JP2023112392A - Vehicular control device - Google Patents

Abstract

To provide a vehicular control device capable of preventing vehicle speed from overshooting predetermined upper limit vehicle speed while enabling the vehicle speed to early reach near the predetermined upper limit vehicle speed by considering acceleration intention of a driver.SOLUTION: An EFI-ECU 20 performs first acceleration suppression control when an accelerator pedal is suddenly depressed, and performs second acceleration suppression control in which an acceleration suppression degree is smaller than that in the first acceleration suppression control for example if the depression of the accelerator pedal continues during the first acceleration suppression control. In the second acceleration suppression control, if phase switching speed is reached before arrival at upper limit vehicle speed after the second acceleration suppression control is started, the acceleration suppression degree after arrival at the phase switching speed (phase B) is made larger than that when the second acceleration suppression control is started (phase A).SELECTED DRAWING: Figure 4

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle control device that suppresses acceleration of a vehicle during sudden accelerator operation.

Conventionally, when a vehicle control device determines that the accelerator pedal has been depressed rapidly and strongly due to a mistake in pedal depression while the vehicle is stopped or traveling at low speed (forward or backward), the vehicle control device is used as the driving source of the vehicle. (hereinafter referred to as "acceleration suppression function during sudden acceleration"). In the sudden accelerator acceleration suppression function, first, when the accelerator pedal is quickly and strongly depressed while the vehicle is stopped or traveling at low speed (forward or backward), the state transitions to the first acceleration suppression control, and the first acceleration suppression is performed. Sudden acceleration of the vehicle is prevented by suppressing the driving force until the throttle is fully closed during control. Next, when the accelerator pedal is continued to be stepped on for a certain period of time even during the first acceleration suppression control, or when the accelerator pedal is quickly and strongly re-depressed immediately after the first acceleration suppression control is activated, the second acceleration suppression control is performed. state, and during the second acceleration suppression control, the driving force of the drive source is suppressed so as to gently accelerate the vehicle to a predetermined upper limit vehicle speed. In acceleration up to a predetermined upper limit vehicle speed in the second acceleration suppression control, the required driving force of the drive source is derived by feedback control, and a guard value, which is the allowable upper limit of the amount of change for the derived required driving force, is set. It has slow acceleration. By doing so, it is possible to reduce the possibility that the driver, who intentionally depresses the accelerator pedal quickly and strongly to accelerate the vehicle, feels a strong sense of discomfort because the vehicle does not accelerate (see, for example, Patent Document 1).

Japanese Patent Application Laid-Open No. 2021-102951

However, in the second acceleration suppression control described above, it is possible to accelerate the vehicle up to a predetermined upper limit vehicle speed with a large driving force. There is a problem that the

It is an object of the present invention to prevent the vehicle speed from overshooting the predetermined upper limit vehicle speed while allowing the vehicle speed to reach near the predetermined upper limit vehicle speed in consideration of the driver's acceleration intention in the second acceleration suppression control. It is an object of the present invention to provide a vehicle control device capable of preventing the

In order to achieve the above object, a vehicle control device according to the present invention derives a required driving force of a drive source by feedback control, and suppresses acceleration of the vehicle so that the vehicle speed is within a predetermined upper vehicle speed limit. and a first acceleration suppression control means for performing a first acceleration suppression control for suppressing acceleration of the vehicle, and a specific condition during the first acceleration suppression control by the first acceleration suppression control means a second acceleration suppression control means for performing a second acceleration suppression control for suppressing the acceleration of the vehicle, wherein the degree of acceleration suppression is smaller than the degree of acceleration suppression in the first acceleration suppression control when is established, The second acceleration suppression control means, in the second acceleration suppression control, when a predetermined condition is established before the vehicle speed reaches the predetermined upper limit after the second acceleration suppression control is started, the predetermined condition is satisfied. The degree of acceleration suppression after establishment is set to be greater than the degree of acceleration suppression when the second acceleration suppression control is started.

