Vehicle driving control system

Abstract

To achieve both safety and usability by appropriately determining erroneous operation of an accelerator pedal.SOLUTION: An operation control system 1 comprises a travel suppression control section 6 provided with: an upper speed limit setting section 11 which sets an upper speed limit of a vehicle on the basis of information obtained through a camera mounted on the vehicle and a map DB; a proximity to upper speed limit determination section 14 which determines that a vehicle speed reaches close to the upper speed limit; an allowable duration determination section 12 which sets allowable duration in which a vehicle is allowed to experience acceleration equal to or higher than predetermined acceleration; a maximum acceleration capacity determination section 13 which acquires a degree of acceleration of the vehicle; and an erroneous acceleration operation determination section 15 which determines erroneous acceleration operation. The allowable duration determination section 12 sets allowable duration for the vehicle speed to be increased from a current speed to the upper limit speed based on assumed continuation of current acceleration operation when an acceleration operation amount of the vehicle is equal to or larger than a predetermined amount. The erroneous acceleration operation determination section 15 executes first travel suppression control in a manner that issues a warning and executes acceleration suppression control when current acceleration operation continues for duration equal to or longer than the allowable duration.SELECTED DRAWING: Figure 1

Description

Technical Field

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[0001] The present invention relates to a vehicle driving control device for preventing unintended sudden acceleration due to an accelerator misoperation.

Background Art

[0002] There has been a problem with unintended sudden acceleration and running of a vehicle due to a so-called misstep of the accelerator pedal, such as when a driver intends to operate the brake pedal but accidentally operates the accelerator pedal. In response to this, in Patent Document 1, a driving control device (driving support device) for determining an accelerator misoperation based on the operation amount of the accelerator pedal, the operation speed, the driving torque of the vehicle, the road surface gradient, etc. has been proposed. Further, Patent Document 1 discloses that when it is determined that the accelerator pedal has been misoperated, notification to the driver and suppression control of the vehicle driving output are performed.

Prior Art Documents

Patent Documents

[0003] I

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] ]However, there are situations that require high acceleration, such as the entrance ramp to the main line of a highway. In such situations that require high acceleration, for example, in a driving control device such as Patent Document 1, if it is erroneously determined that there has been a misoperation of the accelerator pedal and notification to the driver and suppression control of the vehicle driving output are performed, it will be troublesome for the driver and the running performance may deteriorate, resulting in a vehicle with low usability.

[0005] This invention has been made in view of these problems, and its objective is to provide a vehicle driving control device that appropriately detects erroneous operation of the accelerator pedal and suppresses the vehicle's movement, thereby achieving both safety and ease of use. [Means for solving the problem]

[0006] To achieve the above objectives, the vehicle driving control device of the present invention includes a vehicle speed acquisition unit that acquires the vehicle's driving speed and the vehicle's driving position Obtain the speed limit specified on the road, and based on the said speed limit The system is characterized by comprising: an upper speed limit setting unit that sets an upper speed limit for the vehicle; an acceleration allowance time setting unit that sets an allowable duration for continuing the current acceleration operation to reach the upper speed limit if the current acceleration operation is continued when the amount of acceleration operation of the vehicle is greater than or equal to a predetermined amount; and a first driving suppression control unit that performs a first driving suppression control to suppress the acceleration of the vehicle if the current acceleration operation is continued for longer than the allowable duration.

[0007] As a result, the first driving suppression control unit performs acceleration suppression control of the vehicle if accelerator operation exceeds a predetermined amount and continues for a period of time longer than the allowable duration, thereby preventing the vehicle from being maintained in a high-acceleration state for a long period of time due to accidental acceleration or other reasons. Preferably, the speed limit is obtained based on information from a camera or a map database. This allows you to obtain the speed limits stipulated on expressways and other roads. Also, Preferably, the system further includes an acceleration acquisition unit that acquires the acceleration of the vehicle, and a second driving suppression control unit that performs a second driving suppression control to suppress the acceleration of the vehicle when the vehicle's driving speed is within a predetermined speed range including the upper limit speed and the acceleration is in a high acceleration state of a predetermined value or higher.

[0008] As a result, the second driving suppression control provides a warning to the driver and suppresses the vehicle's acceleration when the vehicle's speed is within a predetermined speed range, close to the upper limit, and the vehicle's acceleration is above a predetermined value, thereby preventing the vehicle from reaching high speed and high acceleration due to accidental acceleration or other reasons. Preferably, the system further includes a notification unit that provides a first notification to the driver of the vehicle when the first or second driving suppression control is performed.

[0009] This allows the driver to be notified that acceleration suppression control of the vehicle is being performed by either the first or second driving suppression control. ru.

[0011] Preferably, the location where the vehicle is traveling and the conditions under which the vehicle is traveling. or Driving operation of the aforementioned vehicle Based on this, at least one of the first driving suppression control and the second driving suppression control is restricted. It would be preferable to further include a regulatory control unit. This eliminates unnecessary warnings, acceleration suppression control, and cautions in situations where high vehicle acceleration is required. To restrict warnings and reduce driver annoyance caused by reduced acceleration performance and unnecessary alarms. It is possible.

[0012] Preferably, the restriction control unit restricts at least one of the first driving restriction control and the second driving restriction control when the vehicle is traveling on a merging lane onto the main line of an expressway, or when the vehicle is overtaking a large vehicle. This allows for the restriction of unnecessary warnings, acceleration suppression control, and alerts when a vehicle is traveling on a highway merging lane or overtaking a large vehicle, thereby reducing the inconvenience to the driver caused by decreased acceleration performance and unnecessary warnings.

