JP2007296950A - Drive support control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a drive support control device with excellent drive feeling because influence on a driver or a following vehicle is large when a vehicle is decelerated by suddenly braking regardless of the will of a driver in case that erroneous accelerator operation is judged. <P>SOLUTION: When the erroneous operation of the accelerator pedal AP is detected on the basis of change rate ΔAC of the operation of the accelerator pedal AP, the drive support control processing is executed. At that time, when the erroneous operation of the accelerator pedal AP is detected by time T1 as shown in Fig.9, in case that shift information is except for an R range, automatic brake control is executed by braking force on the basis of brake torque amount which is generally the same as drive torque amount generated by the erroneous operation of the accelerator pedal AP. Therefore, vehicle speed V before erroneous operation can be kept without accelerating/starting a vehicle, and influence on a following vehicle can be prevented because the vehicle is not decelerated. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a driving support control device, and more particularly to a driving support control device that prevents a sudden start of a vehicle due to an erroneous operation of an accelerator pedal by generating a braking torque when an accelerator pedal is erroneously operated.

Even if it does not occur during normal vehicle operation, the accelerator pedal may be misoperated, such as in the event of a moment. For example, you may have to decelerate, but you may accidentally operate the accelerator pedal as a brake pedal, or you may lose the speed sensation immediately after entering the general road from the expressway and depress the accelerator pedal more than necessary. .
Also, when you park and go backward while checking the situation when parking, you may accidentally step on the accelerator pedal when adjusting the speed while stepping on the brake pedal from the driving posture, and the vehicle may run away and an accident may occur .
As a prior art, there is known a driving assistance control device that automatically brakes and decelerates and stops a vehicle when such an erroneous operation of the accelerator pedal is detected (see, for example, Patent Document 1).

This driving support control device measures the depression force of the accelerator pedal in advance, and when the average value of the depression force within a certain time exceeds a predetermined value, it is determined that the operation of the accelerator pedal is erroneous, and the brake is forcibly applied. Operate and close the throttle valve.
In other words, if the accelerator pedal is depressed more than necessary, it is determined that the accelerator pedal has been operated incorrectly, and for the sake of safety, the brake is forced (automatically) to brake and close the throttle opening, The vehicle is decelerated and stopped by lowering.
Japanese Utility Model Publication No. 1-161825

  In the conventional driving support control device described above, the accelerator pedal may be erroneously operated even when accelerating on an uphill road or when accelerating based on the driver's normal intention, and the drive feeling is impaired. There was a problem of being.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a driving support control device having an excellent drive feeling.

  In order to achieve the above object, the invention according to claim 1 is an accelerator pedal operation detecting means capable of detecting an operation of the accelerator pedal by a driver and detecting an erroneous operation of the accelerator pedal based on the detected operation of the accelerator pedal, When an erroneous operation of the accelerator pedal is detected by the accelerator pedal operation detecting means, a driving torque amount acquiring means for acquiring a driving torque amount generated by an erroneous operation of the accelerator pedal, and a braking force can be generated regardless of the driver's intention And a braking force control means for generating a braking force having a braking torque amount substantially equal to the obtained driving torque amount for the braking device.

  In the invention according to claim 1 configured as described above, the accelerator pedal operation detecting means detects the operation of the accelerator pedal by the driver. At this time, the accelerator pedal operation detecting means according to the present invention detects an erroneous operation of the accelerator pedal based on the detected operation of the accelerator pedal by the driver. Here, the detection method of the erroneous operation of the accelerator pedal may be detected, for example, when the rate of change in the depression amount of the accelerator pedal within a predetermined time is a predetermined value or more, or the depression force of the accelerator pedal is a predetermined value or more. In some cases, an erroneous operation may be detected, and the present invention is not particularly limited. Further, in addition to the driver's operation of the accelerator pedal, an erroneous operation may be detected in consideration of other parameters. For example, using a navigation system or road-to-vehicle communication, an erroneous operation may be detected only for the operation of an accelerator pedal at a specific location (such as in a parking lot).

  As described above, when the accelerator pedal operation detection means detects an erroneous operation of the accelerator pedal by the driver, the drive torque amount acquisition means acquires the drive torque amount generated in the vehicle by the erroneous operation. This drive torque amount is a drive torque amount corresponding to the operation amount of the accelerator pedal detected as an erroneous operation, and the acquisition method is not particularly limited. For example, the predetermined operation amount of the accelerator pedal and the generated drive torque amount Or may be acquired based on the engine speed or the like when an erroneous operation of the accelerator pedal is detected. Then, when the driving torque amount generated by the erroneous operation of the accelerator pedal is acquired by the driving torque amount acquiring means, the braking force control means is a braking device that can generate a braking force regardless of the driver's intention, that is, automatic brake control. Control is performed to generate a braking force having a braking torque amount substantially equal to the driving torque amount in the braking device capable of generating the braking force by.