According to this configuration, since the degree of acceleration suppression is smaller than that in the first acceleration suppression control during the period from when the second acceleration suppression control is started until the predetermined condition is established, the driver's intention to accelerate is taken into account, the vehicle speed can reach near the predetermined upper limit vehicle speed quickly. Further, if the state in which the degree of acceleration suppression is small continues, the vehicle speed may overshoot the predetermined upper limit vehicle speed. When a predetermined condition is satisfied, the vehicle speed overshoots a predetermined upper limit vehicle speed by setting the degree of acceleration suppression to be greater than the degree of acceleration suppression when the second acceleration suppression control is started. can be prevented.

Further, the second acceleration suppression control by the second acceleration suppression control means may be performed by setting a guard value, which is an allowable upper limit of the amount of change with respect to the required driving force of the drive source.

According to this, since the guard value, which is the allowable upper limit of the amount of change, is set for the required driving force itself derived by the feedback control, it is possible to further prevent the vehicle speed from overshooting the predetermined upper limit vehicle speed. be able to.

According to the present invention, since the degree of acceleration suppression is smaller than that in the first acceleration suppression control from the start of the second acceleration suppression control until the predetermined condition is established, the driver's intention to accelerate is considered. By doing so, the vehicle speed can reach near the predetermined upper limit vehicle speed quickly. Further, if the state in which the degree of acceleration suppression is small continues, the vehicle speed may overshoot the predetermined upper limit vehicle speed. When a predetermined condition is satisfied, the vehicle speed overshoots a predetermined upper limit vehicle speed by setting the degree of acceleration suppression to be greater than the degree of acceleration suppression when the second acceleration suppression control is started. can be prevented.

1 is a block diagram showing the configuration of a vehicle equipped with a vehicle control system according to an embodiment of the invention; FIG. FIG. 2 is a flowchart showing a processing flow of acceleration suppression control processing during sudden acceleration performed in the vehicle control system of FIG. 1; FIG. FIG. 3 is a diagram showing a timing chart for explaining a specific example of the acceleration suppression control process during sudden acceleration shown in FIG. 2; FIG. 4 is a diagram showing part of a timing chart for explaining a specific example of the acceleration suppression control process during sudden acceleration shown in FIG. 3 ;

Embodiments of the present invention are described in detail below with reference to the accompanying drawings.

1. Configuration of Vehicle Equipped with Vehicle Control System A configuration of a vehicle 1 equipped with a vehicle control system 5 according to an embodiment of the present invention will be described with reference to FIG.

The vehicle 1 is equipped with a vehicle control system 5 including a plurality of ECUs (Electronic Control Units). The vehicle control system 5 includes, as shown in FIG. An ECU 20, a VSC-ECU 30, a body ECU 40, and a meter ECU 50 are provided. A bus 60 is laid in the vehicle 1, and the ECUs 10, 20, 30, 40, and 50 are connected to the bus 60 and perform CAN (Controller Area Network) communication with each other.

The body ECU 40 is an ECU for controlling the operation of vehicle-mounted electrical components such as the doors and blinkers of the vehicle 1 . In the present embodiment, the body ECU 40 stores information such as dedicated key identification information of a dedicated key for acceleration suppression support during sudden acceleration (hereinafter referred to as a “dedicated key” as appropriate) used for unlocking the door lock. The key identification information of the key used for unlocking is transmitted to the stereo camera ECU 10 or the like. When the door lock is released with the special key, the vehicle 1 enters the support state of the acceleration suppression at the time of sudden acceleration, and when the door lock is released with a key other than the special key, the vehicle 1 is in the acceleration suppression function at the time of the sudden acceleration. Not supported.

Meter ECU 50 is an ECU for controlling each part of a meter panel (not shown) of vehicle 1 . The meter panel is provided with indicators such as a liquid crystal display for displaying various information in addition to gauges for displaying vehicle speed and engine speed. In the present embodiment, the meter ECU 50 notifies, for example, that the vehicle 1 is in the support state of the sudden acceleration suppression function by unlocking the doors using a special key, Issues a warning against pedal operation.

The VSC-ECU 30 is an ECU for controlling the side slip prevention of the vehicle 1 . In this embodiment, the VSC-ECU 30 transmits the vehicle speed of the vehicle 1 detected by a vehicle speed sensor (not shown) connected to the VSC-ECU 30 to the stereo camera ECU 10, the EFI-ECU 20, and the like.

