JP2003056371A - Vehicle erroneous operation detection device and vehicle control device - Google Patents

Abstract

(57) [Summary] [Problem] To more simply and accurately detect presence / absence of an erroneous operation of a vehicle and perform more accurate vehicle control. An accelerator pedal is provided on the basis of operation modes and operation histories of a shift lever for switching a shift position of a transmission, a brake pedal for operating a braking device, and an accelerator pedal as an accelerator. A control unit 14 for detecting an erroneous operation of 13a is provided. After the shift position of the shift position by the shift lever 11a is changed from other than "reverse" to "reverse", the control unit 14 determines that the brake operation by the brake pedal 12a has never been performed, and the operation amount and the operation by the accelerator pedal 13a. When the speeds are both equal to or greater than a predetermined value, the accelerator pedal 1
3a is detected to be erroneously operated. Based on this detection result, the opening speed or opening degree of the throttle valve 15 is limited.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle erroneous operation detection device for detecting an erroneous operation of a vehicle by a driver, such as a misstep of the accelerator pedal and a brake pedal, and an unintended behavior of the vehicle based on the erroneous operation. Therefore, the present invention relates to a vehicle control device that controls the output of a prime mover based on the detection result.

[0002]

2. Description of the Related Art Conventionally, as this type of apparatus, for example, one described in Japanese Patent Laid-Open No. 9-287488 is known.

By the way, in this device, when the vehicle speed is detected by a vehicle speed sensor and it is determined that the vehicle speed is less than a predetermined value such as when the vehicle is stopped or slows down, the opening amount of the throttle valve with respect to the depression amount of the accelerator pedal. The control is performed to suppress. By performing such control, even if an erroneous operation such as misstepping the accelerator pedal and the brake pedal is performed, a sudden start of the vehicle or the like due to the erroneous operation can be prevented.

However, after waiting for a traffic light at an intersection,
On the contrary, when the driver intends to suddenly start the vehicle, such control is unnecessary. Therefore, in the same device, a control switch for permitting or prohibiting execution of the above control is provided, and the above control is executed only when the driver operates the control switch in a predetermined manner (on operation). There is.

Further, in the above apparatus, obstacle detection sensors are provided on the left and right sides of the front of the vehicle and on the left and right sides of the rear of the vehicle, and when an obstacle is detected within the detection range of the obstacle detection sensor, the same as above. The throttle valve opening amount with respect to the accelerator pedal depression amount is controlled. As a result, a sudden start of the vehicle or the like due to the erroneous operation as described above is prevented, and thus contact with an obstacle or the like is also prevented.

[0006]

As described above, in the conventional device, even if an erroneous operation such as misstepping the accelerator pedal and the brake pedal is made, the driver himself / herself does not operate the control switch in advance. Through operation,
Alternatively, it is possible to prevent the vehicle from suddenly starting due to the erroneous operation by detecting the obstacle by the obstacle detection sensor.

However, in the case of adopting such a configuration, the driver turns off the control switch each time a sudden start request is made during stopping or slowing down, and then turns on the control switch again after the vehicle has started. The driver had to perform an operation to do so, which imposes an extra burden on the driver. Further, after the control switch is once turned off, if the driver makes a mistaken operation such as pedal misstep while the control switch is not turned on by the driver's carelessness, the vehicle should be executed originally. Control will not be executed either.

Further, in the case of the conventional device, the increase in vehicle cost cannot be ignored because it is necessary to include the obstacle detection sensor. Moreover, because the sensing range of the obstacle detection sensor has a region wider than the vehicle width toward the front or rear of the vehicle, the output is suppressed even in a situation where the vehicle does not actually come into contact with the obstacle. The vehicle control may be performed as described above. For example, even when another vehicle is on the side of the vehicle and the vehicle is moving forward, the obstacle detection sensor may detect the other vehicle as an obstacle. In such a situation, even if the accelerator pedal is depressed due to the driver's intention to accelerate, the acceleration of the vehicle corresponding to the normal accelerator operation cannot be obtained.

The present invention has been made in view of the above circumstances, and its object is based on a vehicle erroneous operation detecting device which can detect the presence or absence of an erroneous operation of a vehicle more easily and highly accurately, and a detection result thereof. An object of the present invention is to provide a vehicle control device capable of performing more accurate vehicle control.

[0010]

[Means for Solving the Problems] Means for achieving the above-mentioned objects and their effects will be described below. According to a first aspect of the present invention, there is provided an erroneous operation detection device for a vehicle, which detects an erroneous operation of a driver with respect to a plurality of operating elements for operating a vehicle, and the operation history and the operation mode of the plurality of operating elements are used to combine the operations. The gist is to provide an erroneous operation detecting means for detecting an erroneous operation of the operator.

According to a second aspect of the present invention, in the erroneous operation detecting device for a vehicle according to the first aspect, the vehicle operates, as its operators, a shift operator for switching a shift position of a transmission and a braking device. At least a brake operator and an accelerator operator that is an acceleration operator are provided, and the erroneous operation detection means includes a history of switching the shift position by the shift operator, an operation history of the brake operator, and an operation of the accelerator operator. The gist is to detect an erroneous operation of the accelerator operator based on the aspect.

According to a third aspect of the present invention, in the vehicle malfunction detection device according to the second aspect, the malfunction detection means is:
After changing the shift position to the reverse position by the shift operator, the brake operation by the brake operator has never been performed, and both the operation amount and the operation speed by the accelerator operator are equal to or more than a predetermined value. At this time, it is a gist to detect that the accelerator operator is erroneously operated.

According to a fourth aspect of the present invention, in the erroneous operation detecting device for a vehicle according to the second aspect, the erroneous operation detecting means is
In the condition that the speed of the vehicle is less than a predetermined value, after the shift position is changed by the shift operator, the brake operation by the brake operator has never been performed, and the operation amount by the accelerator operator and It is a gist to detect that the accelerator operator is erroneously operated when both operation speeds are equal to or higher than a predetermined value.

According to a fifth aspect of the present invention, the erroneous operation detecting device for a vehicle according to any one of the first to fourth aspects further comprises means for detecting an acceleration of the vehicle, wherein the erroneous operation detecting means detects the detected acceleration. The gist is that the detection of the erroneous operation is made effective on condition that the acceleration to be applied is a predetermined value or more.

According to a sixth aspect of the present invention, an erroneous operation detecting means for detecting an erroneous operation of the operators based on a combination of operation histories and operation modes of a plurality of operators for operating the vehicle, and the erroneous operation detecting means are provided. A gist of the present invention is to provide a control device for a vehicle, comprising: an output limiting unit that limits an output of a prime mover of the vehicle when an erroneous operation of the operator is detected.

