Patent ID: 12187303

DETAILED DESCRIPTION

The present disclosure will now be described in detail with reference to the accompanying drawings.

First Embodiment

As shown inFIG.1, the erroneous start suppression device100according to the embodiment is applied to a vehicle60that may be an autonomous vehicle and includes a driving support ECU10. The vehicle60includes a drive ECU20, a brake ECU30, and a meter ECU40. In the following description, in order to distinguish the vehicle60from other vehicles such as a preceding vehicle, it is referred to as the own vehicle as necessary.

Each ECU is an electronic control unit including a microcomputer as a main part, and is connected to each other so as to be able to transmit and receive information via a CAN (Controller Area Network)52. The microcomputer of each ECU includes a CPU, ROM, RAM, non-volatile memory, interfaces, and the like. The CPU realizes various functions by executing instructions (programs, routines) stored in the ROM. Some or all of these ECUs may be integrated into one ECU.

As will be described in detail later, the ROM of the driving support ECU10stores erroneous start suppression control programs corresponding to the flowcharts shown inFIGS.3to5, and the CPU performs erroneous start suppression control according to the programs. As will be described in detail later, the CPU determines whether or not an accelerator operation of a driver is an erroneous operation and an erroneous start should be suppressed, based on whether or not a predetermined determination condition is satisfied. When the CPU determines that the accelerator operation of the driver is an erroneous operation, the CPU limits a driving force of the vehicle60by outputting a signal indicating a required acceleration Gxdr to the drive ECU20.

The CPU determines whether or not the vehicle60is towing a towed vehicle, and when it is determined that the vehicle is towing a towed vehicle, it changes a predetermined determination condition so that it becomes difficult to determine that the predetermined determination condition is satisfied. Further, when the CPU determines that the vehicle60is towing the towed vehicle, the CPU sets the required acceleration Gxdr to a larger value than when it is determined that the vehicle is not towing a towed vehicle.

Further, the ROM of the driving support ECU10stores a collision avoidance support control program (not shown in the drawing), and the CPU executes collision avoidance support control according to the program. That is, when an obstacle is detected in front of the own vehicle60, the CPU of the driving support ECU10issues an alarm to the driver by an alarm device56, and when a possibility of collision becomes higher, When the possibility of collision becomes higher, the CPU prevents the own vehicle from colliding with the obstacle by automatic braking control. Since the collision avoidance support control is generally called PCS control (pre-crash safety control), the collision avoidance support control is hereinafter called PCS control.

As shown inFIG.1, a camera sensor12, a radar sensor14, a vehicle speed sensor16, a longitudinal acceleration sensor18, a traction sensor54, and the alarm device56are connected to the driving support ECU10. At least one of the camera sensor12, the radar sensor14, the vehicle speed sensor16, the longitudinal acceleration sensor18, the traction sensor54, and the alarm device56may be connected to the CAN52.

Although not shown in the figure, the camera sensor12includes a camera unit and a recognition unit that analyzes image data obtained by taking a picture by the camera unit, and recognizes a target such as a white line on a road, a preceding vehicle, or another vehicle that is stopped. The camera unit of the camera sensor12captures scenery in front of the vehicle60. The recognition unit of the camera sensor12supplies information about the recognized target to the driving support ECU10every time a predetermined time elapses.

The radar sensor14includes a radar transmitter/receiver unit and a signal processing unit (not shown). The radar transmitter/receiver unit emits radio waves in a millimeter wave band (hereinafter referred to as “millimeter wave”) and receives millimeter waves (that is, reflected waves) reflected by a three-dimensional object (for example, another vehicle, a bicycle, a guardrail, etc.) existing in a radiation range. The signal processing unit acquires a distance between the own vehicle and a three-dimensional object, a relative speed of the own vehicle with respect to the three-dimensional object, a relative position (direction) of the three-dimensional object with respect to the own vehicle, and the like based on a phase difference between the transmitted millimeter wave and the received reflected wave, an attenuation level of the reflected wave, a time from the transmission of the millimeter wave to the reception of the reflected wave, and the like, and supplies acquired information (referred as circumferential information) to the driving support ECU10at a predetermined cycle.