  According to a second aspect of the present invention, in the driving support control apparatus according to the first aspect of the present invention, the driving support control device further includes a shift range state detecting unit that detects a shift range state of the vehicle, and the accelerator pedal operation detecting unit includes the shift pedal. When the shift range state detected by the range state detection means is the reverse shift range, the predetermined value for detecting an erroneous operation of the accelerator pedal is set low.

  In the invention according to claim 2 configured as described above, the shift range state detecting means for detecting the shift range state of the vehicle is provided, and the shift change state operated by the driver can be acquired. Then, the accelerator pedal operation detecting means acquires the shift range state detected by the shift range state detecting means. When the shift range state is the reverse shift range, the reverse operation is performed while confirming the backward direction, so that it is likely that an erroneous operation of the accelerator pedal is likely to occur. Therefore, in order to easily detect an erroneous operation of the accelerator pedal, the accelerator pedal operation detecting means sets a predetermined value as a threshold value when detecting an erroneous operation of the accelerator pedal to be low.

  Furthermore, the invention according to claim 3 is the driving support control device according to claim 1, further comprising shift range state detecting means for detecting a shift range state of the vehicle, and the braking force. When the shift range state detected by the shift range state detection unit is a reverse shift range, the control unit generates a braking force of a stop braking torque amount at which the vehicle stops as the braking force.

  In the invention according to claim 3 configured as described above, the shift range state detecting means for detecting the shift range state of the vehicle is provided, and the shift change state operated by the driver can be acquired. Then, the braking force control means acquires the shift range state detected by the shift range state detection means. When the shift range state is the reverse shift range, the vehicle moves backward while confirming the rear as in the above case, and therefore it is likely that erroneous operation of the accelerator pedal is likely to occur. Since there is no following vehicle during reverse travel, even if the vehicle is decelerated and stopped, the following vehicle is not affected. Therefore, when the shift range state detected by the shift range state detection means is the reverse shift range, the braking force control means is a braking force of a stop braking torque amount capable of stopping the vehicle as a braking force generated by the braking device. Is generated.

  Furthermore, the invention according to claim 4 is the driving support control device according to any one of claims 1 to 3, further comprising vehicle speed detecting means for detecting a vehicle speed, wherein the accelerator pedal operation detecting means is When the detected vehicle speed is equal to or higher than a predetermined speed, an erroneous operation of the accelerator pedal is not detected.

  In the invention according to claim 4 configured as described above, the driving assistance device described above is provided with vehicle speed detecting means to detect the vehicle speed. Here, when the vehicle is traveling at a predetermined speed or higher (for example, when traveling at a legal speed or higher), an erroneous operation of the accelerator pedal determined by the present invention (accelerator pedal sudden depression) accelerates the vehicle. Therefore, it is often done consciously by the driver. In such a case, if braking force is generated by the braking force control means, the vehicle will not accelerate, and drive feeling will deteriorate. Therefore, when the detected vehicle speed is equal to or higher than the predetermined speed, the accelerator pedal operation detection means does not detect the erroneous operation of the accelerator pedal. This prevents the braking force from being generated by the braking force control means.

  Furthermore, the invention according to claim 5 is the driving support control device according to any one of claims 1 to 4, wherein the braking force control means is configured such that the accelerator pedal operation detecting means is the accelerator pedal operation detecting means. When it is determined that the operation indicating the erroneous operation of the accelerator pedal indicates the driver's conscious operation after the erroneous operation is detected, the generation of the braking force is stopped.

  In the invention according to claim 5 configured as described above, even if a sudden depression of the accelerator pedal by the driver is detected as an erroneous operation of the accelerator pedal by the above-described configuration, the operation is performed by a driver's conscious operation. There may be cases. Therefore, the accelerator pedal operation detection means can determine the driver's conscious operation, and the braking force control means can determine whether the operation is consciously performed by the driver even if the braking force control means determines that the operation is erroneous. If it is determined that the braking force is indicated, the generation of the braking force is stopped.

  Further, the invention according to claim 6 is the driving support control device according to claim 5, wherein the accelerator pedal operation detecting means detects an erroneous operation of the accelerator pedal and detects an erroneous operation of the accelerator pedal. When it is detected that the accelerator pedal is turned on from the off operation, the operation of the accelerator pedal is determined to be a conscious operation of the driver.

  In the invention according to claim 6 configured as described above, the accelerator pedal operation detecting means detects an erroneous operation of the accelerator pedal, and the accelerator pedal is turned on from the off operation after detecting the erroneous operation of the accelerator pedal. If this is detected, it is determined that the operation state of the accelerator pedal corresponding to the erroneous operation is a driver's conscious operation, and at this time, the braking force control means stops the generation of the braking force.

