JP2012250674A - Device and method for suppressing acceleration for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To more certainly make acceleration suppression executable when wrong operation of the acceleration operation, while suppressing decrease of operability when the own vehicle approaches an obstacle.SOLUTION: The acceleration command value corresponding to the operation amount of the acceleration operator which a driver operates to direct acceleration, is suppressed when the vehicle speed of the own vehicle is less than the prescribed value, and proximity degree D of the own vehicle to the obstacle forward of the own vehicle in traveling direction is determined to be approached to the obstacle proximity degree D or more set beforehand. In addition, when detecting the acceleration operation more than the setting acceleration operation amount set beforehand when the acceleration command value is suppressed, the suppression amount of the acceleration command value is increased.

Description

  The present invention relates to a vehicle acceleration suppression technique for providing driving assistance to an obstacle.

  As a device for controlling the speed of a vehicle, for example, there is a safety device described in Patent Document 1. In this safety device, it is detected from the map data of the navigation device and information on the current position that the vehicle is at a position off the road, there is an accelerator operation in a direction that increases the traveling speed of the vehicle, and the traveling speed of the vehicle is When it is determined that the value is larger than the predetermined value, the throttle is controlled in the deceleration direction regardless of the operation of the accelerator.

JP 2003-137001 A

  The above-mentioned Patent Document 1 aims to prevent acceleration of the vehicle that is not intended by the driver even if there is an erroneous operation of the accelerator operation. At this time, it becomes a problem to determine whether or not the accelerator operation is an erroneous operation. And in the above-mentioned Patent Document 1, it is assumed that the accelerator depressing operation when the host vehicle is at a position deviating from the road based on the map information and the traveling speed of a predetermined value or more is detected may be an erroneous operation of the accelerator. The above conditions are operating conditions for throttle suppression.

However, under the above-described operating conditions, the throttle control is activated depending on the vehicle speed only by getting off the road and entering the parking lot, and the drivability in the parking lot is deteriorated. In addition, when throttle suppression is set to such an extent that drivability does not deteriorate, the suppression effect against erroneous operation of the accelerator operation is weakened.
The present invention has been made paying attention to the above points, and an object of the present invention is to make it possible to more reliably carry out acceleration suppression during erroneous operation of acceleration operation while suppressing deterioration in drivability.

  In order to solve the above-described problem, according to one aspect of the present invention, an approach degree of a host vehicle with respect to an obstacle ahead in the traveling direction of the host vehicle is determined in advance. When it is determined that the vehicle is approaching the obstacle as described above, the acceleration command value corresponding to the operation amount of the acceleration operator operated for the driver to give an acceleration instruction is suppressed. Further, when an acceleration operation that is equal to or greater than a preset acceleration operation amount is detected while the acceleration command value is being suppressed, the suppression amount of the acceleration command value is increased.

Acceleration is limited based on the distance of the obstacle to the vehicle (the degree of approach to the obstacle). As a result, it is possible to perform acceleration suppression control when there is an erroneous operation of the accelerator pedal while suppressing a decrease in drivability.
In addition, if the acceleration operation is further performed while the acceleration is suppressed, there is a high probability that the accelerator pedal will be erroneously operated.Therefore, it is possible to suppress the acceleration more appropriately by increasing the suppression amount of the acceleration command value. Become.

It is a conceptual diagram which shows the structure of the vehicle which concerns on embodiment based on this invention. It is a figure for demonstrating the structure of the traveling control controller which concerns on embodiment based on this invention. It is a figure for demonstrating the process of an acceleration suppression operation condition judgment part. It is a figure explaining the process of the acceleration suppression amount calculating part. It is a figure which shows the specific example of a process of step S230. It is a figure which shows the example of the 2nd acceleration suppression amount. It is a figure explaining the example of the 1st acceleration suppression amount. It is a figure explaining the process of the target throttle opening calculating part. It is a figure which shows the example of a time chart in this embodiment. It is a figure which shows the transition of the acceleration suppression amount according to the accelerator operation amount. It is a top view which shows the example which the own vehicle is approaching the obstruction.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
“First Embodiment”
(Constitution)
The vehicle includes a braking device that generates a braking force and a driving device that generates a driving force.
As shown in FIG. 1, the braking device includes a brake device 12 provided on the wheel 11, a fluid pressure circuit 13 including a pipe connected to each brake device 12, and a brake controller 14. The brake controller 14 controls the braking force generated by each brake device 12 via the fluid pressure circuit 13 to a value corresponding to the braking force command value. The brake device 12 is not limited to a device that applies a braking force with fluid pressure, and may be an electric brake device or the like.

