the vehicle 1 (not shown) via a communication module (not shown). When the central ECU 40 receives update information from a server outside the vehicle 1, it updates the information stored in the memory 42 using the received update information. Predetermined information is stored in the memory 42. The predetermined information includes, for example, information read from various ECUs when the vehicle 1 system is started up.

[0045] In the present embodiment, the central ECU 40 has been described as reading predetermined information from various ECUs when the vehicle 1 system is started up, but it may have a function (gateway function) such as relaying communication between various ECUs.

[0046] Hereinafter, an example of the operation of the motion manager 200 will be described in detail with reference to FIG. 2. FIG. 2 is a diagram for explaining an example of the operation of the motion manager 200.

[0047] FIG. 2 shows, as an example, a case where the driving support system 100 includes, for example, AEB 102, PCS 104, ACC 106, and ASL 108 as applications. From the driving support system 100 to the motion manager 200, a request for an action plan set in at least any one of a plurality of applications is transmitted as a request signal PLN1.

[0048] The request signal PLN1 includes, for example, information about a target acceleration set as one of the action plans in ACC 106, AEB 102, PCS 104, or ASL 108. The target acceleration includes, in addition to the value of the acceleration for driving or braking the vehicle 1, the value of the acceleration for maintaining the stopped state of the vehicle 1.

[0049] The motion manager 200 sets the motion to be requested of the vehicle 1 based on the motion plan request included in the received request signal PLN1, and requests the actuator system 30 to realize the set motion. That is, the motion manager 200 transmits a request for an operation on the power train system 302 to the actuator system 30 as a request signal ACL1. The motion manager 200 transmits a request for an operation on the brake system 304 to the actuator system 30 as a request signal BRK1. Further, the motion manager 200 transmits a request for an operation on the steering system 306 to the actuator system 30 as a request signal STR1.

[0050] The request signal ACL1 includes, for example, information regarding a requested value of driving torque or driving force, information regarding a mediation method (e.g., whether to select a maximum value or a minimum value, whether to change stepwise, whether to change gradually, etc.).

[0051] The request signal BRK1 includes, for example, information regarding a requested value of braking torque, information regarding a mediation method (e.g., whether to change stepwise, whether to change gradually, etc.), information regarding the timing of braking (whether to perform immediately, etc.).

[0052] The request signal STR1 includes, for example, a target steering angle, information regarding whether the target steering angle is valid, information regarding upper and lower limit torques of assist torque for operation of the steering wheel.

[0053] Among the plurality of actuators constituting the actuator system 30, the actuator that has received the corresponding request signal is controlled so that the operation request included in the request signal is realized.

[0054] An example of the configuration of the motion manager 200 will be described below. As shown in FIG. 2, the motion manager 200 includes a reception unit 202, a mediation unit 204, a calculation unit 206, and a distribution unit 208.

[0055] The reception unit 202 receives requests for action plans output by one or more applications of the driving support system 100. Details of the action plan in the present embodiment will be described later.

[0056] The mediation unit 204 mediates a plurality of action plan requests received from each application via the reception unit 202. As an example of this mediation process, one action plan is selected from a plurality of action plans based on a predetermined selection criterion. Another example of the mediation process is setting a new action plan based on a plurality of action plans. Note that the mediation unit 204 may further add predetermined information received from the actuator system 30 and mediate a plurality of action plan requests. Furthermore, the mediation unit 204 may determine whether to temporarily prioritize the movement of the vehicle 1 required according to the driver state and the vehicle state over the movement of the vehicle 1 corresponding to the action plan determined based on the mediation result.

[0057] The calculation unit 206 calculates a movement request based on the mediation result of the action plan request in the mediation unit 204 and the movement of the vehicle 1 determined based on the mediation result. This movement request is a physical quantity for controlling at least one actuator of the actuator system 30 and includes a physical quantity different from the physical quantity of the action plan request. For example, when the action plan request (the first request) is longitudinal acceleration, the calculation unit 206 calculates, as the movement request (the second request), a value obtained by converting the acceleration into a driving force or a driving torque. For example, when a target acceleration for maintaining a stopped state is selected as the mediation result, the calculation unit 206 calculates a required driving force corresponding to the target acceleration.