  Furthermore, the invention according to claim 7 is the driving support control device according to claim 5, wherein the accelerator pedal operation detecting means detects an erroneous operation of the accelerator pedal and detects an erroneous operation of the accelerator pedal. When the accelerator pedal on operation continues for a predetermined time, the operation of the accelerator pedal is determined as a conscious operation of the driver.

  In the invention according to claim 7 configured as described above, the accelerator pedal operation detecting means detects an erroneous operation of the accelerator pedal and the on-operation of the accelerator pedal continues for a predetermined time after the detection of the erroneous operation of the accelerator pedal. In this case, it is determined that the operation state of the accelerator pedal corresponding to the erroneous operation is a driver's conscious operation, and at this time, the braking force control means stops the generation of the braking force.

  Further, the invention according to claim 8 is the driving support control device according to any one of claims 1 to 7, further comprising a brake pedal operation detecting unit that detects an operation of a brake pedal by a driver, and the braking force The control means is configured to stop the generation of the braking force when an operation of the brake pedal is detected by the brake pedal operation detecting means.

  In the invention according to claim 8 configured as described above, the brake pedal operation detecting means for detecting the operation of the brake pedal by the driver is provided. When the brake pedal operation detecting means detects the operation of the brake pedal by the driver, the braking force control means stops generating the braking force.

As described above, the present invention applies a braking force to the vehicle so that the speed is maintained so that the vehicle does not accelerate when an accelerator pedal operation error occurs, that is, the vehicle is not decelerated or decelerated and stopped. It is possible to provide a driving assistance control device capable of preventing the feeling from being impaired and not affecting the following vehicle.
Moreover, according to the invention concerning Claim 2, it becomes possible to make it easy to detect the erroneous operation of the reverse accelerator pedal.
Furthermore, according to the invention concerning Claim 3, it becomes possible to improve the safety | security when the misoperation of an accelerator pedal generate | occur | produces at the time of reverse travel.
Furthermore, according to the invention concerning Claim 4, it becomes possible to improve the drive feeling in the vehicle speed more than predetermined speed.
Further, according to the inventions according to claims 5 to 7, the control according to the present invention is stopped based on the driver's conscious operation of the accelerator pedal, so that the drive feeling can be improved.
Furthermore, according to the eighth aspect of the present invention, since the control according to the present invention is stopped in accordance with the driver's intention (braking intention), the drive feeling can be improved.

Here, embodiments of the present invention will be described in the following order.
(1) Vehicle system configuration:
(2) Brake system configuration:
(3) About driving support control processing:
(4) Correspondence with the present invention:
(5) Summary:

(1) Vehicle system configuration and (2) Brake system configuration:
An embodiment of a driving support control device according to the present invention will be described with reference to the drawings.
FIG. 1 shows a schematic configuration of a vehicle that executes driving support control according to an embodiment of the present invention. The vehicle 10 includes a brake fluid pressure control unit 30 for generating a brake force by brake fluid pressure on each wheel. As shown in FIG. 2 showing a schematic configuration, the brake fluid pressure control unit 30 includes a brake fluid pressure generation unit 31 that generates a brake fluid pressure according to a brake operation by a driver, and wheels RR, FL, FR, and RL. Each wheel cylinder Wrr, Wfl, Wfr, Wrl
RR brake fluid pressure adjustment unit 32, FL brake fluid pressure adjustment unit 33, FR brake fluid pressure adjustment unit 34, RL brake fluid pressure adjustment unit 35, and reflux brake fluid supply unit 36, which can respectively adjust the brake fluid pressure supplied to It is comprised including.

  The brake fluid pressure generating unit 31 includes a vacuum booster VB that responds by the operation of the brake pedal BP, and a master cylinder MC that is connected to the vacuum booster VB. The vacuum booster VB uses an air pressure (negative pressure) in an intake pipe of an engine (not shown) to assist the operation force of the brake pedal BP at a predetermined ratio and transmit the assisted operation force to the master cylinder MC. It has become.

  The master cylinder MC has two output ports including a first port and a second port. The master cylinder MC receives the supply of brake fluid from the reservoir RS and responds to the assisted operating force by the first master. A cylinder pressure Pm is generated from the first port, and a second master cylinder pressure Pm corresponding to the assisted operating force, which is substantially the same hydraulic pressure as the first master cylinder pressure Pm, is applied to the second port. It comes from the port.

  Since the configurations and operations of the master cylinder MC and the vacuum booster VB are well known, a detailed description thereof will be omitted here. In this way, the master cylinder MC and the vacuum booster VB generate the first master cylinder pressure Pm and the second master cylinder pressure Pm corresponding to the operating force of the brake pedal BP, respectively.

