JP2021049857A - Vehicle erroneous operation determination device and vehicle control device - Google Patents

Abstract

To improve accuracy of detection of erroneous operation in a vehicle erroneous operation determination device which detects occurrence of erroneous operation of an acceleration operation member.SOLUTION: A vehicle erroneous operation determination device 20 detects occurrence of erroneous operation of an accelerator pedal 81 in the state that a vehicle operator operates the accelerator pedal 81 as an acceleration operation member mistaken for a brake pedal 82 as a brake operation member. The erroneous operation determination device 20 comprises a determination part 21 which determines whether operation of the accelerator pedal 81 is an erroneous operation. The determination part 21 determines that operation of the accelerator pedal 81 is an erroneous operation when a driving torque is larger than a torque determination value in the case that a control input of the accelerator pedal 81 is larger than a control input determination value and an operation speed of the accelerator pedal 81 is larger than a determination operation speed, and on the other hand, determines that operation of the accelerator pedal 81 is not an erroneous operation when the driving torque is the torque determination value or less. Further, the determination part 21 increases the torque determination value as a road surface gradient increases.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle erroneous operation determination device and a vehicle control device.

As disclosed in Patent Document 1 and Patent Document 2, there is known a control device that detects an erroneous operation of the accelerator pedal by a driver who intends to operate the brake pedal, that is, a so-called erroneous depression of the accelerator pedal.

In the control device disclosed in Patent Document 1, when the amount of depression of the accelerator pedal is equal to or greater than a predetermined amount and the rate of change in the amount of depression of the accelerator pedal over time is equal to or greater than a predetermined value, it is determined that the depression is incorrect. ..

In the control device disclosed in Patent Document 2, when the average value of the amount of depression of the accelerator pedal within a certain period of time becomes equal to or more than a predetermined value, it is determined that the depression is incorrect.

Japanese Unexamined Patent Publication No. 2013-217269 Jikkenhei 1-161825

For example, when a vehicle travels on an uphill road having a large road surface gradient, the amount of depression of the accelerator pedal by the driver tends to be larger than when the vehicle travels on a road having a small road surface gradient. Therefore, when the accelerator pedal is depressed by the driver in order to drive the vehicle on an uphill road having a large road surface gradient, the amount of depression of the accelerator pedal is large and the depression speed tends to be high. Depressing the accelerator pedal like this is not a mistake. However, when the control device disclosed in Patent Document 1 is mounted on the vehicle, it may be determined that the operation of the accelerator pedal is erroneous.

Further, for example, the accelerator pedal may be continuously depressed in order to get out of the state where the wheel is stuck in the mud or the like. In this case, although the duration of the state in which the amount of depression is large is long, such depression of the accelerator pedal is not a mistake. However, when the control device disclosed in Patent Document 2 is mounted on the vehicle, it may be determined that the operation of the accelerator pedal is erroneous.

That is, when the control device disclosed in Patent Document 1 and Patent Document 2 is mounted on the vehicle, the operation is mistakenly depressed even though the accelerator pedal is depressed by the driver to drive the vehicle. It may be determined that.

The vehicle erroneous operation determination device for solving the above problems is a vehicle erroneous operation that detects the occurrence of an erroneous operation of the acceleration operation member, which is a state in which the driver of the vehicle erroneously operates the acceleration operation member as a braking operation member. The determination device includes an operation amount acquisition unit that acquires the operation amount of the acceleration operation member, an operation speed acquisition unit that acquires the operation speed of the acceleration operation member, and a drive torque acquisition unit that acquires the drive torque of the vehicle. A road surface information acquisition unit that acquires the slope of the road surface on which the vehicle travels as a road surface gradient, and a determination unit that determines whether or not the operation of the acceleration operation member is an erroneous operation. When the amount is larger than the operation amount determination value and the operation speed is larger than the determination operation speed, and when the drive torque is larger than the torque determination value, the operation of the acceleration operation member is determined to be an erroneous operation, while the drive is performed. When the torque is equal to or less than the torque determination value, it is determined that the operation of the acceleration operation member is not an erroneous operation, and the gist is that the larger the road surface gradient is, the larger the torque determination value is.

When the amount of operation of the acceleration operation member such as the accelerator pedal is large and the operation speed is high, there is a possibility that the operation of the acceleration operation member this time by the driver is an erroneous operation. However, in this case, when the driving torque of the vehicle is not so large with respect to the road surface gradient, it is possible that the vehicle is not actually moving, or even if the vehicle is moving, the vehicle speed is not so large. There is. In such a case, there is a possibility that the driver is operating the acceleration operating member in order to drive the vehicle. In this case, if it is determined that the operation of the acceleration operation member is an erroneous operation, the determination may be an erroneous determination. On the other hand, if the drive torque is too large with respect to the road surface gradient, it can be estimated that the vehicle is accelerating rapidly. In this case, there is a possibility that the acceleration operating member is erroneously operated by the driver when the braking operating member should be operated.