As shown in FIG. 1, the drive device includes an engine 15 as a drive source and an engine controller 16 that controls torque (drive force) generated by the engine 15. The drive source of the drive device is not limited to the engine 15 and may be an electric motor or a hybrid configuration in which the engine 15 and the motor are combined.
The brake controller 14 and the engine controller 16 are configured to receive respective command values of a braking command and a driving command (acceleration command value) from the travel control controller 10 that is a host controller. The brake controller 14 and the engine controller 16 constitute an acceleration / deceleration control device.

As shown in FIGS. 1 and 2, the vehicle includes an ambient environment recognition sensor 1, a wheel speed sensor 2, a steering angle sensor 3, a shift position sensor 4, a brake operation detection sensor 5, and an accelerator operation detection sensor. 6 and a navigation device 7. The vehicle also includes a travel controller 10.
The surrounding environment recognition sensor 1 recognizes an obstacle around the host vehicle MM (at least in front of the traveling direction), and outputs the recognized surrounding state to the travel controller 10. The ambient environment recognition sensor 1 is composed of, for example, one or more sonars (ultrasonic exploration devices) capable of detecting other vehicles and other obstacles existing around the vehicle. The surrounding environment recognition sensor 1 is provided, for example, at the front part and the rear part of the vehicle, and recognizes the obstacle by detecting an obstacle existing in front and rear of the host vehicle.

The surrounding environment recognition sensor 1 may be configured to detect an obstacle using an infrared radar or a radio wave radar in addition to an ultrasonic wave. The ambient environment recognition sensor 1 may be constituted by a camera capable of capturing an image around the vehicle. Furthermore, you may comprise the surrounding environment recognition sensor 1 by a some sensor. Furthermore, the installation position of the surrounding environment recognition sensor 1 may be a vehicle roof part, a side mirror position, or the like in addition to the front and rear parts of the vehicle.
The wheel speed sensor 2 detects the wheel speed and outputs the detected wheel speed information to the travel controller 10. The wheel speed sensor 2 is constituted by a pulse generator such as a rotary encoder that measures wheel speed pulses, for example.

The steering angle sensor 3 detects the steering angle of the steering wheel 20 and outputs the detected steering angle information to the travel controller 10. The steering angle sensor 3 is provided on a steering shaft or the like. The steered wheel turning angle may be detected as steering angle information.
The shift position sensor 4 detects shift information of a shift position (drive instruction position, parking instruction position, neutral position, etc.), and outputs a detection signal to the travel control controller 10.
The brake operation detection sensor 5 detects whether or not the brake pedal 18 is operated and the operation amount. The detected brake pedal operation amount is output to the travel controller 10. The brake pedal 18 is an operation element for decelerating instructions operated by the driver.

The accelerator operation detection sensor 6 detects the operation amount of the accelerator pedal 19. The detected accelerator pedal operation amount is output to the travel controller 10. The accelerator pedal 19 is an operator for acceleration instruction operated by the driver. The navigation device 7 includes a GPS receiver, a map database, a display monitor, and the like, and is a device that performs route search, route guidance, and the like. The navigation device 7 can acquire information such as the type of road on which the host vehicle MM travels and the road width based on the current position of the host vehicle MM obtained through the GPS receiver and the road information stored in the map database. it can.

  The information presenting device outputs an alarm or other presenting by voice or image in accordance with a control signal from the travel controller 10. The information presentation device includes, for example, a speaker that provides information to the driver by a buzzer sound or voice, and a display unit that provides information by displaying an image or text. As the display unit, for example, the display monitor of the navigation device 7 may be used.