[0013] Preferably, the restriction control unit restricts at least one of the first driving restriction control and the second driving restriction control when the vehicle is in a high-load state with a load exceeding a predetermined percentage of the maximum load capacity, or when the vehicle is traveling uphill with a gradient greater than or equal to a predetermined gradient. As a result, when the vehicle is in a high-load state or traveling on an uphill slope with a gradient of a predetermined gradient or more, unnecessary warnings, acceleration suppression control, and attention calls are restricted, and it is possible to suppress the annoyance caused by a decrease in acceleration performance and unnecessary warnings.

[0014] Preferably, the vehicle is provided with control restriction means for restricting the execution of the first travel suppression control and the second travel suppression control by the driver, and when the control restriction means is restricted or the accelerator is depressed two or more times within a predetermined time, the restriction control unit may restrict at least one of the first travel suppression control and the second travel suppression control.

[0015] As a result, when the driver performs a restriction operation by the control restriction means, or when it is clear that the driver is intentionally performing an acceleration operation, such as depressing the accelerator two or more times within a predetermined time, unnecessary warnings, acceleration suppression control, and attention calls are restricted, and it is possible to suppress the annoyance of the driver due to a decrease in acceleration performance and unnecessary warnings. Alternatively, the vehicle driving control device of the present invention comprises: a vehicle speed acquisition unit that acquires the vehicle's driving speed; an upper limit speed setting unit that sets an upper limit speed for the vehicle at the vehicle's driving position; an acceleration allowance time setting unit that sets an allowable duration for continuing the current driving speed to reach the upper limit speed if the current accelerator operation is continued when the amount of accelerator operation of the vehicle is greater than or equal to a predetermined amount; and a first driving suppression control unit that performs a first driving suppression control to perform acceleration suppression control of the vehicle when the current accelerator operation is continued for longer than the allowable duration; further comprising: an acceleration intensity acquisition unit that acquires the vehicle's acceleration intensity; a second driving suppression control unit that performs a second driving suppression control to perform acceleration suppression control of the vehicle when the vehicle's driving speed is within a predetermined speed range including the upper limit speed and the acceleration intensity is in a high acceleration state of a predetermined value or greater; and a notification unit that provides a first notification to the driver of the vehicle when the first driving suppression control or the second driving suppression control is performed, wherein the notification unit provides a second notification to the driver of the vehicle when the amount of accelerator operation of the vehicle is greater than or equal to a predetermined amount until the allowable duration is reached. This prevents the vehicle from being maintained in a high-acceleration state for extended periods due to accidental acceleration, such as pressing the accelerator pedal incorrectly. Furthermore, by providing a second notification to the driver when the accelerator pedal input exceeds a predetermined amount, until the permissible duration is reached, i.e., before the upper speed limit is reached, it becomes possible to correct the accelerator pedal error and suppress unintended vehicle acceleration. Alternatively, the vehicle driving control device of the present invention comprises: a vehicle speed acquisition unit that acquires the vehicle's driving speed; an upper limit speed setting unit that sets an upper limit speed for the vehicle at the vehicle's driving position; an acceleration allowance time setting unit that, when the amount of accelerator operation of the vehicle is greater than or equal to a predetermined amount, sets an allowable duration for continuing the current accelerator operation to reach the upper limit speed from the current driving speed; and a first driving suppression control unit that performs a first driving suppression control to suppress the acceleration of the vehicle when the current accelerator operation is continued for longer than the allowable duration. The system further comprises a speed acquisition unit, a second driving suppression control unit that performs a second driving suppression control to suppress the acceleration of the vehicle when the vehicle's driving speed is within a predetermined speed range including the upper speed limit and the acceleration value is above a predetermined value in a high-acceleration state, and a notification unit that provides a first notification to the driver of the vehicle when the first driving suppression control or the second driving suppression control is performed, wherein the notification unit provides a third notification to the driver of the vehicle when the acceleration value is in the high-acceleration state and the vehicle's driving speed is below the predetermined speed range. This prevents the vehicle from being maintained in a high-acceleration state for extended periods due to accidental acceleration, such as pressing the accelerator pedal incorrectly. Furthermore, a third notification is given to the driver when the vehicle's speed is below a predetermined speed range while the acceleration is high, allowing the driver to correct their accelerator pedal error and prevent unintended acceleration.

Effect of the Invention

[0016] According to the vehicle driving control device of the present invention, the first travel suppression control unit suppresses the vehicle from continuing in a high-acceleration state for a continuous allowable time or more. As a result, it is possible to suppress an unintended increase in the vehicle speed and improve safety. In addition, since a high-acceleration state is possible until the continuous allowable time, it is possible to achieve both the usability and safety of the vehicle.

Brief Description of the Drawings

[0017] [Figure 1] It is a configuration diagram of a vehicle driving control system according to a first embodiment of the present invention. [Figure 2] It is a flowchart showing a control procedure of a second travel suppression control executed in the travel suppression control unit of the first embodiment. [Figure 3] It is a table showing an example of system operation determination of warning and acceleration suppression control based on vehicle speed and acceleration ability in the second travel suppression control. [Figure 4] It is a time chart showing an example of determination and operation timing of warning and acceleration suppression control in the second travel suppression control. [Figure 5] It is a flowchart showing the control procedure of the first travel suppression control executed in the travel suppression control unit of the first embodiment. [Figure 6] It is a table showing an example of setting the full throttle continuous allowable time. [Figure 7] It is a time chart showing an example of determination and operation timing of warning and acceleration suppression control in the first travel suppression control. [Figure 8] It is a configuration diagram of a vehicle operation control system according to the second embodiment of the present invention. [Figure 9] It is a flowchart showing the control procedure of the second travel suppression control executed in the travel suppression control unit of the second embodiment. [Figure 10] It is a table showing an example of necessity of control of warning and acceleration suppression control based on location conditions, vehicle conditions, and driver operation conditions in the travel suppression control unit of the second embodiment.

