JP2009156092A - Erroneous operation determining device and drive control device of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To more properly detect an erroneous operation to restrain a rapid start according to a road condition. <P>SOLUTION: Under a predetermined condition, when it is determined that a treading amount and a treading speed of an accelerator pedal 5 by an operation of an operator are more than predetermined control intervention threshold values, it is determined that a vehicle 1 rapidly starts by an erroneous operation of the operator. At that time, the control intervention threshold values are changed according to a gradient of a road, on which the vehicle 1 is positioned. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a technique for suppressing a sudden start of a vehicle due to an erroneous operation of a driver.

As a technique for preventing a sudden start of the vehicle due to an erroneous operation by the driver, there is a technique described in Patent Document 1, for example.
In this technique, an erroneous operation between the accelerator pedal operation and the brake pedal operation by the driver is detected from the operation states of the operation elements of the accelerator pedal, the brake pedal, and the shift lever operated by the driver. Specifically, if the brake operation is never performed after the shift position is changed to the reverse position, and if the accelerator pedal depression amount and the depression speed are equal to or greater than a predetermined control intervention threshold, it is determined that the operation is erroneous. Alternatively, when the vehicle speed is less than a predetermined value, the brake operation is not performed once after the shift position is changed, and the accelerator pedal depression amount and the depression velocity are equal to or greater than a predetermined control intervention threshold value, Judged as an erroneous operation.

And if it determines with a misoperation, the output of an engine will be restrict | limited. Specifically, control is performed to suppress the opening amount of the slot valve with respect to the depression amount of the accelerator pedal. As a result, even if an erroneous operation in which the accelerator pedal and the brake pedal are mistakenly performed is performed, it is possible to suppress a sudden start of the vehicle due to the erroneous operation.
JP 2003-56371 A

In the above-described technique, when the operation history of the shift position is in a predetermined state and the brake pedal is not operated, if the operation amount of the accelerator pedal becomes equal to or greater than a predetermined control intervention threshold value, it is determined as an erroneous operation. It is configured.
That is, although the control intervention threshold is a constant value regardless of the road surface condition, the necessary driving torque differs depending on the road surface where the vehicle is located, such as a downhill or an uphill, and therefore the timing of detection of an erroneous operation may be shifted. is there.
The present invention has been made paying attention to the above points, and it is an object of the present invention to more appropriately detect an erroneous operation in accordance with the state of the road surface.

  In order to solve the above-described problem, the present invention is directed to a sudden start of a vehicle due to a driver's erroneous operation when it is determined that an operation amount of an acceleration instruction operator by a driver's operation is equal to or greater than a predetermined control intervention threshold under a predetermined condition. In the determination, the control intervention threshold value is changed according to the gradient of the road surface on which the vehicle is located.

  According to the present invention, it is possible to detect an erroneous operation of a sudden start of a vehicle at a more appropriate timing by changing the control intervention threshold according to the gradient of the road surface that is the state of the road surface.

Next, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic configuration diagram for explaining a drive control device for a vehicle 1 according to the present embodiment.
(Constitution)
The vehicle 1 according to the present embodiment is configured to drive the left and right front wheels 1R, 1L by the output torque of the engine 2 that is an internal combustion engine. That is, the output torque of the engine 2 is transmitted to the left and right front wheels 1R, 1L through the transmission 3 and the difference gear 4. Here, reference numerals 2R and 2L represent left and right rear wheels which are driven wheels.

Further, in the vicinity of the driver's seat in the passenger compartment, there are a steering wheel (not shown), an accelerator pedal 5, a brake pedal 6, and a shift lever 7 as operators for the driver to operate the vehicle state. Among the above-mentioned operators, the accelerator pedal 5 and the brake pedal 6 are arranged side by side on the passenger compartment floor.
Further, an accelerator stroke sensor 8 for detecting the depression amount of the accelerator pedal 5 is provided. The accelerator stroke sensor 8 outputs a stroke signal to the engine controller 10 and the sudden start suppression control unit 11.