According to the above configuration, when the operation amount of the acceleration operation member is larger than the operation amount determination value and the operation speed is larger than the determination operation speed, that is, there is a possibility that the operation of the acceleration operation member this time by the driver is an erroneous operation. When there is, the drive torque and the torque judgment value are compared. Thereby, it is possible to distinguish whether the operation of the acceleration operation member is an erroneous operation or not. Further, the torque determination value to be compared with the drive torque becomes larger as the road surface gradient is larger. Therefore, by comparing the drive torque and the torque determination value, it is possible to determine whether the drive torque of the vehicle is not so large with respect to the road surface gradient or the drive torque of the vehicle is too large with respect to the road surface gradient. As a result, it is possible to prevent the erroneous determination that the operation is erroneous. That is, it is possible to improve the accuracy of determining whether or not the operation performed by the driver to drive the vehicle is an erroneous operation.

An example of the vehicle erroneous operation determination device is a vehicle erroneous operation determination device that detects the occurrence of an erroneous operation of the acceleration operation member in a state in which the driver of the vehicle erroneously operates the acceleration operation member as a braking operation member. The operation amount acquisition unit that acquires the operation amount of the acceleration operation member, the vehicle acceleration acquisition unit that acquires the acceleration of the vehicle, and the required acceleration that derives the required acceleration that is the required value of the acceleration based on the operation amount. A derivation unit and a determination unit for determining whether or not the operation of the acceleration operation member is an erroneous operation are provided, and the determination unit has a period in which the operation amount is larger than the operation amount determination value is longer than a specified period. In this case, when the acceleration is included in the specified region including the value of the required acceleration, the operation of the acceleration operating member is determined to be an erroneous operation, while the acceleration is less than the lower limit value in the specified region. The gist is to determine that the operation of the acceleration operating member is not an erroneous operation.

When the operation amount of the acceleration operation member such as the accelerator pedal continues to be large, there is a possibility that the operation of the acceleration operation member this time by the driver is an erroneous operation. However, in such a case, if the difference between the acceleration and the required acceleration based on the operation amount of the acceleration operation member is large, the acceleration operation member is operated due to reasons such as the wheels being stuck in the mud. Nevertheless, it may not be possible to start the vehicle. That is, there is a possibility that the acceleration operation member is operated in order to drive the vehicle. In this case, if it is determined that the operation of the acceleration operating member is an erroneous operation, the determination may be an erroneous determination. On the other hand, when the difference between the acceleration and the required acceleration is small, it can be estimated that the vehicle is accelerating according to the operation of the acceleration operating member. In this case, there is a possibility that the acceleration operating member is erroneously operated by the driver when the braking operating member should be operated.

According to the above configuration, when the period in which the operation amount of the acceleration operation member is larger than the operation amount determination value is longer than the specified period, that is, when the operation of the acceleration operation member this time by the driver may be an erroneous operation. , Compare the acceleration with the required acceleration. Thereby, it is possible to distinguish whether the operation of the acceleration operation member is an erroneous operation or not. As a result, it is possible to prevent the erroneous determination that the operation is erroneous. That is, it is possible to improve the accuracy of determining whether or not the operation performed by the driver to drive the vehicle is an erroneous operation.

The block diagram which shows the control device of the vehicle which comprises the erroneous operation determination device of the vehicle which concerns on 1st Embodiment, and a vehicle. The flowchart which shows the determination process performed by the erroneous operation determination apparatus of the vehicle of 1st Embodiment. The figure which shows the relationship between the road surface gradient and the torque determination value about the determination process performed by the erroneous operation determination apparatus of the vehicle of 1st Embodiment. A flowchart showing ancillary processing performed by a vehicle control device. The block diagram which shows the control device of the vehicle which comprises the erroneous operation determination device of the vehicle which concerns on 2nd Embodiment, and a vehicle. The flowchart which shows the determination process performed by the erroneous operation determination apparatus of the vehicle of 2nd Embodiment. The figure explaining the determination process performed by the erroneous operation determination apparatus of the vehicle of the 2nd Embodiment.

(First Embodiment)
The vehicle erroneous operation determination device of the first embodiment and the vehicle control device including the erroneous operation determination device will be described with reference to FIGS. 1 to 4.

FIG. 1 shows a vehicle 90 equipped with a control device 10. The control device 10 includes a functional unit that constitutes a vehicle erroneous operation determination device 20. The control device 10 is configured as a microcomputer provided with hardware such as a processor and a memory.

The vehicle 90 includes an internal combustion engine 91 as a power source. The vehicle 90 includes a transmission 92 and a braking device 93. The vehicle 90 includes an accelerator pedal 81 operated by the driver and a brake pedal 82. The accelerator pedal 81 is an acceleration operating member operated by the driver to accelerate the vehicle 90. The brake pedal 82 is a braking operation member operated by the driver to apply a braking force to the vehicle 90. In the vehicle interior of the vehicle 90, the accelerator pedal 81 and the brake pedal 82 are arranged at adjacent positions in the vehicle width direction.

The vehicle 90 includes a notification device 86 operated by the control device 10. The notification device 86 is composed of, for example, a warning light, a video display device, a speaker, or the like. The notification device 86 is provided in the vehicle interior of the vehicle 90.