Mode for Carrying Out the Invention

[0018] Hereinafter, an embodiment of the present invention will be described based on the drawings. First, the operation control system of the first embodiment will be described using FIGS. 1 to 7. FIG. 1 is a configuration diagram of a vehicle operation control system 1 (operation control device) according to the first embodiment of the present invention. A vehicle adopting the operation control system 1 of the first embodiment is a self-propelled vehicle equipped with a travel drive device 2 such as a plug-in hybrid vehicle (PHEV), a hybrid vehicle (HEV), an electric vehicle (BEV), or an engine vehicle. The vehicle of this embodiment is equipped with an accelerator pedal and a brake pedal that are operated by a driver to adjust the travel speed.

[0019] The operation signals from the accelerator and brake pedals are input to the main control unit 5 (vehicle speed acquisition unit, acceleration acquisition unit), which controls the operation of the vehicle's drive system, such as the engine and motor. As shown in Figure 1, the driving control system 1 (driving control device) of the first embodiment has a driving suppression control unit 6.

[0020] The vehicle is equipped with a camera 7 that takes pictures of the area in front of the vehicle. The vehicle is also equipped with a map database 8 that stores road speed limits, for example, like a navigation system. In the driving control system 1, the camera 7 and the map database 8 are used to obtain the speed limit Vrim specified for the road the vehicle is traveling on. For example, the speed limit Vrim can be obtained from speed limit signs visible in the image of the area in front of the vehicle taken by the camera 7, or the speed limit Vrim pre-stored in the map database 8 can be obtained from the vehicle's current position and direction of travel obtained from the vehicle's navigation system.

[0021] The vehicle driving suppression control unit 6 is a control device that includes input / output devices, storage devices (ROM, RAM, non-volatile RAM, etc.), a central processing unit (CPU), and a timer. The driving suppression control unit 6 receives input from the camera 7 and map database 8 of the road speed limit Vrim where the vehicle is currently located, and also receives input from the main control unit 5 of the vehicle's drive system 2, such as the maximum output value Pmax and the requested output value Preq, and controls the drive system 2, such as the engine and motor, to suppress output, and also controls the vehicle's meter panel and warning devices 9 (notification unit), such as buzzers, to warn the driver (first notification) or alert them (second notification, third notification).

[0022] The driving suppression control unit 6 of the driving control system 1 includes an upper speed limit setting unit 11, an allowable time determination unit 12 (acceleration allowable time setting unit), a maximum acceleration capability determination unit 13, an upper speed near-speed determination unit 14, and a pedal misapplication determination unit 15. The upper speed limit setting unit 11 receives the vehicle speed limit Vrim of the road (driving road) where the vehicle is currently located from the camera 7 and the map database 8, and calculates the upper speed limit Vmax. The upper speed limit Vmax is a speed calculated to limit the vehicle's driving output and is set to a value greater than or equal to the vehicle speed limit Vrim. A detailed example of setting the upper speed limit Vmax will be described later (Figure 3).

[0023] The permissible time determination unit 12 sets a permissible continuation time Tfa that can be maintained when the accelerator operation amount is above a predetermined amount near 100%, based on the vehicle position and the speed limit Vrim obtained from the camera 7 and the map database 8, and determines whether the vehicle has been operating for at least the permissible continuation time Tfa with the accelerator operation amount above the predetermined amount. A detailed example of setting the permissible continuation time Tfa will be described later (Figure 6). The maximum acceleration capability determination unit 13 determines whether the vehicle is near its maximum acceleration capability based on the vehicle's maximum output value Pmax and the requested output value Preq. The maximum acceleration capability is determined by whether the ratio of the requested output value Preq to the maximum output value Pmax is equal to or greater than a predetermined output threshold Rp (predetermined value). This ratio of the requested output value Preq to the maximum output value Pmax corresponds to the acceleration rate of the present invention.

[0024] The speed limit approach determination unit 14 determines, based on the speed limit Vmax calculated by the speed limit setting unit 11 and the current vehicle speed V, that the vehicle speed V is within a predetermined speed range just before reaching the speed limit Vmax (for example, V ≥ Vmax - 5 km / h). The pedal misapplication detection unit 15 determines whether or not the vehicle driver has mistakenly pressed the accelerator instead of the brake, based on the determination results of the speed limit approach detection unit 14, the allowable time detection unit 12, and the maximum acceleration capability detection unit 13.

[0025] If the driving control system 1's driving suppression control unit 6 determines that the accelerator pedal has been mistakenly pressed by the pedal misapplication detection unit 15, it will suppress the driving force of the driving drive unit 2 and provide warnings and alerts to the driver through warning devices 9 such as the meter panel and buzzer. The driving suppression control unit 6 performs a first driving suppression control based on the accelerator operation amount and its duration, and a second driving suppression control based on the vehicle speed and acceleration.

[0026] The second travel suppression control performed by the travel suppression control unit 6 will be explained using Figures 2 to 4. Furthermore, the maximum acceleration capability determination unit 13, the unit 14 that determines when the vehicle has reached near its upper speed limit, and the unit 15 that determines when the vehicle has misaccelerated the pedals, which are part of the driving suppression control unit 6 that executes the second driving suppression control, correspond to the second driving suppression control unit of the present invention.