According to a seventh aspect of the present invention, in the control device for a vehicle according to the sixth aspect, the vehicle is an operator thereof.
At least a shift operator for switching the shift position of the transmission, a brake operator for operating the braking device, and an accelerator operator as an acceleration operator are provided, and the erroneous operation detection means is configured to perform the shift by the shift operator. The gist is to detect an erroneous operation of the accelerator operator based on a position switching history, an operation history of the brake operator, and an operation mode of the accelerator operator.

According to an eighth aspect of the present invention, in the vehicle control device according to the seventh aspect, the erroneous operation detecting means changes the shift position to the reverse position by the shift operator, and then performs the brake operation by the brake operator. Is not performed once, and when the operation amount and the operation speed by the accelerator operator are both above a predetermined value, it is to detect that the accelerator operator is erroneously operated. .

According to a ninth aspect of the present invention, in the vehicle control device according to the seventh aspect, the erroneous operation detecting means changes the shift position by the shift operator under the condition that the speed of the vehicle is less than a predetermined value. After that, when the brake operation by the brake operator has never been performed, and the operation amount and the operation speed by the accelerator operator are both above a predetermined value, it is detected that the accelerator operator is erroneously operated. The gist is that it does.

According to a tenth aspect of the present invention, the vehicle control device according to any of the sixth to ninth aspects further comprises means for detecting the acceleration of the vehicle, and the erroneous operation detecting means is for detecting the erroneous operation. The gist is to enable the detection of the erroneous operation on condition that the acceleration is equal to or higher than a predetermined value.

The invention according to claim 11 is the invention according to claims 7 to 10.
In the vehicle control device according to any one of claims 1 to 3, there is a history that both the operation amount and the operation speed by the accelerator operator after the erroneous operation is detected by the erroneous operation detection means are at least a predetermined value, and at least the accelerator operation is performed. When the operation amount by the child is a predetermined value or more, further comprising means for detecting that the erroneous operation of the accelerator operator is continued, the output limiting means, it is detected that the erroneous operation is continued. The point is to continue limiting the output of the prime mover of the vehicle for a certain period.

The invention according to claim 12 is the invention according to claims 6 to 11.
In the control device for a vehicle according to any one of items 1 to 3, the prime mover is an internal combustion engine, and the output limiting means performs control for suppressing an increase in the rotation speed of the engine as its output limitation. I am trying.

According to a thirteenth aspect of the present invention, in the vehicle control apparatus according to the twelfth aspect, the control for suppressing the increase in the rotation speed of the engine is performed by opening a throttle valve which is an intake air amount adjustment valve of the engine. It is at least one of a control for limiting the degree, a control for limiting the opening speed of the throttle valve, and a control for cutting off the fuel supply to the engine.

Next, the function and effect of each of the above means will be described. It has been confirmed by the inventors that the operation histories and operation modes of the plurality of operators include combinations that cannot logically occur in maintaining normal operation of the vehicle.

Therefore, regarding the operation history and the operation mode of these operators, it is possible to constantly monitor whether or not a combination that cannot logically occur in maintaining the normal operation of the vehicle is executed. By providing the erroneous operation detecting means as in the inventions of the items 1 and 6, it is possible to accurately detect the presence or absence of the erroneous operation of the operators.
Moreover, since such an erroneous operation detecting means does not require any special device such as the control switch or the obstacle detecting sensor, it is easy to realize and advantageous in cost. Particularly, according to the invention described in claim 6,
When the erroneous operation detecting means detects an erroneous operation of those operators, the output of the vehicle prime mover is limited, so that normal and smooth operation of the vehicle can be maintained. As the control of the vehicle, in addition to such output limitation of the prime mover, an appropriate alarm device such as a buzzer may be driven to notify the driver that an erroneous operation has been performed.

Further, in the invention according to claim 2 or 7, the shift operator, the brake operator, and the accelerator operator are used as the operators, and the shift position switching history by the shift operator and the brake operator are targets. The configuration is such that an erroneous operation of the accelerator operator is detected based on the operation history and the operation mode of the accelerator operator. With such a configuration, it is possible to easily and accurately detect, for example, an erroneous operation in which the accelerator pedal (accelerator operator) and the brake pedal (brake operator) are erroneously pressed. And particularly claim 7
According to the invention described above, it is possible to preferably suppress the sudden start of the vehicle and the like due to such an erroneous operation of the accelerator operator.

Further, in the invention according to claim 3 or 8, the accelerator operator, which has never been braked by the brake operator after the shift position is changed to the reverse position by the shift operator, A situation in which an erroneous operation may occur is detected. Then, when the operation amount and the operation speed of the accelerator operator are both above a predetermined value when the respective operators are in the above states, it is detected that the accelerator operator is erroneously operated. With such a configuration, since the erroneous operation of the accelerator operator can be detected only in a situation where the accelerator operator can be logically erroneously operated, the erroneous operation of the accelerator operator can be detected more accurately. Become. In particular, according to the invention of claim 8, for example, the erroneous operation of the accelerator operator after the shift position by the shift operator is changed to the reverse position due to the driving operation by the reverse movement of the vehicle. It becomes possible to suitably suppress the sudden start of the vehicle and the like when it is performed.

Further, in the invention according to claim 4 or 9, the erroneous operation of the accelerator operator based on the operation history of each operator or the operation mode is detected only when the speed of the vehicle is less than a predetermined value. For example, after the shift position is changed to the drive position by the shift operator and the vehicle is traveling at a predetermined speed or higher, the accelerator operator may be operated under the intention of the driver to accelerate the vehicle. The operation of the accelerator operator such that the operation amount and the operation speed by both become equal to or higher than a predetermined value is naturally performed.
Therefore, by adopting the above configuration, it is possible to detect an erroneous operation of the accelerator operator without confusing the operation of the accelerator operator by the driver's intention and the erroneous operation. And particularly claim 9
According to the described invention, it is possible to preferably suppress sudden start of the vehicle or the like due to an erroneous operation of the accelerator operator without inhibiting acceleration of the vehicle by the driver's intention.

Further, in the invention according to claim 5 or 10, even if an erroneous operation of the accelerator operator is detected based on each operator, if the acceleration of the vehicle is less than a predetermined value, the accelerator operation is performed. It does not enable detection of erroneous operation. With such a configuration, it is logically determined that the accelerator operator is erroneously operated, and it is further detected whether or not the vehicle is suddenly accelerating in such a situation. The validity of the result will be confirmed based on the actual vehicle behavior. Therefore, it becomes possible to detect the erroneous operation of the accelerator operator more accurately. Further, according to the invention described in claim 10, it is possible to suitably suppress the sudden start of the vehicle when the vehicle is actually accelerated suddenly.

