Vehicle control device

Abstract

To provide a control device for a vehicle, which has a high possibility of achieving the state of an acceleration suppressing function (valid state, invalid state) intended by a person who performs starting operation of a drive source.SOLUTION: In a control system 1 for a vehicle, when opening operation for a driver's seat door 80D is performed, a key present in a cabin outside driver's seat area 83 is detected (YES in step S1, step 2); when ON operation for an IG switch is performed (YES in step S3), if the key that was present in the cabin outside driver's seat area 83 is present in a cabin (step S4, YES in step S5), the type of the key (acceleration suppression valid key, acceleration suppression invalid key) is determined (step S6); and the state of a sudden acceleration suppression function (valid state, invalid state) is set according to the determination result (steps S7, S8).SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a vehicle control device having an acceleration suppression function for suppressing acceleration of a vehicle. [Background technology]

[0002] Conventionally, when a vehicle control device determines that the accelerator pedal has been pressed quickly and strongly while the vehicle is stopped or traveling at a low speed (forward or backward), due to pedal misapplication or other reasons, the vehicle control device has a function to suppress the driving force (e.g., engine output) of the vehicle's driving source (hereinafter referred to as the "acceleration suppression function during sudden acceleration"). The sudden acceleration suppression function first transitions to a state in which first acceleration suppression control is performed when the accelerator pedal is pressed quickly and strongly while the vehicle is stopped or traveling at a low speed (forward or backward), and suppresses the driving force to a level equivalent to fully closing the throttle during the first acceleration suppression control, thereby preventing sudden acceleration of the vehicle. Next, if the accelerator pedal is continued to be pressed for a certain period of time during the first acceleration suppression control, or if the accelerator pedal is pressed again quickly and strongly immediately after the first acceleration suppression control is activated, the vehicle transitions to a state in which second acceleration suppression control is performed, and suppresses the driving force of the driving source so that the vehicle gradually accelerates to a predetermined upper limit vehicle speed during the second acceleration suppression control. When accelerating up to a predetermined upper limit vehicle speed in the second acceleration suppression control, the required driving force of the driving source is derived through feedback control, and a guard value, which is an allowable upper limit of the amount of change in the derived required driving force, is set to achieve gradual acceleration. This reduces the possibility that a driver who intentionally depresses the accelerator pedal quickly and strongly in an attempt to accelerate the vehicle will feel a strong sense of discomfort because the vehicle does not accelerate (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2021-102951 Summary of the Invention [Problem to be solved by the invention]

[0004] Meanwhile, in vehicles equipped with a sudden acceleration suppression function, there are two types of keys for locking (locking) and unlocking (unlocking) the vehicle doors: a key that enables the sudden acceleration suppression function (hereinafter referred to as an "acceleration suppression function enabling key"), and a key that disables (hereinafter referred to as an "acceleration suppression function disabling key") the sudden acceleration suppression function. The sudden acceleration suppression function is enabled when the vehicle doors are unlocked and the ignition (IG) switch is turned on using an acceleration suppression function enabling key. On the other hand, when the vehicle doors are unlocked and the IG switch is turned on using an acceleration suppression function disabling key, the sudden acceleration suppression function is disabled.

[0005] For example, if a driver who gets out of a vehicle leaves the vehicle without locking the vehicle doors, such as when the vehicle is stored in a garage and the vehicle doors are not locked, the vehicle doors will be unlocked when the driver (the current driver may be different from the previous driver) gets into the vehicle. In such a case, if the driver gets into the vehicle and turns on the IG switch without unlocking the vehicle doors with a key, the state of the sudden acceleration suppression function will be set based on the type of key used to most recently unlock the vehicle doors. For this reason, there is a possibility that the type of key held by the driver who turned on the IG switch (acceleration suppression function enabled key, acceleration suppression function disabled key) will not match the state of the sudden acceleration suppression function (enabled state, disabled state). For example, there may be cases where the key held by the driver disables the acceleration suppression function, and the sudden acceleration suppression function is set to an enabled state. A driver who has a key that disables the acceleration suppression function and turns on the IG switch is likely to have no intention of using the sudden acceleration suppression function, but there is a risk that the sudden acceleration suppression function will be enabled and activated against the driver's intention.

[0006] The object of the present invention is to The method determines whether a predetermined portable device possessed by a person has a function that enables or disables the acceleration suppression function according to the intention of the person, andThe object is to provide a vehicle control device that is likely to achieve the intended acceleration suppression function state (active state, inactive state). [Means for solving the problem]

[0007] In order to achieve the above object, the vehicle control device according to the present invention comprises: A vehicle in which doors are locked and unlocked by wireless communication with a predetermined portable device having a wireless communication function, A vehicle control device having an acceleration suppression function that suppresses acceleration of the vehicle so that the vehicle speed falls within a predetermined upper limit vehicle speed In , The predetermined portable device includes two types: an acceleration suppression function enabled portable device that enables the acceleration suppression function, and an acceleration suppression function disabled portable device that disables the acceleration suppression function, When a start operation for starting the drive source is performed, and an operation for opening the driver's seat door of the vehicle is performed, the vehicle is located in a predetermined area outside the vehicle cabin relative to the driver's seat. The aforementioned The device is characterized by being equipped with an acceleration suppression function state control means that performs acceleration suppression function state control processing, including a determination process that determines whether a specified portable device is an acceleration suppression function enabled portable device that enables the acceleration suppression function or an acceleration suppression function disabled portable device that disables the acceleration suppression function, and a setting process that sets the acceleration suppression function to be enabled if the specified portable device is the acceleration suppression function enabled portable device, and sets the acceleration suppression function to be disabled if the specified portable device is the acceleration suppression function disabled portable device.

[0008] Even when a vehicle is used in a manner that does not lock the vehicle doors, the driver performs an operation to open the driver's door when entering the vehicle. Furthermore, when an operation to open the driver's door of the vehicle is performed, a predetermined portable device that is present in a predetermined area outside the vehicle cabin relative to the driver's seat is likely to be a portable device carried by the driver of the vehicle. This configuration makes it possible to determine the type of predetermined portable device that is likely to be carried by the driver of the vehicle when a drive source start operation is performed, and to control whether the acceleration suppression function is to be in an enabled or disabled state, thereby increasing the likelihood that the acceleration suppression function will be in the state (enabled or disabled) intended by the driver who performed the drive source start operation.