[0058] The distribution unit 208 executes a distribution process that distributes the motion request calculated by the calculation unit 206 to at least one actuator of the actuator system 30. For example, when acceleration of the vehicle 1 is requested, the distribution unit 208 distributes the motion request only to the power train system 302. Alternatively, when deceleration of the vehicle 1 is requested, the distribution unit 208 appropriately distributes the motion request to the power train system 302 and the brake system 304 in order to achieve the target deceleration.

[0059] For example, when a target acceleration for maintaining a stopped state is selected as the mediation result, the distribution unit 208 determines a holding force (for example, brake hydraulic pressure) corresponding to the calculated driving force. In this case, the distribution unit 208 outputs the determined holding force to the brake system 304 as a motion request.

[0060] Information about the state of the power train system 302 is transmitted from the power train system 302 of the actuator system 30 to the motion manager 200 as a signal ACL2. Information about the state of the power train system 302 includes, for example, information related to the operation of the accelerator pedal, information related to the actual driving torque or actual driving force of the power train system 302, actual shift range information, information about the upper and lower limits of the driving torque, information about the upper and lower limits of the driving force, information about the reliability of the power train system 302, and the like.

[0061] Information about the state of the brake system 304 is transmitted from the brake system 304 of the actuator system 30 to the motion manager 200 as a signal BRK2. Information about the state of the brake system 304 includes, for example, information related to the operation of the brake pedal, information related to the braking torque requested by the driver, information related to the required value of the braking torque after mediation, information related to the actual braking torque after mediation, information related to the holding force after mediation, information related to the reliability of the brake system 304, and the like.

[0062] From the steering system 306 of the actuator system 30, information about the state of the steering system 306 is transmitted to the motion manager 200 as the signal STR2. Examples of information about the state of the steering system 306 include information about the reliability of the steering system 306, information about whether the driver is gripping the steering wheel, information about the torque for operating the steering wheel, information about the rotation angle of the steering wheel, and the like.

[0063] In addition to the power train system 302, the brake system 304, and the steering system 306 described above, the actuator system 30 includes a sensor group 308.

[0064] The sensor group 308 includes a plurality of sensors that detect the behavior of the vehicle 1. The sensor group 308 includes, for example, a longitudinal G sensor that detects the longitudinal vehicle body acceleration of the vehicle 1, a lateral G sensor that detects the lateral vehicle body acceleration of the vehicle 1, wheel speed sensors provided on each wheel to detect the wheel speed, and a yaw rate sensor that detects the angular velocity of the rotation angle (yaw angle) in the yaw direction. The sensor group 308 transmits information including the detection results of the plurality of sensors to the motion manager 200 as the signal VSS2. That is, the signal VSS2 includes, for example, the detection value of the longitudinal G sensor, the detection value of the lateral G sensor, the detection value of the wheel speed sensor for each wheel, the detection value of the yaw rate sensor, and information about the reliability of each sensor.

[0065] When the motion manager 200 receives various signals received from the actuator system 30, it transmits predetermined information to the driving support system 100 as the signal PLN2.

[0066] Note that the configurations of the devices mounted on the vehicle 1 and the configuration of the motion manager 200 described above are examples, and addition, replacement, change, omission, etc. can be made as appropriate. Also, the functions of each device can be executed by integrating them into one device or distributing them among a plurality of devices as appropriate.

[0067] In the vehicle 1 having the above-described configuration, when the priority of a request from an application such as an ADAS application is higher than that of the driver's accelerator pedal operation, the required acceleration based on the accelerator pedal operation is rejected in the power train system 302.

[0068] However, when the driver performs an acceleration operation during a braking request by an ADAS application such as ACC106, a state where there are requests for both deceleration and acceleration (so-called "double stepping state") occurs. In the double stepping state, usually, the braking request is rejected. On the other hand, considering specific driver operations in MT vehicles (for example, blipping during downshifting, double clutching), there may be cases where the driver performs an acceleration operation without intending to accelerate during deceleration. In such cases, the braking request is rejected due to the driver's acceleration operation, resulting in a loss of braking force.

[0069] Specifically, when the driver steps on the accelerator pedal during deceleration by the driving support system 100 (for example, ACC106), the motion manager 200 of the brake ECU 20 determines that the driver intends to accelerate and cancels the deceleration.