Further, in the invention according to the eleventh aspect, during the period in which the continuation of the erroneous operation of the accelerator operator is detected based on the operation history and the operation mode of the accelerator operator,
The output limitation of the vehicle is continued. With such a configuration, for example, the driver continues to depress the accelerator pedal (accelerator operation element) and the brake pedal (brake operation element) while continuing to depress the accelerator pedal, and the operation amount by the accelerator pedal reaches the maximum value. Even when the operation speed is less than the predetermined value, the output limitation of the vehicle is continued. Therefore, until the driver recognizes the erroneous operation of the accelerator operator and operates the accelerator operator to avoid the erroneous operation, the output limitation of the vehicle is continued, and the rapid start of the vehicle is continued. Can be suitably suppressed.

According to the twelfth aspect of the present invention, when an erroneous operation of the accelerator operator of the vehicle equipped with the internal combustion engine is detected, the output of the engine is controlled by suppressing the increase in the rotational speed of the engine. The configuration is restricted. With such a configuration, in a vehicle equipped with an internal combustion engine, it is possible to preferably suppress sudden start of the vehicle due to an erroneous operation of the accelerator operator.

According to the thirteenth aspect of the present invention, at least the control for limiting the opening degree of the throttle valve, the control for limiting the opening speed of the throttle valve, and the control for cutting off the fuel supply to the internal combustion engine. By doing one, the configuration is such that the increase in the rotational speed of the engine is suppressed. According to such a configuration, since it is not necessary to provide a new output control device or the like on the vehicle, it is possible to avoid an increase in cost of the vehicle and to appropriately suppress sudden start of the vehicle due to erroneous operation of the accelerator operator. Will be able to.

[0032]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS (First Embodiment) FIGS. 1 to 5 show a first embodiment of the present invention.

First, with reference to FIG. 1, an outline of a vehicle malfunction detection device and a vehicle control device according to the present embodiment will be described. In the present embodiment, a vehicle equipped with an internal combustion engine as a prime mover is assumed.
A schematic diagram of a device that detects the presence or absence of an erroneous operation of such a vehicle and controls the output of the internal combustion engine based on the detection result is shown.

As shown in FIG. 1, in this embodiment, of a plurality of operators for steering a vehicle, a shift lever (shift operator) for switching the shift position of a transmission (not shown). 11a, a brake pedal (brake operator) 12a that operates a braking device (not shown), and an accelerator pedal (accelerator operator) 13a that is an acceleration operator are targets for monitoring. Then, in order to monitor the operation history and operation mode of each of these operators, the shift lever 1
Shift position sensor 1 for detecting the shift position of 1a
1, the detection signals of the brake sensor 12 for detecting the depression amount of the brake pedal 12a and the accelerator sensor 13 for detecting the depression amount of the accelerator pedal 13a are taken into the control unit (ECU) 14.

Further, in the control unit 14, the throttle valve 15 is usually arranged so that the opening degree of the throttle valve 15 increases in accordance with the depression amount of the accelerator pedal 13a.
The motor 15a for opening and closing is controlled. That is, the control unit 14 controls the output of the internal combustion engine E by changing the opening of the throttle valve 15 and adjusting the intake air amount based on the signal sent from the accelerator sensor 13.

Next, with reference to FIGS. 2 to 4, a description will be given of the process performed by the control unit 14 particularly when detecting the erroneous operation and controlling the output of the internal combustion engine based on the detection result. 2 to 4 show the processing procedure of the output increase limiting processing executed in the control unit 14. This output increase limiting process is, for example, 8 to 16 ms.
Is repeatedly executed in a predetermined time cycle such as
Basically, the shift position determination process in steps S101 to S105, the brake operation determination process in steps S201 to S205, and steps S301 to S307.
And an accelerator operation determination process according to the above.

First, the processing of steps S101 to S105, which is the shift position determination processing, will be described. Step S
At 101, the shift position in the previous process of the same process is determined based on the previous detection data of each sensor stored in the control unit 14. If the shift position is other than "reverse (R)", the process proceeds to step S102, and the current shift position determination is performed. If the shift position in the previous process is "reverse", the current shift position determination is not performed, and the process proceeds to step S105 to determine whether the "reverse (R) shift history flag" is on or off. . The "reverse shift history flag" means that the shift position of the shift lever 11a is other than "reverse", that is, "Park (P)", "Neutral (N)", "Drive (for a normal vehicle. D) "," Second (2) "," First (L) "
This is a flag indicating that the change has been made from the etc. to the reverse.

In step S102, the current shift position is determined based on the current detection signal from the shift position sensor 11. Then, if the current shift position is "reverse", the process proceeds to step S103 and the "reverse shift history flag" is set (ON).
To be done. When the current shift position is other than "reverse", the process proceeds to step S104 and the "reverse shift history flag" and the "brake operation history flag" are cleared (turned off). The "brake operation history flag" is a flag indicating that the brake pedal 12a is depressed.

By the processes of steps S101 and S102, it is detected that the shift position is changed from "reverse" to "reverse", and the "reverse shift history flag" is set. Therefore, when the shift position is changed from other than "reverse" to "reverse" and the "reverse shift history flag" is set, the routine always moves from step S101 to step S105, and by the brake operation determination processing from step S201. Brake operation determination is performed. If the shift position is other than "reverse", the "reverse shift history flag" is off, and the steps S105 to S205 are performed.
Then, the "output increase limit flag" is cleared. The "output increase limit flag" is a flag indicating that an erroneous operation may be performed due to an erroneous depression of the accelerator pedal 13a and the brake pedal 12a.

By the way, the state in which the shift position is changed from other than "reverse" to "reverse" is considered to be during low speed traveling such as garage parking. Further, in such a situation, the accelerator pedal 13a and the brake pedal 12
It can be said that an erroneous operation is likely to occur due to a mistake in stepping on a. Therefore, in this processing, if it is determined in steps S101 and S102 that the shift position is changed to "reverse", it is determined that such an erroneous operation may occur, and the output increase restriction control is performed. .

When the "reverse shift history flag" is set and the shift position is changed to other than "reverse", that is, the shift position is changed from other than "reverse" to "reverse", and the shift position is changed again. When changed to other than "reverse", the "reverse shift history flag" is cleared in step S104. in this way,
When the shift position is changed from "reverse" to other than "reverse", the "reverse shift history flag" is turned off, so output increase restriction is performed at shift positions other than "reverse", which does not require output increase restriction. It is prevented that it is done.

Next, the processing of steps S201 to S205 (FIG. 3), which is the brake operation determination processing, will be described. In step S201, it is determined whether the "brake operation history flag" indicating that the brake operation has been performed is turned on or off. If the "brake operation history flag" is on, the process proceeds to step S205 to clear the "output increase limit flag", and if the "brake operation history flag" is off, the next step S202.
Move to.

In step S202, the brake sensor 1
It is determined whether the brake pedal 12a is currently stepped on the basis of the detection signal of this time of 2 in FIG. And
When it is determined that the brake pedal 12a is depressed, the "brake operation history flag" is set in step S203, and when it is determined that the brake pedal 12a is not depressed, the erroneous operation is performed in step S204. An "output increase limit flag" indicating that there is a possibility is set.