[0009] The vehicle may further include an interior presence determination means for determining whether the specified portable device is present in the passenger compartment of the vehicle when the start operation is performed, and the acceleration suppression function state control means may, in the acceleration suppression function state control process, perform the determination process and the setting process if the specified portable device is present in the passenger compartment of the vehicle when the start operation is performed, and may not perform the determination process and the setting process if the specified portable device is not present in the passenger compartment of the vehicle when the start operation is performed, and may set the state of the acceleration suppression function to the state that was previously set.

[0010] When the driver's door is opened, a person carrying a portable device that is located in a predetermined area outside the vehicle cabin relative to the driver's seat is likely to drive the vehicle. However, there are cases where the person carrying the portable device that is located in a predetermined area outside the vehicle cabin relative to the driver's seat does not drive the vehicle, for example, because the person only helps open the driver's door but does not drive the vehicle. According to this, if a predetermined portable device that was located in a predetermined area outside the vehicle cabin relative to the driver's seat when the driver's door was opened is located inside the vehicle cabin when the drive source is started (first case), the owner of the portable device that was in the predetermined area when the driver's door was opened is more likely to drive the vehicle. Therefore, in the first case, by using the predetermined portable device to set the state of the acceleration suppression function, it is possible to further increase the possibility that the acceleration suppression function will be in the state (enabled state, disabled state) intended by the driver who performed the drive source start operation. Furthermore, if the predetermined portable device that was present in the predetermined area when the driver's door of the vehicle was opened is not present in the vehicle cabin when the drive source is started (second case), the driver who performed the drive source start operation does not have the predetermined portable device in his / her possession. Therefore, it is possible to prevent the state (enabled state, disabled state) of the acceleration suppression function from being controlled by the predetermined portable device that is not in the possession of the driver who performed the drive source start operation.

[0011] The vehicle may further include an identification information holding means for holding identification information of the specified portable device present in the specified area when an operation to open the driver's door of the vehicle is performed, and the vehicle interior presence determination means may use the identification information of the specified portable device held by the identification information holding means to determine whether the specified portable device is present in the vehicle interior when the start operation is performed.

[0012] According to this, when the driver's door of the vehicle is opened, the identification information of a specified portable device present in a specified area is retained. Therefore, when the drive source start operation is performed, even if there are multiple portable devices in the vehicle cabin, it can be determined whether the specified portable device is present in the vehicle cabin, thereby increasing the possibility that the acceleration suppression function will be in the state (enabled state, disabled state) intended by the driver who performed the drive source start operation. [Effects of the Invention]

[0013] According to the present invention, when the drive source start operation is performed, the type of specified portable device that is likely to be carried by the vehicle driver can be determined and the acceleration suppression function can be controlled to be enabled or disabled, thereby increasing the possibility that the acceleration suppression function will be in the state (enabled or disabled) intended by the driver who performed the drive source start operation. [Brief explanation of the drawings]

[0014] [Figure 1] 1 is a block diagram showing the configuration of a vehicle equipped with a vehicle control system according to an embodiment of the present invention. [Figure 2] 2 is an explanatory diagram for explaining a driver's seat-corresponding outside vehicle area used in the vehicle control system of FIG. 1. FIG. [Figure 3] 3 is a flowchart showing a process flow of an acceleration suppression function state control process during sudden acceleration performed in the vehicle control system of FIG. 1. [Figure 4] 3 is a flowchart showing a process flow of an acceleration suppression control process during sudden acceleration, which is performed in the vehicle control system of FIG. 1. [Figure 5] 5 is a timing chart for explaining a specific example of the sudden accelerator acceleration suppression control process of FIG. 4. FIG. DETAILED DESCRIPTION OF THE INVENTION

[0015] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

[0016] 1. Configuration of a vehicle equipped with a vehicle control system The configuration of a vehicle 1 equipped with a vehicle control system 5 according to one embodiment of the present invention will be described with reference to FIG.

[0017] In this embodiment, the vehicle 1 is a so-called right-hand drive vehicle, and is equipped with a vehicle control system 5 including a plurality of ECUs (Electronic Control Units). The vehicle control system 5 of this embodiment has a function (acceleration suppression function during sudden acceleration) of suppressing the unit driving force (engine output) of the drive unit (engine) 70 of the vehicle 1 when the vehicle control system 5 determines that the accelerator pedal has been pressed quickly and hard due to pedal misapplication or the like while the vehicle 1 is stopped or traveling at low speed (forward or backward). In addition, in this embodiment, when locking the doors of vehicle 1 (locking the doors of vehicle 1) or unlocking the doors of vehicle 1 (unlocking the doors of vehicle 1), a key with wireless communication function (corresponding to the ``portable device'' of the present invention) is used, and there are two types of keys: a key that enables the acceleration suppression function during sudden acceleration (corresponding to the ``acceleration suppression function'' of the present invention) (acceleration suppression function enabling key: corresponding to the ``acceleration suppression function enabling portable device'' of the present invention), and a key that disables the acceleration suppression function during sudden acceleration (acceleration suppression function disabling key: corresponding to the ``acceleration suppression function disabling portable device'' of the present invention).

[0018] As shown in Fig. 2, the vehicle 1 is provided with a door (driver's door) 80D for getting in and out of the driver's seat or from the driver's seat, a door 80P for getting in and out of the passenger seat or from the passenger's seat, a door 80RR for getting in and out of the right side of the rear seat behind the driver's seat or from the right side, and a door 80RL for getting in and out of the left side of the rear seat behind the driver's seat or from the left side, and each of the doors 80D, 80P, 80RR, 80RL is provided with a courtesy switch 81D, 81P, 81RR, 81RL that detects whether the door is open or closed. Although not shown in Fig. 1, the courtesy switches 81D, 81P, 81RR, 81RL are connected to the body ECU 40 in Fig. 1.

[0019] 2, vehicle 1 has antenna 82A disposed near the right side mirror on the outside of vehicle 1, antenna 82B disposed near the left side mirror on the outside of vehicle 1, antenna 82C disposed approximately at the center in the vehicle lateral direction of the instrument panel inside the vehicle 1, and antenna 82D disposed approximately at the center in the vehicle lateral direction of the rear seat inside the vehicle 1. Although not shown in FIG. 1, antennas 82A, 82B, 82C, and 82D are connected to body ECU 40 in FIG. 1.