The vehicle 90 includes various sensors. The detection signals of the various sensors are input to the control device 10. FIG. 1 illustrates an accelerator pedal sensor 83 and a wheel speed sensor 84 as various sensors. The accelerator pedal sensor 83 is a sensor for detecting the amount of depression of the accelerator pedal 81. The wheel speed sensor 84 is a sensor for detecting the rotational speed of the wheels included in the vehicle 90.

FIG. 1 illustrates a functional unit included in the control device 10. These functional units are realized, for example, as a result of the processor of the control device 10 reading and executing the program stored in the memory. In the embodiment, a part or all of the functions of the control device 10 may be realized only by a dedicated hardware circuit.

The control device 10 includes a drive control unit 41 that controls the internal combustion engine 91 and the transmission 92. The control device 10 includes a braking control unit 42 that controls the braking device 93.
The control device 10 includes an operation amount acquisition unit 11, an operation speed acquisition unit 12, a drive torque acquisition unit 13, a road surface information acquisition unit 14, and a determination unit 21. The operation amount acquisition unit 11, the operation speed acquisition unit 12, the drive torque acquisition unit 13, the road surface information acquisition unit 14, and the determination unit 21 constitute an erroneous operation determination device 20.

The operation amount acquisition unit 11 derives the operation amount Stk of the accelerator pedal 81 based on the detection signal from the accelerator pedal sensor 83.
The operation speed acquisition unit 12 derives the change speed of the operation amount Stk as the operation speed VStk of the accelerator pedal 81. For example, the operating speed VStk can be derived by time-differentiating the manipulated variable Stk.

The drive torque acquisition unit 13 derives the drive torque Trq of the vehicle 90. As the drive torque Trq, for example, a torque derived based on the rotation speed of the internal combustion engine 91 can be adopted. Further, as the drive torque Trq, the torque of the wheel in contact with the road surface can also be adopted.

The road surface information acquisition unit 14 acquires the road surface gradient θ as the gradient of the road surface on which the vehicle 90 travels. The road surface gradient θ is derived, for example, based on the acceleration of the vehicle 90 in the front-rear direction. The road surface gradient θ is derived as “0” if the road surface is horizontal, as a positive value if the road surface is an uphill road, and as a negative value if the road surface is a downhill road. That is, the larger the value of the road surface gradient θ, the larger the slope of the road surface on which the vehicle 90 is traveling.

The determination unit 21 performs a determination process for detecting whether or not an erroneous operation of the accelerator pedal 81, in which the brake pedal 82 and the accelerator pedal 81 are erroneously operated, has occurred. The details of the determination process will be described later.

Further, the control device 10 includes a suppression control unit 31. The suppression control unit 31 executes acceleration suppression processing when an erroneous operation of the accelerator pedal 81 is detected by the erroneous operation determination device 20. The acceleration suppression process is a process for suppressing the acceleration of the vehicle 90 through the control of the internal combustion engine 91 and the transmission 92. For example, the suppression control unit 31 suppresses the acceleration of the vehicle 90 by restricting the switching of the shift stage of the transmission 92 as an acceleration suppression process. Further, for example, the suppression control unit 31 suppresses the acceleration of the vehicle 90 by suppressing an increase in the engine speed of the internal combustion engine 91 as an acceleration suppression process. The suppression control unit 31 may suppress the acceleration of the vehicle 90 by applying a braking force to the vehicle 90 by the braking device 93 as an acceleration suppression process.

The control device 10 includes a notification unit 32. When the erroneous operation determination device 20 detects an erroneous operation of the accelerator pedal 81, the notification unit 32 performs a notification process. When the notification process is executed, the notification device 86 notifies the driver of the vehicle 90 that the accelerator pedal 81 is being operated.

In the present embodiment, whether or not the acceleration suppression process and the notification process can be executed is determined by the incidental process performed by the control device 10. Details of the incidental processing will be described later.
Next, the processing routine of the determination process performed by the erroneous operation determination device will be described with reference to FIG. This processing routine is repeatedly executed at predetermined intervals.

When this processing routine is started, first, in step S101, the operation amount Stk is acquired from the operation amount acquisition unit 11 by the determination unit 21. Further, the determination unit 21 acquires the operation speed VStk from the operation speed acquisition unit 12. When the operation amount Stk and the operation speed VStk are acquired by the determination unit 21, the process shifts to step S102.

In step S102, the determination unit 21 determines whether or not the operation amount Stk is larger than the operation amount determination value Sth. The operation amount determination value Sth is a value that has been derived in advance as a value that exceeds the range of the operation amount Stk by the operation of the accelerator pedal 81 when accelerating the vehicle 90, and is stored in the determination unit 21. That is, when the operation amount Stk is larger than the operation amount determination value Sth, it can be said that the vehicle 90 is required to accelerate rapidly.

In the process of step S102, when the manipulated variable Stk is equal to or less than the manipulated variable determination value Sth (S102: NO), this processing routine is temporarily terminated. On the other hand, when the manipulated variable Stk is larger than the manipulated variable determination value Sth (S102: YES), the process proceeds to step S103.

In step S103, the determination unit 21 determines whether or not the operation speed VStk is larger than the determination operation speed Vth. The determination operation speed Vth is a value that has been derived in advance as a value that exceeds the range of the operation speed VStk by operating the accelerator pedal 81 when accelerating the vehicle 90, and is stored in the determination unit 21.