The stereo camera ECU 10 includes a CPU 11 that performs various controls and various calculations, a memory 12 that stores various programs and various data, and a communication unit (not shown) that communicates with other ECUs via a bus 60. , the ECU for calculating the relative speed between an obstacle (for example, a preceding vehicle) and the vehicle 1, the inter-vehicle distance, etc., based on the images captured by the stereo camera.

In this embodiment, the CPU 11 of the stereo camera ECU 10, for example, identifies the type of key used for unlocking the door based on the key identification information sent from the body ECU 40, and identifies the identified key type as a dedicated key ( When it is determined that the key is a special key for acceleration suppression support during sudden acceleration, the meter ECU 50 is requested to notify that the acceleration suppression function during sudden acceleration is in the support state. As a result, the meter ECU 50 notifies that the function of suppressing acceleration during sudden acceleration is supported.

Further, when the CPU 11 determines that the type of the identified key is a dedicated key, the CPU 11 regularly determines whether the acceleration suppression operation is permitted during sudden acceleration, and transmits the determination result to the EFI-ECU 20, for example. In the sudden acceleration suppression operation permission determination, the CPU 11 determines (1) that the shift position is a shift position other than P (parking: parking, engine start) and N (neutral: state in which power is not transmitted), and ( 2) The vehicle speed is 30 km/h or less, and (3) the brake is not in operation or within 2 seconds after the brake is turned off, and (4) the turn signal is not in operation or after the turn signal is turned off. All the conditions ((1) to Each of (5) is hereinafter appropriately described as "acceleration suppression operation permission condition at the time of sudden acceleration". is prohibited, and if all conditions are satisfied, the operation of the acceleration suppression function during sudden acceleration is permitted. The CPU 11 transmits to the EFI-ECU 20 information on permission/prohibition of the acceleration suppression function during sudden acceleration based on the determination result of the acceleration suppression operation permission determination during sudden acceleration. In this embodiment, the shift positions other than P and N are D (drive: normal driving), S (sport: sporty driving, driving on slopes, mountains, etc.), and R (reverse: reverse). There is

In addition, the CPU 11 also sets an accelerator operation determination threshold (threshold of accelerator pedal depression speed, threshold of accelerator pedal depression amount) that serves as a criterion for determining whether the accelerator pedal is suddenly depressed during operation of the acceleration suppression function during sudden acceleration, and The upper limit vehicle speed during the operation of the acceleration suppression function at the time of sudden acceleration is transmitted to the EFI-ECU 20. Accelerator operation determination thresholds (threshold for accelerator pedal depression speed, threshold for accelerator pedal depression amount) and upper vehicle speed are predetermined according to whether the vehicle is moving forward or backward. For example, the threshold for accelerator pedal depression speed is 400%. /sec, the accelerator pedal depression amount threshold is 90%, and the upper limit vehicle speed is 30 km/h.

Further, when the CPU 11 receives information from the EFI-ECU 20 that the accelerator pedal is suddenly depressed while the acceleration suppression function for sudden acceleration is in operation, the CPU 11 informs the meter ECU 50 of the sudden accelerator pedal during the operation of the acceleration suppression function for sudden acceleration. Requests notification of warnings for operations. As a result, the meter ECU 50 issues a warning against sudden accelerator pedal operation during the operation of the acceleration suppression function for sudden acceleration.

The EFI-ECU 20 includes a CPU 21 that performs various controls and various calculations, a memory 22 that stores various programs and various data, and a communication unit (not shown) that communicates with other ECUs via a bus 60. , the unit driving force (engine output) of the driving unit (engine) 70 is calculated, and the fuel injection amount, intake air amount, etc. of the driving unit (engine) 70 are controlled in order to output the calculated unit driving force (engine output). It is an ECU for

In the present embodiment, the CPU 21 of the EFI-ECU 20, for example, when the stereo camera ECU 10 determines whether the acceleration suppression operation is permitted during sudden acceleration, the operation of the acceleration suppression function during sudden acceleration is permitted. become. The CPU 21 corresponds to "first acceleration suppression control means" and "second acceleration suppression control means" of the present invention.