[0020] In this embodiment, weak radio waves are emitted from antennas 82A and 82B, and the keys that are reached by these radio waves emit signal waves containing the key identification information of the keys. These signal waves reach antennas 82A and 82B, and signal processing is performed on the signal waves to detect the keys and obtain the key identification information of the keys.

[0021] Depending on the distance between the antennas 82A, 82B and the key, the key may be detected and the key identification information of the key may be obtained, or the key may not be detected and the key identification information of the key may not be obtained.

[0022] Furthermore, when a key can be detected and its key identification information can be obtained, if the key is closer to antenna 82A than to antenna 82B, the RSSI (Received Signal Strength Indicator) of the signal wave at antenna 82A will be greater than the RSSI of the signal wave at antenna 82B.

[0023] Furthermore, in the case of a key inside the vehicle, radio waves are blocked by components of the vehicle 1, such as the driver's door 80D and the driver's window glass, or the passenger door 80P and the passenger's window glass, between the key and antenna 82A or antenna 82B, making it difficult to detect the key and obtain key identification information for the key using the weak radio waves emitted from antennas 82A and 82B. In this embodiment, a key inside the vehicle cannot be detected using antennas 82A and 82B, and key identification information for the key cannot be obtained, and the vehicle interior is treated as not an area where the key can be detected using antennas 82A and 82B and key identification information for the key can be obtained.

[0024] Therefore, in this embodiment, the key can be detected using antennas 82A and 82B to obtain the key identification information of the key, and the area in which the key is located, where the RSSI of the signal wave at antenna 82A is greater than the RSSI of the signal wave at antenna 82B, is defined as a predetermined area 83 relative to the driver's seat outside the passenger compartment of vehicle 1 (hereinafter referred to as the "outside passenger compartment driver's seat area": ​​equivalent to the "predetermined area relative to the driver's seat outside the passenger compartment of the vehicle" in the present invention).

[0025] In addition, the key in the outside driver's seat area 83 can be set to a narrower area closer to the driver's seat than the outside driver's seat area 83 in Figure 2 by setting the RSSI of the signal wave from the key at antenna 82A to exceed a threshold value that is higher than the RSSI at which the key can be detected and the key identification information of the key can be obtained, and the outside driver's seat area may be set in this manner.

[0026] In this embodiment, weak radio waves are emitted from antennas 82C and 82D, and the keys that are reached by these radio waves emit signal waves containing the key identification information of the keys. These signal waves reach antennas 82C and 82D, and signal processing is performed on the signal waves to detect the keys and obtain the key identification information of the keys.

[0027] However, in the case of a key outside the vehicle cabin, radio waves are blocked by components of the vehicle 1, such as doors 80D, 80P, 80RR, 80RL, window glass, etc., between the key and antennas 82C, 82D, making it difficult to detect the key and obtain key identification information for that key with the weak radio waves emitted from antennas 82C, 82D. In this embodiment, keys outside the vehicle cabin are not detected using antennas 82C, 82D, and key identification information for that key cannot be obtained, so the area outside the vehicle cabin is treated as not an area where the key can be detected using antennas 82C, 82D and key identification information for that key can be obtained.

[0028] Therefore, the area in which a key can be detected using antennas 82C and 82D and the key identification information of the key can be obtained is within the vehicle interior, and a key for which the key identification information can be obtained by detecting the key using antennas 82C and 82D is considered to be a key inside the vehicle interior.

[0029] 1, the vehicle control system 5 includes a stereo camera ECU 10, an EFI-ECU 20, a VSC-ECU 30, a body ECU 40, and a meter ECU 50. A bus 60 is installed in the vehicle 1, and the ECUs 10, 20, 30, 40, and 50 are each connected to the bus 60 and communicate with one another via a controller area network (CAN).

[0030] The body ECU 40 includes a CPU 41 that performs various controls and calculations, a memory 42 that stores various programs and data, and a communication unit (not shown) that communicates with other ECUs via a bus 60. The body ECU 40 is an ECU for controlling the operation of on-board electrical equipment such as the doors and turn signals of the vehicle 1. An ignition (IG) switch 84 is connected to the body ECU 40. Although not shown in FIG. 1 , courtesy switches 81D, 81P, 81RR, and 81RL and antennas 82A, 82B, 82C, and 82D are also connected to the body ECU 40 as described above. When the IG switch 84 is turned on, the drive unit (engine) 70 and other components are driven. In this embodiment, the body ECU 40 acquires key identification information of a key (acceleration suppression function-enabled key or acceleration suppression function-disabled key) used to unlock the doors, for example, and transmits the information to the stereo camera ECU 10 and other components.

[0031] In this embodiment, the memory 42 stores, for example, in advance, key identification information of each key and acceleration suppression function enabled / disabled key information indicating the type of key (acceleration suppression function enabled key, acceleration suppression function disabled key) in association with each other. The memory 42 also stores sudden acceleration suppression function status information indicating the sudden acceleration acceleration suppression function status (enabled state, disabled state). The memory 42 also stores key identification information of keys in the exterior driver's seat area 83 found in the exterior driver's seat area key detection process described below (hereinafter, appropriately referred to as "exterior driver's seat area key identification information"). The memory 42 also stores key identification information of keys in the interior of the vehicle found in the interior key detection process described below (hereinafter, appropriately referred to as "interior key identification information").

[0032] In this embodiment, the CPU 41 performs, for example, a sudden accelerator acceleration suppression function state control process that controls the sudden accelerator acceleration suppression function to either an enabled state or an disabled state. Note that the sudden accelerator acceleration suppression function state control process corresponds to the "acceleration suppression function state control process" of the present invention, and the part of the CPU 41 that performs the sudden accelerator acceleration suppression function state control process corresponds to the "acceleration suppression function state control means" of the present invention.

[0033] In the sudden acceleration suppression function state control process, the CPU 41 determines whether an operation to open the driver's door 80D (hereinafter referred to as a "driver's door opening operation", which corresponds to an "opening operation to open the driver's door of a vehicle" in the present invention) has been performed. In this embodiment, it is determined that a driver's door opening operation has been performed when the courtesy switch 81D changes from a switch state corresponding to a state in which the driver's door 80D is closed to a switch state corresponding to a state in which the driver's door 80D is open.

[0034] When the driver's door is opened, the CPU 41 performs an exterior driver's seat area key detection process, which detects a key present in the exterior driver's seat area 83 and stores the key identification information of the detected key (exterior driver's seat area key identification information) in the memory 42. The part of the CPU 41 that performs the exterior driver's seat area key detection process corresponds to the "identification information storage means" of the present invention.