  Further, a brake stroke sensor 9 for detecting the stroke amount of the brake pedal 6 is provided. The brake stroke sensor 9 outputs the detected brake stroke amount to the braking controller 12 and the sudden start suppression control unit 11. Moreover, the actuator 21 which changes the stroke amount of the brake pedal 6 is provided. The actuator 21 may be a motor or may be configured to stroke the brake pedal 6 by changing the hydraulic pressure of the master cylinder.

The transmission 3 is provided with shift position detection means 13 for detecting the current shift range. The shift position detection means 13 outputs the detected shift position signal to the sudden start suppression control unit 11.
The transmission 3 performs a shift operation based on a shift command from a shift control unit (not shown). The shift control unit outputs a shift command corresponding to the shift position of the shift lever 7 operated by the driver to the transmission 3. Further, the shift shift schedule based on the vehicle speed and the accelerator opening is held as information such as a table, and if it is determined that the shift point is passed based on the current vehicle speed and the accelerator opening, a shift command is output to the transmission 3. The shift position detecting means 13 may be provided on the shift lever 7.

  A throttle valve 15 is provided in the intake pipe 14 (for example, intake manifold) of the engine 2. The throttle opening of the throttle valve 15 is adjusted and controlled according to the depression amount of the accelerator pedal 5 and the like. That is, the engine controller 10 adjusts the throttle opening of the throttle valve 15 in accordance with the detected amount of depression of the accelerator stroke sensor 8 that detects the amount of depression of the accelerator pedal 5. Reference numeral 16 denotes a step motor as an actuator. The step motor 16 adjusts the opening degree of the throttle valve 15 by the rotation angle corresponding to the number of steps.

Further, an engine speed detection sensor 17 that detects the speed of the engine 2 is provided, and the engine speed detection sensor 17 outputs the detected signal to the engine controller 10.
The vehicle speed sensor 18 including the vehicle speed sensor 18 outputs the detected vehicle speed signal to the engine controller 10 and the sudden start suppression control unit 11. Moreover, the G sensor 22 which detects G loaded on a vehicle is provided. The G sensor 22 outputs a detection signal to the sudden start suppression control unit 11.

Next, the process of the sudden start suppression control unit 11 will be described with reference to FIG.
The sudden start suppression control unit 11 operates at a predetermined sampling period, and first determines in step S10 whether or not the vehicle speed is less than the predetermined vehicle speed based on the vehicle speed signal from the vehicle speed sensor 18. When the vehicle speed is equal to or higher than the predetermined vehicle speed, the vehicle returns without performing sudden start suppression control. If it is determined that the vehicle speed is less than the predetermined vehicle speed, the process proceeds to step S20.
The predetermined vehicle speed is a speed at which the vehicle 1 can be regarded as substantially stopped, and is, for example, a maximum vehicle speed value for creep travel on a flat road surface. The predetermined vehicle speed is set to 2.25 km / h, for example.

In step S20, based on the shift position signal from the shift position detecting means 13, it is determined whether or not the previous shift position is other than neutral (N) or parking (P). If the previous shift position is neutral (N) or parking (P), the process proceeds to step S30. If the previous shift position is other than neutral (N) or parking (P), the process proceeds to step S60.
In step 30, it is determined whether or not the current shift position is other than neutral (N) or parking (P). If the current shift position is neutral (N) or parking (P), the process proceeds to step S50. If the current shift position is other than neutral (N) or parking (P), the process proceeds to step S40.

In step S40, the shift history flag SFT-F is set to “1” and the process proceeds to step S60. In step S50, the shift history flag SFT-F is set to “0” and the process proceeds to step S60.
In step S60, it is determined whether or not the shift history flag SFT-F is “1”. If the shift history flag SFT-F is “0”, the process is terminated and returned. On the other hand, when the shift history flag SFT-F is “1”, it is estimated that there is a possibility of sudden start due to an erroneous operation, and the process proceeds to step S70.
In step S70, a brake prefill command is output to the braking controller 12, and the process proceeds to step S80. By outputting a brake prefill command, the braking responsiveness at the time of sudden start suppression is enhanced.