When the rapid acceleration suppression function is activated, the CPU 21 determines whether or not the accelerator pedal has been quickly and strongly depressed (whether or not the accelerator pedal has been rapidly depressed). In this determination, the CPU 21 determines whether the accelerator pedal depression speed exceeds the accelerator pedal depression speed threshold and the accelerator pedal depression amount exceeds the accelerator pedal depression amount threshold. When the CPU 21 determines that the accelerator pedal depression speed exceeds the accelerator pedal depression speed threshold and the accelerator pedal depression amount exceeds the accelerator pedal depression amount threshold, the accelerator pedal is rapidly depressed. Otherwise, it is determined that the accelerator pedal is not suddenly depressed.

When the CPU 21 determines that the accelerator pedal is suddenly depressed, the CPU 21 transitions to a state in which the first acceleration suppression control is performed, and performs the first acceleration suppression control. In the first acceleration suppression control, the CPU 21 suppresses the unit driving force (driving force of the driving source) until the throttle is fully closed. In the first acceleration suppression control, the vehicle 1 only moves slightly.

During the first acceleration suppression control, the CPU 21 determines whether the accelerator pedal is quickly and strongly depressed again (whether the accelerator pedal is rapidly depressed again) within a first predetermined time (for example, 1.5 seconds) after the accelerator pedal is released. Alternatively, it is determined whether or not the accelerator pedal has been depressed for a second predetermined time (for example, 5 seconds). Determination of accelerator pedal release is performed by determining whether or not the amount of depression of the accelerator pedal is equal to or less than a predetermined threshold value (for example, 10%). is determined to have been released.

When the CPU 21 determines that the accelerator pedal is rapidly depressed again within a first predetermined time (for example, 1.5 seconds) after the accelerator pedal is released, or that the accelerator pedal is continuously depressed for a second predetermined time, It is assumed that the driver intends to accelerate, and the state in which the first acceleration suppression control is performed is changed to the state in which the second acceleration suppression control is performed, and the second acceleration suppression control is performed.

Here, the degree of acceleration suppression (the degree of suppression of the unit driving force) in the second acceleration suppression control is smaller than the degree of acceleration suppression (the degree of suppression of the unit driving force) in the first acceleration suppression control. In the acceleration suppression control, the vehicle 1 is accelerated to the upper limit vehicle speed (for example, 30 km/h) by gentle acceleration.

The second acceleration suppression control includes the second acceleration suppression control in phase A when the vehicle speed of the vehicle 1 is less than a predetermined vehicle speed threshold, and the second acceleration suppression control in phase B when the vehicle speed of the vehicle 1 is greater than or equal to the predetermined vehicle speed threshold. The degree of acceleration suppression in the second acceleration suppression control in phase B (the degree of suppression of the unit driving force) is the degree of acceleration suppression in the second acceleration suppression control in phase A (the unit driving force degree of suppression). Here, the predetermined vehicle speed threshold is, for example, a vehicle speed about 10% lower than the upper limit vehicle speed, and is, for example, 27 km/h when the upper limit vehicle speed is 30 km/h. In addition, below, a predetermined vehicle speed threshold value is suitably described as "phase switching vehicle speed."

The CPU 21 compares the vehicle speed of the vehicle 1 and the phase switching vehicle speed, and if the vehicle speed of the vehicle 1 is less than the phase switching vehicle speed, performs the second acceleration suppression control in phase A, and if the vehicle speed of the vehicle 1 is equal to or higher than the phase switching vehicle speed. In this case, the second acceleration suppression control in phase B is performed.

In the second acceleration suppression control, the required unit driving force of the drive unit (engine) 70 is derived by feedback control, and a guard value, which is the allowable upper limit of the variation of the derived required unit driving force, is set to guard the amount of change. is applied to adjust the degree of acceleration suppression. In the second acceleration suppression control, the guard value, which is the allowable upper limit of the amount of change in phase B, is set to a value smaller than the guard value, which is the upper limit of the allowable amount of change in phase A. The degree of acceleration suppression in phase B is made larger than the degree of acceleration suppression in phase B. That is, the increase width of the unit driving force per predetermined time (inclination of the unit driving force with respect to the time axis) in the second acceleration suppression control in phase B is equal to that of the unit driving force in the second acceleration suppression control in phase A for the predetermined time. It is smaller than the width of increase in hit (inclination of unit driving force with respect to the time axis) (see FIG. 4).