[0035] Here, weak radio waves are periodically emitted from antennas 82A and 82B, and a key that is reached by these radio waves emits a signal wave containing the key identification information of that key. This signal wave reaches antennas 82A and 82B, and signal processing is performed on the signal wave to detect the key and obtain the key identification information of that key. In this embodiment, when it is determined that the driver's door has been opened, antennas 82A and 82B are used to detect the key and obtain the key identification information of that key. If the RSSI of the signal wave at antenna 82A is greater than the RSSI of the signal wave at antenna 82B, it is determined that the detected key is present within exterior driver's seat area 83, and the key identification information of the detected key (exterior driver's seat area key identification information) is stored in memory 42.

[0036] Following the key detection process in the driver's seat area outside the vehicle cabin, the CPU 41 determines whether an operation to turn on the IG switch 84 (hereinafter referred to as the "IG switch on operation", which corresponds to the "starting operation to start the drive source" in the present invention) has been performed.

[0037] When the IG switch is turned on, the CPU 41 performs an interior key detection process that detects a key present in the vehicle interior and stores the key identification information of the detected key (interior key identification information) in the memory 42. In this interior key detection process, one key or two or more keys may be found in the vehicle interior, and one interior key identification information may be stored in the memory 42 or two or more interior key identification information may be stored.

[0038] Here, weak radio waves are emitted from antennas 82C, 82D, and any key that is reached by these radio waves emits a signal wave containing the key identification information of that key. This signal wave reaches antennas 82A, 82B, and signal processing is performed on the signal wave to detect the key and obtain the key identification information of that key. In this embodiment, when it is determined that the IG switch has been turned on, the antennas 82C, 82D are used to detect the key and obtain the key identification information of that key. It is then determined that the detected key is a key present inside the vehicle, and the key identification information of the detected key (vehicle interior key identification information) is stored in memory 42.

[0039] Following the interior key detection process, the CPU 41 performs an interior presence determination process to determine whether the key that was present in the exterior driver's seat area 83 when the driver's door was opened is present inside the vehicle when the IG switch is turned on. In this embodiment, if the interior key identification information stored in memory 42 during the interior key detection process matches the exterior driver's seat area key identification information stored in memory 42 during the exterior driver's seat area key detection process, it is determined that the key that was present in the exterior driver's seat area 83 when the driver's door was opened is present inside the vehicle when the IG switch is turned on. The part of the CPU 41 that performs the interior presence determination process corresponds to the "interior presence determination means" of the present invention.

[0040] If the result of the vehicle interior presence determination process indicates that the key that was present in the vehicle exterior driver's seat area 83 when the driver's door was opened is present inside the vehicle when the IG switch was turned on, the CPU 41 performs acceleration suppression function enable / disable key determination process to determine whether the key that was present in the vehicle exterior driver's seat area 83 when the driver's door was opened (the key that was present inside the vehicle when the IG switch was turned on) is an acceleration suppression function enable key or an acceleration suppression function disable key. In the acceleration suppression function enable / disable key determination process of this embodiment, the acceleration suppression function enable / disable key information stored in memory 42 corresponds to the key identification information (key identification information in the vehicle exterior driver's seat area stored in memory 42) of the key that was present in the vehicle exterior driver's seat area 83 when the driver's door was opened (the key that was present inside the vehicle when the IG switch was turned on), and the key is determined to be an acceleration suppression function enable key if the information indicates an acceleration suppression function enable key, or the key is determined to be an acceleration suppression function disable key if the information indicates an acceleration suppression function disable key. The acceleration suppression function enable / disable key determination process corresponds to the "determination process" of this invention.

[0041] The CPU 41 performs a sudden-acceleration acceleration suppression function enable / disable setting process, in which the CPU 41 sets the sudden-acceleration acceleration suppression function to an enabled state or an disabled state based on the determination result of the acceleration suppression function enable / disable key determination process, and sets the content of the sudden-acceleration acceleration suppression function state information stored in the memory 42 to information indicating that the sudden-acceleration acceleration suppression function is enabled or information indicating that the sudden-acceleration acceleration suppression function is disabled. In this embodiment, if the key is an acceleration suppression function enable key, the CPU 41 sets the sudden-acceleration acceleration suppression function to an enabled state, sets the content of the sudden-acceleration acceleration suppression function state information stored in the memory 42 to information indicating that the sudden-acceleration acceleration suppression function is enabled, and transmits sudden-acceleration acceleration suppression function enable notification information indicating that the sudden-acceleration acceleration suppression function is enabled to the stereo camera ECU 10. Furthermore, if the key is an acceleration suppression function disable key, the CPU 41 sets the sudden-acceleration acceleration suppression function to an disabled state, and sets the content of the sudden-acceleration acceleration suppression function state information stored in the memory 42 to information indicating that the sudden-acceleration acceleration suppression function is disabled. The process of setting whether the acceleration suppression function is enabled or disabled during sudden acceleration corresponds to the "setting process" of the present invention.

[0042] If the result of the vehicle interior presence determination process indicates that the key that was present in the driver's seat area 83 outside the vehicle interior when the driver's door was opened is not present in the vehicle interior when the IG switch is turned on, the CPU 41 sets the state of the acceleration suppression function to the previously set state. In this embodiment, if the content of the sudden acceleration acceleration suppression function state information stored in the memory 42 indicates that the sudden acceleration acceleration suppression function is enabled, the CPU 41 sets the sudden acceleration acceleration suppression function to an enabled state and transmits sudden acceleration acceleration suppression function enable notification information indicating that the sudden acceleration acceleration suppression function is enabled to the stereo camera ECU 10. If the content of the sudden acceleration acceleration suppression function state information stored in the memory 42 indicates that the sudden acceleration acceleration suppression function is disabled, the CPU 41 sets the sudden acceleration acceleration suppression function to an disabled state. Note that in these cases, the content of the sudden acceleration acceleration suppression function state information stored in the memory 42 may or may not be updated.

[0043] The meter ECU 50 is an ECU for controlling each part of a meter panel (not shown) of the vehicle 1. The meter panel is provided with indicators such as a liquid crystal display for displaying various information, as well as instruments for displaying vehicle speed and engine RPM. In this embodiment, the meter ECU 50 issues, for example, a notification that the sudden acceleration suppression function is in an enabled state, and a warning against sudden accelerator pedal operation while operation of the sudden acceleration suppression function is permitted.