[0070] FIG. 3 is a diagram showing a timing chart for explaining the problems in this disclosure. Referring to FIG. 3, in an MT vehicle, when shifting the transmission gear, in order to match the rotational speeds of the engine-side gear and the wheel-side gear, while the clutch is disengaged from time t11, at the timing of subsequent time t12, the driver may step on (turn on) the accelerator pedal. The fully closed estimated ground acceleration is an estimated value of the acceleration that the powertrain can output when the accelerator pedal is in the off state. When the clutch is disengaged, the engine brake becomes ineffective, so after time t11, the fully closed estimated ground acceleration, which is a deceleration acceleration, becomes smaller. When the deceleration acceleration indicated by the cruise request, which is the acceleration request of vehicle 1 from ACC106, is smaller than the fully closed estimated ground acceleration, that is, when braking control is required, conventionally, when there is a driver's accelerator operation, it is determined that a double stepping state has occurred, and the instruction to generate braking force by the motion manager 200 is cancelled. For this reason, the negative-side required acceleration (required deceleration) of the motion manager 200 of the brake ECU 20 suddenly decreases to the fully closed estimated ground acceleration when the braking device does not operate after time t12, as shown in FIG. 3. As a result, there is a risk of giving the driver a sense of deceleration dropout because the deceleration acceleration decreases while the driver expects deceleration.

[0071] Therefore, the CPU of the brake ECU 20 executes braking control to generate a braking force for decelerating vehicle 1 in response to a braking request. When the accelerator pedal is being operated during the execution of the braking control, if a predetermined condition for continuing the braking control is not satisfied, the braking force by the braking control is released, while if the predetermined condition is satisfied, the braking force by the braking control is not released.

[0072] As a result, when the accelerator pedal is being operated during the execution of braking control in response to a braking request, if a predetermined condition for continuing the braking control is not satisfied, the braking force by the braking control is released, and if the predetermined condition is satisfied, the braking force by the braking control is not released. As a result, even if a double stepping state occurs due to an accelerator operation without an acceleration intention peculiar to an MT vehicle during a braking request, it is possible to prevent a drop in braking force, which is different from the driver's intention.

[0073] FIG. 4 is a control block diagram of an embodiment of this disclosure. Referring to FIG. 4, ACC 106 gives a command value of the acceleration of the vehicle 1 to the arbitration function 241 of the arbitration unit 204 of the motion manager 200. The arbitration function 241 arbitrates between the acceleration command from ACC 106 and the acceleration commands from other applications of the driving support system 100, and gives the adjusted acceleration command to the acceleration controller 261 of the calculation unit 206. This arbitration is performed, for example, according to the priority of the applications of the driving support system 100. Specifically, the acceleration command from the application with the highest priority is determined as the acceleration command given to the acceleration controller 261.

[0074] The acceleration controller 261 calculates a driving force or a braking force capable of generating the acceleration indicated by the command given from the arbitration function 241, and gives the command of the calculated driving force or braking force to the drive / brake distribution function 281 of the distribution unit 208. The drive / brake distribution function 281 gives a command for generating a driving force indicated by the command from the acceleration controller 261 to the power train system 302, and gives a command indicating a braking force indicated by the command from the acceleration controller 261 to the braking force fade processing function 211.

[0075] The sensor group 308 includes an accelerator position sensor 381, a clutch position sensor 382, and a neutral position sensor 383.

[0076] The accelerator position sensor 381 detects the amount of operation of the accelerator pedal, and outputs a signal indicating the detected amount of operation as an accelerator pedal operation signal indicating that the accelerator pedal has been operated to the braking force reduction processing function 211 of the motion manager 200.

[0077] The clutch position sensor 382 detects the amount of operation of the clutch pedal, and outputs a signal indicating the detected amount of operation as a clutch operation signal indicating that the clutch pedal has been operated to the braking force reduction processing function 211.

[0078] The neutral position sensor 383 detects whether or not the shift position, which is the position of the shift lever, is in the neutral position, and outputs a signal indicating whether or not the detected position is the neutral position as a control shift range (N) signal indicating that the controlled shift range is in the neutral position to the braking force reduction processing function 211.

[0079] The braking force reduction processing function 211 uses the accelerator pedal operation signal from the accelerator position sensor 381, the clutch operation signal from the clutch position sensor 382, and the control shift range (N) signal from the neutral position sensor 383 to determine whether or not to reduce the braking force indicated by the command from the drive control distribution function 281. When it is determined not to reduce, a command indicating the braking force indicated by the command from the drive control distribution function 281, or when it is determined to reduce, a command for generating a braking force obtained by reducing the braking force indicated by the command from the drive control distribution function 281 is given to the brake system 304.