In the process of step S103, when the operation speed VStk is equal to or less than the determination operation speed Vth (S103: NO), this processing routine is terminated. On the other hand, when the operation speed VStk is larger than the determination operation speed Vth (S103: YES), the process shifts to step S104.

In step S104, the road surface gradient θ is acquired from the road surface information acquisition unit 14 by the determination unit 21. Further, the determination unit 21 acquires the drive torque Trq from the drive torque acquisition unit 13. When the road surface gradient θ and the drive torque Trq are acquired by the determination unit 21, the process shifts to step S105.

In step S105, the torque determination value Trqth is set by the determination unit 21. The torque determination value Trqth is a value corresponding to the torque required for the vehicle to start moving forward when it is assumed that the vehicle is stopped on the road surface. The torque determination value Trqth is derived, for example, based on the relationship between the road surface gradient θ and the torque determination value Trqth.

FIG. 3 shows an example of the relationship between the road surface gradient θ and the torque determination value Trqth. As shown in FIG. 3, the torque determination value Trqth derived based on this relationship is “0” in the region where the road surface gradient θ is “θa” or less. The torque determination value Trqth is derived as “qb” larger than “0” when the road surface gradient θ is “θb” larger than “θa”. The torque determination value Trqth is derived as a larger value as the road surface gradient θ is larger in the region where the road surface gradient θ is larger than “θa”. For "θa" as the value of the road surface gradient θ, for example, the value of the road surface gradient θ on a horizontal road surface can be adopted. Alternatively, the value when the climbing slope is larger than the horizontal road surface may be adopted.

When the torque determination value Trqth is set in step S105, the process shifts to step S106.
In step S106, the determination unit 21 determines whether or not the drive torque Trq is larger than the torque determination value Trqth. When the drive torque Trq is equal to or less than the torque determination value Trqth (S106: NO), this processing routine is temporarily terminated. On the other hand, when the drive torque Trq is larger than the torque determination value Trqth (S106: YES), the process shifts to step S107.

In step S107, the determination unit 21 determines that an erroneous operation has occurred. Then, the erroneous operation flag is turned on by the determination unit 21. After that, this processing routine is terminated. The erroneous operation flag is a flag indicating that an erroneous operation of the accelerator pedal 81 is being performed when the flag is turned on. The erroneous operation flag turned on by the process of step S107 is turned off when it is detected that the operation of the accelerator pedal 81 has been resolved. For example, the erroneous operation flag is turned off when it is detected that the operation amount Stk of the accelerator pedal 81 becomes “0”.

Next, the processing routine of the incidental processing performed by the control device 10 will be described with reference to FIG. This processing routine is repeatedly executed at predetermined intervals.
When this processing routine is started, first, in step S201, it is determined whether or not the erroneous operation flag is on. If the erroneous operation flag is off (S201: NO), this processing routine is terminated. On the other hand, when the erroneous operation flag is on (S201: YES), the process proceeds to step S202.

In step S202, the notification process is performed by the notification unit 32. That is, the driver is notified that an erroneous operation has occurred via the notification device 86. After that, the process shifts to step S203.

In step S203, the suppression control unit 31 starts executing the acceleration suppression process. That is, the acceleration of the vehicle 90 is suppressed. When the acceleration suppression process is started, the process shifts to step S204.

In step S204, the suppression control unit 31 determines whether or not the end condition of the acceleration suppression process is satisfied. The end condition of the acceleration suppression process is, for example, a condition that is satisfied when the manipulated variable Stk becomes “0”. If the end condition is not satisfied (S204: NO), the process of step S204 is repeatedly executed. If the end condition is satisfied (S204: YES), the process proceeds to step S205.

In step S205, the suppression control unit 31 ends the acceleration suppression process. After that, this processing routine is terminated.
The operation and effect of this embodiment will be described.

(1-1) When the operating amount Stk of the accelerator pedal 81 is large and the operating speed VStk is large, there is a possibility that the driver's operation of the accelerator pedal 81 this time is an erroneous operation. However, in this case, when the drive torque Trq of the vehicle 90 is not so large with respect to the road surface gradient θ, there is a possibility that the vehicle 90 is not actually moving, or even if the vehicle 90 is moving, the vehicle speed is high. It may not be that big. In such a case, there is a possibility that the driver is operating the accelerator pedal 81 in order to drive the vehicle 90. In this case, if it is determined that the operation of the accelerator pedal 81 is an erroneous operation, the determination may be an erroneous determination. On the other hand, if the drive torque Trq is too large with respect to the road surface gradient θ, it can be estimated that the vehicle 90 is accelerating rapidly. In this case, there is a possibility that the accelerator pedal 81 is erroneously operated by the driver when the brake pedal 82 should be operated.