[0044] The VSC-ECU 30 is an ECU for performing control to prevent skidding of the vehicle 1. In this embodiment, the VSC-ECU 30 transmits, for example, the vehicle speed of the vehicle 1 detected by a vehicle speed sensor (not shown) connected to the VSC-ECU 30 to the stereo camera ECU 10, the EFI-ECU 20, etc.

[0045] The stereo camera ECU 10 has a CPU 11 that performs various controls and calculations, a memory 12 that stores various programs and data, and a communication unit (not shown) that communicates with other ECUs via a bus 60, and is an ECU that calculates the relative speed and inter-vehicle distance between the vehicle 1 and an obstacle (e.g., a preceding vehicle) based on images captured by the stereo camera.

[0046] When the CPU 11 receives sudden acceleration acceleration suppression function enable notification information indicating that the sudden acceleration acceleration suppression function is enabled from the body ECU 40 (when the sudden acceleration acceleration suppression function is set to an enabled state), the CPU 11 requests the meter ECU 50 to notify that the sudden acceleration acceleration suppression function is enabled. In response to this, the meter ECU 50 notifies that the sudden acceleration acceleration suppression function is enabled.

[0047] Furthermore, when the CPU 11 receives from the body ECU 40 notification information indicating that the sudden acceleration suppression function is enabled (when the sudden acceleration suppression function is set to an enabled state), the CPU 11 periodically performs a sudden acceleration suppression operation permission determination to determine whether to permit or prohibit the sudden acceleration suppression function from operating, and transmits the determination result to, for example, the EFI-ECU 20. In determining whether to permit sudden acceleration suppression operation, the CPU 11 determines whether all of the following conditions are met (each of (1) to (5) will be referred to as the "conditions for permitting sudden acceleration suppression operation" below as appropriate): (1) the shift position is a shift position other than P (parking: parked, engine started) and N (neutral: state in which power is not transmitted), and (2) the vehicle speed is 30 km / h or less, and (3) the brakes are not being applied or it has not been within two seconds since the brakes were turned off, and (4) the turn signals are not being applied or it has not been within two seconds since the turn signals were turned off, and (5) the road is not a steep uphill slope (the slope's inclination angle is not greater than a predetermined inclination angle). If any one of these conditions is not met, the CPU 11 prohibits the sudden acceleration suppression function from operating (first acceleration suppression control, second acceleration suppression control), and permits the sudden acceleration suppression function to operate if all of these conditions are met. The CPU 11 transmits information permitting / prohibiting operation of the sudden acceleration suppression by the sudden acceleration suppression function based on the determination result of the sudden acceleration suppression operation permission determination to the EFI-ECU 20. In this embodiment, the shift positions other than P and N include D (drive: normal driving), S (sports: sporty driving, driving on slopes or in mountainous areas, etc.), and R (reverse: backward driving).

[0048] Furthermore, CPU 11 transmits to EFI-ECU 20 accelerator operation determination thresholds (thresholds for accelerator pedal depression speed and accelerator pedal depression amount) that serve as criteria for determining whether the accelerator pedal has been suddenly depressed while operation of the sudden acceleration acceleration suppression function is permitted, and an upper limit vehicle speed during operation of the second acceleration suppression control in the sudden acceleration acceleration suppression function. The accelerator operation determination thresholds (thresholds for accelerator pedal depression speed and accelerator pedal depression amount) and the upper limit vehicle speed are predetermined depending on whether the vehicle is moving forward or backward; for example, the threshold for accelerator pedal depression speed is 400% / sec, the threshold for accelerator pedal depression amount is 90%, and the upper limit vehicle speed is 30 km / h.

[0049] Furthermore, when the CPU 11 receives information from the EFI-ECU 20 that the accelerator pedal has been suddenly depressed while the operation of the sudden acceleration suppression function is permitted, the CPU 11 requests the meter ECU 50 to issue a warning against sudden accelerator pedal operation while the operation of the sudden acceleration suppression function is permitted. In response to this, the meter ECU 50 issues a warning against sudden accelerator pedal operation while the operation of the sudden acceleration suppression function is permitted.

[0050] The EFI-ECU 20 has a CPU 21 that performs various controls and various calculations, a memory 22 that stores various programs and data, and a communication unit (not shown) that communicates with other ECUs via a bus 60, and is an ECU that calculates the unit driving force (engine output) of the drive unit (engine) 70 and controls the fuel injection amount, intake air amount, etc. of the drive unit (engine) 70 in order to output the calculated unit driving force (engine output).

[0051] In this embodiment, for example, when the stereo camera ECU 10 determines whether or not the sudden acceleration suppression operation permission is granted, the CPU 21 of the EFI-ECU 20 enters an active state of the sudden acceleration suppression function.

[0052] When the sudden acceleration suppression function activates the sudden acceleration suppression, CPU 21 determines whether the accelerator pedal has been depressed quickly and strongly (whether the accelerator pedal has been suddenly depressed). In this determination, CPU 21 determines whether the accelerator pedal depression speed exceeds the accelerator pedal depression speed threshold and whether the accelerator pedal depression amount exceeds the accelerator pedal depression amount threshold. If CPU 21 determines that the accelerator pedal depression speed exceeds the accelerator pedal depression speed threshold and that the accelerator pedal depression amount exceeds the accelerator pedal depression amount threshold, it determines that the accelerator pedal has been suddenly depressed; otherwise, it determines that the accelerator pedal has not been suddenly depressed.

[0053] When the CPU 21 determines that the accelerator pedal has been suddenly depressed, it transitions to a state in which the first acceleration suppression control is performed, and performs the first acceleration suppression control. In the first acceleration suppression control, the CPU 21 suppresses the unit driving force (driving force of the driving source) to a level equivalent to the throttle being fully closed. In the first acceleration suppression control, the vehicle 1 moves at a slow pace.

[0054] During the first acceleration suppression control, the CPU 21 determines whether the accelerator pedal is quickly and strongly depressed again (whether the accelerator pedal is suddenly depressed again) within a first predetermined time (e.g., 1.5 seconds) after the accelerator pedal is released, or whether the accelerator pedal has been depressed continuously for a second predetermined time (e.g., 5 seconds). The determination of accelerator pedal release is made based on whether the accelerator pedal depression amount has become equal to or less than a predetermined threshold (e.g., 10%), and if the accelerator pedal depression amount becomes equal to or less than the predetermined threshold, it is determined that the accelerator pedal has been released.