  The travel control controller 10 is an electronic control unit including a CPU and CPU peripheral components such as a ROM and a RAM. The travel control controller 10 includes a parking driving support unit that performs driving support processing for parking. As shown in FIG. 2, the parking driving support unit among the processes of the travel controller 10 functionally includes an ambient environment recognition information calculation unit 10A, a vehicle speed calculation unit 10B, a steering angle calculation unit 10C, and a steering angular velocity calculation. 10D, shift position calculation unit 10E, brake pedal operation information calculation unit 10F, accelerator operation amount calculation unit 10G, accelerator operation speed calculation unit 10H, acceleration suppression operation condition determination unit 10I, acceleration suppression amount calculation unit 10J, and target throttle opening The processing of the degree calculation unit 10K is provided. These functions are composed of one or more programs.

The ambient environment recognition information calculation unit 10 </ b> A recognizes the environment around the vehicle based on the signal from the ambient environment recognition sensor 1.
The own vehicle vehicle speed calculation unit 10 </ b> B calculates the vehicle speed based on a signal from the wheel speed sensor 2.
The steering angle calculation unit 10 </ b> C calculates a steering angle based on a signal from the steering angle sensor 3.
The steering angular velocity calculation unit 10D calculates the steering angular velocity by differentiating the signal from the operation angle sensor.

The shift position calculation unit 10E determines the shift position based on the signal from the shift position sensor 4.
The brake pedal operation information calculation unit 10 </ b> F determines a brake operation amount based on a signal from the brake operation detection sensor 5.
The accelerator operation amount calculation unit 10G calculates the operation amount of the accelerator pedal 19 based on a signal from the accelerator operation detection sensor 6.
The accelerator operation speed calculation unit 10H calculates the operation speed of the accelerator pedal 19 by differentiating the signal from the accelerator operation detection sensor 6.

Next, processing of the acceleration suppression operation condition determination unit 10I will be described with reference to the drawings. The acceleration suppression operation condition determination unit 10I performs the process shown in FIG. 3 at every preset sampling time.
In step S110, the acceleration suppression operation condition determination unit 10I acquires obstacle information around the host vehicle from the surrounding environment recognition information calculated by the surrounding environment recognition information calculation unit 10A. More specifically, the surroundings of the host vehicle are imaged by a camera provided as the ambient environment recognition sensor 1, and a parking frame is detected from the captured image. Then, there are no obstacles in the parking frame, and obstacles around the parking frame are acquired as obstacle information around the host vehicle.

  Next, in step S120, based on the vehicle surrounding image acquired in step S110, it is determined whether there is an obstacle ahead of the vehicle traveling direction. If it is determined that there is an obstacle, the process proceeds to step S130. On the other hand, if it is determined that there is no obstacle, it is determined that the acceleration suppression operation condition is not established, and the process proceeds to step S190. Output to the limit value calculator. The determination of the presence or absence of an obstacle is made by determining whether there is an obstacle within a preset distance or area with respect to the host vehicle MM.

Next, in step S130, the vehicle speed of the host vehicle MM is acquired from the host vehicle speed calculation unit 10B.
Next, in step S140, the host vehicle vehicle speed condition is determined based on the host vehicle speed acquired in step S130. For example, when the host vehicle speed is less than a preset value, the process proceeds to step S150. When the host vehicle speed is equal to or greater than the preset value, it is determined that the acceleration suppression operation condition is not established, and the process proceeds to step S190. In step S190, the acceleration suppression operation condition determination result (= acceleration suppression operation condition not established) is output to the acceleration suppression amount calculation unit 10J. The preset value is, for example, 15 [km / h].

Next, in step S150, brake pedal operation information is acquired from the brake pedal operation information calculation unit 10F.
Next, in step S160, the brake pedal operation is determined based on the brake pedal operation information acquired in step S150. If it is determined that there is no brake pedal operation, the process proceeds to step S170. On the other hand, if it is determined that there is a brake pedal operation, it is determined that the acceleration suppression operation condition is not established, and the process proceeds to step S190. In step S190, the acceleration suppression operation condition determination result (= acceleration suppression operation condition is not established). Is output to the acceleration suppression amount calculation unit 10J.
In step S170, the accelerator operation amount is acquired from the accelerator operation amount calculation unit 10G.