The ECU20synthesizes the target information supplied from the camera sensor12and the three-dimensional object information supplied from the radar sensor14to acquire highly accurate three-dimensional object information. Therefore, the camera sensor12and the radar sensor14function as an obstacle detection device that detects an obstacle in front of the vehicle12. In addition, LiDAR (Light Detection And Ranging) may be used instead of the radar sensor14.

The vehicle speed sensor16detects a vehicle speed V by detecting a wheel speed of each wheel of the vehicle60, and supplies a signal indicating the vehicle speed V to the driving support ECU10. The longitudinal acceleration sensor18detects a longitudinal acceleration Gx of the vehicle60and supplies a signal indicating the longitudinal acceleration Gx to the driving support ECU10. The traction sensor54detects whether or not the vehicle60is towing a towed vehicle (trailer)102as shown inFIG.2, and supplies a signal indicating the detection result to the driving support ECU10.

An accelerator opening sensor22and a drive device24that generates a driving force of the vehicle60are connected to the drive ECU20. The accelerator opening sensor22detects an amount of depression of an accelerator pedal22A by the driver, that is, an accelerator opening Acc that indicates a driving operation amount of the driver, and supplies a signal indicating the accelerator opening Acc to the drive ECU20and the driving support ECU10. The drive device24includes an engine actuator26and an engine28.

The engine actuator26is an actuator for changing an operating state of the engine28, and includes, for example, a throttle valve actuator for changing an opening degree of a throttle valve. The drive ECU20calculates a target acceleration Gdt of the vehicle based on the accelerator opening Acc detected by the accelerator opening sensor22, and control an operation of the engine actuator26so that a driving force of the vehicle60becomes a driving force corresponding to the target acceleration Gdt.

When the drive ECU20receives a signal indicating a required acceleration Gxdr as a driving force suppression command from the driving support ECU10, the drive ECU controls the operation of the engine actuator26so that the driving force of the vehicle60becomes a driving force corresponding to the required acceleration Gxdr. That is, the drive ECU20controls the operation of the engine actuator26so as to suppress an output torque (driving force of the vehicle60) generated by the engine28.

When the vehicle60is an electric vehicle, the engine actuator26is a drive device for an electric motor or electric motors, and when the vehicle is a hybrid vehicle, the engine actuator26is a drive device for an engine actuator and an electric motor or electric motors. The vehicle60may be either of a front-wheel drive vehicle in which drive wheels are left and right front wheels, a rear-wheel drive vehicle in which drive wheels are left and right rear wheels, and a four-wheel drive vehicle in which drive wheels are left and right front wheels and left and right rear wheels.

A pressure sensor32and a brake device34that generates braking force of the vehicle60are connected to the brake ECU30. The pressure sensor32detects a master cylinder pressure Pm indicating a braking operation amount of the driver, and supplies a signal indicating the master cylinder pressure Pm to the brake ECU30and the driving support ECU10. The brake device34includes a brake actuator36and friction braking mechanisms38.

The brake actuator36is provided in a hydraulic circuit between a master cylinder (not shown) that pressurizes hydraulic oil by a pedaling force of a brake pedal and friction brake mechanisms38provided on left and right front wheels64FL and64FR and left and right rear wheels64RL and64RR (seeFIG.2). Each friction brake mechanism38includes a brake disc38athat rotates with a corresponding wheel and a brake caliper38bsupported by a vehicle body (not shown). The brake actuator32adjusts a hydraulic pressure supplied to a wheel cylinder built in each brake caliper38bin response to an instruction from the brake ECU30, and the hydraulic pressure presses a brake pad (not shown) against the brake disc38ato generate friction braking force.