[0055] If the CPU 21 determines that the accelerator pedal is suddenly depressed again within a first predetermined time (e.g., 1.5 seconds) after the accelerator pedal is released, or that the accelerator pedal continues to be depressed for a second predetermined time, it assumes that the driver intends to accelerate, and transitions from a state in which first acceleration suppression control is being performed to a state in which second acceleration suppression control is being performed, thereby performing the second acceleration suppression control.

[0056] Here, the degree of acceleration suppression in the second acceleration suppression control (the degree of suppression of the unit driving force) is smaller than the degree of acceleration suppression in the first acceleration suppression control (the degree of suppression of the unit driving force), and in the second acceleration suppression control, the vehicle 1 is accelerated slowly up to an upper limit vehicle speed (for example, 30 km / h).

[0057] In the second acceleration suppression control, the required unit driving force of the drive unit (engine) 70 is derived by feedback control, and a guard value, which is the allowable upper limit of the amount of change for the derived required unit driving force, is set and a change amount guard is applied to adjust the degree of acceleration suppression.

[0058] Here, an example of the second acceleration suppression control will be described. In this example, the accelerator opening rate related to the unit driving force is controlled in order to control the unit driving force of the drive unit (engine) 70. This control is repeatedly performed at a predetermined cycle (for example, 0.125 msec (milliseconds)).

[0059] The CPU 21 of the EFI-ECU 20 uses feedback control to set a required unit driving force (target unit driving force) corresponding to the accelerator operation amount at time T(N) based on the required unit driving force map, and controls the accelerator opening rate so that the unit driving force generated by the drive unit (engine) 70 approaches the required unit driving force (target unit driving force). The required unit driving force map is data that associates the accelerator operation amount with the required unit driving force so that the required unit driving force increases as the accelerator operation amount increases. Note that the above feedback control is just one example, and feedback control using a control called PID control, for example, may also be used.

[0060] At time T(N), the CPU 21 adds a guard value, which is the allowable upper limit of the amount of change in the accelerator opening rate, to the accelerator opening rate used to output the unit driving force of the drive unit (engine) 70 at the previous time T(N-ΔT) (ΔT is the time length of one cycle, for example, 0.125 msec (milliseconds)), and sets the added value as the upper limit of the accelerator opening rate at time T(N). The CPU 21 applies a change amount guard to the accelerator opening rate derived by feedback control so that it is equal to or less than the upper limit of the accelerator opening rate at time T(N), and determines the accelerator opening rate to be used to output the unit driving force of the drive unit (engine) 70 at time T(N). If the accelerator opening rate derived by feedback control exceeds the upper limit of the accelerator opening rate, the accelerator opening rate to be used to output the unit driving force of the drive unit (engine) 70 is set as the upper limit of the accelerator opening rate. The determined accelerator opening rate is used to control the output of the unit driving force of the drive unit (engine) 70.

[0061] The sudden acceleration suppression control is performed both when the vehicle is moving forward and when the vehicle is moving backward. The guard value when the vehicle is moving forward and the guard value when the vehicle is moving backward may be set to the same value or may be set to different values.

[0062] 2. Acceleration suppression state control processing during sudden acceleration The process flow of the sudden acceleration suppression function state control process performed by the CPU 41 of the body ECU 40 will be described in detail with reference to FIG.

[0063] In the sudden acceleration suppression state control process, first, the CPU 41 determines whether or not the driver's door has been opened (step S1). If it is determined that the driver's door has not been opened (NO in step S1), the process returns to step S1. On the other hand, if it is determined that the driver's door has been opened (YES in step S1), the process proceeds to step S2.

[0064] When the driver's door is opened, the CPU 41 detects a key present in the outside driver's seat area 83 and stores the key identification information of the detected key (key identification information in the outside driver's seat area) in the memory 42 (step S2), and then proceeds to the processing of step S3.

[0065] The CPU 41 determines whether or not the IG switch has been turned on (step S3). If it is determined that the IG switch has not been turned on (NO in step S3), the process returns to step S3. On the other hand, if it is determined that the IG switch has been turned on (YES in S3), the process proceeds to step S4.

[0066] CPU41 is IG When the switch is turned on, a vehicle interior key detection process is performed to detect a key present in the vehicle interior and store the key identification information of the detected key (vehicle interior key identification information) in memory 42 (step S4), and then the process proceeds to step S5. Here, there may be multiple keys present in the vehicle interior when the IG switch is turned on, and in this case, the identification information of each of the multiple keys (vehicle interior key identification information) will be stored in memory 42.

[0067] The CPU 41 performs an interior presence determination process (step S5) to determine whether the key that was present in the exterior driver's seat area 83 when the driver's seat door was opened is present inside the vehicle when the IG switch is turned on, based on the exterior driver's seat area key identification information stored in memory 42 in the exterior driver's seat area key detection process of step S2 and the interior key identification information stored in memory 42 in the interior key detection process of step S4. If it is determined that the key is present (YES in step S5), the process proceeds to step S6. On the other hand, if it is determined that the key is not present (NO in step S5), the process proceeds to step S9.

[0068] The CPU 41 performs acceleration suppression function enable / disable key determination processing to determine whether the key present in the exterior driver's seat area 83 when the driver's door was opened (the key present inside the vehicle when the IG switch-on operation was performed) is an acceleration suppression function enable key or an acceleration suppression function disable key, based on the acceleration suppression function enable / disable key information stored in memory 42 in association with the exterior driver's seat area key identification information (which is also the interior key identification information) stored in memory 42 in the exterior driver's seat area key detection processing of step S2 (step S6). If it is determined that the key is an acceleration suppression function enable key (YES in step S6), the processing proceeds to step S7. If it is determined that the key is not an acceleration suppression function enable key, that is, an acceleration suppression function disable key (NO in step S6), the processing proceeds to step S8.

[0069] In step S7, the CPU 41 controls the sudden acceleration suppression function so that it is in an enabled state, and sets the content of the sudden acceleration suppression function state information stored in the memory 42 to information indicating that the sudden acceleration suppression function is in an enabled state (step S7), and terminates the sudden acceleration suppression state control process of FIG. 3.