  The first port of the master cylinder MC belongs to the system related to the wheels RR and FL. Between the first port and the upstream part of the RR brake hydraulic pressure adjusting unit 32 and the FL brake hydraulic pressure adjusting unit 33, A normally open electromagnetic on-off valve PC1 is interposed. Similarly, the second port of the master cylinder MC belongs to the system related to the wheels FR and RL, and is between the second port and the upstream part of the FR brake fluid pressure adjusting unit 34 and the RL brake fluid pressure adjusting unit 35. Is normally provided with a normally open electromagnetic on-off valve PC2.

  The RR brake fluid pressure adjusting unit 32 includes a pressure-increasing valve PUrr that is a 2-port 2-position switching type normally-open electromagnetic on-off valve and a pressure-reducing valve PDrr that is a 2-port 2-position switching-type normally-closed electromagnetic on-off valve. Yes. The pressure increasing valve PUrr can communicate or block the upstream portion of the RR brake fluid pressure adjusting unit 32 and the wheel cylinder Wrr. The pressure reducing valve PDrr can communicate or block the wheel cylinder Wrr and the reservoir RS1. As a result, the brake fluid pressure (wheel cylinder pressure Pwrr) in the wheel cylinder Wrr can be increased, held and reduced by controlling the pressure increasing valve PUrr and the pressure reducing valve PDrr.

  In addition, a check valve CV1 that allows only one-way flow of the brake fluid from the wheel cylinder Wrr side to the upstream portion of the RR brake fluid pressure adjusting unit 32 is disposed in parallel with the pressure increasing valve PUrr. When the operated brake pedal BP is released, the wheel cylinder pressure Pwrr is rapidly reduced.

  Similarly, the FL brake fluid pressure adjusting unit 33, the FR brake fluid pressure adjusting unit 34, and the RL brake fluid pressure adjusting unit 35 are respectively a pressure increasing valve PUfl and a pressure reducing valve PDfl, a pressure increasing valve PUfr and a pressure reducing valve PDfr, a pressure increasing valve PUrl and The pressure reducing valve PDrl is configured to control the brake fluid pressure (wheel cylinder pressures Pwfl, Pwfr, Pwrl) in the wheel cylinder Wfl, the wheel cylinder Wfr, and the wheel cylinder Wrl by controlling the pressure increasing valve and the pressure reducing valve. The pressure can be increased, held and reduced. In addition, check valves CV2, CV3, and CV4 that can achieve the same function as the check valve CV1 are arranged in parallel on the pressure increasing valves PUfl, PUfr, and PUrl, respectively.

  In addition, the normally open electromagnetic on-off valve PC1 has only one-way flow of brake fluid from the first port of the master cylinder MC to the upstream of the RR brake fluid pressure adjusting unit 32 and the FL brake fluid pressure adjusting unit 33. Is provided in parallel. As a result, even when the normally open electromagnetic on-off valve PC1 is in the closed state, the first master cylinder pressure Pm is increased upstream of the RR brake hydraulic pressure adjusting unit 32 and the FL brake hydraulic pressure adjusting unit 33 by the operation of the brake pedal BP. When the pressure becomes higher than the pressure of the part, the brake fluid pressure (that is, the first master cylinder pressure Pm) corresponding to the operating force of the brake pedal BP itself can be supplied to the wheel cylinders Wrr and Wfl. . In addition, a check valve CV6 that can achieve the same function as the check valve CV5 is also arranged in parallel with the normally open electromagnetic on-off valve PC2.

  The reflux brake fluid supply unit 36 includes a DC motor MT, two hydraulic pumps (for example, gear pumps) HP1 and HP2 that are simultaneously driven by the motor MT, and normally closed electromagnetic on-off valves PC3 and PC4. The normally closed electromagnetic on-off valve PC3 is interposed between the first port of the master cylinder MC and the reservoir RS1, and the normally closed electromagnetic on-off valve PC4 is interposed between the second port of the master cylinder MC and the reservoir RS2. Has been.

  The hydraulic pump HP1 supplies the brake fluid in the reservoir RS1 recirculated from the pressure reducing valves PDrr and PDfl, or the brake fluid from the first port of the master cylinder MC when the normally closed electromagnetic on-off valve PC3 is open. The brake fluid pumped up through the check valve CV7 is supplied to the upstream portion of the RR brake fluid pressure adjusting unit 32 and the FL brake fluid pressure adjusting unit 33 through the check valve CV8.

  Similarly, the hydraulic pump HP2 is supplied from the second port of the master cylinder MC when the brake fluid in the reservoir RS2 recirculated from the pressure reducing valves PDfr and PDrl or the normally closed electromagnetic on-off valve PC4 is open. The brake fluid is pumped up through the check valve CV9, and the pumped brake fluid is supplied to the upstream portion of the FR brake fluid pressure adjusting unit 34 and the RL brake fluid pressure adjusting unit 35 through the check valve CV10.