The brake ECU30calculates a target deceleration of the vehicle60based on the master cylinder pressure Pm detected by the pressure sensor32, and controls the operation of the brake actuator36so that the deceleration of the vehicle becomes the target deceleration. Further, when the brake ECU30receives a braking command such as the PCS control from the driving support ECU10, the brake ECU30controls the operation of the brake actuator36so that the vehicle60decelerates at a required deceleration included in the braking command.

A display42is connected to the meter ECU40. The meter ECU40indicates on the display42that the driving force is suppressed when the driving force suppression command from the driving support ECU10is output (when a erroneous start suppression flag Fc described later is 1 and the driving force is suppressed). The display42is, for example, a head-up display or a multi-information display for displaying meters and various information.

The alarm device56may be any of an alarm device that emits a visual alarm such as an indicator, an alarm lamp, an alarm device that emits an auditory alarm such as an alarm buzzer, and an alarm device that emits a sensory alarm such as seat vibration, and any combination thereof.

In the embodiment, the CPU of the driving support ECU10calculates a total weight W of the vehicle60based on a relationship between a longitudinal acceleration Gx of the vehicle60detected by the longitudinal acceleration sensor18and a braking force Fvb of the vehicle supplied from the brake ECU30when the vehicle60is braked and stores the total weight in the RAM. The total weight W is a sum of a weight of the vehicle60and a weight of a towed vehicle when the vehicle60is towing the towed vehicle. Further, the total weight W may be estimated based on a relationship between a longitudinal acceleration Gx of the vehicle60detected by the longitudinal acceleration sensor18and a driving force Fvd of the vehicle supplied from the drive ECU20when the vehicle60is driven. Further, the total weight W may be estimated by an ECU other than the driving support ECU10.

As shown inFIG.2, a front end bracket102B of the towed vehicle102can be connected to a rear end bracket60B of the vehicle60by a joint100. Therefore, the vehicle60functions as a tractor for towing the towed vehicle102as needed.

As shown inFIG.2, when the vehicle60and the towed vehicle102are in a straight-ahead state, a longitudinal center line60A of the vehicle60and a longitudinal center line102A of the towed vehicle102align with each other, and the center of the joint100is located on these longitudinal centerlines. Further, although not shown in the drawing, when the vehicle60and the towed vehicle102are in a turning state, the longitudinal center line60A of the vehicle60and the longitudinal center line102A of the towed vehicle102intersect each other and the center of the joint100is located on an intersection of these longitudinal centerlines.

The towed vehicle102is equipped with a brake ECU104, and the brake ECU104can electrically be connected to the driving support ECU10via a connector106and the CAN52as shown inFIG.1. The traction sensor54may be a switch that turns on when the driving support ECU10and the brake ECU104are electrically connected by the connector106.

A brake actuator108is connected to the brake ECU104. The brake actuator108is provided in a hydraulic circuit between a hydraulic source (not shown) for supplying high-pressure hydraulic oil and friction brake mechanisms112provided on a left wheel110L and a right wheel110R. The friction brake mechanisms112are configured in the same manner as the friction brake mechanisms38, and are controlled by the brake ECU104so that a friction braking force corresponding to the driver's required deceleration or the PCS control required deceleration is generated at each wheel.

<Command Control Routine for Suppressing Driving Force>

Next, the command control routine for suppressing a driving force in the embodiment will be described with reference to the flowchart shown inFIG.3. The command control for suppressing the driving force according to the flowchart shown inFIG.3is repeatedly executed by the CPU of the driving support ECU10in a predetermined control cycle when a driving support switch (not shown inFIG.1) is on.

In the following description, the command control for suppressing the driving force is simply referred to as “command control”. Further, in the following description of command control, the CPU is the CPU of the driving support ECU10. Further, at the start of the command control for suppressing the driving force, all the flags Ft, Fa, Fb and Fc are initialized to 0.

First, in step S10, the CPU determines whether or not the vehicle60is towing a towed vehicle by determining whether or not a towed vehicle towed by the vehicle60is detected by the traction sensor54. When an affirmative determination is made, the CPU advances the command control to step S40, and when a negative determination is made, the CPU advances the command control to step S20.