[0070] In step S8, the CPU 41 controls the sudden acceleration suppression function to be disabled, and sets the content of the sudden acceleration suppression function state information stored in the memory 42 to information indicating that the sudden acceleration suppression function is disabled (step S8), and terminates the sudden acceleration suppression state control process of Figure 3.

[0071] In step S9, the CPU 41 controls the sudden acceleration suppression function so that it becomes the content of the sudden acceleration suppression function state information (enabled state, disabled state) stored in the memory 42, that is, so that it becomes the state (enabled state, disabled state) of the sudden acceleration suppression function that was controlled when the IG switch was last turned on (step S9), and ends the sudden acceleration suppression state control process of FIG. 3.

[0072] 3. Acceleration suppression control process during sudden acceleration 3.1. Processing flow of acceleration suppression control during sudden acceleration The processing flow of the sudden acceleration suppression control processing performed by the CPU 21 of the EFI-ECU 20 will be described in detail with reference to Fig. 4. The processing flow of the sudden acceleration suppression control processing in Fig. 4 is a processing flow that is performed when the sudden acceleration suppression function is enabled in the sudden acceleration acceleration suppression state control processing of Fig. 3, the CPU 11 of the stereo camera ECU 10 permits operation of the sudden acceleration suppression function in the sudden acceleration acceleration suppression operation permission determination, and the EFI-ECU 20 enters an operating state of the sudden acceleration suppression function.

[0073] In the sudden acceleration suppression control process, first, the CPU 21 determines whether the accelerator pedal has been depressed quickly and strongly (whether the accelerator pedal has been suddenly depressed) (step S51). If it is determined that the accelerator pedal has not been suddenly depressed (NO in step S51), the acceleration suppression control process of Fig. 4 is terminated. On the other hand, if it is determined that the accelerator pedal has been suddenly depressed (YES in step S51), the process proceeds to step S52.

[0074] The CPU 21 transitions to a state in which the first acceleration suppression control is performed, and performs the first acceleration suppression control (step S52).

[0075] CPU 21 determines whether the accelerator pedal is again quickly and strongly depressed (whether the accelerator pedal is suddenly depressed again) within a first predetermined time after the accelerator pedal is released, or whether the accelerator pedal has been depressed for a second predetermined time (step S53). If it is determined that the accelerator pedal has been suddenly depressed again within the first predetermined time after the accelerator pedal is released, or that the accelerator pedal has been depressed for the second predetermined time (YES in step S53), the process proceeds to step S4. On the other hand, if it is determined that the accelerator pedal has not been depressed for the second predetermined time, or that the accelerator pedal has not been suddenly depressed again within the first predetermined time after the accelerator pedal is released (NO in step S53), the first acceleration suppression control is terminated, and the sudden acceleration acceleration suppression control process of FIG. 4 is terminated.

[0076] If the answer to step S3 is YES, the CPU 21 transitions from a state in which the first acceleration suppression control is being performed to a state in which the second acceleration suppression control is being performed (step S54). The second acceleration suppression control has a lower degree of acceleration suppression than the first acceleration suppression control.

[0077] CPU 21 determines whether the accelerator pedal has been released and the released state of the accelerator pedal has continued for a third predetermined time (e.g., 1.5 seconds) (step S55). If it is determined that the accelerator pedal has not been released and the released state of the accelerator pedal has not continued for the third predetermined time (NO in step S55), the process returns to step S54 and continues the second acceleration suppression control. On the other hand, if it is determined that the accelerator pedal has been released and the released state of the accelerator pedal has continued for the third predetermined time (YES in step S55), the second acceleration suppression control is terminated and the sudden acceleration suppression control process of FIG. 4 is terminated.

[0078] 3.2. Specific example of acceleration suppression control processing during sudden acceleration A specific example of the sudden acceleration suppression control process of Fig. 4 will be described in detail with reference to Fig. 5. Fig. 5 is a timing chart for explaining a specific example of the sudden acceleration suppression control process of Fig. 4.

[0079] In the specific example of the sudden acceleration suppression control process in FIG. 5, the sudden acceleration suppression function is set to an enabled state in the sudden acceleration suppression function state control process.

[0080] By time T1, the shift position changes from P or N to D or S, and the stop lamp switch changes from ON to OFF.

[0081] The CPU 11 of the stereo camera ECU 10 performs a sudden acceleration suppression activation permission determination. At time T1, the CPU 11 determines that all of the sudden acceleration suppression activation permission conditions are satisfied, and changes the activation of the sudden acceleration suppression function from prohibited to permitted.

[0082] The driver depresses the accelerator pedal, and the amount of depression of the accelerator pedal increases. As the driver increases the amount of depression of the accelerator pedal, the unit driving force increases, and the vehicle speed also increases.

[0083] The CPU 21 of the EFI-ECU 20 determines whether the accelerator pedal has been depressed quickly and strongly (whether the accelerator pedal has been suddenly depressed). At time T2, the CPU 21 determines that the accelerator pedal has been suddenly depressed. Upon determining that the accelerator pedal has been suddenly depressed, the CPU 21 transitions to a state in which first acceleration suppression control is performed (the first acceleration suppression control changes from not being active to being active), and performs the first acceleration suppression control. The first acceleration suppression control of the CPU 21 suppresses the unit driving force to approximately zero. Furthermore, by suppressing the unit driving force to approximately zero, the vehicle speed decreases.

[0084] The CPU 21 determines whether the accelerator pedal is again quickly and strongly depressed within a first predetermined time after the accelerator pedal is released (whether the accelerator pedal is suddenly depressed again), or whether the accelerator pedal has been depressed for a second predetermined time. At time T3, the CPU 21 determines that the accelerator pedal has been depressed for the second predetermined time, and transitions from a state in which the first acceleration suppression control is being performed to a state in which the second acceleration suppression control is being performed (the first acceleration suppression control changes from active to inactive, and the second acceleration suppression control changes from inactive to active), and performs the second acceleration suppression control.

[0085] In the second acceleration suppression control, the CPU 21 sets a guard value, which is an allowable upper limit of the amount of change per predetermined time, for the unit drive force derived by the feedback control, to suppress the unit drive force.

[0086] The CPU 21 determines whether the accelerator pedal has been released and the released state of the accelerator pedal has continued for a third predetermined time. At time T4, the CPU 21 determines that the accelerator pedal has been released for the third predetermined time and ends the second acceleration suppression control (the second acceleration suppression control changes from active to inactive). As a result, from time T4 onwards, depression of the accelerator pedal will cause the vehicle speed to exceed the upper limit of the sudden acceleration suppression function.