In step S80, it is determined based on the detection signal from the brake stroke sensor 9 whether or not a brake operation has been performed. If it is determined that the brake operation has been performed, the process proceeds to step S90, the sudden start restriction flag FLG1 is set to “0”, and the process proceeds to step S110. On the other hand, if it is determined that the brake operation is not performed, the process proceeds to step S100, the sudden start restriction flag FLG1 is set to “1”, and the process proceeds to step S110.
In step S110, the gradient of the road surface on which the vehicle 1 is located is calculated, and the process proceeds to step S120.

The gradient of the road surface is calculated from the detection value of the G sensor 22. Alternatively, the slope of the road surface may be obtained from the relationship between the vehicle speed during traveling before the vehicle 1 is substantially stopped and the output torque of the vehicle 1 at that time.
Here, the slope of the road surface is assumed to be a slope with respect to the traveling direction of the vehicle specified from the shift position. For example, when the vehicle is located on an uphill and the shift position is reverse, the gradient is a downward gradient, and when the shift position is the first speed, the gradient is an uphill gradient.
In step S120, it is determined whether or not the absolute value of the road gradient is equal to or greater than a predetermined gradient. If it is determined that the road gradient is equal to or greater than the predetermined gradient, the process proceeds to step S130. On the other hand, when it is determined that the road gradient is less than the predetermined gradient, the process proceeds to step S125.

The predetermined gradient is the maximum value of the gradient at which the current road surface is considered flat. For example, the maximum gradient at which the vehicle 1 can stop during creep travel is set as a predetermined gradient.
In step S125, the stepping amount control intervention threshold CL and the stepping speed control intervention threshold CS are set to initial values as in the following formula, and the process proceeds to step S140.
Depression amount control intervention threshold CL = reference depression amount control intervention threshold CL0 (1)
Depression speed control intervention threshold value CS = reference depression speed control intervention threshold value CS0
... (2)
Here, the depression amount control intervention threshold CL on the flat ground (gradient = 0) is referred to as a reference depression amount control intervention threshold CL0. Further, the stepping speed control intervention threshold value CS on the flat ground (gradient = 0) is referred to as a reference stepping speed control intervention threshold value CS0.

In step S130, the depression amount control intervention threshold CL and the depression speed control intervention threshold CS are changed according to the gradient.
Here, if the gradient is an ascending gradient with respect to the traveling direction of the vehicle 1, acceleration is suppressed by a gravitational acceleration component corresponding to the gradient. Therefore, the setting change is made so that the depression amount control intervention threshold CL and the depression speed control intervention threshold CS are higher than the reference depression amount control intervention threshold CL0 and the reference depression speed control intervention threshold CS0 as shown in the following equation. .
Depression amount control intervention threshold CL = reference depression amount control intervention threshold CL0 + α1
... (3)
Depression speed control intervention threshold CS = reference depression speed control intervention threshold CS0 + β1
... (4)
However, the correction amounts α1 and β1 are positive.

The correction amounts α1 and β1 may be constant values, but it is better to set the values proportional to the gradient as in the following equation. This is because an erroneous determination can be made based on the acceleration at the start taking into account the gravitational acceleration corresponding to the gradient.
α1 = K1 × the absolute value of the gradient (5)
β1 = K2 × the absolute value of the gradient (6)
On the other hand, if the gradient is a downward gradient with respect to the traveling direction of the vehicle 1, the acceleration increases by a gravitational acceleration component corresponding to the gradient, and therefore, the depression amount control intervention threshold CL and the depression speed control intervention threshold are expressed by the following equations. Change so that CS is higher.
Depression amount control intervention threshold CL = reference depression amount control intervention threshold CL0−α2
... (7)
Depression speed control intervention threshold CS = reference depression speed control intervention threshold CS0−β2
... (8)
However, the correction amounts α2 and β2 are positive.

The correction amounts α2 and β2 may be constant values, but it is preferable to use values that are proportional to the gradient as in the following equation. This is because an erroneous determination can be made based on the acceleration at the start taking into account the gravitational acceleration corresponding to the gradient.
α2 = K3 × the absolute value of the gradient (9)
β2 = K4 × the absolute value of the gradient (10)
Here, in the above description, the processing of the climbing gradient and the descending gradient is separately described for easy understanding, but the climbing gradient may be positive and the calculation may be performed by one expression. When the shift position is reverse, the traveling direction of the vehicle 1 is reverse.