By the processes of steps S201 and S202, it is determined whether or not the operation of depressing the brake pedal 12a is performed after the shift position is changed to "reverse". If it is determined that such a braking operation is performed even once. , "Brake operation history flag" indicating that is set. As a result, the shift position is changed, and until the "brake operation history flag" is cleared in step S104, steps S201 to S2 are always performed.
Moving to 05, the "output increase limit flag" is cleared as in the case where the "reverse shift history flag" is off in step S105. That is, even if the shift position is "reverse", when the brake operation is performed, the driver can recognize the position of the brake pedal 12a, and an erroneous operation such as misstepping the accelerator pedal 13a and the brake pedal 12a may occur. It is excluded from the target of output increase restriction because there is no possibility that it will be done.

When the "brake operation history flag" is set and the shift position is changed to other than "reverse", that is, when the shift position is "reverse", the brake operation is performed, and then the shift operation is performed. When the position is changed to other than "reverse", the "brake operation history flag" is cleared in step S104. This is because when the shift position is changed to "reverse" again, the output increase limit is not executed due to the "brake operation history flag" being on even though the brake operation is not performed. This is to prevent this.

In the shift position determination process and the brake operation determination process in steps S101 to S205, the brake pedal 12a is once operated while the shift position is changed from "reverse" to "reverse" by the shift position and the brake operation. It is also detected whether or not the situation is such that the user has not stepped on. Then, such a situation is a situation in which an erroneous operation may be performed due to a misstep of the accelerator pedal 13a and the brake pedal 12a, and the "output increase restriction flag" is set as a prevention thereof. For example, it is assumed that the driver has released the brake pedal 12a when changing the shift position from "reverse" to "reverse" to move the vehicle backward. In this case, it is quite conceivable that the driver will be unable to recognize the positions of the brake pedal 12a and the accelerator pedal 13a due to an operation such as turning the line of sight to the rear for rearward confirmation after changing the shift position.
Therefore, in a situation where the brake operation is not performed after the shift position is changed, the "output increase limit flag" is set because there is a possibility that an erroneous operation such as sudden depression of the accelerator pedal 13a may be mistaken for the brake pedal 12a. It is a target to limit output increase. That is, this "output increase limit flag" is a condition flag for determining whether or not the actual accelerator operation is an erroneous operation.

Next, the processing of steps S301 to S307 (FIG. 4), which is the accelerator operation determination processing, will be described. At step S301, the accelerator pedal 13a is pressed.
It is determined whether the “output increase limit flag” indicating that there is a risk of erroneous operation is set. The case where this flag is set means that there is a possibility that the accelerator pedal 13a is erroneously operated, as described above, and the determination regarding the accelerator operation is made in steps S302 and S304.

First, in step S302, it is determined based on a detection signal from the accelerator sensor 13 whether or not the depression amount of the accelerator pedal 13a and the depression speed of the accelerator pedal 13a are equal to or more than predetermined values in step S304. If both the depression speed and the depression amount are equal to or more than the predetermined values, it is determined that the accelerator operation is an erroneous operation, and the "output increase limit continuation flag" described below is set in step S305, and then in step S307. Output increase restriction processing is executed.

Here, the fact that both the depression speed and the depression amount of the accelerator pedal 13a are equal to or more than the predetermined values means that the driver has deeply and abruptly depressed the accelerator pedal 13a, but it depends on the intention of the driver. Since it is assumed that sudden acceleration will occur, it is difficult to say that the accelerator operation is an erroneous operation. However, in this example, the shift position is changed to "reverse" by the shift position determination process and the brake operation determination process in steps S101 to S205 up to this accelerator operation determination, and after the shift position is changed. It has been confirmed that the brake pedal 12a has never been depressed. In such a situation, it is very difficult to assume that the driver suddenly and deeply presses the accelerator pedal under normal driving conditions. Instead, the driver intended to depress the brake pedal 12a. Pedal 1
It is reasonable to think that 3a has been stepped on.
Therefore, in the present embodiment, when the stepping speed and the stepping amount of the accelerator pedal 13a are both determined to be equal to or more than the predetermined values in these steps S302 and S304, the accelerator operation is performed by mistakenly pressing the brake pedal 12a and the accelerator pedal 13a. It is determined that this is an erroneous operation due to the output increase restriction. In this output increase limiting process, the opening speed of the throttle valve 15 is restricted to be lower than the opening speed corresponding to the normal accelerator operation, or the opening of the throttle valve 15 is restricted to a predetermined value or less. Degree limits are imposed. Therefore, the amount of air corresponding to the normal accelerator operation is not sucked into the combustion chamber of the internal combustion engine E, and the output is limited.

If it is determined in step S301 that the "output increase limit flag" is not set, or if it is determined in step S302 that the depression amount of the accelerator pedal 13a is less than the predetermined value, S30
The "output increase limit continuation flag" is cleared in 3, and
After it is determined in step S306 that the "output increase restriction continuation flag" is not set, the output increase restriction processing is not executed and this processing is temporarily terminated. If it is determined in step S304 that the depression speed of the accelerator pedal 13a is less than the predetermined value, step S306
In this case as well, on the condition that the "output increase restriction continuation flag" is not set, the output increase restriction processing is not executed and this processing is once ended. By the way, accelerator pedal 1
If the depression amount of 3a is less than the predetermined value, there is no possibility that the vehicle will suddenly start. Even if the depression amount of the accelerator pedal 13a is equal to or more than a predetermined value, if the depression speed is less than the predetermined value, it is assumed that the driver's intention is to increase the vehicle speed. Therefore, in this case also, the output increase limiting process is not executed.

On the other hand, when it is determined that the depression speed of the accelerator pedal 13a is less than the predetermined value in step S304, or when it is determined that the "output increase limit continuation flag" is set in step S306. Output limit processing is performed. This is for the following reason.

When the driver abruptly depresses the accelerator pedal 13a, both the depression amount and the depression speed become a predetermined value or more. However, if the driver continues to depress the accelerator pedal 13a even when the accelerator depression amount reaches the maximum value, the accelerator depression amount is maintained at the maximum value, but the accelerator depression speed decreases and finally becomes zero. Becomes That is, in this case, since the accelerator depression amount is equal to or greater than the predetermined value and the accelerator depression speed is less than the predetermined value, the situation indicated by the accelerator depression amount and the accelerator depression speed is determined to be the accelerator operation by the driver's intention. It is equivalent to the case. However,
The actual situation is different from the situation indicated by the accelerator depression amount and the accelerator depression speed. Therefore, such a situation may be overlooked if it is determined whether or not the output increase limiting process is performed based only on the current accelerator depression amount and accelerator depression amount.