In step S20, the CPU sets the flag Ft to 0. When the flag Ft is 0, it means that the vehicle60is not towing a towed vehicle, and when the flag Ft is 1, it means that the vehicle60is towing a towed vehicle.

In step S30, the CPU sets reference values Accp and Accc for the determination regarding an accelerator opening Acc to standard values Accpn and Acccn, respectively, and sets a reference value Accdp for the determination regarding an accelerator opening speed Accd to a standard value Accdpn. Accpn and Acccn may be, for example, 70% and 90%, respectively, and Accdpn may be, for example, 100%/sec.

In step S40, the CPU sets the flag Ft to 1. In step S50, the CPU sets the reference values Accp and Accc for the determination regarding the accelerator opening Accd to values Accph and Accch when towing a towed vehicle, respectively, and sets the reference value Accdp for the determination regarding the accelerator opening speed Accd to a value Accdph when towing a towed vehicle. Accph and Accch may be larger than Accpn and Acccn, for example 85% and 95%, respectively, and Accdph may be larger than Accdpn, for example 120%/sec.

In step S60, the CPU determines, according to the flowchart shown inFIG.4, whether or not accelerator operation of the driver is an erroneous operation and it is necessary to suppress an erroneous start based on whether or not a predetermined determination condition is satisfied. When a negative determination is made, the CPU temporarily terminates the command control, and when an affirmative determination is made, the CPU advances the command control to step S100.

In step S100, the CPU sets a required acceleration Gxdr for suppressing the driving force of the vehicle60according to the flowchart shown inFIG.5. As will be described in detail later, the required acceleration Gxdr is set to a larger value when the vehicle60is towing a towed vehicle than when the vehicle60is not towing a towed vehicle.

In step S130, the CPU outputs a signal indicating the required acceleration Gxdr as a driving force suppression command to the drive ECU20. Therefore, the driving force of the vehicle60is controlled so as to be a driving force corresponding to the required acceleration Gxdr.

<Subroutine for Determining Necessity of Suppressing Erroneous Start>

Next, with reference to the flowchart shown inFIG.4, the subroutine of a necessity determination control for suppressing erroneous start executed in the above step60will be described. In the following description, the necessity determination control for suppressing erroneous start is simply referred to as the necessity determination control.

First, in step S62, the CPU determines whether or not the flag Fa is 1, that is, whether or not an affirmative determination has already been made in step S64described later. When an affirmative determination is made, the CPU advances the necessity determination control to step S68, and when a negative determination is made, the CPU advances the necessity determination control to step S64.

In step S64, the CPU determines whether or not a precondition for determining that accelerator operation of the driver is an erroneous operation is satisfied by determining whether or not the accelerator opening Acc is equal to or larger than the reference value Accp and the accelerator opening speed Accd is equal to or larger than the reference value Accdp. When a negative determination is made, the CPU advances the necessity determination control to step S90, and when an affirmative determination is made, the CPU sets the flag Fa to 1 in step S66and then advances the necessity determination control to step S70. The reference value Accp is Accpn when the vehicle60is not towing a towed vehicle, and Accph when the vehicle60is towing a towed vehicle. The reference value Accdp is Accdpn when the vehicle60is not towing a towed vehicle, and Accdph when the vehicle60is towing a towed vehicle.

In step S68, the CPU determines whether or not the satisfaction of the precondition has been terminated by determining whether the accelerator opening Acc is equal to or less than an end reference value Accpe (for example, 30%), or whether a reference time tp (for example, 0.5 seconds) or more has elapsed from a time point when an affirmative determination is made in step S64. When an affirmative determination is made, the CPU advances the necessity determination control to step S72, and when a negative determination is made, the CPU advances the necessity determination control to step S70.

In step S70, the CPU determines whether or not the flag Fb is 1, that is, whether or not an affirmative determination has already been made in step S74, which will be described later. When an affirmative determination is made, the CPU advances the necessity determination control to step S78, and when a negative determination is made, the CPU advances the necessity determination control to step S74.