[0087] 3.Effects Even when the vehicle 1 is used in a manner that does not lock the doors, an operation to open the driver's door 80D is performed when the driver enters the vehicle 1. Furthermore, when an operation to open the driver's door 80D of the vehicle 1 is performed, the key present in the driver's seat area 83 outside the vehicle compartment is likely to be the key held by the driver of the vehicle 1.

[0088] According to the above embodiment, when an operation to open the driver's door 80D of vehicle 1 is performed, which is likely to be the key held by the driver of vehicle 1 when the IG switch is turned on, the type of key present in the driver's seat area 83 outside the passenger compartment can be determined and control can be exercised to enable or disable the sudden acceleration suppression function, thereby increasing the likelihood that the sudden acceleration suppression function will be in the state (enabled or disabled) intended by the driver who performed the IG switch on operation.

[0089] When the driver's door 80D is opened, it is highly likely that the person holding the key present in the driver's seat area 83 outside the vehicle cabin will drive the vehicle 1; however, there may be cases where the person holding the key present in the driver's seat area 83 outside the vehicle cabin will not drive the vehicle 1, for example, if they only help open the driver's door 80D but do not actually drive the vehicle 1.

[0090] According to this, when the driver's door of the vehicle is opened, the identification information of a specified portable device present in a specified area is retained. Therefore, when the drive source start operation is performed, even if there are multiple portable devices in the vehicle cabin, it can be determined whether the specified portable device is present in the vehicle cabin, thereby increasing the possibility that the acceleration suppression function will be in the state (enabled state, disabled state) intended by the driver who performed the drive source start operation.

[0091] According to the above embodiment, if a key that was present in the outside driver's seat area 83 when the driver's door 80D was opened is present inside the vehicle when the IG switch is turned on (first case), the owner of the portable device that was present in the outside driver's seat area 83 when the driver's door 80D was opened is more likely to be driving the vehicle 1. Therefore, in the first case, by setting the state of the sudden acceleration suppression function using the key that was present in the outside driver's seat area 83 when the driver's door 80D was opened, it is possible to further increase the possibility that the sudden acceleration suppression function will be in the state (enabled state or disabled state) intended by the driver who performed the IG switch on. Furthermore, if a key that was present in the outside driver's seat area 83 when the driver's door 80D of the vehicle 1 was opened is not present inside the vehicle when the IG switch is turned on (second case), the driver who performed the IG switch on operation will not be carrying the key that was present in the outside driver's seat area 83 when the driver's door 80D of the vehicle 1 was opened. Therefore, in the second case, it is possible to prevent the state (enabled state, disabled state) of the sudden acceleration suppression function from being controlled by a key that is not in the possession of the driver who performed the IG switch-on operation.

[0092] Furthermore, when the IG switch is turned on, even if there are multiple keys inside the vehicle, it is possible to determine whether the key that was in the driver's seat area 83 outside the vehicle when the driver's door 80D was opened is also inside the vehicle, thereby increasing the likelihood that the sudden acceleration suppression function will be in the state (enabled state, disabled state) intended by the driver who performed the IG switch on operation.

[0093] In addition, various design modifications can be made to the above-described configuration within the scope of the claims.

[0094] For example, in the above embodiment, an engine vehicle has been described as an example, but the present invention is not limited to this and may be applied to, for example, a hybrid vehicle or an electric vehicle.

[0095] Furthermore, in the above embodiment, a pedal-type accelerator has been described as an example, but the present invention is not limited to this and may be, for example, a grip-type accelerator.

[0096] Furthermore, in the above embodiment, in the first acceleration suppression control and the second acceleration suppression control in the sudden acceleration suppression function, the target for acceleration suppression is described as the unit driving force (engine output), but this is not limited to this. For example, the target for acceleration suppression may be the braking force, and when the degree of acceleration suppression is increased, the braking force may be increased.

[0097] Furthermore, the contents described in the above embodiment and the contents described in the above modified examples may be combined as appropriate.

[0098] The present invention is widely applicable to vehicle control devices having an acceleration suppression function that suppresses acceleration of a vehicle. [Explanation of symbols]

[0099] 1: Vehicle 5: Vehicle control systems 10: Stereo camera ECU 20: EFI-ECU 30:VSC-ECU 40: Body ECU 50: Meter ECU

Claims

1. A vehicle control device that locks and unlocks doors by wireless communication with a predetermined portable device having a wireless communication function, and that has an acceleration suppression function that suppresses acceleration of the vehicle so that the vehicle speed falls within a predetermined upper limit vehicle speed, The predetermined portable device includes two types: an acceleration suppression function enabled portable device that enables the acceleration suppression function, and an acceleration suppression function disabled portable device that disables the acceleration suppression function, an acceleration suppression function state control means for performing an acceleration suppression function state control process, which includes a determination process for determining whether the predetermined portable device that is present in a predetermined area around the driver's seat outside the passenger compartment of the vehicle when a start operation for starting a drive source is performed and an opening operation for opening a driver's seat door of the vehicle is an acceleration suppression function enabled portable device that enables the acceleration suppression function or an acceleration suppression function disabled portable device that disables the acceleration suppression function, when the predetermined portable device is the acceleration suppression function enabled portable device, and a setting process for setting the acceleration suppression function to be enabled when the predetermined portable device is the acceleration suppression function disabled portable device, A vehicle control device comprising:

2. a vehicle interior presence determination means for determining whether the predetermined portable device is present in the vehicle interior when the start operation is performed, The acceleration suppression function state control means In the acceleration suppression function state control process, If the predetermined portable device is present in the passenger compartment of the vehicle when the start operation is performed, the determination process and the setting process are performed; If the predetermined portable device is not present in the passenger compartment of the vehicle when the start operation is performed, the determination process and the setting process are not performed, and the state of the acceleration suppression function is set to the previously set state.

2. The vehicle control device according to claim 1.

3. an identification information storage unit that stores identification information of the predetermined portable device that is present in the predetermined area when an opening operation for opening a driver's door of the vehicle is performed; The vehicle interior presence determination means determines whether the predetermined portable device is present in the vehicle interior when the start operation is performed, using the identification information of the predetermined portable device stored in the identification information storage means.

3. The vehicle control device according to claim 2.

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