Therefore, in the present embodiment, in order to prevent such a situation from occurring, based on the accelerator operation history that both the depression amount and the depression speed of the accelerator pedal 13a are equal to or more than a predetermined value in steps S302 and S304, In step S305, the "output increase limit continuation flag" is set. Then, the "output increase limitation continuation flag" is turned on / off in step S30.
By making the determination in 6, it is possible to reliably prevent a situation in which a sudden start or the like that is not intended by the driver occurs even though it is determined that the accelerator pedal depression speed is less than the predetermined value as described above. It will be possible.

Even if the "output increase limit continuation flag" is set due to an erroneous operation of the accelerator pedal 13a, after that, the "output increase limit flag" is cleared or the depression amount of the accelerator pedal 13a is reduced. When the value does not reach the predetermined value, this "output increase limit continuation flag" is cleared in step S303. In this case, the driver notices an erroneous operation of the accelerator pedal 13a and re-depresses the brake pedal 12a to clear the "output increase limit flag", or notices the erroneous operation and releases the accelerator pedal 13a to release the accelerator pedal 13a. Is less than the predetermined value. As described above, since it is not necessary for the driver to recognize the erroneous operation and the output increase limiting process is already performed at the time when the operation is stopped, in the present embodiment, in the step S303, the “output increase increase” is performed under the above conditions. The "limit continuation flag" is cleared to prevent excessive output increase restriction.

Next, with reference to FIG. 5 as well, an example of the operation of detecting the erroneous operation and actually performing the output increase limiting process based on the detection result will be described.

The time chart illustrated in FIG. 5 assumes the following situation. That is, (a) the driver did not depress the brake pedal 12a when the shift position was changed to "reverse", and abruptly depressed the accelerator pedal 13a by an erroneous operation while the shift position was "reverse". (B) Then, after the state was continued for a while, the driver noticed an erroneous operation of the accelerator pedal 13a and depresses the brake pedal 12a. That is. In such a situation, the time chart of FIG. 5 shows how each of the flags is turned on and off and the output increase limitation is performed by the output increase limitation process of the present embodiment.

Now, the driver shifts the shift position to "reverse".
If it is changed to "reverse" from other than the above, it is determined at time t1 that the vehicle is traveling at a low speed such as entering a garage (steps S101 and S102), and the "reverse shift history flag" is set at the same time t1 (step S101). S103). Since the brake pedal 12a is not depressed at this time t1, it is determined that the accelerator pedal 13a may be erroneously operated (steps S201 and S202), and the "output increase limit flag" is set at the same time t1. (Step S204).

After that, the driver tried to depress the brake pedal 12a, but mistakenly depresses the accelerator pedal 13a, and as a result, both the accelerator depression amount and the accelerator depression speed become equal to or higher than a predetermined value.
If it is determined in step S3, it is determined that the accelerator pedal 13a is erroneously operated at the same time t2 (steps S302 and 304). Then, at the same time t2, the "output increase limit continuation flag" is set (step S305), and the opening speed limit of the throttle valve 15 or the opening limit of the throttle valve 15 is executed as the output increase limit process described above. (Step S30
7). As a result, the output of the internal combustion engine E is substantially limited, and thus the behavior of the vehicle is also limited.

After that, the erroneous operation such that the driver mistakes the accelerator pedal 13a and the brake pedal 12a is continued, that is, the driver continues to depress the accelerator pedal 13a even after the time t2. It is determined at time t3 that the depression amount reaches the maximum value and the accelerator depression speed becomes less than the predetermined value (steps S302 and S304). Even when the accelerator pedal depression speed does not reach the predetermined value in this way, it is determined that the "output increase restriction continuation flag" is set, and the output increase restriction is continuously performed (steps S306 and S307). ). Then, if the driver notices the erroneous operation and releases the accelerator pedal 13a, at time t4, it is determined that the accelerator depression amount is less than the predetermined value, and the "output increase limit continuation flag" is cleared, and It is determined that the “output increase restriction continuation flag” is off, and the output increase restriction ends (steps S302, S304, and S30).
6).

Thereafter, if the driver depresses the brake pedal 12a in order to reduce the speed of the vehicle or stop the vehicle, it is judged at the time t5 that the brake pedal 12a has been depressed and the "brake operation history flag" is determined. Is set (step S20)
2 and S203). Then, it is determined that the "brake operation history flag" is set, that is, that the driver has correctly recognized the positions of the accelerator pedal 13a and the brake pedal 12a, and the risk of erroneous operation of the accelerator pedal 13a is eliminated. As a result, the “output increase limit flag” is cleared at the same time t5 (step S20).
5). Therefore, after the time t5, until the time t6 when it is determined that the driver has changed the shift position from "reverse" to other than "reverse", the driver does not operate the brake pedal 1
Even if the valve 2a is opened, the output increase is not limited, and the throttle valve 15 normally opens and closes in response to the operation of the accelerator pedal 13a.

Thereafter, if the driver changes the shift position from "reverse" to other than "reverse", time t
This is determined in 6 and the "reverse shift history flag" and the "brake operation history flag" are cleared (step S104). That is, when the driver changes the shift position from "reverse" to other than "reverse", each flag is returned to the initial state, and when the shift position is changed from other than "reverse" to "reverse" again, Each determination will be performed based on the subsequent operation mode of the brake pedal 12a and the like.

As described in detail above, according to the vehicle malfunction detection device and the vehicle control device of this embodiment, the following advantageous effects can be obtained. (1) It is determined whether or not there is a possibility that an erroneous operation of the accelerator pedal 13a will be performed based on the combination of the shift history of the shift lever 11a and the brake operation and operation history of the brake pedal 12a. When there is a possibility that the erroneous operation is performed, based on the accelerator depression amount and the depression speed by the accelerator pedal 13a,
It is determined whether or not the operation of the accelerator pedal 13a is an erroneous operation. Then, the output increase limit control of the vehicle is performed based on this determination result. Therefore, the accelerator pedal 1
It is possible to accurately determine an erroneous operation due to a mistake in stepping on the brake pedal 3a and the brake pedal 12a, and to reliably prevent a vehicle behavior that is not intended by the driver.

(2) After the shift position is changed from "reverse" to "reverse", the brake pedal 12a
By limiting the output increase on condition that the vehicle is not stepped on, it is possible to reliably prevent a vehicle behavior that is not intended by the driver, particularly when the vehicle is parked.

(3) Since the configuration is such that the erroneous operation of the vehicle is detected by using the above-mentioned sensors that are usually provided in the vehicle, it is possible to suppress an increase in the cost of the vehicle itself unlike the conventional device.

(4) Since it is not necessary to provide a control switch or the like for turning the output increase limiting function on and off, there is no problem caused by the driver forgetting to turn on the control switch. (5) Since the output increase limiting process is performed only when the driver's accelerator operation is actually an erroneous operation,
Excessive vehicle power increase restrictions are also avoided.