  Next, in step S180, the accelerator operation amount is determined based on the accelerator operation amount acquired in step S170. For example, when the accelerator operation amount is equal to or greater than a preset value, it is determined that the acceleration suppression operation condition is satisfied. On the other hand, if the accelerator pedal operation is less than the preset value, it is determined that the acceleration suppression operation condition is not established, and the process proceeds to step S190. Output to 10J. Here, the preset value is set to an operation amount corresponding to 3% of the accelerator opening of the accelerator pedal 19, for example.

Next, in step S183, obstacle information before and after the own vehicle is acquired.
Next, in step S186, the degree of approach D with the obstacle is calculated based on the vehicle front and rear obstacle information acquired in step S183. The distance from the calculated obstacle is defined as an approach degree D. When the degree of approach D with the obstacle is equal to or less than a preset value, it is determined that the acceleration suppression operation condition is satisfied. On the other hand, when the degree of approach D with the obstacle is larger than a preset value and is sufficient for performing the avoidance operation, it is determined that the acceleration suppression operation condition is not satisfied. The preset value is set to 3.5 m, for example.
Here, the degree of approach D need not be the distance itself. For example, a risk potential such as an arrival time TTC when the host vehicle reaches the current obstacle position may be used as the value of the degree of approach D.
In step S190, the acceleration suppression operation condition determination result is output to the acceleration suppression amount calculation unit 10J.

Next, processing of the acceleration suppression amount calculation unit 10J will be described with reference to the drawings. The acceleration suppression amount calculation unit 10J performs the process shown in FIG. 4 at every preset sampling time.
In step S210, an acceleration suppression operation condition determination result is acquired from the acceleration suppression operation condition determination unit 10I.
Next, in step S220, acceleration suppression process selection information is acquired. In step S220, for example, an accelerator operation amount is acquired from the accelerator operation amount calculation unit 10G, an accelerator operation speed is acquired from the accelerator operation speed calculation unit 10H, and an acceleration suppression operation condition determination result is acquired from the acceleration suppression operation condition determination unit 10I. .

  Next, in step S230, an acceleration suppression process is selected based on the acceleration suppression process selection information acquired in step S220. Specifically, when it is determined that the operating condition of the second acceleration suppression process is established, the process proceeds to step S240. When it is determined that the operating condition of the second acceleration suppression process is not satisfied and the operating condition of the first acceleration suppression process is satisfied, the process proceeds to step S250. Further, when the operating conditions of the second acceleration suppression process and the first acceleration suppression process are not satisfied, the process proceeds to step S260.

The determination of the process of step S230, particularly the operation condition of the second acceleration suppression process and the operation condition of the first acceleration suppression process will be described with reference to FIG.
First, in step S231, it is determined whether or not the second acceleration suppression process is operating during the determination process in the previous control cycle. If the second acceleration suppression process has been activated in the determination in the previous control cycle, the process proceeds to step S233. If the second acceleration suppression process has not been activated in the determination in the previous control cycle, the process proceeds to step S235.

  In step S233, it is determined whether or not the second acceleration suppression process has ended when the second acceleration suppression process has been operating last time. Specifically, if it is determined that the accelerator operation is being performed based on the accelerator operation amount acquired in step S220, it is determined that the second acceleration suppression operation is to be continued, and the process proceeds to step S240. On the other hand, if it is determined that the accelerator operation is not performed, the process proceeds to step S235 to perform the operating condition determination again.

  In step S235, the operating condition of the first acceleration suppression process is determined. For example, when the acceleration suppression operation condition determination result acquired in step S210 determines that the condition is satisfied, the operation condition of the first acceleration suppression process is determined to be satisfied, and the process proceeds to step S237. On the other hand, when the acceleration suppression operation condition determination result determines that the condition is not satisfied, the process proceeds to step S260.