[0027] Figure 2 is a flowchart showing the control procedure for the second driving suppression control. The second driving suppression control performs accelerator pedal misapplication based on vehicle speed (upper limit speed setting unit 11, upper limit speed approach determination unit 14) and accelerator pedal misapplication based on acceleration (maximum acceleration capability determination unit 13). The second driving suppression control is performed repeatedly when the vehicle is powered on or while the vehicle is in motion.

[0028] First, in step S10, the speed limit Vrim of the road where the vehicle is currently located is obtained from camera 7 and map database 8. Then, the process proceeds to step S20. In step S20, the main control unit 5 inputs the maximum output value Pmax and the requested output value Preq. Then, the process proceeds to step S30. In step S30, the output threshold Rp is calculated. The output threshold Rp can be set to, for example, 85% of the maximum output value Pmax. Then, the process proceeds to step S40.

[0029] In step S40, the accelerator pedal input and the current vehicle speed V are entered from the main control unit 5. Then, proceed to step S50. In step S50, the upper speed limit Vmax is set. The upper speed limit Vmax is set to, for example, the vehicle speed limit Vrim obtained in step S10 + 15 km / h. Then, proceed to step S60.

[0030] In step S60, it is determined whether the ratio of the required output value Preq to the maximum output value Pmax input in step S20 is equal to or greater than the output threshold value Rp calculated in step S30 (Preq / Pmax ≥ Rp). If the ratio of the required output value Preq to the maximum output value Pmax is equal to or greater than the output threshold value Rp, the process proceeds to step S70. If the ratio of the required output value Preq to the maximum output value Pmax is less than the output threshold value Rp, the process proceeds to step S100.

[0031] In step S70, it is determined whether the current vehicle speed V has reached the vicinity of the upper limit speed Vmax set in step S50, specifically, whether the vehicle speed V is equal to or greater than the speed threshold value Va, which is a value close to the upper limit speed Vmax. For example, the speed threshold value Va may be set to a value 5 km / h lower than the upper limit speed Vmax (Va = Vmax - 5 km / h). Also, the range between the upper limit speed Vmax and the speed threshold value Va corresponds to the predetermined speed range of the present invention. If the current vehicle speed V has reached the vicinity of the upper limit speed Vmax, that is, if the vehicle speed V ≥ Va, the process proceeds to step S80. If the current vehicle speed V has not reached the vicinity of the upper limit speed Vmax (is low), that is, if the vehicle speed V < Va, the process proceeds to step S90.

[0032] In step S80, the warning device 9 is used to give a warning (first notification) to the driver. The warning strongly notifies the driver that there is excessive acceleration (a mistake in pressing the accelerator). It is desirable to give a warning with a buzzer, voice, etc. in addition to the display on the meter, etc. Further, it is advisable to also notify that the output (driving force) of the traveling drive device 2 is suppressed. Also, acceleration suppression control for suppressing the output is performed on the traveling drive device 2. Then, this routine ends.

[0033] Note that the acceleration suppression control may, for example, limit the output of the traveling drive device 2 to a predetermined value or less, or decrease the required output value Preq of the traveling drive device 2 based on the accelerator operation amount, etc. by a predetermined amount or a predetermined ratio. Then, this routine ends. In step S90, the warning device 9 is caused to give a warning (third notification). The warning is to notify the driver, by means of a warning display weaker than the warning in step S80 or a warning, that there is a possibility of excessive acceleration (wrong accelerator pedal operation). Then, this routine ends.

[0034] In step S100, the warning, acceleration suppression, and warning given by this control (second driving suppression control) are not performed. Then, this routine ends. FIG. 3 is a table showing an example of system operation determination of warning and acceleration suppression control based on vehicle speed and acceleration ability in the second driving suppression control. FIG. 4 is a time chart showing an example of determination and operation timing of warning and acceleration suppression control in the second driving suppression control.

[0035] In the second driving suppression control for determining wrong accelerator pedal operation as in the flowchart of FIG. 2 above, for example, as shown in FIG. 3, in cases 1 to 4, it is determined whether warning, acceleration suppression, and warning need to be executed. In all of cases 1 to 4, the restricted vehicle speed Vrim is 40 km / h and the upper limit speed is 55 km / h. As case 1, when the current vehicle speed V is lower than the value just before reaching the upper limit speed Vmax (V < Vmax - 5 km / h) and the acceleration ability (required output value / maximum output value) is less than the output threshold value Rp (Preq / Pmax < Rp), none of the warning, acceleration suppression, and warning are executed (no system operation).

[0036] As case 2, when the current vehicle speed V is lower than the value just before reaching the upper limit speed Vmax (V < Vmax - 5 km / h) and the acceleration ability is greater than or equal to the output threshold value Rp (Preq / Pmax ≥ Rp), the warning and acceleration suppression control are not executed and the warning is executed (warning). As case 3, when the current vehicle speed V is just before reaching the upper limit speed Vmax (V ≥ Vmax - 5) and the acceleration ability is less than the output threshold value Rp (Preq / Pmax < Rp), neither the warning nor the acceleration suppression control is executed (no system operation).

[0037] In Case 4, if the current vehicle speed V is about to reach the upper speed limit Vmax (V ≥ Vmax - 5) and the acceleration capability is greater than or equal to the output threshold Rp (Preq / Pmax ≥ Rp), then a warning and acceleration suppression control will be executed (warning, acceleration suppression). Figure 4 is a time chart showing an example of the judgment and activation timing of warning and acceleration suppression control in the second driving suppression control. Figure 4 shows an example of control and speed changes by the second driving suppression control when the accelerator is mistakenly pressed.