(6) Even if the erroneous operation of the accelerator pedal 13a is continued, the fact that the output increase limiting process is continued by accurately detecting that fact allows the vehicle behavior unintended by the driver to continue. It can be surely prevented.

The first embodiment can also be realized by appropriately modifying it, for example, in the following form. In the above embodiment, the brake pedal 12 is changed after the shift position is changed from other than "reverse" to "reverse".
In a situation where a is not depressed, the "output increase limit flag" is set because there is a possibility that the accelerator may be erroneously operated, but the condition for setting the flag is not limited to this. The flag indicates a situation in which there is a possibility that the driver may make a mistaken operation of the accelerator pedal 13a,
That is, it may be set in a situation where the driver's recognition of the position of the accelerator pedal 13a and the position of the brake pedal 12a is likely to be ambiguous. For example, it is assumed that the brake pedal 12a is depressed after the shift position is changed from a value other than "reverse" to "reverse", but thereafter, the accelerator pedal 13a and the brake pedal 12a are released for a certain period of time or longer. Even in such a case, the driver's recognition of the position of the accelerator pedal 13a and the position of the brake pedal 12a tends to be ambiguous. Therefore, the "output increase limit flag" may be set when such a situation is determined.

(Second Embodiment) A second embodiment embodying the present invention will be described with reference to FIGS. 1 and 6 to 8 focusing on the difference from the first embodiment. To do.

The erroneous operation detecting device for a vehicle and the control device for a vehicle according to the present embodiment detect the vehicle speed sensor 21 for detecting the vehicle speed and the rotational speed of the internal combustion engine E, as indicated by the broken line in FIG. An Ne (engine speed) sensor 22 is further provided.

Next, with reference to FIGS. 6 to 8, the details of the processing performed in the control unit 14 of the apparatus according to the present embodiment will be described. 6 to 8 show the processing procedure of the output increase limiting processing executed in the control unit 14, and this output increase limiting processing is the same as the output increase limiting processing according to the first embodiment. Similarly, it is repeatedly executed at a predetermined time cycle of, for example, 8 to 16 ms. The output increase limiting process (FIGS. 6 to 8) according to the present embodiment is basically similar to the output increase limiting process (FIGS. 2 to 4) according to the first embodiment. However, a few changes have been made as shown below.

First, in the present embodiment, the vehicle speed determination (step S401) performed before the shift position determination processing,
Vehicle speed change amount determination (step S504) performed after the brake operation determination process is newly added.

Further, in the output increase limiting process according to the first embodiment, the case where the shift position is "reverse" is targeted for the output increasing limit, but in the present embodiment,
The shift position targeted for the output increase restriction is changed to other than "neutral (N)" or "parking (P)". Along with this, the monitoring target and each flag name in each step (steps S101 to S105) of the flowchart shown in FIG. 2 are changed as shown in FIG. 6 (steps S402 to S406).

First, in the output increase limiting process of the present embodiment, in step S401, a process of determining the vehicle speed based on the detection signal from the vehicle speed sensor 21 is performed. Then, if it is determined that the vehicle speed is less than the predetermined value, the process proceeds to step S402 to determine the shift position, while if it is determined that the vehicle speed is greater than or equal to the predetermined value, the present process is temporarily terminated.

Therefore, in the present embodiment, the shift position is other than "neutral (N)" or "parking (P)", that is, "reverse (R)" for a normal vehicle,
Shift positions such as “drive (D)”, “second (2)”, and “first (L)” are subject to output increase restriction. It should be noted that when the shift position is "reverse" and the vehicle is moving backwards, such as when entering the garage, the accelerator pedal 13 is used for acceleration.
The operation of deeply and sharply depressing a is not performed during normal driving. However, when the shift position is "drive" and the vehicle is traveling normally, the above-described operation of the accelerator pedal 13a is naturally performed by the driver's intention to accelerate the vehicle, and in particular, The above operation is frequently performed when the vehicle is moving at a predetermined speed or higher. If such a situation in which the accelerator pedal 13a is deeply and abruptly depressed frequently by the driver's intention is subject to the output increase restriction, drivability is deteriorated, which is not preferable. Therefore, in step S401, it is determined whether or not the accelerator pedal 13a is frequently deeply and abruptly depressed by the driver's intention based on the vehicle speed, whereby the drivability is deteriorated due to excessive output restriction control. To be able to avoid. However, even if the shift position is “drive” and the vehicle speed is less than the predetermined value, there is a sufficient possibility that a sudden start will be performed by the driver's intention, for example, after waiting for a signal. On the other hand, in step S401, it is merely determined whether or not the operation of the accelerator pedal 13a is to be monitored for output increase restriction. Therefore, if it is determined in each of the subsequent determinations that the operation of the accelerator pedal 13a is not an erroneous operation, the sudden increase by the driver's intention, which is performed when the vehicle speed is less than the predetermined value, is not hindered by the output increase restriction.

Next, the shift position determination processing in steps S402 to S406 will be described. In the shift position determination process according to the first embodiment described above, it is determined whether or not the shift position is changed from other than "reverse" to "reverse" (steps S101 and S102). On the other hand, in the shift position determination process according to the present embodiment, the shift position is "neutral" or "parking".
From "neutral" to other than "parking" is determined (steps S402 and S40).
3). That is, in the shift position determination process according to the present embodiment, whether or not the shift position in which the power of the internal combustion engine E is not transmitted to the drive wheels is changed to the shift position in which the power of the internal combustion engine E is transmitted to the drive wheels is determined. Is being determined. By changing the shift position to be subject to the output limitation control in this way, an erroneous operation of the accelerator pedal 13a is detected in a wider driving situation, and a vehicle behavior not intended by the driver due to the erroneous operation is suppressed. The Rukoto. The shift position determination process other than the above is the same as that of the first embodiment, and thus detailed description thereof will be omitted (steps S404 to S406).

Next, the brake operation determination process in steps S501 to S506 (FIG. 7) will be described.
In the present embodiment, as described above, the determination of whether or not the amount of change in vehicle speed is equal to or greater than a predetermined value (step S504) is newly added. When it is determined in step S504 that the amount of change in vehicle speed is less than the predetermined value, the process proceeds to step S505, the "output increase limit flag" is cleared, and it is determined that the amount of change is equal to or greater than the predetermined value. In this case, the process proceeds to step S506 and the "output increase limit flag"
Is set. The fact that the determination in step S504 is performed means that each determination before that (step S401
~ S502), the brake pedal 12a is not depressed after the shift position is changed from "neutral" or "parking" to other than "neutral" or "parking", and the accelerator pedal 13a may be erroneously operated. It means that the decision was made. However, even in such a situation, if the acceleration of the vehicle is not actually increased, it is not always necessary to limit the output increase of the internal combustion engine E by controlling the throttle valve 15 or the like. That is, in step S504, the validity of logically determining that an erroneous operation of the accelerator pedal 13a may occur due to a combination of the operation mode of the shift lever 11 and the operation history and subjecting the output increase restriction to the actual vehicle operation. The behavior is confirmed. In this way, by verifying the logical judgment result based on the fact, the output increase limitation of the vehicle is performed with higher accuracy.