An example of the second acceleration suppression control will now be described. In this example, in order to control the unit driving force of the driving unit (engine) 70, the accelerator opening rate related to the unit driving force is controlled. The control is repeatedly performed at a predetermined cycle (for example, 0.125 msec (milliseconds)).

Through feedback control, the CPU 21 of the EFI-ECU 20 sets the required unit driving force (target unit driving force) corresponding to the accelerator operation amount based on the required unit driving force map at the time T(N). The accelerator opening rate is controlled so that the unit driving force generated by the engine 70 approaches the required unit driving force (target unit driving force). The required unit driving force map is data in which the accelerator operation amount and the required unit driving force are associated so that the required unit driving force increases as the accelerator operation amount increases. Note that the feedback control is an example, and may be, for example, feedback control using control called PID control.

If the time T(N) is the time in phase A, the CPU 21 controls the drive unit at the previous time T(N−ΔT) (ΔT is the length of one cycle, for example 0.125 msec (milliseconds)). (Engine) Add the phase A guard value, which is the allowable upper limit of the amount of change in the accelerator opening rate in phase A, to the accelerator opening rate used to output the unit driving force of 70, and the added value is time T ( N) is the upper limit of the accelerator opening rate. The CPU 21 applies a variation guard to the accelerator opening rate derived by the feedback control so that the accelerator opening rate falls below the upper limit value at the time T(N), and at the time T(N), the drive unit ( The accelerator opening rate used for outputting the unit driving force of the engine 70 is determined. When the accelerator opening rate derived by feedback control exceeds the upper limit of the accelerator opening rate, the accelerator opening rate used for outputting the unit driving force of the drive unit (engine) 70 is set to the upper limit of the accelerator opening rate. value. The output of the unit drive force of the drive unit (engine) 70 is controlled using the determined accelerator opening rate.

When the time T(N) is the time in phase B, the CPU 21 changes the accelerator opening rate used for outputting the unit drive force of the drive unit (engine) 70 at the previous time T(N−ΔT) to phase B The phase B guard value, which is the allowable upper limit of the amount of change in the accelerator opening rate at time T(N), is added, and the added value is taken as the upper limit value of the accelerator opening rate at time T(N). This phase B guard value is smaller than the phase A guard value, for example, ⅓ of the phase A guard value. The CPU 21 applies a variation guard to the accelerator opening rate derived by the feedback control so that the accelerator opening rate falls below the upper limit value at the time T(N), and at the time T(N), the drive unit ( The accelerator opening rate used for outputting the unit driving force of the engine 70 is determined. When the accelerator opening rate derived by feedback control exceeds the upper limit of the accelerator opening rate, the accelerator opening rate used for outputting the unit driving force of the drive unit (engine) 70 is set to the upper limit of the accelerator opening rate. value. The output of the unit drive force of the drive unit (engine) 70 is controlled using the determined accelerator opening rate.

Acceleration suppression control at the time of sudden acceleration is performed in each of forward and reverse motions. is set to be smaller than the guard value for The phase A guard value and the phase B guard value for forward travel and the phase guard value and phase B guard value for reverse travel may be set to the same value or different values.

2. Acceleration Suppression Control Processing During Sudden Acceleration 2.1. Processing Flow of Acceleration Suppression Control Processing During Sudden Acceleration A processing flow of acceleration suppression control processing during sudden acceleration performed by the CPU 21 of the EFI-ECU 20 will be described in detail with reference to FIG. The processing flow of the acceleration suppression control process at the time of sudden acceleration in FIG. This is a processing flow performed when the operation of the acceleration suppression function for sudden acceleration is permitted and the EFI-ECU 20 enters the operating state of the acceleration suppression function for sudden acceleration.

In the sudden acceleration suppression control process, first, the CPU 21 determines whether or not the accelerator pedal has been quickly and strongly depressed (whether or not the accelerator pedal has been rapidly depressed) (step S1). If it is determined that the accelerator pedal is not suddenly depressed (NO in step S1), the acceleration suppression control process of FIG. 2 is terminated. On the other hand, if it is determined that the accelerator pedal is rapidly depressed (YES in step S1), the process proceeds to step S2.