  With the configuration described above, the brake hydraulic pressure control unit 30 is configured by two hydraulic circuits, a system related to the right rear wheel RR and the left front wheel FL, and a system related to the left rear wheel RL and the right front wheel FR. Has been. The brake fluid pressure control unit 30 can supply the brake fluid pressure (that is, master cylinder pressure Pm) corresponding to the operating force of the brake pedal BP to the wheel cylinders W ** when all the solenoid valves are in the non-excited state. It has become.

  In addition, “**” appended to the end of various variables, etc., indicates “fl” appended to the end of the various variables, etc. in order to indicate which of these wheels, etc. , “Fr”, etc., for example, the wheel cylinder W ** is a left front wheel wheel cylinder Wfl, a right front wheel wheel cylinder Wfr, a left rear wheel wheel cylinder Wrl, a right rear wheel wheel cylinder Wrr Is comprehensively shown.

  On the other hand, in this state, the normally open electromagnetic on / off valves PC1 and PC2 are excited to be closed and the normally closed electromagnetic on / off valves PC3 and PC4 are excited to be opened and the motor MT (and therefore the hydraulic pump HP1) is controlled. , HP2), the brake fluid pressure control unit 30 can supply a brake fluid pressure higher than the master cylinder pressure Pm to the wheel cylinders W **.

  In addition, the brake hydraulic pressure control unit 30 can individually adjust the wheel cylinder pressure Pw ** by controlling the pressure increasing valve PU ** and the pressure reducing valve PD **. That is, the brake fluid pressure control unit 30 can adjust the braking force applied to the wheels individually for each wheel independently of the operation of the brake pedal BP by the driver. That is, automatic brake control can be executed. With this configuration, the brake fluid pressure control unit 30 forms a braking device according to the present invention.

  Referring to FIG. 1 again, this vehicle 10 has a wheel speed sensor 41 ** that outputs a signal having a pulse each time the corresponding wheel rotates by a predetermined angle, and an ON signal according to whether or not the brake pedal BP is operated. (High signal) or OFF signal (Low signal) is selectively output (STP signal is output) The brake switch 42 and the operation amount of the accelerator pedal AP are detected, and a signal representing the accelerator pedal operation amount Accp is output. An accelerator pedal sensor 43, a shift position sensor 44 for detecting the position of the shift lever SL for shifting operation and outputting a signal representing the shift position Pos, a wheel cylinder hydraulic pressure Pw **, and a wheel cylinder hydraulic pressure are detected. And a wheel cylinder hydraulic pressure sensor 45 ** (see FIG. 2) that outputs a signal representing Pw **.

  The vehicle 10 includes an electronic control device 50. The electronic control unit 50 includes a CPU 51, a routine (program) executed by the CPU 51, a table (lookup table, map), a ROM 52 in which constants and the like are stored in advance, and the CPU 51 temporarily store data as necessary. The microcomputer includes a RAM 53 for storing data, a backup RAM 54 for storing data while the power is on, and holding the stored data while the power is shut off, an interface 55 including an AD converter, and the like. .

  The interface 55 is connected to the sensors 41 to 45, and supplies signals from the sensors 41 to 45 to the CPU 51, and sends drive signals to the electromagnetic valves of the brake fluid pressure control unit 30 and the motor MT in accordance with instructions from the CPU 51. It is supposed to be sent out. As a result, the CPU 51 (brake hydraulic pressure control unit 30) can generate a braking force independently of the operation of the brake pedal BP by the driver, that is, can execute automatic brake control.

(3) About the driving support control processing according to the present invention:
Next, a driving support control process according to the present invention that is executed based on the vehicle system and the brake system configured as described above will be described. This driving support control process is executed by the CPU 51 described above. FIG. 3 is a flowchart showing a schematic processing content of the driving support control process. In the figure, first, a parameter input process used for determining a start condition or the like of the driving support control process is executed (step S100). Thereafter, an accelerator operation determination process for determining the operation state of the driver's accelerator pedal AP (whether the operation of the accelerator pedal AP is an erroneous operation) is executed based on the parameters input in this input process (step S200). Then, in accordance with the determined operation state of the accelerator pedal AP of the driver, a driving support brake process for executing automatic brake control is executed (step S300). The details of the input process in step S100, the accelerator operation determination process in step S200, and the driving assistance brake process in step S300 will be described below.

FIG. 4 is a flowchart showing the processing contents of the input processing.
In the figure, first, it is determined whether or not a flag “OP_flg” indicating whether or not the present driving support control process is continuing is ON (step S105). When OP_flg is ON, the input process is not executed because the driving support control process is under continuous control. When OP_flg is OFF, the output signal of the accelerator pedal sensor 43 is acquired, the accelerator pedal operation state is input based on the output signal (step S110), and whether or not the accelerator pedal AP is depressed by the driver (accelerator It is determined whether or not the pedal AP is turned on (step S115). If it is determined that the accelerator pedal AP is ON, a flag “AP_flg” indicating the state is turned ON (step S120). On the other hand, if the accelerator pedal AP is not turned on, AP_flg is turned off (step S125). Next, the output signal of the accelerator pedal sensor 43 is input, and ΔAC is calculated as the rate of change of the operation of the accelerator pedal AP based on the output signal (step S130). Further, the current shift information is input based on the output signal of the shift position sensor 44 (step S135).