According to the erroneous operation determination device 20, when the operation amount Stk of the accelerator pedal 81 is larger than the operation amount determination value Sth and the operation speed VStk is larger than the determination operation speed Vth, that is, the operation of the accelerator pedal 81 by the driver this time. When there is a possibility that is an erroneous operation, the drive torque Trq and the torque determination value Trqth are compared. When the drive torque Trq is equal to or less than the torque determination value Trqth (S106: NO), it is determined that no erroneous operation has occurred. On the other hand, when the drive torque Trq is larger than the torque determination value Trqth (S106: YES), it is determined that an erroneous operation has occurred. Thereby, it is possible to distinguish whether the operation of the accelerator pedal 81 is an erroneous operation or not.

Further, in the erroneous operation determination device 20, the torque determination value Trqth to be compared with the drive torque Trq is set larger as the road surface gradient θ is larger (S105). Therefore, by comparing the drive torque Trq and the torque determination value Trqth, the drive torque Trq of the vehicle 90 is not so large with respect to the road surface gradient θ, or the drive torque Trq of the vehicle 90 is large with respect to the road surface gradient θ. You can tell if it's too much. As a result, it is possible to prevent the erroneous determination that the operation is erroneous. That is, it is possible to improve the accuracy of determining whether or not the operation performed by the driver to drive the vehicle 90 is an erroneous operation.

(1-2) In the erroneous operation determination device 20, the determination process is performed using the operation amount Stk, the operation speed VStk, and the drive torque Trq. Therefore, it is possible to determine whether or not the operation of the accelerator pedal 81 is an erroneous operation regardless of the vehicle speed of the vehicle 90. That is, it is possible to detect an erroneous operation regardless of whether the vehicle speed is high or low.

(1-3) In the control device 10, when it is determined by the determination process that an erroneous operation has occurred, the notification process is executed. This makes it possible to notify the driver of the vehicle 90 of the occurrence of an erroneous operation.

(1-4) In the control device 10, when it is determined by the determination process that an erroneous operation has occurred, the acceleration suppression process is executed. As a result, the acceleration of the vehicle 90 can be suppressed when an erroneous operation occurs.

(1-5) In the control device 10, the accuracy of determining whether or not the operation of the accelerator pedal 81 is an erroneous operation is high. Therefore, it is possible to suppress the execution of the acceleration suppression process when the operation of the accelerator pedal 81 is not an erroneous operation. That is, when the operation of the accelerator pedal 81 is not an erroneous operation, the vehicle 90 can be driven according to the driver's request, reflecting the driver's operation.

The first embodiment can be modified and implemented as follows. The first embodiment and the following modified examples can be implemented in combination with each other within a technically consistent range.
-In the first embodiment, the relationship described with reference to FIG. 3 is an example of the relationship between the road surface gradient θ and the torque determination value Trqth.

For example, the sum of the reference determination value as a predetermined constant value and the gradient correction value that is variable according to the road surface gradient θ may be the torque determination value Trqth. The reference determination value is, for example, a value corresponding to the torque at which a vehicle stopped on a horizontal road surface starts to move. The gradient correction value may be derived so that the larger the road surface gradient θ, the larger the value. The gradient correction value may be allowed to be a negative value when the road surface gradient θ is small. That is, when the road surface gradient θ is small, a value smaller than the reference determination value may be the torque determination value Trqth.

(Second Embodiment)
The vehicle erroneous operation determination device of the second embodiment and the vehicle control device including the erroneous operation determination device will be described with reference to FIGS. 5 to 7 and 4.

FIG. 5 shows a vehicle 190 equipped with a control device 110. The control device 110 includes a functional unit that constitutes the vehicle erroneous operation determination device 120 of the second embodiment. The control device 110 is configured as a microcomputer provided with hardware such as a processor and a memory. In FIG. 5, common reference numerals are given to the same configurations as those in the first embodiment. The description of the same configuration as that of the first embodiment in the second embodiment will be omitted as appropriate.

As shown in FIG. 5, the vehicle 190 includes an internal combustion engine 91, a transmission 92, and a braking device 93. Further, the vehicle 190 includes an accelerator pedal 81, a brake pedal 82, and a notification device 86.

Further, the vehicle 190 is provided with various sensors. The detection signals of the various sensors are input to the control device 110. FIG. 5 shows an accelerator pedal sensor 83, a wheel speed sensor 84, and an acceleration sensor 85 as various sensors. The acceleration sensor 85 is a sensor for detecting the acceleration of the vehicle 190.

As shown in FIG. 5, the control device 110 includes a drive control unit 41 and a braking control unit 42 as functional units. Further, the control device 110 includes a suppression control unit 31 and a notification unit 32. Further, the control device 110 includes an operation amount acquisition unit 11, a vehicle acceleration acquisition unit 16, a required acceleration acquisition unit 17, and a determination unit 121 as functional units constituting the erroneous operation determination device 120. These functional units are realized, for example, as a result of the processor of the control device 110 reading and executing the program stored in the memory. In the embodiment, a part or all of the functions of the control device 110 may be realized only by a dedicated hardware circuit.

The vehicle acceleration acquisition unit 16 derives the acceleration AC of the vehicle 190 based on the detection signal from the acceleration sensor 85. Further, for example, a value obtained by time-differentiating the vehicle speed derived based on the detected value of the wheel speed sensor 84 may be derived as the acceleration AC.