In step S72, the CPU determines whether or not the flag Fb is 1, as in step S70. When an affirmative determination is made, the CPU advances the necessity determination control to step S78, and when a negative determination is made, the CPU advances the necessity determination control to step S90.

In step S74, on the premise that the above precondition is satisfied (Fa=1), the CPU determines whether or not the conditions for determining the erroneous operation are satisfied by determining whether or not all of the following three conditions are satisfied. When a negative determination is made, the CPU advances the necessity determination control to step S90, and when an affirmative determination is made, the CPU sets the flag Fb to 1 in step S76and then advances the necessity determination control to step S80. The following reference value Accc is Acccn when the vehicle60is not towing a towed vehicle, and Accch when the vehicle60is towing a towed vehicle.

No braking is executed by the PCS control.

Vehicle speed V is below a reference value Vb (for example, 15 km/h).

Accelerator opening Acc is equal to or larger than the reference value Accc.

In step S78, the CPU determines whether or not the satisfaction of the conditions for determining the erroneous operation has been terminated by determining whether or not the accelerator opening Acc is equal to or smaller than an end reference value Acce (for example, 30%). When an affirmative determination is made, the CPU advances the necessity determination control to step S90, and when a negative determination is made, the CPU advances the necessity determination control to step S80.

In step S80, the CPU determines whether or not the flag Fc is 1, that is, whether or not an affirmative determination has already been made in step S82, which will be described later. When an affirmative determination is made, the CPU advances the necessity determination control to step S88, and when a negative determination is made, the CPU advances the necessity determination control to step S82.

In step S82, on the premise that the above-mentioned conditions for determining the erroneous operation are satisfied (Fb=1), the CPU determines whether or not the conditions for suppressing erroneous start are satisfied by determining whether or not all of the following two conditions are satisfied. When a negative determination is made, the CPU advances the necessity determination control to step S90, and when an affirmative determination is made, the flag Fc is set to 1 in step S84, and it is determined in step S86that suppression of the erroneous start is required.

There is an obstacle (not shown) within a predetermined distance in front of the vehicle60.

Vehicle speed V is below a reference value Vc (for example, 10 km/h).

In step S88, the CPU determines whether or not the satisfaction of the conditions for suppressing the erroneous start has been terminated by determining whether or not there is no risk of collision with an obstacle. When a negative determination is made, the CPU advances the necessity determination control to step S86, and when an affirmative determination is made, the CPU advances the necessity determination control to step S90.

In step S90, the CPU resets the flags Fa, Fb and Fc to 0, and in step S92, the CPU determines that suppression of the erroneous start is not required.

<Subroutine for Setting Required Acceleration>

Next, with reference to the flowchart shown inFIG.5, a subroutine for setting the required acceleration for suppressing the driving force that is executed in step100will be described. In the following description, the control for setting the required acceleration is simply referred to as the setting control.

First, in step S102, the CPU determines whether or not the flag Ft is 1, that is, whether or not the vehicle60is towing a towed vehicle. When an affirmative determination is made, the CPU advances the setting control to step S108, and when a negative determination is made, the CPU advances the setting control to step S104.

In step S104, the CPU determines whether or not a vehicle speed V is lower than a reference value Vr (for example, 5 km/h). When a negative determination is made, the CPU advances the setting control to step S110, and when an affirmative determination is made, the CPU sets the required acceleration Gxdr to Gxdr5(for example, 0.3 km/h2) in step S106.

In step S108, the CPU determines whether or not the vehicle speed V is lower than the reference value Vr, as in step S104. When an affirmative determination is made, the CPU advances the setting control to step S112, and when a negative determination is made, the CPU sets the required acceleration Gxdr to Gxdr1(for example, 2.0 km/h2) in step S110.

In step S112, the CPU determines whether or not a total weight W of the vehicle60exceeds a first reference value W1(for example, 6000 kg). When a negative determination is made, the CPU advances the setting control to step S116, and when an affirmative determination is made, the CPU sets the required acceleration Gxdr to Gxdr2(for example, 1.5 km/h2) in step S114.