[0080] FIG. 5 is a flowchart showing the flow of the braking request rejection process according to the embodiment of this disclosure. Referring to FIG. 5, this braking request rejection process is a process executed as a part of the braking force reduction processing function 211 among the functions of the motion manager 200 by the CPU of the brake ECU 20. This braking request rejection process is called and executed from the upper-level process at each predetermined control cycle.

[0081] The CPU of the brake ECU 20 determines whether the rejection flag is in the ON state (step S111). The rejection flag, when in the ON state, indicates permission to reject a braking request, while when in the OFF state, it is a flag that prohibits rejection of a braking request. A braking request is a deceleration request from an application of the driving support system 100 such as the ACC 106. Rejection of a braking request means that, by the function of the motion manager 200 by the CPU of the brake ECU 20, braking in response to a braking request from an application of the driving support system 100 such as the ACC 106 is not executed.

[0082] When it is determined that the rejection flag is not in the ON state (NO in step S111), the CPU of the brake ECU 20 determines whether the pre-rejection flag is in the ON state (step S112). The pre-rejection flag, when in the ON state, indicates the stage before setting the rejection flag to the ON state, while when in the OFF state, it is a flag indicating that it is not the stage before setting the rejection flag to the ON state.

[0083] When it is determined that the pre-rejection flag is not in the ON state (NO in step S112), the CPU of the brake ECU 20 determines whether the control brake is in the ON state, that is, whether the control brake is generating braking force (step S113). The control brake is a brake that can be controlled by the brake ECU 20, such as a friction brake, engine brake, regenerative brake, or exhaust brake.

[0084] When it is determined that the control brake is in the ON state (YES in step S113), the CPU of the brake ECU 20 uses the accelerator pedal operation signal from the accelerator position sensor 381 to determine whether the accelerator pedal is in the ON state (step S114). When it is determined that the accelerator pedal is in the ON state (YES in step S114), the CPU of the brake ECU 20 sets the pre-rejection flag to the ON state (step S115).

[0085] When it is determined that the control brake is not on (NO in step S113), when it is determined that the accelerator pedal is not on (NO in step S114), or after step S115, the CPU of the brake ECU 20 returns the process to be executed to the process at a higher level than the caller of this braking request rejection process.

[0086] When it is determined that the rejection flag before rejection is on (YES in step S112), the CPU of the brake ECU 20 determines whether the control brake is on (step S123). When it is determined that the control brake is on (YES in step S123), the CPU of the brake ECU 20 determines whether the accelerator pedal is on using the accelerator pedal operation signal from the accelerator position sensor 381 (step S124).

[0087] When it is determined that the accelerator pedal is on (YES in step S124), the CPU of the brake ECU 20 determines whether a predetermined period T has elapsed since the accelerator pedal was turned on (step S125). When it is determined that the predetermined period T has elapsed (YES in step S125), the CPU of the brake ECU 20 turns on the rejection flag (step S126).

[0088] When it is determined that the control brake has turned off (NO in step S123), when it is determined that the accelerator pedal has turned off (NO in step S124), or after step S126, the CPU of the brake ECU 20 turns off the rejection flag before rejection (step S127).

[0089] When it is determined that the predetermined period T has not elapsed since the accelerator pedal was turned on (NO in step S125), or after step S127, the CPU of the brake ECU 20 returns the process to be executed to the process at a higher level than the caller of this braking request rejection process.

[0090] When it is determined that the rejection flag is in the ON state (YES in step S111), the CPU of the brake ECU 20 determines whether the control brake is in the ON state (step S133). When it is determined that the control brake is in the ON state (YES in step S133), the CPU of the brake ECU 20 uses the accelerator pedal operation signal from the accelerator position sensor 381 to determine whether the accelerator pedal is in the ON state (step S134).

[0091] When it is determined that the accelerator pedal is in the ON state (YES in step S134), the CPU of the brake ECU 20 uses the clutch operation signal from the clutch position sensor 382 to determine whether the clutch pedal is being operated (step S135).

[0092] When it is determined that the clutch pedal is not being operated (NO in step S135), the CPU of the brake ECU 20 uses the control shift range (N) signal from the neutral position sensor 383 to determine whether the controlled shift range is in the neutral position (step S136).

[0093] When it is determined that the shift range is not in the neutral position (NO in step S136), the CPU of the brake ECU 20 rejects the braking request (step S137) and returns the process to be executed to the process that called this braking request rejection process.