Next, based on the processing result of the input process described above, the operation state of the accelerator pedal AP (in this embodiment, the operation state is an operation error state of the driver with respect to the accelerator pedal AP, a non-error operation state, or a normal operation state) Accelerator operation determination processing is executed. FIG. 5 is a flowchart showing the contents of the accelerator operation determination process.
In the figure, first, it is determined whether or not the above-described OP_flg indicating whether or not the present driving support control process is continuing (step S205). When OP_flg is ON, since the present driving support control process is under continuous control, the accelerator operation determination process is not executed as in the above-described input process. When OP_flg is OFF, it is determined whether or not AP_flg is ON, that is, whether or not the accelerator pedal AP has been depressed by the driver (step S210).

  If AP_flg is ON, it is determined whether or not the shift information input in step S135 of the input process described above is the R range for moving the vehicle 10 backward (step S215). If the shift information is not in the R range, an erroneous operation detection threshold for detecting an erroneous operation of an accelerator pedal AP, which will be described later, is set to a predetermined default value (step S220). On the other hand, if the shift information is in the R range, the erroneous operation detection threshold is changed and set to a value smaller than the default value (step S225). In the present embodiment, when the shift information is in the R range as described above, that is, when the vehicle 10 moves backward, the erroneous operation detection threshold value is made smaller than a predetermined default value. This is to make it easier to detect an erroneous operation of the accelerator pedal AP when the vehicle 10 is moving backward.

  This is because the backward driver of the vehicle 10 may drive while visually recognizing the rear. In such a case, the foot position where the pedal is operated is often different from the normal position, so the vehicle 10 is braked to decelerate or decelerate and stop. There is a high possibility that the accelerator pedal AP will be depressed by mistake when attempting to depress the pedal BP. Therefore, it is easy to detect this erroneous operation.

Next, the vehicle speed is acquired, and it is determined whether or not the acquired vehicle speed is equal to or higher than a predetermined speed (for example, a legal speed or higher) (step S226). Here, the vehicle speed acquisition method is not particularly limited, and will not be described in detail because a known technique such as a calculation method based on an input signal of the wheel speed sensor 41 ** is applied. When the acquired vehicle speed is equal to or higher than a predetermined speed, an operation that is determined as an erroneous operation of an accelerator pedal AP (described later) (when the change rate of the operation of the accelerator pedal AP is equal to or higher than an erroneous operation detection threshold) accelerates the vehicle. Therefore, it is often done consciously by the driver. In such a case, if the operation is determined to be erroneous and automatic brake control described later is executed, the vehicle does not accelerate, and drive feeling deteriorates. Therefore, in the present embodiment, when the detected vehicle speed is equal to or higher than the predetermined speed, the flag OP_flg indicating the operation state of the driver with respect to the accelerator pedal AP is turned off in order to prevent erroneous detection of the accelerator pedal AP. (Non-erroneous operation determination) (step S250).
If it is determined in step S226 that the vehicle speed is smaller than the predetermined speed, the change rate ΔAC of the operation of the accelerator pedal AP calculated in step S130 of the input process described above is detected as an erroneous operation set in step S220 or S225. It is determined whether or not the threshold value is exceeded (step S230). Here, even if it is determined that the change rate ΔAC of the operation of the accelerator pedal AP is equal to or greater than a predetermined erroneous operation detection threshold value, that is, the driver has suddenly operated the accelerator pedal AP, it depends on the driver's intention. There may also be situations where the accelerator pedal AP turns off after the driver notices an erroneous operation.

  For this reason, even if it is determined in step S230 that the change rate ΔAC of the operation of the accelerator pedal AP is equal to or greater than a predetermined erroneous operation detection threshold, the accelerator pedal AP is subsequently turned off (step S235). For example, it is determined that the driver has noticed a sudden operation of the accelerator pedal AP, that is, the operator has recognized the erroneous operation and consciously operated the accelerator pedal AP to be turned off (erroneous operation recognition), and the flag indicates the operation state of the driver with respect to the accelerator pedal AP. OP_flg is turned OFF (non-erroneous operation determination) (step S250).