[0038] For example, as shown in Figure 4, if the acceleration capacity Preq / Pmax exceeds the output threshold Rp due to, for example, mistakenly pressing the accelerator pedal while the vehicle is in motion, and the vehicle speed V is less than the speed threshold Va, then a warning will be issued as in Case 2 above (Figure 4a). If the accelerator is pressed continuously despite warnings and the acceleration capacity Preq / Pmax is maintained above the output threshold Rp, the vehicle speed V increases. When the vehicle speed V exceeds the speed threshold Va, a warning and acceleration suppression control are executed as in Case 4 above.

[0039] The acceleration suppression control reduces the output of the drive unit 2, preventing the vehicle speed V from reaching its upper limit speed Vmax (between b and c in Figure 4). Then, when the driver releases the accelerator due to a warning or other reason (c in Figure 4), the vehicle speed V decreases significantly. As described above, in the second driving suppression control, warnings, alerts, and acceleration suppression control are performed based on the vehicle speed and the vehicle's acceleration (acceleration capability).

[0040] Specifically, in the second driving suppression control, when the acceleration ability Preq / Pmax is equal to or higher than the output threshold value Rp and the vehicle speed V is equal to or higher than the speed threshold value Va close to the upper limit speed Vmax (V≧Va(=Vmax - 5 km / h)), warning and acceleration suppression control are performed. Thereby, it is possible to suppress the vehicle from being in a high-speed state and a high-acceleration state due to an accelerator pedal misoperation or the like, and to suppress the unintended high-speed driving of the vehicle. In particular, since the acceleration suppression control forcibly reduces the acceleration, the increase in the vehicle speed can be suppressed, the collision avoidance performance can be improved, or even if a collision occurs, the damage can be suppressed and the safety can be enhanced.

[0041] Also, in the second driving suppression control, when the acceleration ability Preq / Pmax is equal to or higher than the output threshold value Rp and the vehicle speed V is less than the speed threshold value Va (V < Va), a caution is given. Thereby, it becomes possible to make the driver recognize the misoperation of the vehicle and suppress the unintended acceleration of the vehicle by having the driver correct the misoperation. In this way, even if the acceleration ability Preq / Pmax is equal to or higher than the output threshold value Rp, when the vehicle speed V is less than the speed threshold value Va, the acceleration suppression control is not performed, so that an unnecessary decrease in acceleration unintended by the driver can be suppressed and the usability of the vehicle can be enhanced.

[0042] Next, the first driving suppression control executed by the driving suppression control unit 6 will be described with reference to FIGS. 5 to 7. Note that the allowable time determination unit 12 and the misoperation determination unit 15 of the driving suppression control unit 6 that executes the first driving suppression control correspond to the first driving suppression control unit of the present invention. FIG. 5 is a flowchart showing the control procedure of the first driving suppression control. The first driving suppression control determines an accelerator pedal misoperation (allowable time determination unit 12) based on the duration of the accelerator pedal depression. FIG. 6 is a table showing a setting example of the continuous allowable time Tfa at full throttle.

[0043] Hereinafter, the differences from the above-described second driving suppression control will be described. As shown in FIG. 5, in the first driving suppression control, after step S10, the process proceeds to step S40. Next, proceed to step S150 after step S40. In step S150, the allowable duration Tfa is set for when the accelerator operation is near 100% (above a predetermined amount: for example, 95% or more). This allowable duration Tfa is set based on the vehicle's position, etc. For example, as shown in Figure 6, if the vehicle is traveling on a public road and the speed limit Vrim is 40 km / h, the allowable duration Tfa is set to 3 seconds (Case 5). If the vehicle is traveling on a public road and the speed limit Vrim is 70 km / h, the allowable duration Tfa is set to 3 seconds (Case 6). If the vehicle is traveling on a highway and the speed limit Vrim is 70 km / h, the allowable duration Tfa is set to 5 seconds (Case 7). If the vehicle is traveling on a highway and the speed limit Vrim is 100 km / h, the allowable duration Tfa is set to 5 seconds (Case 8). In the example settings shown in Figure 6, the allowable duration Tfa is set based on the driving position and remains constant regardless of the speed limit Vrim. However, the allowable duration Tfa may also be set to a different value based on the speed limit Vrim. Then, proceed to step S160.

[0044] In step S160, it is determined whether the accelerator pedal input in step S40 is close to 100% (above a predetermined amount). If the accelerator pedal input is close to 100%, the duration is measured using a timer or similar device. If the accelerator pedal input is close to 100% (for example, 95% or more), the process proceeds to step S170. If it is not close to 100% (for example, less than 95%), the process proceeds to step S100.

[0045] In step S170, it is determined whether the duration of time with the accelerator pedal pressed near 100% is equal to or greater than the allowable duration Tfa set in step S150. If the duration of time with the accelerator pedal pressed near 100% is equal to or greater than the allowable duration Tfa, the process proceeds to step S80. If the duration of time with the accelerator pedal pressed near 100% is less than the allowable duration Tfa, the process proceeds to step S90.

[0046] In this embodiment, the alarm in step 80 corresponds to the first notification of the present invention, and the warning in step S90 corresponds to the second notification of the present invention. Figure 7 is a time chart showing an example of the judgment and operation timing of warning and acceleration suppression control in the first driving suppression control. For example, as shown in Figure 7, a warning is initiated when the accelerator opening reaches approximately 100% while the vehicle is in motion (Figure 7a).