In step S237, the second acceleration suppression process operating condition is determined. For example, when all of the following conditions (ac) are satisfied, it is determined that the second acceleration suppression process is to be performed, and the process proceeds to step S240. Otherwise, the process proceeds to step S250.
a: The acceleration suppression operation condition determination result acquired in step S210 is satisfied. b: The accelerator operation amount acquired in step S220 is equal to or greater than a preset operation amount (for example, the accelerator opening is 50 [%]). c: Accelerator The operation speed is equal to or higher than a preset operation speed (for example, 200 [% / sec]). In step S240 in FIG. 4, the second acceleration suppression amount is calculated based on the information acquired in step S220, and the process proceeds to step S270. To do.

  The calculation method of the second acceleration suppression amount is performed as follows, for example. That is, based on the accelerator operation amount acquired in step S220, the acceleration suppression amount is calculated such that the acceleration suppression amount does not become larger than the preset suppression amount, and the process proceeds to step S270. Specifically, as shown in FIG. 6, for an acceleration operation amount less than a preset value, a throttle opening corresponding to the acceleration operation is calculated, and an acceleration operation (accelerator operation) greater than a preset value is performed. On the other hand, the acceleration suppression amount is calculated so that the acceleration throttle opening (acceleration command value) does not exceed 10 [%] regardless of the acceleration operation. In FIG. 6, the solid line indicates the accelerator operation amount and the throttle opening in the normal state, that is, in a state where the suppression is not performed. A one-dot chain line indicates the relationship between the accelerator operation and the throttle opening when the second acceleration suppression is performed. That is, the difference between the solid line and the one-dot chain line in the detected accelerator operation amount becomes the second acceleration suppression amount.

  In step S250, the first acceleration suppression amount is calculated based on the information acquired in step S220, and the process proceeds to step S270. A method for calculating the first acceleration suppression amount will be described. Based on the accelerator operation amount acquired in step S220, the first acceleration suppression amount is calculated so that the throttle opening is increased according to the accelerator operation amount, and the process proceeds to step S270. Specifically, as shown in FIG. 7, calculation is performed so that the throttle opening (acceleration command value) increases as the accelerator operation amount increases. Here, the first acceleration suppression amount is an acceleration suppression amount that is smaller than the second acceleration suppression amount relative to the accelerator operation amount and greater in acceleration. Calculate the acceleration suppression amount so that In FIG. 7, the solid line indicates the accelerator operation amount and the throttle opening in the normal state, that is, in the state where the suppression is not performed. A one-dot chain line indicates the relationship between the accelerator operation and the throttle opening when the second acceleration suppression is performed. That is, the difference between the solid line and the two-dot chain line in the detected accelerator operation amount is the first acceleration suppression amount.

Here, as shown in FIG. 7, the second acceleration suppression amount is larger than the first acceleration suppression amount. As shown in FIGS. 6 and 7, both the first acceleration suppression amount and the second acceleration suppression amount are accelerators. It is set to increase as the operation amount increases.
In step S260, an acceleration suppression amount that does not suppress acceleration is calculated for the accelerator operation, and the process proceeds to step S270. In the present embodiment, the acceleration suppression amount for which acceleration suppression is not performed is set to zero.
In step S270, the acceleration suppression amount calculated in step S202 is output to the target throttle opening calculation unit 10K.

Next, the processing of the target throttle opening calculation unit 10K will be described with reference to the drawings. The target throttle opening calculation unit 10K performs the processing shown in FIG. 8 at every preset sampling time.
First, in step S310, an acceleration suppression operation condition determination result is acquired from the acceleration suppression operation condition determination unit 10I.
Next, in step S320, the accelerator operation amount is acquired from the accelerator operation amount calculation unit 10G.
Next, in step S330, an acceleration suppression amount is acquired from the acceleration suppression amount calculation unit 10J.

  Next, in step S340, the target throttle opening is calculated based on the acceleration suppression operation condition determination result acquired in step S310, the accelerator operation amount acquired in step S320, and the acceleration suppression amount acquired in step S330. To do. For example, when the acceleration suppression operation condition is not satisfied, the throttle opening based on the normal accelerator operation amount without acceleration suppression is set as the target throttle opening. On the other hand, when the acceleration suppression operation condition is satisfied, the throttle opening based on the acceleration suppression amount is set as the target throttle opening.