[0094] When it is determined that the control brake has been turned off (NO in step S133), when it is determined that the accelerator pedal has been turned off (NO in step S134), when the clutch pedal has been operated (when it is determined YES in step S135), or when the shift range is in the neutral position (YES in step S136), the CPU of the brake ECU 20 sets the rejection flag to the off state (step S138), and returns the process to be executed to the process of the call source of this control request rejection process. By setting the rejection flag to the off state, the process of step S137 is not executed, so that the braking request is not rejected.

[0095] FIG. 6 is a diagram showing a first example of a timing chart when the braking request is not rejected in this embodiment. This example is an example of a double-pedal state in the case of a single-clutch operation, which is a normal operation without special operations such as blipping or double-clutch operation during downshifting. Referring to FIG. 6, while the control brake is in the on state and the clutch is disengaged from time t21, the shift lever is operated for a shift change, so that the shift range is set to the neutral position during a certain period from time t21 to time t22. Thereafter, the accelerator pedal is turned on between time t22 and time t24. At time t25 thereafter, the clutch is engaged.

[0096] In this case, at the time t22 when the double-pedal state is started, since the rejection flag and the pre-rejection flag are not in the on state, it is determined NO in steps S111 and S112 of FIG. 5. Further, since the control brake is in the on state and the accelerator pedal is in the on state, it is determined YES in steps S113 and S114, and the pre-rejection flag is set to the on state in step S115.

[0097] After that, if the rejection flag remains on from time t22 to time t23, it is determined as YES in step S112, the control brake remains on, and if the accelerator pedal remains on, it is determined as YES in steps S123 and S124. Since the predetermined period T (= t23 - t22) has not elapsed, it is determined as NO in step S125.

[0098] In this state, when time t23 is reached, since the predetermined period T has elapsed since the accelerator pedal was turned on, it is determined as YES in step S125, the rejection flag is turned on in step S126, and the pre-rejection flag is turned off in step S127.

[0099] Immediately after time t23, since the rejection flag is on, it is determined as YES in step S111. However, even if it is determined as YES in steps S133 and S134 because the control brake remains on and the accelerator pedal remains on, since the clutch pedal is being operated, it is determined as YES in step S135, and the rejection flag is turned off in step S138. Thus, in the double-pedal state in the case of single-clutch operation as shown in FIG. 6, although the braking brake is on and the accelerator pedal is on, the process of step S137 is not executed, so the braking request is not rejected.

[0100] FIG. 7 is a diagram showing an example of a timing chart when rejecting a braking request in this embodiment. This example is an example of the double-pedal state when neither the clutch pedal nor the shift lever is operated. Referring to FIG. 7, when the control brake is on, the accelerator pedal is turned on between time t32 and time t34.

[0101] In this case, at the time t32 when the double-pedal state is started, since the rejection flag and the pre-rejection flag are not in the ON state, it is determined as NO in steps S111 and S112 of FIG. 5. Also, since the control brake is in the ON state and the accelerator pedal is in the ON state, it is determined as YES in steps S113 and S114, and the pre-rejection flag is set to the ON state in step S115.

[0102] After that, if the pre-rejection flag remains in the ON state between time t32 and time t33, it is determined as YES in step S112. Also, if the control brake remains in the ON state and the accelerator pedal remains in the ON state, it is determined as YES in steps S123 and S124. Since the predetermined period T (=t33 - t32) has not elapsed, it is determined as NO in step S125.

[0103] In this state, when it reaches time t33, since the predetermined period T has elapsed since the accelerator pedal was set to the ON state, it is determined as YES in step S125, the rejection flag is set to the ON state in step S126, and the pre-rejection flag is set to the OFF state in step S127.

[0104] Between time t33 and time t34, since the rejection flag is in the ON state, it is determined as YES in step S111. Also, since the control brake remains in the ON state and the accelerator pedal remains in the ON state, it is determined as YES in steps S133 and S134. Since the clutch pedal is not operated and the shift lever is not set to the neutral position, it is determined as NO in steps S135 and S136, so the braking request is rejected in step S137. Thus, in the double-pedal state where neither the clutch pedal nor the shift lever is operated, if the control brake is in the ON state and the accelerator pedal is in the ON state, the braking request is rejected.