[0047] If the accelerator is pressed continuously despite warnings and this continues for more than the allowable duration Tfa (e.g., 3 seconds), a warning and acceleration suppression control will be executed (Figure 7b). The acceleration suppression control will prevent the vehicle speed from increasing and will prevent it from reaching the upper speed limit Vmax (between b and c in Figure 7). Then, when the driver releases the accelerator due to a warning or other reason (c in Figure 4), the warning and acceleration suppression control are deactivated.

[0048] As described above, in the first driving suppression control, attention, warning, and acceleration suppression control are performed based on the amount of accelerator operation and its duration. In detail, the first driving suppression control system issues a warning and suppresses acceleration if the accelerator is held nearly fully open (around 100%) for a period exceeding the allowable time Tfa. This means that if the driver mistakenly holds the accelerator nearly fully open for an extended period while intending to press the brake, the system will issue a warning and suppress acceleration, allowing the driver to recognize the error and forcibly reduce acceleration through acceleration suppression control, thereby preventing the vehicle from increasing in speed. In particular, since the first driving suppression control system does not use vehicle speed as a judgment criterion, it can alert the driver before the vehicle reaches high speed when it accelerates due to mistakenly pressing the accelerator, and further suppress the increase in vehicle speed through warning and acceleration suppression control, thereby enhancing safety. In addition, the first driving suppression control system allows for high acceleration until the allowable time Tfa, i.e., until the vehicle reaches the speed limit Vrim, thus reducing unnecessary warnings and acceleration suppression control and improving the usability of the vehicle.

[0049] Furthermore, in this embodiment, by executing both the first and second driving suppression control described above, it is possible to enable the acceleration necessary to transition from a low-speed state to a high-speed state, while suppressing excessive and prolonged acceleration due to accidental acceleration of the accelerator pedal at all vehicle speeds, thereby enhancing safety. Next, the operation control system 19 (operation control device) of the second embodiment of the present invention will be described using Figures 8 to 10.

[0050] Figure 8 is a diagram showing the configuration of a vehicle driving control system 19 according to a second embodiment of the present invention. As shown in Figure 8, the driving suppression control unit 20 in the driving control system 19 of the second embodiment includes a location condition determination unit 21 (regulation control unit), a vehicle condition determination unit 22 (regulation control unit), a driver operation condition determination unit 23 (regulation control unit), an upper limit speed setting unit 11, an upper limit speed approach determination unit 14, an allowable time determination unit 12, an acceleration matching unit 24, and a pedal misapplication determination unit 15.

[0051] The location condition determination unit 21 receives information from the camera 7 and the map database 8 regarding the vehicle's current location and surrounding driving conditions, and determines whether the location conditions are such that the vehicle requires high acceleration for an extended period of time. Examples of location conditions include being on a merging lane before joining the main lane of a highway, or being in the process of overtaking or immediately before overtaking a large vehicle. The vehicle condition determination unit 22 determines the conditions related to the vehicle's operation, specifically whether the vehicle conditions make it difficult for the vehicle speed to increase, based on the camera 7, map database 8, and the vehicle's main control unit 5, etc. For example, it determines whether the vehicle's load capacity is 80% or more of the maximum load capacity (a predetermined percentage or more) and whether the gradient of the vehicle's travel path is 5% or more.

[0052] The driver operation condition determination unit 23 receives vehicle operation information from the vehicle's main control unit 5, etc., and determines whether the driver operation conditions indicate that the driver intends to accelerate at a high speed. Driver operation conditions include, if the vehicle is equipped with a cancel switch 31 (control restriction means) that restricts control by the driving control system 19, the operation of the cancel switch 31 (restriction operation) and pressing the accelerator pedal two or more times in succession (within a predetermined time).

[0053] The upper speed limit setting unit 11, the unit 14 for determining when the speed is near the upper speed limit, and the unit 12 for determining the allowable time are the same as those in the operation control system 1 of the first embodiment described above. The acceleration determination unit 24 determines whether the vehicle's acceleration is equal to or greater than the acceleration threshold. The acceleration threshold should be set to an acceleration level that is not necessary during normal driving (when the above-mentioned location conditions, vehicle conditions, and driver operation conditions are not met).

[0054] The pedal misapplication detection unit 15 determines whether or not the accelerator pedal has been mistakenly pressed, based on the determination results of the speed limit approach detection unit 14, the acceleration level detection unit 24, the allowable time detection unit 12, and the location condition detection unit 21, the vehicle condition detection unit 22, and the driver operation condition detection unit 23. Furthermore, the maximum acceleration capability determination unit 13, the unit 14 that determines when the vehicle has reached near its upper speed limit, and the unit 15 that determines when the vehicle has misaccelerated the pedals, which are part of the driving suppression control unit 6 that executes the second driving suppression control, correspond to the second driving suppression control unit of the present invention.

[0055] Figure 9 is a flowchart showing the control procedure for the second driving suppression control performed in the driving suppression control unit 20 of the second embodiment. In the following description, only the differences from the first travel suppression control in the first embodiment shown in Figure 2 will be explained. In the first travel suppression control of the second embodiment, the process proceeds from step S10 to step S200.

[0056] In step S200, location information (location, scene) regarding the vehicle's current position and driving conditions is obtained from camera 7 and map database 8, etc. Then, the process proceeds to step S210. In step S210, vehicle information (maximum load capacity, gradient, etc.) is obtained from the main control unit 5, etc. Then the process proceeds to step S50. After step S50 is completed, the process proceeds to step S220.