The required acceleration acquisition unit 17 derives the required acceleration ACt as a required value of the acceleration AC required by the driver. For example, the required acceleration ACt can be derived based on the operation amount Stk of the accelerator pedal 81.

The determination unit 121 performs a determination process for detecting whether or not an erroneous operation of the accelerator pedal 81, in which the brake pedal 82 and the accelerator pedal 81 are erroneously operated, has occurred.
In addition, the control device 110 carries out ancillary processing. The processing routine of the incidental processing in the second embodiment is the same as the processing routine described with reference to FIG. 4 in the first embodiment. That is, whether or not the acceleration suppression process and the notification process can be executed is determined by the incidental process performed by the control device 110.

The determination process performed by the erroneous operation determination device 120 will be described with reference to FIGS. 6 and 7. FIG. 6 shows a processing routine for determination processing according to the second embodiment. This processing routine is repeatedly executed at predetermined intervals.

When this processing routine is started, first, in step S301, the operation amount Stk is acquired from the operation amount acquisition unit 11 by the determination unit 121. After that, the process shifts to step S302.

In step S302, the operation amount excess period TStk is derived by the determination unit 121. The manipulated variable excess period TStk is derived as a period during which the manipulated variable Stk exceeds a specified threshold value. For the specified threshold value, for example, the manipulated variable determination value Sth can be used. That is, in step S302, the determination unit 121 determines whether or not the operation amount Stk is larger than the operation amount determination value Sth, and when the operation amount Stk is larger than the operation amount determination value Sth, the operation amount Stk determines the operation amount. The period larger than the value Sth is derived as the manipulated variable excess period TStk. When the operation amount Stk is equal to or less than the operation amount determination value Sth, the determination unit 121 sets the operation amount excess period TStk to “0”. When the operation amount excess period TStk is derived, the process shifts to step S303.

In step S303, the determination unit 121 determines whether or not the operation amount excess period TStk is longer than the specified period Tth. If the operation amount excess period TStk is not longer than the specified period Tth (S303: NO), this processing routine is temporarily terminated. When the operation amount excess period TStk is not longer than the specified period Tth, when the operation amount excess period TStk is shorter than the specified period Tth, or when the length of the operation amount excess period TStk is equal to the length of the specified period Tth. Is. On the other hand, when the operation amount excess period TStk is longer than the specified period Tth (S303: YES), the process shifts to step S304.

In step S304, the determination unit 121 acquires the acceleration AC from the vehicle acceleration acquisition unit 16. Further, the determination unit 121 acquires the required acceleration ACt from the required acceleration acquisition unit 17. When the acceleration AC and the required acceleration ACt are acquired by the determination unit 121, the process shifts to step S305.

In step S305, the determination unit 121 determines whether or not the vehicle 190 is accelerating based on the acceleration AC and the required acceleration ACt. When the acceleration AC is included in the specified region including the value of the required acceleration ACt, the determination unit 121 determines that the vehicle 190 is accelerating. On the other hand, when the acceleration AC is less than the lower limit value in the specified region including the value of the required acceleration ACt, the determination unit 121 determines that the vehicle 190 is not accelerating.

The processing content of step S305 will be described with reference to FIG. 7. FIG. 7 illustrates the transition between the required acceleration ACt and the acceleration AC while the vehicle 190 is starting. In FIG. 7, the required acceleration ACt is shown by a broken line, and the acceleration AC is shown by a solid line.

In the example shown in FIG. 7, since the accelerator pedal 81 is not operated before the timing t1, the required acceleration ACt is “0”. In the period from the timing t1 to the timing t2, the accelerator pedal 81 is operated to increase the operation amount Stk, so that the required acceleration ACt gradually increases. Then, after the timing t2, since the manipulated variable Stk is held, the required acceleration ACt is kept constant.

The determination unit 121 sets the acceleration region ACA based on the required acceleration ACt. The acceleration region ACA is a region from the required acceleration ACt to a value lower than the required acceleration ACt by a specified allowable width. In FIG. 7, “a value lower than the required acceleration ACt by a specified allowable width” is shown by a chain double-dashed line. As shown in FIG. 7, the minimum value of the "value lower than the required acceleration ACt by a specified allowable width" is "ACAmin", which is larger than "0". The acceleration region ACA corresponds to the "specified region including the value of the required acceleration". The value indicated by the alternate long and short dash line corresponds to the "lower limit value in the specified region".

The determination unit 121 determines whether or not the acceleration AC is included in the acceleration region ACA, that is, whether or not the acceleration AC is between the two-dot chain line and the broken line. In the example shown in FIG. 7, the acceleration AC does not increase from "0" or is almost "0" even after the timing t1 when the operation of the accelerator pedal 81 is started. Therefore, in the example shown in FIG. 7, the determination unit 121 determines that the acceleration AC is less than the lower limit value in the acceleration region ACA, and determines that the vehicle 190 is not accelerating. When the acceleration AC increases and the acceleration AC is included in the acceleration region ACA, the determination unit 121 determines that the acceleration AC is included in the acceleration region ACA and determines that the vehicle 190 is accelerating. The determination unit 121 determines that the vehicle 190 is accelerating even when the acceleration AC is higher than the required acceleration ACt.