[0105] FIG. 8 is a diagram showing a second example of a timing chart when a braking request in this embodiment is not rejected. This example is an example of a double-pedal state in the case of a double-clutch operation. Referring to FIG. 8, while the control brake is in the on state and the clutch is disengaged from time t41, when the shift lever is operated for a shift change, the shift lever is set to the neutral position for a certain period from time t41. Thereafter, once the accelerator pedal is turned on between time t42 and time t44 while the clutch is engaged. Thereafter, after the clutch is disengaged and the shift lever is switched from the neutral position to any gear position, the clutch is engaged at time t45.

[0106] In this case, at the time t42 when the double-pedal state is started, since the rejection flag and the pre-rejection flag are not in the on state, it is determined as NO in steps S111 and S112 of FIG. 5. Also, since the control brake is in the on state and the accelerator pedal is in the on state, it is determined as YES in steps S113 and S114, and the pre-rejection flag is set to the on state in step S115.

[0107] Thereafter, if the pre-rejection flag remains on from time t42 to time t43, it is determined as YES in step S112. If the control brake remains on and the accelerator pedal remains on, it is determined as YES in steps S123 and S124. Since the predetermined period T (= t43 - t42) has not elapsed, it is determined as NO in step S125.

[0108] In this state, when it reaches time t43, since the predetermined period T has elapsed since the accelerator pedal was turned on, it is determined as YES in step S125, the rejection flag is set to the on state in step S126, and the pre-rejection flag is set to the off state in step S127.

[0109] Immediately after time t43, since the rejection flag is in the ON state, it is determined as YES in step S111. However, the control brake remains in the ON state, the accelerator pedal remains in the ON state, and even if it is determined as YES in steps S133 and S134, since the shift lever is in the neutral position, it is determined as YES in step S136, and the rejection flag is set to the OFF state in step S138. Thus, in the double-step state in the case of the double-clutch operation as shown in FIG. 8, the braking brake is in the ON state and the accelerator pedal is in the ON state, but since the process of step S137 is not executed, the braking request is not rejected.

[0110] FIG. 9 is a diagram showing a third example of a timing chart when the braking request is not rejected in this embodiment. This example is an example of the double-step state in the case of operating the shift lever to the neutral position without clutch operation. Referring to FIG. 9, before the accelerator pedal becomes ON at time t52 while the control brake is in the ON state, the shift lever is moved to the neutral position while the clutch remains engaged. Between time t52 and time t54, the accelerator pedal is made ON. After time t54, while the clutch is disengaged, the shift lever is switched from the neutral position to any gear position.

[0111] In this case, at the time t52 when the double-step state is started, since the rejection flag and the pre-rejection flag are not in the ON state, it is determined as NO in steps S111 and S112 of FIG. 5. Also, since the control brake is in the ON state and the accelerator pedal is in the ON state, it is determined as YES in steps S113 and S114, and the pre-rejection flag is set to the ON state in step S115.

[0112] After that, if the rejection flag remains on from time t52 to time t53, it is determined as YES in step S112, and if the control brake remains on and the accelerator pedal remains on, it is determined as YES in steps S123 and S124. Since the predetermined period T (= t53 - t52) has not elapsed, it is determined as NO in step S125.

[0113] In this state, when time t53 is reached, since the predetermined period T has elapsed since the accelerator pedal was turned on, it is determined as YES in step S125, the rejection flag is turned on in step S126, and the pre-rejection flag is turned off in step S127.

[0114] Immediately after time t53, since the rejection flag is on, it is determined as YES in step S111. However, even if it is determined as YES in steps S133 and S134 because the control brake remains on and the accelerator pedal remains on, since the shift lever is in the neutral position, it is determined as YES in step S136, and the rejection flag is turned off in step S138. Thus, as shown in FIG. 9, in the case of the double-step state when the shift lever is operated to the neutral position without clutch operation, the braking brake is on and the accelerator pedal is on, but since the process of step S137 is not executed, the braking request is not rejected.

[0115] [Modification Example] (1) In the above-described embodiment, as shown in steps S123 to S126 of FIG. 5, when a predetermined period has elapsed while the control brake remains on and the accelerator pedal remains on, the rejection flag is turned on regardless of the state of the clutch pedal or the shift position. However, the present invention is not limited to this, and when a predetermined period has elapsed while the control brake remains on and the accelerator pedal remains on, if the clutch pedal has not been operated and the shift lever is not in the neutral position, the rejection flag may be turned on.