[0057] In step S220, it is determined whether or not the location condition is not met. Specifically, it is determined whether or not the location information obtained in step S200 corresponds to the location condition as shown in the location condition determination unit 21 above. If the location information does not correspond to the location condition, it is determined that the location condition is not met and the process proceeds to step S230. If the location information corresponds to the location condition, it is determined that the location condition is met and the process proceeds to step S100.

[0058] In step S230, it is determined whether or not the vehicle conditions are not met. Specifically, it is determined whether or not the vehicle information obtained in step S210 corresponds to the vehicle conditions as shown in the vehicle condition determination unit 22 above. If the vehicle information does not correspond to the vehicle conditions, it is determined that the vehicle conditions are not met and the process proceeds to step S240. If the vehicle information corresponds to the vehicle conditions, it is determined that the vehicle conditions are met and the process proceeds to step S100.

[0059] In step S240, it is determined whether or not the driver operation conditions are met. Specifically, the driver's vehicle driving operation information is input from the main control unit 5, etc., and it is determined whether or not the vehicle driving operation information corresponds to the driver operation conditions as shown in the driver operation condition determination unit 23 above. If the vehicle driving operation information does not correspond to the driver operation conditions, it is determined that the driver operation conditions are not met, and the process proceeds to step S250. If the vehicle driving operation information corresponds to the driver operation conditions, it is determined that the driver operation conditions are met, and the process proceeds to step S100.

[0060] In step S250, it is determined whether the vehicle's acceleration is greater than or equal to the acceleration threshold. The acceleration is either the vehicle's acceleration or a value related to acceleration, which may be calculated based on the change in vehicle speed or detected by an acceleration sensor provided in the vehicle. As described in the acceleration determination unit 24 above, the acceleration threshold is a high acceleration that is not required during normal vehicle driving and is set near the acceleration when the driver misinterprets the brake and accidentally steps on the accelerator (for example, corresponding to a state close to full throttle). If the acceleration is greater than or equal to the acceleration threshold, the process proceeds to step S70. If the acceleration is less than the acceleration threshold, the process proceeds to step S100.

[0061] Note that in step S70, if the current vehicle speed V has not yet reached the vicinity of the upper limit speed Vmax, that is, if the vehicle speed V < Va, the process proceeds to step S100. FIG. 10 is a table showing examples of the control availability of warnings and acceleration suppression control based on location conditions, vehicle conditions, and driver operation conditions in the travel suppression control unit 20 of the second embodiment. In the travel suppression control unit 20 of the second embodiment that controls as shown in the flowchart of FIG. 9 above, basically, warnings and acceleration suppression control are determined to be executed based on the vehicle's acceleration and speed. Further, the execution determination of warnings and acceleration suppression control is made according to location conditions, vehicle conditions, and driver operation conditions.

[0062] For example, as shown in FIG. 10, in case 9, when none of the six conditions of the location condition that the current vehicle position is a highway main line merging section, a large vehicle overtaking state, the vehicle condition that the vehicle is 80% or more of the maximum load capacity, the road gradient is 5% or more, and the driver operation conditions of cancel switch operation and double accelerator pedal depression are satisfied, warnings and acceleration suppression control based on the vehicle's acceleration and speed are enabled (control is performed).

[0063] Cases 10-15 occur when any of the following conditions are met: the vehicle is at a highway main lane merge point, a large vehicle is being overtaken, the vehicle is carrying 80% or more of its maximum load, the road gradient is 5% or more, the cancel switch is operated, or the accelerator is pressed twice. In all of these cases, the warning and acceleration suppression control based on acceleration and speed will not be executed (control canceled). Furthermore, even if multiple of these conditions are met, the warning and acceleration suppression control based on acceleration and speed will not be executed.

[0064] In the second embodiment, the first driving suppression control is performed in the same manner as in the first embodiment. As described above, in the second embodiment, when a decision is made to execute a warning and acceleration suppression control based on the vehicle's acceleration and speed, the warning and acceleration suppression control are restricted based on the vehicle's location, driving conditions, and driver's operation status.

[0065] Specifically, warnings and acceleration suppression control will not be executed in any of the following three conditions: locations where the vehicle requires high acceleration for a long period of time, such as when merging onto a highway main line or when overtaking a large vehicle; vehicle conditions where acceleration is difficult, such as when the vehicle is close to its maximum load or when the road gradient is 5% or more; and driver operation conditions where it is clear that the driver intends to continue accelerating, such as when the cancel switch 31 is operated or when the accelerator is pressed twice. This restricts unnecessary warnings and acceleration suppression control, thereby reducing the reduction in the vehicle's acceleration performance and speed, and improving usability.

[0066] This concludes the description of the present invention, but the present invention is not limited to the embodiments described above. For example, in the second embodiment described above, the second driving suppression control, which is determined based on acceleration and vehicle speed, is restricted by location conditions, vehicle conditions, and driver operation conditions. However, the first driving suppression control, which is determined based on the amount of accelerator operation and duration of operation, may also be restricted by location conditions, vehicle conditions, and driver operation conditions, or the control may be restricted for both the first and second driving suppression control.

[0067] Furthermore, the present invention only requires the execution of at least the first travel suppression control among the first travel suppression control and the second travel suppression control. Furthermore, although the driving suppression control units 6 and 20 and the vehicle's main control unit 5 are described separately in the above embodiment, the driving suppression control units 6 and 20 may be included within the main control unit 5.