  Even if it is determined in step S235 that the accelerator pedal AP is ON, if the accelerator pedal AP is kept ON for a predetermined time, the driver is consciously accelerating the vehicle 10 (Acceleration intention) is determined, and OP_flg is similarly turned OFF (non-incorrect operation determination). On the other hand, if it is determined in step S230 that the change rate ΔAC of the operation of the accelerator pedal AP is equal to or greater than a predetermined erroneous operation detection threshold value, and if it is not determined in step S235 and S240 that the non-erroneous operation determination state is determined, the driver It is determined that there has been an erroneous operation in the operation of the accelerator pedal AP, and OP_flg is turned on (step S245). When it is determined in step S230 that the change rate ΔAC of the operation of the accelerator pedal AP is less than a predetermined erroneous operation threshold, it is determined that the driver is consciously operating the accelerator pedal AP (normal operation). (Determination), OP_flg is turned OFF (step S255).

When the operation state of the accelerator pedal by the driver is determined by the accelerator operation determination process described above, a driving assistance brake process for executing automatic brake control based on the determination result is executed. FIG. 6 is a flowchart showing the processing contents of the driving support brake processing.
In the figure, in the driving assistance brake process, first, it is determined whether OP_flg is ON (step S305). If OP_flg is not ON, that is, the operation of the accelerator pedal AP by the driver is based on a non-false operation or a normal operation, the driving support brake is not executed. When OP_flg is ON, since it is determined that the operation of the accelerator pedal AP by the driver is an erroneous operation, the shift information input in step S135 of the input process described above is the R range for moving the vehicle 10 backward. It is determined whether or not (step S320). If it is determined in step S320 that the shift information is not in the R range, a braking torque amount serving as a reference for the braking force generated by executing automatic brake control is acquired (step S325).

  Here, the acquisition of the braking torque amount includes the correspondence map showing the correspondence relationship between the accelerator operation amount and the driving torque amount shown in FIG. 7, and the correspondence relationship between the driving torque amount and the braking torque amount shown in FIG. And a correspondence map showing In the figure, first, based on the output signal of the accelerator pedal sensor 43, the accelerator operation amount OP_AC of the accelerator pedal AP when the accelerator pedal AP is erroneously operated is acquired. Then, the drive torque amount DR_TQ corresponding to the accelerator operation amount OP_AC is acquired based on the correspondence map shown in FIG. That is, it indicates that the drive torque amount DR_TQ in which the vehicle 10 is accelerated by an erroneous operation of the accelerator pedal AP is acquired.

  When the driving torque amount DR_TQ is acquired, the braking torque amount BR_TQ corresponding to the driving torque amount DR_TQ is acquired based on the correspondence map shown in FIG. As described above, when the braking torque amount BR_TQ is acquired, a braking force based on the braking torque amount BR_TQ is generated on each wheel by the brake hydraulic pressure control unit 30. That is, automatic brake control is executed (step S335). As a result, the braking force corresponding to the braking torque amount BR_TQ that cancels the driving torque amount DR_TQ generated by the erroneous operation of the accelerator pedal AP is generated in the vehicle 10, so that the vehicle 10 is not accelerated by the erroneous operation of the accelerator pedal AP. Drive at the vehicle speed before the operation error. On the other hand, when the shift information is determined to be the R range in step S325, a stop braking torque amount for stopping the vehicle 10 is acquired (step S330).

  The stop braking torque amount may be a torque amount larger than the braking torque amount acquired by the above-described method, and when the automatic brake control is executed in step S335 based on this torque amount, the vehicle 10 is decelerated and stopped. This is the amount of torque that can be generated.

  In this way, it is possible to improve safety by stopping the vehicle 10 when the shift information is in the R range. Since there is no following vehicle during reverse travel, even if the vehicle 10 is stopped, the following vehicle is not affected. The execution of the automatic brake control as the driving support brake described above is canceled when the brake pedal BP is turned on or the accelerator pedal AP is turned off during the execution of the driving support control process (step S340) (step S345). When the execution of the automatic brake control is canceled, the flag “AP_flg” indicating the operation state of the accelerator pedal AP and “OP_flg” indicating the processing state of the driving support control process are turned off (steps S350 and S355). The driving support control process is terminated.

(4) Correspondence with the present invention:
Here, correspondence between the configuration according to the present embodiment described above and the configuration according to the present invention will be described. The predetermined step of the input process for inputting the operation state of the accelerator pedal AP and calculating the change rate ΔAC and the predetermined step of the accelerator operation determination process for determining an erroneous operation of the accelerator pedal AP based on the calculated change rate ΔAC are related to the present invention. The accelerator pedal operation detection means is configured. The predetermined step of the driving assistance brake process for acquiring the driving torque amount generated by the erroneous operation when the accelerator pedal AP is erroneously operated constitutes the driving torque amount acquiring means according to the present invention. Moreover, the predetermined step of the driving assistance brake process for generating the braking force based on the braking torque amount substantially equal to the acquired driving torque amount constitutes the braking force control means according to the present invention. Further, the predetermined step of the input process for inputting the shift information based on the output signal of the shift position sensor 44 constitutes the shift range state detecting means according to the present invention, and the predetermined step of the driving support brake process for acquiring the vehicle speed is The vehicle speed detection means according to the present invention is configured.