[0116] (2) In the above-described embodiment, as shown in FIG. 5, the pre-rejection flag is turned on during the period from when the double-step state is reached until a predetermined period T elapses, so that it is possible to detect that the period is the predetermined period T. However, as long as it is a method capable of detecting that the period is the predetermined period T, a method different from the method using a flag such as the pre-rejection flag may be used.

[0117] (3) In the above-described embodiment, as shown in FIG. 5, the rejection flag is turned on after a predetermined period T has elapsed since the double-step state is reached, so that it is possible to detect that the predetermined period T has elapsed. However, as long as it is a method capable of detecting that the predetermined period T has elapsed, a method different from the method using a flag such as the rejection flag may be used.

[0118] (4) In the above-described embodiment, the control device that controls the movement of the vehicle 1 is the motion manager 200 of the brake ECU 20. However, the present invention is not limited to this, and the control device may be another control device such as the CPU of another ECU.

[0119] (5) In the above-described embodiment, the instruction device that issues a control request to the control device is the driving support system 100 of the ADAS-ECU 10. However, the present invention is not limited to this, and the instruction device may be another instruction device such as the CPU of another ECU.

[0120] (6) The above-described embodiments can be regarded as a disclosure of a control device such as the motion manager 200 that controls the motion of the vehicle 1, and can be regarded as a disclosure of a control system or a vehicle including the control device and an instruction device such as the driving support system 100 that issues a control request to the control device, can be regarded as a disclosure of a control method by the control device, and can be regarded as a disclosure of a control program executed by the control device.

[0121] [Summary] (1) As described with reference to FIGS. 1 and 2, the brake ECU 20 is a control device that controls the motion of the vehicle 1 and includes a CPU. As described with reference to FIGS. 1, 2, and 4, the CPU of the brake ECU 20 executes braking control to generate a braking force for decelerating the vehicle in response to a braking request. As shown from FIGS. 4 to 9, when the accelerator pedal is being operated during the execution of the braking control (for example, when it is determined as YES in steps S133 and S134 in FIG. 5), and when a predetermined condition for continuing the braking control is not satisfied (for example, when it is determined as NO in steps S135 and S136), the braking force by the braking control is released (for example, step S137 in FIG. 5). On the other hand, when the predetermined condition is satisfied (for example, when it is determined as YES in at least any one of steps S135 and S136), the braking force by the braking control is not released (for example, step S138 in FIG. 5).

[0122] Thereby, when the accelerator pedal is being operated during the execution of the braking control in response to a braking request, if the predetermined condition for continuing the braking control is not satisfied, the braking force by the braking control is released, and if the predetermined condition is satisfied, the braking force by the braking control is not released. As a result, even if a double-pedal state occurs due to an accelerator operation without an acceleration intention peculiar to an MT vehicle during a braking request, it is possible to prevent a loss of braking force that is different from the driver's intention.

[0123] (2) As shown in step S137 of FIG. 5, the CPU of the brake ECU 20 may release the braking force by braking control by rejecting the braking request. Thereby, the braking force can be released by a simple method of rejecting the braking request.

[0124] (3) As shown in FIG. 4, the braking request may be a braking request from an indicating device (for example, each application of the driving support system 100 of the ADAS-ECU 10). Thereby, even when the braking request is issued from the indicating device, it is possible to prevent the loss of braking force different from the driver's intention.

[0125] (4) As shown in steps S135 and S136 of FIG. 5, the predetermined condition may be a condition that the clutch pedal is being operated or a condition that the shift lever is in the neutral position.

[0126] Thereby, when the accelerator pedal is being operated during the execution of the braking control in response to the braking request, if the condition that the clutch pedal is being operated or the condition that the shift lever is in the neutral position is not satisfied, the braking force by the braking control is released, and if at least any of those conditions is satisfied, the braking force by the braking control is not released. As a result, even if a double stepping state occurs due to an accelerator operation without an acceleration intention peculiar to an MT vehicle during the braking request, it is possible to prevent the loss of braking force different from the driver's intention.

[0127] The embodiments disclosed this time should be considered to be illustrative in all respects and not restrictive. The scope of the present disclosure is shown by the claims rather than the description of the above-described embodiments, and is intended to include all modifications within the meaning and scope equivalent to the claims.