The CPU 21 transitions to a state in which the first acceleration suppression control is performed, and performs the first acceleration suppression control (step S2).

The CPU 21 determines whether the accelerator pedal has been quickly and strongly depressed again within a first predetermined time period after the accelerator pedal has been released (whether the accelerator pedal has been rapidly depressed again), or whether the accelerator pedal has been continuously depressed for a second predetermined time period. Determine (step S3). If it is determined that the accelerator pedal is rapidly depressed again within the first predetermined time after the accelerator pedal is released, or that the accelerator pedal has been depressed continuously for the second predetermined time (YES in step S3), the process of step S4 is performed. proceed to On the other hand, if it is determined that the accelerator pedal has not been depressed for the second predetermined time and that the accelerator pedal has not been rapidly depressed again within the first predetermined time after the accelerator pedal is released (NO in step S3), the first acceleration suppression is performed. The control ends, and the acceleration suppression control process at the time of sudden acceleration of FIG. 2 ends.

In the case of YES in step S3, the CPU 21 transitions from the state of performing the first acceleration suppression control to the state of performing the second acceleration suppression control, and starts the second acceleration suppression control (step S4). The degree of acceleration suppression is smaller in the second acceleration suppression control than in the first acceleration suppression control.

The CPU 21 determines whether or not the vehicle speed is equal to or higher than the phase switching vehicle speed (step S5). When it is determined that the vehicle speed is less than the phase switching vehicle speed (NO in step S5), the process proceeds to step S6, and the CPU 21 performs the second acceleration suppression control in phase A described above (step S6). On the other hand, when it is determined that the vehicle speed is equal to or higher than the phase switching vehicle speed (YES in step S5), the process proceeds to step S7, and the CPU 21 performs the second acceleration suppression control in phase B described above (step S7). The degree of acceleration suppression in the second acceleration suppression control in phase B is greater than that in the second acceleration suppression control in phase A. That is, the increase width of the unit driving force per predetermined time (inclination of the unit driving force with respect to the time axis) in the second acceleration suppression control in phase B is equal to that of the unit driving force in the second acceleration suppression control in phase A for the predetermined time. It is smaller than the width of increase in hit (inclination of unit driving force with respect to the time axis) (see FIG. 4).

The CPU 21 determines whether or not the accelerator pedal has been released and the released state of the accelerator pedal has continued for a third predetermined time (for example, 1.5 seconds) (step S8). When it is determined that the accelerator pedal has been released and the released state of the accelerator pedal has not continued for the third predetermined time (NO in step S8), the process returns to step S5. On the other hand, when it is determined that the accelerator pedal has been released and the released state of the accelerator pedal has continued for the third predetermined time (YES in step S8), the second acceleration suppression control (phase A, phase B) is terminated and end the acceleration suppression control process.

2.2. Specific Example of Acceleration Suppression Control Processing During Rapid Acceleration A specific example of the acceleration suppression control processing during sudden acceleration shown in FIG. 2 will be described in detail with reference to FIGS. 3 and 4. FIG. FIG. 3 is a diagram showing a timing chart for explaining a specific example of the acceleration suppression control process during sudden acceleration shown in FIG. 2. FIG. 4 shows a specific example of the acceleration suppression control process during sudden acceleration shown in FIG. FIG. 10 is a diagram showing a part of a timing chart for (a part surrounded by a dotted line and a part surrounded by a dashed line).

In the specific example of the acceleration suppression control process during sudden acceleration shown in FIGS. 3 and 4, the door lock is released with a dedicated key (dedicated key for acceleration suppression support during sudden acceleration), and the vehicle control system 5 performs acceleration suppression during sudden acceleration. Enter the feature's support state.

By time T1, the shift position changes from P or N to D or S, and the stop lamp SW changes from ON to OFF.

The CPU 11 of the stereo camera ECU 10 performs a sudden acceleration suppression operation permission determination. At time T1, the CPU 11 determines that all of the conditions for permitting the acceleration suppression operation during sudden acceleration are satisfied, and permits the operation of the acceleration suppression function during sudden acceleration from prohibition.