In step S116, the CPU determines whether or not the total weight W of the vehicle60exceeds a second reference value W2(for example, 4000 kg), which is smaller than the first reference value W1. When a negative determination is made, the CPU sets the required acceleration Gxdr to Gxdr4(for example, 0.5 km/h2) in step S118, and when an affirmative determination is made, the CPU sets the required acceleration Gxdr to Gxdr3(for example, 0.8 km/h2) in step S120.

The required acceleration Gxdr is a value corresponding to an upper limit value of the driving force. Since the required accelerations Gxdr1to Gxdr5decrease in this order, the upper limit of the driving force corresponding to the required accelerations Gxdr1to Gxdr5decreases in this order. For example, the upper limit of the driving force corresponding to the required acceleration Gxdr4is smaller than the upper limit of the driving force corresponding to the required acceleration Gxdr3.

In particular, the required accelerations Gxdr2to Gxdr4when the vehicle60is towing a towed vehicle are larger than the required accelerations Gxdr5when the vehicle60is not towing a towed vehicle, and are smaller than the required acceleration Gxdr1when the vehicle speed V is equal to or higher than the reference value Vr. Further, the upper limit values of the driving forces corresponding to the required accelerations Gxdr2to Gxdr4are smaller than the acceleration Gxd of the vehicle corresponding to the reference value Accch of the accelerator opening Acc in the determination in step S74. The upper limit of the driving force corresponding to the required acceleration Gxdr5is smaller than the acceleration Gxd of the vehicle corresponding to the reference value Acccn of the accelerator opening Accc in the determination in step S74.

As can be seen from the above description, according to the embodiment, it is determined whether or not the vehicle60is towing a towed vehicle (S10), and when it is determined that the vehicle is towing a towed vehicle, the predetermined determination conditions (the reference values Accp and Accc of the accelerator opening Acc and the reference value Accdp of the accelerator opening speed Accd) are changed so as to make it difficult to determine that the predetermined determination conditions are satisfied (S50).

Therefore, in a situation where the vehicle60is towing a towed vehicle, it becomes difficult to determine that the predetermined determination conditions are satisfied. Therefore, it is possible to reduce the possibility that the driving force of the vehicle60is unnecessarily limited due to an erroneous determination that an erroneous accelerator operation is conducted.

In particular, according to the embodiment, in the determination of satisfaction of the precondition (S64), it is determined whether or not the accelerator operation of the driver is an erroneous operation by determining whether or not an accelerator opening Acc is equal to or larger than the first reference value Accp and an accelerator opening speed Accd is equal to or larger than the reference value Accdp. Further, when it is determined that the vehicle60is towing a towed vehicle (S10), both the first reference value Accp of the accelerator opening and the reference value Accdp of the accelerator opening speed are changed to be larger (S50).

Therefore, the predetermined determination conditions can be changed so that it becomes difficult to determine that the predetermined determination conditions are satisfied as compared to where neither the first reference value Accp nor the reference value Accdp is changed to be larger even when the vehicle60is towing a towed vehicle.

Further, according to the embodiment, in the determination of the erroneous accelerator operation, whether or not the accelerator operation of the driver is an erroneous operation is determined by determining whether or not the vehicle speed V of the vehicle60is equal to or lower than the reference value Vb and the accelerator opening Acc is equal to or larger than the second reference value Accc. In addition, when it is determined that the vehicle60is towing a towed vehicle, the second reference value Accc is changed to be larger.

Therefore, the predetermined determination conditions can be changed so that it becomes difficult to determine that the predetermined determination conditions are satisfied as compared to where the second reference value Accc is not changed to be larger even when the vehicle60is towing a towed vehicle. Further, since it is determined whether or not the vehicle speed V is equal to or lower than the reference value Vb, it is possible to determine whether or not an erroneous start may occur due to an erroneous accelerator operation of the driver more accurately compared to where a vehicle speed is not determined.