Next, in step S140, it is determined whether or not the sudden start restriction flag FLG1 is “1”. When the sudden start control flag is “1”, the process proceeds to step S150. On the other hand, when the sudden start control flag is “0”, the process is terminated and the process returns.
In step S150, it is determined whether the operation amount exceeds the control intervention threshold. That is, it is determined whether or not both the following expressions are satisfied.
Accelerator depression amount ≧ Depression amount control intervention threshold CL (11)
Accelerator depression speed ≥ Depression speed control intervention threshold CS (12)

If both formulas are satisfied, it is necessary to suppress sudden start, and the process proceeds to step S160. On the other hand, when both formulas are not satisfied, the process proceeds to step S190.
In step S160, an output torque limit command is output to engine controller 10. Thereafter, the process proceeds to step S170.
The output restriction is performed, for example, by restricting the output torque value to creep torque.
In step S170, a braking command is output to the braking controller 12. Thereafter, the process proceeds to step S180.

If there is a braking command, for example, if the vehicle speed that occurs during creep on a flat road surface is defined as the basic vehicle speed, the current vehicle speed will not exceed the basic vehicle speed regardless of the road surface gradient. Add power.
For example, the braking force of the braking command is set based on the following formula.
F · x = (½) · m · Vh ² − (½) · m · Vc ² (13)
here,
F: Braking force x: Distance to stop m: Mass of vehicle 1 Vh: Vehicle speed Vc: Creep speed The distance x is, for example, within a half rotation of the tire. In the case of a moving radius of 0.3 m, it becomes 0.9 m.
The addition of the braking force is stopped when the brake pedal 6 is depressed or the vehicle 1 is stopped.

Next, in step S180, based on the detection signals of the accelerator stroke sensor 8 and the brake stroke sensor 9, the actuator 22 is operated so that the height of the brake pedal 6 is equal to or less than the height of the accelerator pedal 5, Thus, the brake pedal 6 is stroked. Thereafter, the process proceeds to step S220.
The repulsive force against the depression of the brake pedal 6 may be increased in conjunction with the forced stroke of the brake pedal 6.

  On the other hand, when it is determined in step S150 that the operation amount has become less than the control intervention threshold and the process proceeds to step S190, it is determined whether or not the accelerator depression speed is a negative value. If it is determined that the accelerator depression speed is a negative value, that is, the accelerator pedal 5 is returned, the process proceeds to step S200. On the other hand, if it is determined that the accelerator depressing speed is a positive value, that is, the accelerator pedal 5 is not in a state of being returned, the in-control flag FLG2 is set to “0” and the process is terminated and returned.

In step S200, it is determined whether the in-control flag FLG2 is “1”. When the in-control flag FLG2 is “1”, the process proceeds to step S210. If the in-control flag FLG2 is “0”, the process is terminated and the process returns.
In step S210, as in step S170, the braking force command value is output and the process proceeds to step S220. In this case, it is preferable to make the braking force larger than in the case of step S170. The addition of the braking force is stopped when the brake pedal 6 is depressed or the vehicle 1 is stopped.
In step S220, the in-control flag FLG2 is set to “1”, and the process proceeds to step S230.

In step S230, it is determined whether or not the control elapsed time after the in-control flag FLG2 becomes “1” has passed a predetermined time T. If the predetermined time T has not elapsed, the process returns as it is. On the other hand, if it is determined that the predetermined time T has elapsed, the process proceeds to step S240.
In step S240, the output restriction by the processing in step S160 and step S170 is gradually released. That is, the output limit value is decreased with a predetermined inclination until the driver's required driving torque is reached. That is, a command for increasing the output limit value by a predetermined value ΔTq is output to the engine controller 10.
Similarly, the braking force addition is canceled by gradually decreasing the braking force. That is, a command for reducing the braking force by a predetermined value ΔF is output to the braking controller 12.
Then return.