The driver depresses the accelerator pedal, and the amount of depression of the accelerator pedal increases. As the amount of depression of the accelerator pedal by the driver increases, the driving force of the unit increases and the vehicle speed also increases.

The CPU 21 of the EFI-ECU 20 determines whether or not the accelerator pedal has been quickly and strongly depressed (whether or not the accelerator pedal has been rapidly depressed). The CPU 21 determines that the accelerator pedal is suddenly depressed at time T2. By determining that the accelerator pedal has been rapidly depressed, the CPU 21 transitions to a state in which the first acceleration suppression control is performed (changes from non-operation to activation of the first acceleration suppression control), and performs the first acceleration suppression control. The unit driving force is suppressed to substantially zero by the first acceleration suppression control of the CPU 21 . In addition, the vehicle speed decreases because the unit driving force is suppressed to approximately zero.

The CPU 21 determines whether the accelerator pedal has been quickly and strongly depressed again within a first predetermined time period after the accelerator pedal has been released (whether the accelerator pedal has been rapidly depressed again), or whether the accelerator pedal has been continuously depressed for a second predetermined time period. judge. At time T3, the CPU 21 determines that the accelerator pedal has been depressed for a second predetermined period of time, and transitions from the state of performing the first acceleration suppression control to the state of performing the second acceleration suppression control (first acceleration suppression control , and the second acceleration suppression control is changed from non-operation to operation), and the second acceleration suppression control is performed.

In the second acceleration suppression control, the CPU 21 determines whether the vehicle speed of the vehicle 1 is equal to or higher than the phase switching vehicle speed, determines that the vehicle speed of the vehicle 1 is less than the phase switching vehicle speed, and performs the second acceleration in phase A. Inhibition control is performed. As shown in FIG. 4, the increase width of the unit driving force per predetermined time (inclination of the unit driving force with respect to the time axis) in the second acceleration suppression control in phase A is the change per predetermined time with respect to the unit driving force. It is smaller than the increase width (slope of the unit driving force with respect to the time axis) per predetermined time of the unit driving force in the initial stage of the feedback control when the guard value, which is the allowable upper limit of the amount, is not set. Therefore, as shown in FIG. 4, the increase width of the vehicle speed of the vehicle 1 per predetermined time (inclination of the vehicle speed of the vehicle 1 with respect to the time axis) in the second acceleration suppression control in phase A is It is smaller than the increase width of the vehicle speed of the vehicle 1 per predetermined time (inclination of the vehicle speed of the vehicle 1 with respect to the time axis) in the initial stage of the feedback control when the guard value, which is the allowable upper limit of the amount of change per predetermined time, is not set. .

The CPU 21 determines whether the vehicle speed of the vehicle 1 is less than the phase switching vehicle speed. The vehicle speed of the vehicle 1 increases during the second acceleration suppression control in phase A, reaches the phase switching vehicle speed at time T4, and the CPU 21 determines that the vehicle speed has become equal to or higher than the phase switching vehicle speed. A transition is made from the second acceleration suppression control in phase A to the second acceleration suppression control in phase B. The degree of acceleration suppression in the second acceleration suppression control in phase B is greater than that in the second acceleration suppression control in phase A. That is, as shown in FIG. 4, the increase width of the unit driving force per predetermined time (inclination of the unit driving force with respect to the time axis) in the second acceleration suppression control in phase B is of the unit driving force per predetermined time (inclination of the unit driving force with respect to the time axis) (see FIG. 4). Therefore, as shown in FIG. 4, the increase width of the vehicle speed of the vehicle 1 per predetermined time (inclination of the vehicle speed of the vehicle 1 with respect to the time axis) in the second acceleration suppression control in the phase B is the second acceleration in the phase A It is smaller than the increase width of the vehicle speed of the vehicle 1 per predetermined time (inclination of the vehicle speed of the vehicle 1 with respect to the time axis) in the restraint control.

The CPU 21 determines whether or not the accelerator pedal has been released and the released state of the accelerator pedal has continued for a third predetermined time. At time T5, the CPU 21 determines that the accelerator pedal has been released for a third predetermined time period, and terminates the second acceleration suppression control state (the second acceleration suppression control changes from active to non-active). As a result, after time T5, when the accelerator pedal is depressed, the vehicle speed exceeds the upper limit vehicle speed of the function of suppressing acceleration during sudden acceleration.