[0068] This invention can be widely applied to self-propelled vehicles whose movement is controlled by an accelerator, brakes, etc. [Explanation of Symbols]

[0069] 1. Driving control system (driving control device) 5. Main control unit (vehicle speed acquisition unit, acceleration acquisition unit) 6. Driving Restriction Control Unit 9. Alarm system (notification unit) 11 Upper limit speed setting section 12. Allowable time determination unit (acceleration allowable time setting unit, first driving suppression control unit) 13. Maximum acceleration capability determination unit (acceleration acquisition unit, second driving suppression control unit) 14. Unit for determining when the vehicle has reached the upper limit speed (second vehicle travel suppression control unit) 15. Pedal misapplication detection unit (first driving suppression control unit, second driving suppression control unit) 21. Location Condition Determination Unit (Regulation Control Unit) 22 Vehicle Condition Determination Unit (Regulation Control Unit) 23 Driver Operation Condition Determination Unit (Regulation Control Unit) 31. Cancel switch (control / regulation means)

Claims

1. A vehicle speed acquisition unit that acquires the vehicle's speed, A speed limit setting unit acquires the speed limit specified for the road where the vehicle is traveling and sets the maximum speed limit for the vehicle based on the speed limit. When the amount of accelerator operation of the vehicle exceeds a predetermined amount, an acceleration allowance time setting unit sets the allowable duration for continuing the current driving speed to reach the upper limit speed if the current accelerator operation is continued, A first driving suppression control unit that performs a first driving suppression control to suppress the acceleration of the vehicle if the current accelerator operation is continued for longer than the allowable duration, A vehicle driving control device characterized by comprising the following:

2. The limited vehicle speed is obtained based on information from a camera or a map database. The vehicle driving control device according to feature 1.

3. An acceleration acquisition unit that acquires the acceleration of the vehicle, The vehicle further comprises a second driving suppression control unit that performs a second driving suppression control to suppress the acceleration of the vehicle when the vehicle's driving speed is within a predetermined speed range including the upper speed limit and the acceleration is above a predetermined value. The vehicle driving control device according to feature 2.

4. The system further includes a notification unit that provides a first notification to the driver of the vehicle when the first or second driving suppression control is performed. The vehicle driving control device according to feature 3.

5. Based on the location where the vehicle is traveling, the driving conditions of the vehicle, or the driving operations of the vehicle's driver, The system further comprises a control unit that restricts at least one of the first driving restriction control and the second driving restriction control. The vehicle driving control device according to feature 3.

6. The control unit restricts at least one of the first and second driving restriction controls when the vehicle is traveling on a merging lane onto the main line of an expressway, or when the vehicle is overtaking a large vehicle. The vehicle driving control device according to feature 5.

7. The restriction control unit restricts at least one of the first driving restriction control and the second driving restriction control when the vehicle is in a high-load state with a load exceeding a predetermined percentage of the maximum load capacity, or when the vehicle is traveling uphill with a gradient greater than or equal to a predetermined gradient. The vehicle driving control device according to feature 5.

8. The vehicle is equipped with control and regulation means that the driver controls the execution of the first driving suppression control and the second driving suppression control. The restriction control unit restricts at least one of the first driving suppression control and the second driving suppression control when the control restriction means is operated to restrict, or when the accelerator is pressed two or more times within a predetermined time. The vehicle driving control device according to feature 5.

9. A vehicle speed acquisition unit that acquires the vehicle's travel speed, A speed limit setting unit sets the maximum speed of the vehicle at the vehicle's travel position, When the amount of accelerator operation of the vehicle exceeds a predetermined amount, an acceleration allowance time setting unit sets the allowable duration for continuing the current driving speed to reach the upper limit speed if the current accelerator operation is continued, A first driving suppression control unit that performs a first driving suppression control to suppress the acceleration of the vehicle if the current accelerator operation is continued for longer than the allowable duration, Equipped with, An acceleration acquisition unit that acquires the acceleration of the vehicle, A second driving suppression control unit performs a second driving suppression control to suppress the acceleration of the vehicle when the vehicle's driving speed is within a predetermined speed range including the upper speed limit and the acceleration is above a predetermined value, When the first driving suppression control or the second driving suppression control is executed, a notification unit provides a first notification to the driver of the vehicle, Furthermore, The notification unit, when the amount of accelerator operation of the vehicle exceeds a predetermined amount, provides a second notification to the driver of the vehicle until the allowable duration is reached. A vehicle driving control device characterized by the following features.

10. A vehicle speed acquisition unit that acquires the vehicle's travel speed, A speed limit setting unit sets the maximum speed of the vehicle at the vehicle's travel position, When the amount of accelerator operation of the vehicle exceeds a predetermined amount, an acceleration allowance time setting unit sets the allowable duration for continuing the current driving speed to reach the upper limit speed if the current accelerator operation is continued, A first driving suppression control unit that performs a first driving suppression control to suppress the acceleration of the vehicle if the current accelerator operation is continued for longer than the allowable duration, Equipped with, An acceleration acquisition unit that acquires the acceleration of the vehicle, A second driving suppression control unit performs a second driving suppression control to suppress the acceleration of the vehicle when the vehicle's driving speed is within a predetermined speed range including the upper speed limit and the acceleration is above a predetermined value, When the first driving suppression control or the second driving suppression control is executed, a notification unit provides a first notification to the driver of the vehicle, Furthermore, The notification unit provides a third notification to the driver of the vehicle when the acceleration is in the high-acceleration state and the vehicle's speed is below the predetermined speed range. A vehicle driving control device characterized by the following features.

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