(5) Summary:
As described above, when an erroneous operation of the accelerator pedal AP is detected based on the change rate ΔAC of the operation of the accelerator pedal AP, the above-described driving support control process is executed. At this time, if an erroneous operation of the accelerator pedal AP is detected at time T1, as shown in FIG. 9, if the shift information is outside the R range, a braking torque substantially equal to the amount of drive torque generated by the erroneous operation of the accelerator pedal AP. Automatic brake control is executed by a braking force based on the amount. As a result, the vehicle 10 can maintain the vehicle speed V before the erroneous operation without accelerating and starting, and the vehicle 10 can be prevented from being decelerated, thereby preventing the subsequent vehicle from being affected. When the shift information is in the R range, automatic brake control is executed with a braking force based on a stop braking torque amount at which the vehicle 10 stops. As a result, the vehicle 10 can be stopped in a situation that requires attention, such as when the vehicle is moving backward, so that safety can be improved.

The vehicle system block diagram by which the driving assistance control apparatus concerning this invention is mounted. The brake system block diagram with which the vehicle was equipped. The flowchart which showed the outline processing content of the driving assistance control process concerning this invention. The flowchart which showed the processing content of the input process. The flowchart which showed the processing content of the accelerator operation determination process. The flowchart which showed the processing content of the driving assistance brake control process. A correspondence map showing the correspondence between the accelerator operation amount and the drive torque amount. A correspondence map showing a correspondence relationship between the driving torque amount and the braking torque amount. The figure which showed the vehicle speed change at the time of the driving assistance control apparatus concerning this invention being applied.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Automatic brake device 30 of vehicle ... Brake hydraulic pressure control part 41 ** ... Wheel speed sensor 42 ... Brake switch 43 ... Accelerator pedal sensor 44 ... Shift position sensor 45 ** ... Wheel cylinder hydraulic pressure sensor 46 ... Actuation switch 50 ... Electronic control unit 51 ... CPU
PU ** ... Pressure increase valve PD ** ... Pressure reduction valve MT ... Motor

Claims (8)

An accelerator pedal operation detecting means for detecting an accelerator pedal operation by the driver and detecting an erroneous operation of the accelerator pedal based on the detected accelerator pedal operation;
A drive torque amount acquisition means for acquiring a drive torque amount generated by an erroneous operation of the accelerator pedal when an erroneous operation of the accelerator pedal is detected by the accelerator pedal operation detection means;
Driving comprising: a braking force control means for generating a braking force having a braking torque amount substantially equal to the acquired driving torque amount for a braking device capable of generating a braking force regardless of the driver's intention Support control device. Shift range state detecting means for detecting the shift range state of the vehicle,
The accelerator pedal operation detection means sets the predetermined value for detecting an erroneous operation of the accelerator pedal low when the shift range state detected by the shift range state detection means is a reverse shift range. The driving support control device according to claim 1. Shift range state detecting means for detecting the shift range state of the vehicle,
When the shift range state detected by the shift range state detection unit is a reverse shift range, the braking force control unit generates a braking force of a stop braking torque amount at which the vehicle stops as the braking force. The driving support control device according to claim 1 or 2, characterized by the above. Vehicle speed detecting means for detecting the vehicle speed,
The accelerator pedal operation detection means does not detect an erroneous operation of the accelerator pedal when the detected vehicle speed is equal to or higher than a predetermined speed. Driving support control device.   The braking force control means, when the accelerator pedal operation detecting means detects that the erroneous operation of the accelerator pedal is detected by the accelerator pedal operation detecting means and then the operation indicating the erroneous operation of the accelerator pedal is determined to indicate the driver's conscious operation The driving support control device according to any one of claims 1 to 4, wherein generation of the braking force is stopped.   The accelerator pedal operation detecting means detects an operation of the accelerator pedal when an erroneous operation of the accelerator pedal is detected and when it is detected that the accelerator pedal has been turned on from an off operation after the erroneous operation of the accelerator pedal is detected. The driving support control device according to claim 5, wherein the driving support control device is determined as a conscious operation of the driver.   The accelerator pedal operation detecting means detects an erroneous operation of the accelerator pedal, and if the accelerator pedal is continuously turned on for a predetermined time after the erroneous operation of the accelerator pedal is detected, the accelerator pedal operation detecting means The driving support control apparatus according to claim 5, wherein the operation support control apparatus determines that the operation is incorrect. Brake pedal operation detection means for detecting the operation of the brake pedal by the driver,
The said braking force control means stops generation | occurrence | production of the said braking force, when operation of a brake pedal is detected by the said brake pedal operation detection means, The said braking force control means is any one of the said Claims 1-7 characterized by the above-mentioned. Driving support control device.