For example, the target throttle opening θ ^* is obtained by the following equation.
θ ^* = θ1-Δθ
Here, θ1 indicates the throttle opening corresponding to the accelerator operation amount, and Δθ indicates the acceleration suppression amount.
Next, in step S350, the target throttle opening degree θ ^* calculated in step S340 is output to the engine controller 16.
The engine controller 16 controls the engine that is a drive source by controlling the throttle opening so that the acquired target throttle opening θ ^* is obtained.

(Operation other)
An example of a time chart according to the processing of this embodiment is shown in FIG.
In the example shown in FIG. 9, when an obstacle ahead in the traveling direction of the host vehicle is detected (t1) and the vehicle speed is equal to or lower than a preset speed (t2), the degree of approach D of the host vehicle MM to the obstacle is Make a decision. In the example shown in FIG. 9, when the approach degree D of the host vehicle MM with respect to the obstacle is equal to or less than a preset value (t3), it is determined that the approach is greater than the preset approach degree D and acceleration is suppressed. It becomes the operation state.

  When the driver performs an accelerator operation in this acceleration suppression operating state, an acceleration command value (throttle opening) corresponding to the accelerator operation is suppressed. Further, when the acceleration operation amount is equal to or larger than the preset operation amount in the state where the acceleration suppression is performed (t4), the suppression amount of the acceleration command value is increased. In the present embodiment, as a result of performing acceleration suppression so as to suppress below a preset throttle opening, as shown in FIG. 10, the actual throttle opening is compared with that before the accelerator operation exceeds the preset operation. Is suppressed small. As a result, acceleration suppression against erroneous operation of the accelerator pedal 19 by the driver is executed more effectively.

  Here, FIG. 10 shows an example of transition of the throttle opening (acceleration command amount) of the acceleration suppression control according to the operation amount of the accelerator pedal. In the example shown in FIG. 10, even if the acceleration suppression process shifts to the second acceleration suppression process, the accelerator pedal is returned, and the acceleration suppression amount of the first acceleration suppression process becomes equal to the acceleration suppression amount of the second acceleration suppression process. At that time, the process proceeds to the first acceleration suppression process.

  As described above, for example, as shown in FIG. 11, an obstacle such as a wall existing in front of the vehicle is detected. And it is set as the operating condition of acceleration suppression that the approach degree D to the obstacle approaches the obstacle to the preset approach degree or more. As a result, even if the host vehicle MM departs from the road and enters the parking lot, acceleration suppression is not performed until the degree of approach D to the obstacle is equal to or less than a preset value. The decrease can be suppressed. Conversely, after the degree of approach D to the obstacle is equal to or less than a preset value, it is possible to realize acceleration suppression with high acceleration suppression effect when the accelerator pedal is erroneously operated by performing acceleration suppression.

In addition, two-stage acceleration suppression is performed when the approaching degree D to the obstacle is less than or equal to a preset value and when the acceleration operation is further performed and the possibility of erroneous operation of the accelerator pedal is higher. Do. As a result, it is possible to perform acceleration suppression with a high acceleration suppression effect when the accelerator pedal is erroneously operated while suppressing a decrease in drivability.
Further, when the throttle opening is increased in accordance with the acceleration operation amount in the state of approaching the obstacle, acceleration suppression is performed so that the throttle opening becomes smaller than usual. That is, by increasing the acceleration suppression amount as the acceleration operation amount increases, it becomes possible to perform acceleration suppression with a high acceleration suppression effect with little decrease in drivability. When the acceleration operation is small, the acceleration suppression amount is small, so that the drivability is small. When the acceleration operation is large, the acceleration suppression amount is large and the acceleration suppression effect is high.

  Furthermore, when a large acceleration operation is performed to enter the second acceleration suppression state, acceleration suppression is performed so that the throttle opening does not become larger than a preset value. As a result, it is possible to suppress acceleration that is not intended by the driver due to erroneous operation of the acceleration operation, and it is possible to perform acceleration suppression that is highly effective in avoiding or reducing accidents. Even if the second acceleration suppression state is entered, the first acceleration suppression state is entered if the acceleration operation amount becomes smaller than a preset value.