If it is determined in the process of step S305 shown in FIG. 6 that the vehicle 190 is not accelerating (S305: NO), this process routine is temporarily terminated. On the other hand, when it is determined that the vehicle 190 is accelerating (S305: YES), the process shifts to step S306.

In step S306, the determination unit 121 determines that an erroneous operation has occurred. Then, the erroneous operation flag is turned on by the determination unit 121. After that, this processing routine is terminated. The erroneous operation flag is a flag indicating that an erroneous operation of the accelerator pedal 81 is being performed when the flag is turned on. The erroneous operation flag turned on by the process of step S306 is turned off when it is detected that the operation of the accelerator pedal 81 has been resolved. For example, the erroneous operation flag is turned off when it is detected that the operation amount Stk of the accelerator pedal 81 becomes “0”.

The operation and effect of this embodiment will be described.
(2-1) When the operation amount Stk of the accelerator pedal 81 continues to be large, there is a possibility that the driver's operation of the accelerator pedal 81 this time is an erroneous operation. However, in such a case, when the difference between the acceleration AC and the required acceleration ACt is large, the vehicle 190 is operated even though the accelerator pedal 81 is operated due to reasons such as the wheels being stuck in the mud. May not be able to start. That is, there is a possibility that the accelerator pedal 81 is being operated in order to drive the vehicle 190. In this case, if it is determined that the operation of the accelerator pedal 81 is an erroneous operation, the determination may be an erroneous determination. On the other hand, when the difference between the acceleration AC and the required acceleration ACt is small, it can be estimated that the vehicle 190 is accelerating in response to the operation of the accelerator pedal 81. In this case, there is a possibility that the accelerator pedal 81 is erroneously operated by the driver when the brake pedal 82 should be operated.

According to the erroneous operation determination device 120, when the operation amount excess period TStk is longer than the specified period Tth, that is, when there is a possibility that the driver's operation of the accelerator pedal 81 this time is an erroneous operation, the acceleration AC and the required acceleration ACt Is compared with. When it is determined that the vehicle 190 is not accelerating based on the acceleration AC and the acceleration region ACA (S305: NO), it is determined that no erroneous operation has occurred. When it is determined that the vehicle 190 is accelerating (S305: YES), it is determined that an erroneous operation has occurred. Thereby, it is possible to distinguish whether the operation of the accelerator pedal 81 is an erroneous operation or not. As a result, it is possible to prevent the erroneous determination that the operation is erroneous. That is, it is possible to improve the accuracy of determining whether or not the operation performed by the driver to drive the vehicle 190 is an erroneous operation.

(2-2) The same actions and effects as (1-3), (1-4), and (1-5) in the first embodiment can be obtained.
The second embodiment can be modified and implemented as follows. The second embodiment and the following modified examples can be implemented in combination with each other within a technically consistent range.

-In the second embodiment, the determination unit 121 may perform the determination process only when the vehicle speed of the vehicle 190 is slower than the specified vehicle speed.
-In the second embodiment, the acceleration region ACA shown in FIG. 7 is an example of a defined region including the value of the required acceleration ACt. If the value of the acceleration AC is close to the required acceleration ACt, the vehicle 190 may be accelerating. If the value of the acceleration AC deviates from the required acceleration ACt, the vehicle 190 may not have reached acceleration. Therefore, the determination unit 121 determines whether or not the value of the acceleration AC is included in the specified region including the value of the required acceleration ACt, depending on whether or not the value of the acceleration AC is close to the required acceleration ACt. Can be done.

Other elements that can be changed in common with each of the above embodiments are as follows.
-The processing content of the incidental processing in each of the above embodiments is an example. For example, the acceleration suppression process may be started to perform the notification process in a state where the acceleration of the vehicle is suppressed. Further, as ancillary processing, it is also possible to carry out only the notification processing without performing the acceleration suppression processing.

-The end condition of the acceleration suppression process in each of the above embodiments is an example. For example, a value larger than "0" and smaller than the operation amount determination value Sth may be set as the end determination value, and the end condition of the acceleration suppression process may be that the operation amount Stk is smaller than the end determination value.

-Start conditions may be set for the acceleration suppression process performed in each of the above embodiments. For example, the notification process may be started before the acceleration suppression process, and the acceleration suppression process may be started when the state in which the accelerator pedal 81 is erroneously operated is not resolved even if the notification process is performed.

-The implementation time of the determination process in each of the above embodiments may be changed according to the position information of the road on which the vehicle is traveling.
As an example, when the control device is provided with a position information acquisition unit that acquires vehicle position information and map information, information on the road on which the vehicle travels is obtained based on the position information and map information acquired by the position information acquisition unit. Can be estimated. In this case, for example, the determination process may not be performed when the vehicle is traveling on the circuit.

As the vehicle erroneous operation determination device, even if both the determination process described with reference to FIG. 2 in the first embodiment and the determination process described with reference to FIG. 6 in the second embodiment are performed. Good.