Next, the braking controller 12 controls the braking force acting on the vehicle 1 through the braking devices 20R, 20L such as disc brakes equipped on the front wheels 1L, 1R according to the input brake stroke amount.
In addition, when the brake controller 12 inputs a brake prefill command from step S70 of the sudden start suppression control unit 11 when the brake stroke amount is zero (when the brake operation is not performed), the brake controller 12 in advance Increase the braking response by increasing the pressure slightly. Further, when a braking command is input from the sudden start suppression control unit 11, the braking force F based on the above equation (13) is applied to the vehicle 1 through the braking devices 20R and 20L. Note that it is preferable to increase the braking force F in the case of the braking command from step S210 than in the case of the braking command from step S170. Furthermore, every time the command from step S240 is acquired, the current braking force is decreased by ΔF.
In addition, when it determines with having operated brake, the command from the sudden start suppression control part 11 is cleared to zero.

Next, processing of the engine controller 10 will be described.
In the engine controller 10, processing as shown in FIG. 3 is performed based on each input signal at every predetermined sampling time.
That is, first, at step S300, the front wheel acceleration slip ratio ΔV is obtained, and the routine proceeds to step S310. In step S310, it is determined whether or not the acceleration slip ratio ΔV exceeds the target slip ratio Tslip. If it exceeds the target slip ratio Tslip, the process proceeds to step S400. On the other hand, when the acceleration slip ratio ΔV is equal to or less than the target slip ratio Tslip, the process proceeds to step S320.
In step S320, the target output torque TeN requested by the driver is calculated based on the detection signal from the accelerator sensor, and the process proceeds to step S330.

In step S330, it is determined whether there is an output suppression command from the sudden start suppression control unit 11. If it is determined that there is an output suppression command, the process proceeds to step S340. On the other hand, if it is determined that there is no output suppression command, the process proceeds to step S350.
In step S340, the speed and acceleration at the time of creep running on a flat road surface are used as a reference, and the limited output torque TeM that achieves a vehicle speed and acceleration that does not exceed the reference is obtained based on the road surface gradient, and is set as the target output torque TeN. . However, if the command from step S240 of the sudden start suppression control unit 11 is input, a value larger by ΔTq than the previous output torque is set as the target output torque TeN (≦ driver's requested drive torque). Thereafter, the process proceeds to step S350.

In step S350, the current output torque Te is calculated based on the throttle opening, the engine speed, etc., and the process proceeds to step S360.
In step S360, the deviation ΔTe ′ of the target output torque TeN with respect to the current output torque Te is output based on the following equation, and the process proceeds to step S370.
ΔTe ′ = TeN−Te
On the other hand, in step S400, so-called engine 2TCS control is performed, and a predetermined TCS torque reduction (> 0) is substituted for the deviation ΔTe ′, and the process proceeds to step S690.
In step S370, a change Δθ in the throttle opening θ corresponding to the deviation ΔTe ′ is calculated, and an opening signal corresponding to the change Δθ in the opening is output to the step motor 16 to return. To do.

In the above description, in order to make the explanation easy to understand, it is assumed that the opening degree signal Δθ corresponding to the deviation ΔTe ′ is output. Every time the torque is increased or decreased by a predetermined amount.
Here, the accelerator pedal 5 constitutes an acceleration instruction operator. The brake pedal 6 constitutes a braking instruction operator. Further, the depression amount and depression speed of the accelerator pedal 5 constitute the operation amount of the virtual instruction operator. Further, a state in which the vehicle speed is equal to or lower than a predetermined value, the shift position is changed from N or P to other than N or P, and no brake operation is performed indicates that the vehicle state is a predetermined state. The process of step S160 and steps S330 and S340 constitute drive torque suppression means. Step S170 and the processing of the braking controller 12 associated therewith constitute braking addition means. Step S210 and the processing of the brake controller 12 associated therewith constitute the second braking addition means.

(Operation)
When the vehicle speed is less than a predetermined vehicle speed that can be regarded as a substantially stopped state, the shift history flag SFT-F becomes “1” when the shift position is switched from neutral or parking to another range (for example, reverse) (step) (See S40). Then, after performing brake prefill in step S90, the presence or absence of a brake operation is confirmed, and if there is no brake operation, it is determined whether it is more than a control intervention threshold value (refer step S150). At this time, in the present embodiment, the control intervention threshold is changed according to the road gradient (see step S130).