Thus, when a large acceleration operation is performed in a state of approaching the obstacle, by performing acceleration suppression having a suppression amount larger than the acceleration suppression amount by the first acceleration suppression process as the second acceleration suppression process, It is possible to suppress the occurrence of unintended acceleration due to an erroneous operation of the driver's acceleration operation. As a result, it is possible to perform acceleration suppression with the effect of driving support for obstacles.
Further, by detecting the operation amount of the accelerator pedal 19 and the speed of the accelerator pedal operation as the acceleration operation amount, it is possible to more accurately distinguish between the erroneous operation of the acceleration operation and the normal operation, and there is little decrease in drivability, It becomes possible to realize acceleration suppression with a high acceleration suppression effect.

Here, the ambient environment recognition information calculation unit 10A constitutes ambient environment recognition means. The accelerator operation amount calculation unit 10G and the accelerator operation speed calculation unit 10H constitute acceleration operation amount detection means. The own vehicle speed calculation unit, the steering angle calculation unit 10C, the operation angular velocity calculation unit, the brake pedal operation information calculation unit 10F, the accelerator operation amount calculation unit 10G, and the accelerator operation speed calculation unit 10H constitute the own vehicle traveling state detection unit. The acceleration suppression operation condition determination unit 10I constitutes a parking frame entry operation detection means. The acceleration suppression amount calculation unit 10J and the target throttle opening calculation unit 10K constitute a first acceleration suppression unit and a second acceleration suppression unit.
The accelerator pedal 19 constitutes an acceleration operator. The throttle opening constitutes an acceleration command value.

(Effect of this embodiment)
(1) Based on the distance from the obstacle ahead of the traveling direction of the host vehicle, the traveling controller 10 sets the obstacle to the obstacle more than a preset approach degree D based on the detected traveling state of the host vehicle. If it determines with approaching, the acceleration command value (throttle opening degree) according to the operation amount of the said acceleration operator will be suppressed. The travel controller 10 increases the suppression amount of the acceleration command value when detecting an acceleration operation (accelerator pedal operation) that is equal to or greater than a preset acceleration operation amount when the acceleration command value is being suppressed.

In this way, acceleration limitation is performed based on the distance from the obstacle. As a result, it is possible to perform highly effective acceleration suppression control when there is an erroneous operation of the accelerator pedal while suppressing a decrease in drivability.
In addition, the first acceleration limiting process is performed based on the distance from the obstacle, and when the acceleration operation is further performed thereafter, the acceleration suppression is increased, so that highly effective acceleration suppression control can be performed.
This enables driving support for obstacles. For example, when the host vehicle is parked close to an obstacle, it can be supported to park at the target position more reliably and more stably.

(2) When the traveling controller 10 detects an acceleration operation equal to or greater than a preset acceleration operation amount when the acceleration command value is being suppressed, the travel control controller 10 sets the acceleration command value equal to or less than a preset upper limit acceleration command value. Keep it down.
According to this configuration, even if the driver performs a large acceleration operation, the acceleration command value by the acceleration operation is suppressed so that the acceleration command value does not become larger than a preset value. It is possible to suppress acceleration that is not intended by the driver. As a result, it is possible to provide driving assistance when parking close to an obstacle.

(3) The travel controller 10 detects at least one of the operation amount of the acceleration operator and the operation speed of the acceleration operator as the acceleration operation amount.
The accelerator pedal operation amount or the accelerator pedal operation speed is detected as the acceleration operation amount. As a result, it is possible to more accurately distinguish between the erroneous operation of the acceleration operation and the normal operation, and it is possible to realize control with a high acceleration suppression effect with little decrease in drivability.

(4) The ambient environment recognition sensor 1 detects the distance to the obstacle using at least one of an ultrasonic wave, an infrared radar, a radio wave radar, and a camera.
Obstacles where the driver is positioned before and after the vehicle by using at least one of ultrasonic, infrared radar, radio wave radar, and camera or a combination thereof as a method for detecting the distance to the obstacle before and after the vehicle It is possible to appropriately determine whether or not the vehicle is approaching. That is, it is possible to more reliably detect an obstacle relatively approaching the host vehicle.