Further, in the present embodiment, a configuration is adopted in which it is determined that the vehicle has suddenly started based on the amount of change in vehicle speed, that is, the acceleration. However, a Ne sensor for detecting the rotational speed of the internal combustion engine E is used. It is also possible to adopt a configuration in which the acceleration of the vehicle is determined based on the amount of change in the engine speed that is a detection signal from 22 (FIG. 1).

Brake operation determination processing other than the above,
Also, the accelerator operation determination process performed after step S301 (FIG. 8) and the control of the throttle valve 15 are
The description is omitted because it is the same as that performed in the first embodiment.

As described above in detail, according to the vehicle malfunction detection device and the vehicle control device of this embodiment, in addition to the effects (1) to (6) of the first embodiment, In addition, the effects listed below can be obtained.

(7) By limiting the output increase on condition that the brake pedal 12a is not depressed after the shift position is changed from "neutral" or "parking" to anything other than neutral or parking, In a wide range of driving situations including garage parking, it is possible to reliably prevent unintended vehicle behavior of the driver.

(8) If it is determined that the vehicle is traveling at a predetermined speed or higher, the output increase restriction is not applied. It becomes possible to detect an erroneous operation of the accelerator pedal 13a without hindering the acceleration of the vehicle.

(9) The validity of the fact that the output increase is limited by judging from the combination of the operation mode of the shift lever 11a and the like and the operation history that the accelerator pedal 13a may be erroneously operated is the actual vehicle. It is verified based on the vehicle speed change amount. As a result, the increase in vehicle output can be restricted with higher accuracy.

The second embodiment can also be realized by appropriately modifying the above-described second embodiment, for example. -In the above embodiment, the shift position is "neutral"
Alternatively, in the situation where the brake pedal 12a is not depressed after the change from "parking" to "neutral" or other than "parking", the "output increase limit flag" is set because the accelerator may be erroneously operated. The condition for setting the flag is not limited to this. The flag indicates a situation in which there is a possibility that the driver may erroneously operate the accelerator pedal 13a, that is,
Position of accelerator pedal 13a and brake pedal 12a
It may be set in a situation in which the driver's recognition of the position of and is likely to be ambiguous. For example, the brake pedal 12a is depressed after the shift position is changed from other than "neutral" or "parking" to "neutral" or "parking".
It is assumed that the state where 3a and the brake pedal 12a are released has been continued for a certain period of time or longer. Even in such a case, the driver's recognition of the position of the accelerator pedal 13a and the position of the brake pedal 12a tends to be ambiguous. Therefore, the "output increase limit flag" may be set when such a situation is determined.

In the above embodiment, when it is determined that the vehicle speed is equal to or higher than the predetermined value, the output increase limiting process is temporarily ended (step S401). However, for example, the following configuration may be adopted. it can. Even when it is determined that the vehicle speed is equal to or higher than the predetermined value (step S401), the subsequent shift position determination processing (step S402-) is performed. Then, in each processing thereafter, the accelerator pedal 13a
If the erroneous operation is detected, the driver is notified of the erroneous operation by driving an appropriate alarm device such as a buzzer instead of the opening speed restriction or the opening restriction (step S307) of the throttle valve 15 which is performed as the output increase restriction. Notify that it has been detected. If such a configuration is adopted, an erroneous operation of the accelerator pedal 13a will be detected even during normal traveling of the vehicle, and if an erroneous operation is detected, the alarm device notifies the driver of that fact. The vehicle behavior that does not occur can be avoided.

In the above embodiment, the case where the shift position is "reverse", "drive", "second", "first" or the like is targeted for the output increase restriction. However, for example, the following configuration may be adopted. You can also In the output increase restriction processing (FIGS. 6 to 8) according to the above-described embodiment, the output increase restriction is performed when the shift position is the shift position for moving the vehicle forward, such as “drive”, “second”, “first”, or the like. If the shift position is the shift position for moving the vehicle backward, such as “reverse”,
Output increase restriction processing according to the embodiment of the present invention (FIGS. 2 to 4)
Apply. If such a configuration is adopted, erroneous operation detection conditions can be differentiated between when the vehicle is moving forward and when the vehicle is moving backward, and erroneous operation detection of the accelerator pedal 13a is performed based on the determination conditions suitable for the driving operation performed at each shift position. Is done. Therefore, the erroneous operation can be detected with higher accuracy.

In the above embodiment, the amount of change in the vehicle speed is calculated based on the detection signal from the vehicle speed sensor 21, but if it is possible to determine the sudden start of the vehicle, for example,
An acceleration sensor may be newly provided, and the acceleration of the vehicle may be calculated based on a detection signal from the sensor.

In the above embodiment, it is determined whether or not the amount of change in vehicle speed is equal to or greater than a predetermined value (step S50).
4), the same determination may not necessarily be performed. If the validity of the determination that the operation of the accelerator pedal 13a is an erroneous operation can be confirmed, the determination can be changed to any position during the output increase limiting process. For example, the same determination may be performed before step S302 or step S307 in FIG.

Other elements that can be changed in common with each of the above embodiments are as follows. In each embodiment, the throttle valve opening speed limit or the throttle valve opening limit is executed (step S
Although 307) is adopted, the throttle valve opening speed limit and the throttle valve opening limit may both be executed.

In each embodiment, the throttle valve 1
Although the output of the internal combustion engine E is limited by executing the opening speed limitation of No. 5 or the opening degree of the throttle valve 15 (step S307), the limitation of the output is not limited to the control of the throttle valve 15. . In short, the internal combustion engine E
Output may be limited to a level lower than usual, and the output may be limited by, for example, a fuel cut for stopping fuel injection from the fuel injection valve.

In each embodiment, the accelerator pedal 13
It is determined whether or not the above erroneous operation by the driver is continued on the basis of the amount of depression and the speed of depression of a. The determination as to whether or not the erroneous operation is continued is made by the accelerator pedal 1
It is not based only on the stepping speed and the stepping amount of 3a. If it can be determined that the erroneous operation is continued due to the mistaken depression of the accelerator pedal 13a and the brake pedal 12a, the condition for the determination may be, for example, that the state in which the engine speed exceeds a predetermined value is continued for a certain period of time. Good.

In each embodiment, the shift lever 11
The operation history and operation mode of each operator such as a, the brake pedal 12a, and the accelerator pedal 13a are monitored to detect the presence or absence of an erroneous operation of the accelerator pedal (accelerator operator) 13a. However, an operator to be detected as an erroneous operation, an operator to be monitored, an operation history of the operator, or an operation mode is arbitrary. In short, it is only necessary to detect an erroneous operation of any operator based on a combination of operation histories and operation modes of a plurality of operators for operating the vehicle. In addition, for example, it is also possible to adopt a configuration in which an erroneous operation of these operators is detected on a larger scale including operators such as a winker (direction indicator) and a steering wheel.