  If it is determined in step S150 that the operation is erroneous, in steps S160 to S170, the output is limited as shown in FIG. 4 and a braking force is applied as shown in FIG. 5 to prevent sudden start. Further, by forcibly adjusting the height of the brake pedal 6 to be equal to or less than the height of the accelerator pedal 5, it is easy to switch from the accelerator pedal 5 to the brake pedal 6 (see step S180).

After the erroneous operation is detected and the output is limited and the braking force is applied, when the accelerator is returned, the braking force is increased and the vehicle 1 is stopped (see step S210).
Further, when detection of erroneous operation continues for time T (see step S230), the output restriction is gradually returned to the driver's required torque with a predetermined inclination. At the same time, the applied braking force is gradually reduced and released (see step S240).

(Effect of embodiment)
(1) The stepping amount control intervention threshold CL and the stepping speed control intervention threshold CS are changed according to the gradient of the road surface with respect to the traveling direction of the vehicle 1. Specifically, in the climbing slope, the stepping amount control intervention threshold CL and the stepping speed control intervention threshold CS are set to be larger than the reference stepping amount control intervention threshold CL0 and the reference stepping speed control intervention threshold CS0. On the down slope, the stepping amount control intervention threshold CL and the stepping speed control intervention threshold CS are set to be smaller than the reference stepping amount control intervention threshold CL0 and the reference stepping speed control intervention threshold CS0.

This improves the accuracy of detection timing of erroneous operation determination. As a result, it is possible to more reliably avoid a scene where the driver makes an erroneous intervention when requesting the driving force or does not intervene when the driver needs to suppress sudden start.
For example, it is possible to prevent the vehicle from starting or accelerating due to an erroneous intervention by increasing the control intervention threshold in a scene that requires a driving force with respect to a flat ground due to an uphill slope. In addition, gravitational acceleration components are added on downhill slopes, such as downhill, so even with the same driving force as flat ground, acceleration is large and energy at the time of collision is large, but by changing the control intervention threshold to a low level, it is equivalent to flat ground Suppression is possible.

(2) In particular, by changing the depression amount control intervention threshold CL and the depression speed control intervention threshold CS according to the magnitude of the gradient, a more appropriate depression amount control intervention threshold corresponding to the driving force required by the road surface condition It is possible to set the CL and the stepping speed control intervention threshold value CS.
(3) When it is determined that the operation is wrong, the braking force is added together with the output restriction.
For example, when the vehicle is on an uphill, the vehicle 1 moves backward by the driving force applied before the erroneous operation is determined. In other words, the vehicle 1 cannot be prevented from retreating even if acceleration is prevented only by limiting the output of the conventional engine 2. On the other hand, in this embodiment, even when the vehicle 1 moves backward, it is possible not only to suppress acceleration but also to reliably stop the vehicle 1 by applying a braking force.
That is, by adding the braking force, the stopping distance can be shortened, and even if it collides with an obstacle, the energy at the time of the collision can be reduced.

(4) When it is determined that the operation is wrong, the height of the brake pedal 6 is forcibly adjusted to be equal to or less than the height of the accelerator pedal 5.
When the brake pedal 6 is not operated, the brake pedal 6 is set to a higher position than the normal accelerator pedal 5. On the other hand, in the present embodiment, the position of the brake pedal 6 is changed to be equal to or less than that of the accelerator pedal 5 in a state where it is determined that the operation is erroneous. Thereby, when the driver notices an erroneous operation, the operability at the time of the switching operation from the accelerator pedal 5 to the brake pedal 6 is improved.

(5) If it is determined that the driver has mistakenly operated and the sudden start suppression control intervenes and then it is determined that the driver has noticed the erroneous operation and returned the accelerator pedal 5, the braking force is applied and the vehicle 1 is stopped early. At this time, it is preferable to increase the currently applied braking force. Thereby, even if there is an obstacle in the traveling direction of the vehicle 1 and the vehicle 1 comes into contact with the obstacle, the collision energy at the time of the contact can be reduced.