(5) The traveling state of the host vehicle is detected by the vehicle speed. Thus, appropriate acceleration suppression control can be performed without providing a dedicated sensor as an acceleration suppression device.
(6) A camera that captures the surroundings of the host vehicle is provided, a parking frame is detected from an image captured by the camera, and there are no obstacles in the parking frame. If there is, detect the distance to the obstacle.
As a result, the parking state can be detected more appropriately and acceleration suppression control can be performed.

DESCRIPTION OF SYMBOLS 1 Ambient environment recognition sensor 10 Travel controller 10A Ambient environment recognition information calculating part 10B Own vehicle vehicle speed calculating part 10C Steering angle calculating part 10D Steering angular speed calculating part 10E Shift position calculating part 10F Brake pedal operation information calculating part 10G Accelerator operation amount calculating part 10H Acceleration operation speed calculation unit 10I Acceleration suppression operation condition determination unit 10J Acceleration suppression amount calculation unit 10K Target throttle opening calculation unit 11 Wheel 12 Brake device 14 Brake controller 15 Engine 16 Engine controller 19 Accelerator pedal D Approach degree MM Own vehicle θ ^* Target throttle opening

Claims (7)

A vehicle acceleration suppression device that suppresses and controls the driving force of the host vehicle by suppressing an acceleration command value for accelerating the host vehicle according to an operation amount of an acceleration operator operated to instruct the driver to accelerate,
Own vehicle running state detecting means for detecting the running state of the own vehicle;
Obstacle distance detection means for detecting at least the distance between the obstacle ahead of the traveling direction of the host vehicle and the host vehicle;
An acceleration operation amount detection means for detecting an acceleration operation amount of the acceleration operation element;
Based on the distance from the obstacle detected by the obstacle distance finding means based on the running state detected by the host vehicle running state detecting means, it is determined that the obstacle has approached more than a preset approach degree. First acceleration suppression means for suppressing an acceleration command value according to an operation amount of the acceleration operator;
If the acceleration command value is suppressed by the first acceleration suppression means and if an acceleration operation equal to or greater than a preset acceleration operation amount is detected based on the detection by the acceleration operation amount detection means when the acceleration command value is being suppressed by the first acceleration suppression means, Second acceleration suppression means for greatly suppressing the acceleration command value;
A vehicle acceleration suppression device characterized by comprising:   2. The vehicle acceleration suppression device according to claim 1, wherein the second acceleration suppression unit suppresses the acceleration command value to be equal to or lower than a preset upper limit acceleration command value. 3.   3. The vehicle-use vehicle according to claim 1, wherein the acceleration operation amount detection unit detects at least one of an operation amount of the acceleration operation element and an operation speed of the acceleration operation element as an acceleration operation amount. 4. Acceleration suppression device.   The obstacle distance detecting means detects a distance from an obstacle using at least one of an ultrasonic wave, an infrared radar, a radio wave radar, and a camera. 4. The vehicle acceleration suppression device according to any one of 3 above. The traveling state of the host vehicle detected by the host vehicle traveling state detection means is the vehicle speed of the host vehicle,
When the first acceleration suppression means determines that the vehicle speed of the host vehicle is less than a predetermined value and approaches an obstacle more than a preset approach degree, the first acceleration suppression means suppresses an acceleration command value corresponding to an operation amount of the acceleration operator. The vehicle acceleration suppression device according to claim 1, wherein the vehicle acceleration suppression device is a vehicle acceleration suppression device. A camera that captures the surroundings of the vehicle is further provided.
The obstacle distance detection means detects a parking frame from an image captured by the camera, and when there is no obstacle in the parking frame and there are obstacles around the parking frame, The vehicle acceleration suppression device according to any one of claims 1 to 5, wherein a distance from the obstacle is detected. When it is determined that the approaching degree of the own vehicle to the obstacle ahead of the traveling direction of the own vehicle has approached the obstacle more than a preset approaching degree, the driver operates according to the operation amount of the acceleration operator operated to instruct acceleration. Suppress the acceleration command value,
Furthermore, the acceleration suppression method for a vehicle is characterized in that when an acceleration operation equal to or greater than a preset acceleration operation amount is detected while the acceleration command value is being suppressed, the suppression amount of the acceleration command value is increased.

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