-In each of the above embodiments, the control device including the drive control unit 41 and the braking control unit 42 further includes a functional unit constituting the erroneous operation determination device of the vehicle. When the vehicle is provided with another electronic control device capable of communicating with the electronic control device including the drive control unit 41 or the braking control unit 42, the other electronic control device is provided with a functional unit constituting the erroneous operation determination device of the vehicle. You may be.

In each of the above embodiments, the operation amount acquisition unit 11 derives the operation amount Stk of the accelerator pedal 81 based on the detection signal from the accelerator pedal sensor 83. The manipulated variable Stk does not necessarily have to be derived in the manipulated variable acquisition unit 11. That is, the manipulated variable acquisition unit 11 may acquire the manipulated variable Stk derived by another functional unit. In this case, the other functional unit may be provided in an electronic control device different from the electronic control device including the operation amount acquisition unit 11.

Similarly, the operation speed acquisition unit 12, the drive torque acquisition unit 13, the road surface information acquisition unit 14, the vehicle acceleration acquisition unit 16, and the required acceleration acquisition unit 17 may also acquire various parameters from other functional units. ..

In each of the above embodiments, the control device 10 or the control device 110 is applied to a vehicle equipped with an internal combustion engine 91 as a power source. The control device 10 and the control device 110 can also be applied to, for example, an electric vehicle or a hybrid vehicle including a motor generator as a power source. That is, the erroneous operation determination device 20 and the erroneous operation determination device 120 of the vehicle can be applied not only to the vehicle equipped with the internal combustion engine 91.

In each of the above embodiments, the control device 10 or the control device 110 is applied to a vehicle having an accelerator pedal 81 as an acceleration operation member and a brake pedal 82 as a braking operation member. The acceleration operation member and the braking operation member are not limited to pedals. For example, the control device 10 or the control device 110 can be applied to a vehicle that employs a lever or the like as an acceleration operation member and a braking operation member. Even in this case, according to the erroneous operation determination device 20 or the erroneous operation determination device 120 of the vehicle, it is possible to detect the erroneous operation of the acceleration operation member as in each of the above embodiments.

10, 110 ... Control device, 11 ... Operation amount acquisition unit, 12 ... Operation speed acquisition unit, 13 ... Drive torque acquisition unit, 14 ... Road surface information acquisition unit, 16 ... Vehicle acceleration acquisition unit, 17 ... Required acceleration acquisition unit, 20 , 120 ... erroneous operation determination device, 21,121 ... judgment unit, 31 ... suppression control unit, 32 ... notification unit, 41 ... drive control unit, 42 ... braking control unit, 81 ... accelerator pedal, 82 ... brake pedal, 83 ... accelerator Pedal sensor, 84 ... Wheel speed sensor, 85 ... Acceleration sensor, 86 ... Notification device, 90, 190 ... Vehicle, 91 ... Internal engine, 92 ... Transmission, 93 ... Braking device.

Claims (3)

A vehicle erroneous operation determination device that detects the occurrence of erroneous operation of the acceleration operation member, which is a state in which the driver of the vehicle erroneously operates the acceleration operation member as a braking operation member.
An operation amount acquisition unit that acquires the operation amount of the acceleration operation member, and
An operation speed acquisition unit that acquires the operation speed of the acceleration operation member,
A drive torque acquisition unit that acquires the drive torque of the vehicle,
A road surface information acquisition unit that acquires the slope of the road surface on which the vehicle travels as the road surface slope,
A determination unit for determining whether or not the operation of the acceleration operation member is an erroneous operation is provided.
The determination unit
When the operation amount is larger than the operation amount determination value and the operation speed is larger than the determination operation speed
When the drive torque is larger than the torque determination value, the operation of the acceleration operation member is determined to be an erroneous operation, while the operation is determined to be an erroneous operation.
When the drive torque is equal to or less than the torque determination value, it is determined that the operation of the acceleration operation member is not an erroneous operation.
A vehicle erroneous operation determination device that increases the torque determination value as the road surface gradient increases. A vehicle erroneous operation determination device that detects the occurrence of erroneous operation of the acceleration operation member, which is a state in which the driver of the vehicle erroneously operates the acceleration operation member as a braking operation member.
An operation amount acquisition unit that acquires the operation amount of the acceleration operation member, and
The vehicle acceleration acquisition unit that acquires the acceleration of the vehicle,
A required acceleration deriving unit that derives a required acceleration, which is a required value of the acceleration, based on the manipulated variable.
A determination unit for determining whether or not the operation of the acceleration operation member is an erroneous operation is provided.
The determination unit
When the period in which the operation amount is larger than the operation amount determination value is longer than the specified period
When the acceleration is included in the specified region including the value of the required acceleration, the operation of the acceleration operating member is determined to be an erroneous operation, while the operation is determined to be an erroneous operation.
A vehicle erroneous operation determination device that determines that the operation of the acceleration operation member is not an erroneous operation when the acceleration is less than the lower limit value in the specified region. The vehicle erroneous operation determination device according to claim 1 or 2,
It is equipped with a suppression control unit that executes acceleration suppression processing that suppresses the acceleration of the vehicle.
The suppression control unit is a vehicle control device that performs the acceleration suppression process when the determination unit determines that the operation is erroneous, and does not perform the acceleration suppression process when the determination unit determines that the operation is not erroneous.

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