(6) If a predetermined time elapses after the sudden start suppression control is determined to be an erroneous operation, the sudden start suppression control is terminated and gradually returned to the driver's required torque.
By gradually returning toward the driver's required torque, it is possible to smoothly return to the driver's required torque while suppressing the occurrence of a large vehicle 1 behavior such as preventing the vehicle 1 from suddenly accelerating. .

(Modification)
(1) When the vehicle 1 is equipped with an obstacle detection sensor such as a sonar or a back view monitor, the distance to the obstacle detected by the sensor is set as the maximum movement distance, and x in the above equation (13) is set. You may make it do.
(2) Moreover, in the said embodiment, the vehicle speed is below a predetermined value, the shift position is changed from N or P to other than N or P, and there is no brake operation (steps S10 to S100). Is in a predetermined state. The vehicle may be in a predetermined state as follows.
That is, the state of the vehicle may be a predetermined state when the brake operation is never performed after the shift position is changed to the reverse position.
(3) In the above embodiment, the case where the control intervention threshold is changed according to the gradient of the road surface as the road surface state is exemplified. However, when the road surface μ is small (such as a frozen road surface). Alternatively, the control intervention threshold value may be changed to be small.

It is a figure explaining the outline | summary of the apparatus structure of the vehicle 1 which concerns on embodiment based on this invention. It is a figure explaining the process of the sudden start suppression control part 11 which concerns on embodiment based on this invention. It is a figure explaining the process of the engine controller 10 which concerns on embodiment based on this invention. It is a figure explaining the example of output suppression. It is a figure explaining addition of braking force.

Explanation of symbols

1 Vehicle 2 Engine 3 Transmission 5 Accelerator Pedal 6 Brake Pedal 7 Shift Lever 8 Accelerator Stroke Sensor 9 Brake Stroke Sensor 10 Engine Controller 11 Sudden Start Suppression Control Unit 12 Braking Controller 13 Shift Position Detection Means 15 Throttle Valves 20R, 20L Braking Device CL Depression amount control intervention threshold CS Depression speed control intervention threshold F Braking force FLG1 Sudden start restriction flag FLG2 In-control flag Te Output torque θ Throttle opening

Claims (6)

In the erroneous operation determination device that determines that the vehicle is in a predetermined state and the amount of operation of the acceleration instruction operator by the driver's operation is equal to or greater than a predetermined control intervention threshold, the vehicle suddenly starts due to a driver's erroneous operation.
The control intervention threshold is changed based on the slope of the road surface on which the vehicle is located. When the slope is determined to be an uphill slope, the control intervention threshold is set to be larger than when the slope is zero, and the slope is set to a downward slope. An erroneous operation determination device characterized in that, when determined, the control intervention threshold is made smaller than when the gradient is zero. An erroneous operation determination device according to claim 1;
Drive torque suppression means that suppresses the output torque of the vehicle to be smaller than the driver's required drive torque according to the operation amount of the acceleration instruction operator when the erroneous operation determination device determines that the operation is incorrect. Vehicle drive control device.   When the erroneous operation determination device determines that an erroneous operation has occurred and when it is determined that the braking instruction operator by the driver's operation has not been operated, the braking device is provided with a braking force addition unit that activates the braking device and applies a braking force to the vehicle. The vehicle drive control device according to claim 2.   After the erroneous operation determination device determines that an erroneous operation has occurred, if the amount of operation of the acceleration instruction operator changes in a direction that decreases while the driver has not operated the braking instruction operator, the brake device is activated to 4. The vehicle drive control device according to claim 2, further comprising second braking force adding means for applying power to the vehicle. The acceleration instruction operator is an accelerator pedal, and in a vehicle drive control device provided with a brake pedal as a brake instruction operator along with the accelerator pedal,
The pedal height of the brake pedal is relatively set to be equal to or less than the pedal height of the accelerator pedal when the erroneous operation determination device determines that it is an erroneous operation. Vehicle drive control device.   When the operation error determination device determines that an operation error has occurred and the state in which the sudden start suppression control is intervening continues for a predetermined time, the sudden start suppression control is terminated and the output torque of the vehicle that has been suppressed is determined by the driver's requested drive torque. The vehicle drive control device according to any one of claims 2 to 5, wherein the vehicle drive control device is gradually returned to the position.

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