In each of the embodiments, a vehicle equipped with an internal combustion engine as a prime mover was mentioned, but, for example, a vehicle equipped with an electric motor as a prime mover, or a so-called hybrid equipped with both an internal combustion engine and an electric motor. The present invention is similarly applicable to vehicles and the like. In this case, the control device for the vehicle is also configured to appropriately control the output according to the prime mover.

In addition to the output limitation of the prime mover, the vehicle control device may be configured to drive an appropriate alarm device such as a buzzer to inform the driver that an erroneous operation has been performed.

[Brief description of drawings]

FIG. 1 is a schematic diagram showing a basic configuration of a first embodiment and a second embodiment of a vehicle malfunction detection device and a vehicle control device according to the present invention.

FIG. 2 is a flowchart showing an output increase limiting process according to the first embodiment.

FIG. 3 is a flowchart showing an output increase limiting process according to the first embodiment.

FIG. 4 is a flowchart showing an output increase limiting process according to the first embodiment.

FIG. 5 is a timing chart showing an output increase restriction mode of the same embodiment.

FIG. 6 is a flowchart showing an output increase limiting process according to the second embodiment.

FIG. 7 is a flowchart showing an output increase limiting process according to the second embodiment.

FIG. 8 is a flowchart showing an output increase limiting process according to the second embodiment.

[Explanation of reference numerals] 11 ... shift position sensor, 11a ... shift lever, 12 ... brake sensor, 12a ... brake pedal,
13 ... Accelerator sensor, 13a ... Accelerator pedal, 14
... control unit, 15 ... throttle valve, 15a ... motor,
21 ... Vehicle speed sensor, 22 ... Ne sensor.

   ─────────────────────────────────────────────────── ─── Continued front page    F-term (reference) 3G065 CA17 DA05 DA06 EA04 FA06                       GA10 GA11 GA29 GA31 GA46                       JA04 JA09 JA11 KA02                 3G301 HA01 JA00 JA34 KA12 LA03                       LB01 LC03 MA24 NA08 NB03                       NB15 NE06 NE17 PE01Z                       PF01Z PF02Z PF03Z PF05Z                       PF07Z

Claims (13)

[Claims] 1. An erroneous operation detection device for a vehicle, which detects an erroneous operation of a driver with respect to a plurality of operators for driving a vehicle, wherein the operator's erroneous operation is detected based on a combination of operation histories and operation modes of the plurality of operators. An erroneous operation detecting device for a vehicle, comprising an erroneous operation detecting means for detecting an erroneous operation. 2. The erroneous operation detection device for a vehicle according to claim 1, wherein the vehicle has, as its operators, a shift operator for switching a shift position of a transmission, a brake operator for operating a braking device, and an acceleration. At least an accelerator operator that is an operator, the erroneous operation detection means, based on the shift position switching history by the shift operator, the operation history of the brake operator and the operation mode of the accelerator operator An erroneous operation detection device for a vehicle, which is for detecting an erroneous operation of an accelerator operator. 3. The erroneous operation detection means has not performed a brake operation by the brake operator even once after the shift position is changed to a reverse position by the shift operator, and an operation by the accelerator operator. The erroneous operation detection device for a vehicle according to claim 2, wherein when the amount and the operation speed are both above a predetermined value, it is detected that the accelerator operator is erroneously operated. 4. The erroneous operation detecting means has not performed a brake operation by the brake operator even after the shift position is changed by the shift operator under the condition that the speed of the vehicle is less than a predetermined value. The erroneous operation detection device for a vehicle according to claim 2, wherein when the operation amount and the operation speed by the accelerator operator are both above a predetermined value, it is detected that the accelerator operator is erroneously operated. 5. The erroneous operation detecting device for a vehicle according to claim 1, further comprising means for detecting an acceleration of the vehicle, wherein the erroneous operation detecting means has a detected acceleration equal to or greater than a predetermined value. An erroneous operation detection device for a vehicle, wherein the erroneous operation detection is enabled under the condition that 6. An erroneous operation detecting means for detecting an erroneous operation of the operators based on a combination of operation histories and operation modes of a plurality of operators for operating a vehicle, and the erroneous operation of the operators is detected by the erroneous operation detecting means. A vehicle control device comprising: output limiting means for limiting the output of the prime mover of the vehicle when detected. 7. The control device for a vehicle according to claim 6, wherein the vehicle has, as its operators, a shift operator for switching a shift position of a transmission, a brake operator for operating a braking device, and an acceleration operation. At least the accelerator operator is a child, the erroneous operation detection means, the accelerator based on the shift position switching history by the shift operator, the operation history of the brake operator, and the operation mode of the accelerator operator A control device for a vehicle, which detects an erroneous operation of an operator. 8. The erroneous operation detection means has not performed a brake operation by the brake operator even after the shift position is changed to a reverse position by the shift operator, and an operation by the accelerator operator. The vehicle control device according to claim 7, wherein when the amount and the operation speed are both above a predetermined value, it is detected that the accelerator operator is erroneously operated. 9. The erroneous operation detecting means has not performed a brake operation by the brake operator even after the shift position is changed by the shift operator under the condition that the speed of the vehicle is less than a predetermined value. The control device for a vehicle according to claim 7, wherein when the operation amount and the operation speed of the accelerator operator are both equal to or more than a predetermined value, it is detected that the accelerator operator is erroneously operated. 10. The control device for a vehicle according to claim 6, further comprising means for detecting an acceleration of the vehicle, wherein the erroneous operation detection means is such that the detected acceleration is a predetermined value or more. A control device for a vehicle, characterized in that the detection of the erroneous operation is enabled under the condition that 11. The vehicle control device according to claim 7, wherein after the erroneous operation is detected by the erroneous operation detecting means, both the operation amount and the operation speed by the accelerator operator are equal to or more than a predetermined value. When there is a history and at least the amount of operation by the accelerator operator is equal to or more than a predetermined value, it further comprises means for detecting that the erroneous operation of the accelerator operator is continued, and the output limiting means is the erroneous operation. A control device for a vehicle, wherein the output limitation of the prime mover of the vehicle is continued during a period in which it is detected that 12. The vehicle according to claim 6, wherein the prime mover is an internal combustion engine, and the output limiting means controls the output of the engine by suppressing an increase in the rotational speed of the engine. Control device. 13. Control for suppressing an increase in the rotational speed of the engine, control for limiting an opening of a throttle valve which is an intake air amount control valve for the engine, and control for limiting an opening speed of the throttle valve. The control device for a vehicle according to claim 12, wherein the control device cuts off fuel supply to the engine.