Further, according to the embodiment, when it is determined that the accelerator operation of the driver is an erroneous operation (S60), the driving force generated by the drive device24is limited to the upper limit value (S100, S130). In addition, when it is determined that the vehicle60is towing a towed vehicle (S10), the upper limit value is increased as compared to where it is determined that the vehicle is not towing a towed vehicle (S102to S120).

Therefore, it is possible to reduce a possibility that the vehicle60will not start smoothly due to an insufficient driving force generated by the drive device24as compared to where the upper limit value is not changed to be larger even when it is determined that the vehicle60is towing a towed vehicle.

Further, according to the embodiment, the upper limit value is variably set according to the total weight W of the vehicle60so that the larger the total weight of the vehicle is, the larger the upper limit value is (S102to S120). Therefore, compared to where the upper limit value is not variably set according to the total weight W of the vehicle60as described above, in a situation where the vehicle is towing a towed vehicle and climbing a slope, it is possible to reduce a possibility that the vehicle and the towed vehicle are hindered from starting or the vehicle and the towed vehicle slide down along the slope due to an insufficient driving force of the vehicle.

Further, according to the embodiment, when it is determined that there is an obstacle in front of the vehicle60and the accelerator operation of the driver is determined to be an erroneous operation (S82), the driving force generated by the drive device24is limited to the upper limit value (S100, S130). Therefore, while avoiding the driving force from being unnecessarily limited in the situation where there is no obstacle in front of the vehicle60, the driving force can be limited and the erroneous start can be suppressed in a situation where the vehicle may collide with an obstacle if the vehicle starts erroneously.

Although the present disclosure has been described in detail with reference to the specific embodiment, it will be apparent to those skilled in the art that the present disclosure is not limited to the above-described embodiment, and various other embodiments are possible within the scope of the present disclosure.

For example, in the above-described embodiments, when the vehicle60is towing a towed vehicle (S10), the reference values for determination regarding the accelerator opening Acc and the accelerator opening speed Accd are set to values when towing that are larger than the standard values (S50). However, only one of the reference value for the determination regarding the accelerator opening Acc and the reference value for the determination regarding the accelerator opening speed Accd may be set to a value when towing that is larger than the corresponding standard value.

In the above-described embodiments, the vehicle60has a traction sensor54, and in step S10, it is determined whether or not the vehicle60is towing a towed vehicle based on detection result of the traction sensor54. However, whether or not the vehicle is towing a towed vehicle may be determined based on information behind the vehicle taken by a back camera. A weight of the vehicle is estimated based on the relationship between a braking force of the vehicle and a deceleration, and whether or not the vehicle is towing a towed vehicle may be determined by determining whether or not the estimated weight is larger than the weight of the vehicle alone. Further, these determinations may be combined.

In the above-described embodiments, a total weight W of the vehicle60is estimated, and in the setting control of the required acceleration Gxdr executed according to the flowchart shown inFIG.5, the required acceleration is variably set so as to increase as the total weight W increases. However, the estimation of the total weight W of the vehicle60is omitted, and the required acceleration Gxdr may be set to a constant value regardless of the total weight W.

In the above-described embodiments, it is not determined whether or not the vehicle60is in a situation of climbing a slope. However, when the vehicle60is in a situation of climbing a slope, the setting control of the required acceleration executed according to the flowchart shown inFIG.5is executed, and when the vehicle60is not in a situation of climbing a slope, the required acceleration Gxdr may be set to a constant value smaller than that when climbing a slope.

Further, in the above-described embodiments, an inclination angle of a road on which the vehicle60climbs is not determined. However, the required acceleration Gxdr may be variably set so as to increase as an inclination angle of a road increases.

Further, in the above-described embodiments, the towed vehicle102includes the brake ECU104, the brake actuator108, and the friction braking mechanisms112. However, the erroneous start suppression device of the present disclosure may be applied to a vehicle towing a towed vehicle that is not provided with a brake ECU104and the like.