3. Effect According to the above-described embodiment, the period from when the second acceleration suppression control is started until the vehicle speed of the vehicle 1 reaches the phase switching vehicle speed which is somewhat lower than the upper limit vehicle speed is less acceleration suppression than in the first acceleration suppression control. Since the degree is small, the vehicle speed can reach near the predetermined upper limit vehicle speed quickly in consideration of the driver's intention to accelerate. In addition, if the state in which the degree of acceleration suppression is small continues, the vehicle speed may overshoot the upper limit vehicle speed. When the second acceleration suppression control is started, the vehicle speed of the vehicle 1 is prevented from overshooting the upper limit vehicle speed by setting the degree of acceleration suppression to be greater than the degree of acceleration suppression when the second acceleration suppression control is started. can do.

In addition, since the guard value, which is the allowable upper limit of the change in the accelerator opening rate itself related to the unit driving force (engine output), is set, the vehicle speed of the vehicle 1 overshoots the upper limit vehicle speed. can be prevented.

In addition, various design changes can be made to the above configuration within the scope of the matters described in the claims.

For example, in the above embodiment, an engine vehicle has been described as an example, but the vehicle is not limited to this, and may be, for example, a hybrid vehicle or an electric vehicle.

In the above-described embodiment, the degree of acceleration suppression is different between phase A and phase B in two stages in the second acceleration suppression control, but the invention is not limited to this. The degree of acceleration suppression may be different in the phase, or the degree of acceleration suppression may be changed continuously such as linearly or curvedly. In these cases, for example, the upper limit vehicle speed The closer the vehicle speed is to , the greater the degree of acceleration suppression.

Further, in the above embodiment, the switching from phase A to phase B in the second acceleration suppression control is explained as a case where the vehicle speed of the vehicle 1 reaches the phase switching vehicle speed. The time required to reach the upper limit vehicle speed is estimated from the current vehicle speed and the current acceleration, and when the time required to reach the upper limit vehicle speed becomes less than the phase switching time, phase A is switched to phase B. can be

Further, in the above embodiment, a pedal-type accelerator has been described as an example, but the present invention is not limited to this, and a grip-type accelerator, for example, may be used.

Further, in the above-described embodiment, the first acceleration suppression control and the second acceleration suppression control in the acceleration suppression function at the time of sudden acceleration are described as unit driving force (engine output) as the target for acceleration suppression, but the target is limited to this. For example, if the target for acceleration suppression is the braking force and the degree of acceleration suppression is increased, the braking force may be increased.

Further, the contents described in the above embodiment and the contents described in the modification may be appropriately combined.

INDUSTRIAL APPLICABILITY The present invention is widely applicable to a vehicle control device that suppresses acceleration of a vehicle when an accelerator is suddenly operated.

1: Vehicle 5: Vehicle Control System 10: Stereo Camera ECU
20: EFI-ECU
30: VSC-ECU
40: Body ECU
50: Meter ECU

Claims (2)

A vehicle control device that derives a required driving force of a drive source by feedback control and suppresses acceleration of the vehicle so that the vehicle speed is within a predetermined upper vehicle speed limit,
first acceleration suppression control means for performing first acceleration suppression control for suppressing acceleration of the vehicle;
When a specific condition is satisfied during the first acceleration suppression control by the first acceleration suppression control means, acceleration of the vehicle is suppressed to a degree of acceleration suppression smaller than that in the first acceleration suppression control. and second acceleration suppression control means for performing second acceleration suppression control to suppress
The second acceleration suppression control means, in the second acceleration suppression control, when a predetermined condition is established before the vehicle speed reaches the predetermined upper limit after the second acceleration suppression control is started, the predetermined condition is satisfied. A control device for a vehicle, characterized in that the degree of acceleration suppression after establishment is made greater than the degree of acceleration suppression when the second acceleration suppression control is started. 2. The second acceleration suppression control by the second acceleration suppression control means is performed by setting a guard value, which is an allowable upper limit of the variation of the required driving force of the drive source. The vehicle control device according to .

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