Explanation of Reference Numerals

[0128] 1 Vehicle, 10 ADAS-ECU, 20 Brake ECU, 30 Actuator System, 40 Central ECU, 42 Memory, 100 Driving Assistance System, 102 AEB, 104 PCS, 106 ACC, 108 ASL, 200 Motion Manager, 202 Reception Unit, 204 Mediation Unit, 206 Calculation Unit, 208 Distribution Unit, 211 Braking Force Degradation Processing Function, 241 Mediation Function, 261 Acceleration Controller, 281 Drive and Brake Distribution Function, 302 Power Train System, 304 Brake System, 306 Steering System, 308 Sensor Group, 381 Accelerator Position Sensor, 382 Clutch Position Sensor, 383 Neutral Position Sensor.

Claims

1. A control device for controlling the movement of a vehicle, wherein the control device includes a control unit, and the control unit, executes braking control to generate a braking force for decelerating the vehicle in response to a braking request, and when the accelerator pedal is being operated during the execution of the braking control, if a predetermined condition for continuing the braking control is not satisfied when a predetermined period has elapsed since the accelerator pedal was operated, the braking force by the braking control is released, while if the predetermined condition is satisfied when the predetermined period has elapsed since the accelerator pedal was operated, the braking force by the braking control is not released, wherein the predetermined condition is a condition that the clutch pedal is being operated or a condition that the shift lever is in the neutral position, the control device.

2. The control device according to claim 1, wherein the control unit releases the braking force by the braking control by rejecting the braking request.

3. The control device according to claim 1, wherein the braking request is a braking request from an indicating device.

4. A control system including a control device for controlling the movement of a vehicle and an indicating device for issuing a control request to the control device, wherein the control device includes a first control unit, the indicating device includes a second control unit, the second control unit outputs a control request to the control device, the control request includes a braking request, and the first control unit, executes braking control to generate a braking force for decelerating the vehicle in response to the braking request from the second control unit, and when the accelerator pedal is being operated during the execution of the braking control, if a predetermined condition for continuing the braking control is not satisfied when a predetermined period has elapsed since the accelerator pedal was operated, the braking force by the braking control is released, while if the predetermined condition is satisfied when the predetermined period has elapsed since the accelerator pedal was operated, the braking force by the braking control is not released, wherein the predetermined condition is a condition that the clutch pedal is being operated or a condition that the shift lever is in the neutral position, the control system.

5. A control method by a control device for controlling the movement of a vehicle, wherein the control device includes a control unit, and the control method includes a step in which the control unit, executes braking control to generate a braking force for decelerating the vehicle in response to a braking request, When the accelerator pedal is being operated during the execution of the braking control, if a predetermined condition for continuing the braking control is not satisfied when a predetermined period has elapsed since the accelerator pedal was operated, the braking force by the braking control is released. On the other hand, if the predetermined condition is satisfied when the predetermined period has elapsed since the accelerator pedal was operated, the step of not releasing the braking force by the braking control is included. The control method, wherein the predetermined condition is a condition that the clutch pedal is being operated or a condition that the shift lever is in the neutral position.

6. A control program executed by a control device that controls the movement of a vehicle, The control device includes a control unit, The control program is as follows: Executing a braking control for generating a braking force for decelerating the vehicle in response to a braking request; When the accelerator pedal is being operated during the execution of the braking control, if a predetermined condition for continuing the braking control is not satisfied when a predetermined period has elapsed since the accelerator pedal was operated, the braking force by the braking control is released. On the other hand, if the predetermined condition is satisfied when the predetermined period has elapsed since the accelerator pedal was operated, causing the control unit to execute the step of not releasing the braking force by the braking control. The control program, wherein the predetermined condition is a condition that the clutch pedal is being operated or a condition that the shift lever is in the neutral position.

7. A vehicle including a control device that controls the movement of the vehicle and an instruction device that issues a control request to the control device, The control device includes a first control unit, The instruction device includes a second control unit, The second control unit outputs a control request to the control device, The control request includes a braking request, The first control unit is as follows: Executing a braking control for generating a braking force for decelerating the vehicle in response to the braking request from the second control unit; When the accelerator pedal is being operated during the execution of the braking control, if a predetermined condition for continuing the braking control is not satisfied when a predetermined period has elapsed since the accelerator pedal was operated, the braking force by the braking control is released. On the other hand, if the predetermined condition is satisfied when the predetermined period has elapsed since the accelerator pedal was operated, the braking force by the braking control is not released. The vehicle, wherein the predetermined condition is a condition that the clutch pedal is being operated or a condition that the shift lever is positioned at the neutral position.

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