JP2012117377A - Control device of vehicle and control method of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of a vehicle enabling appropriate evacuation traveling depending on a traveling condition when an accelerator position sensor is faulty.SOLUTION: An HVECU (hybrid vehicle electric control unit) 40 sets an operational mode to an accelerator fail mode when a main sensor is faulty and the vehicle condition detected by a vehicle speed sensor 39, a stop lamp switch 34 or the like is a first condition. When the main sensor 52M is faulty, the HVECU 40 sets the operational mode to the accelerator fail mode if a sub-sensor 52S is normal; and when the main sensor 52M is faulty and the vehicle condition detected by a condition detecting sensor is a second condition, the HVECU sets the operational mode to an accelerator-less mode if the sub-sensor 52S is out of order.

Description

  The present invention relates to a vehicle control device and a vehicle control method, and more particularly to a vehicle control device and a control method in which driving force is controlled in accordance with an output of an accelerator position sensor.

  Japanese Patent Laying-Open No. 2008-88885 (Patent Document 1) discloses a control device for an internal combustion engine that improves safety when an abnormality is detected in an engine control system. When detecting an abnormality, this control device prohibits the use of abnormal sensor output, switches the sensor to be used, corrects the accelerator operation amount according to the brake state, and changes the throttle opening according to the degree and content of the abnormality. The minimum necessary fail-safe processing is executed by executing step-by-step fail-safe processing such as speed or change amount limitation, throttle opening fixing, fuel cut, reset request signal output, and the like.

JP 2008-88885 A JP 2004-44475 A JP 2004-27985 A

  JP 2008-88885 A describes that the accelerator opening is determined by using a main accelerator sensor and a sub accelerator sensor as accelerator related processing. The control device for the internal combustion engine sets the accelerator operation amount based on the detected value of the main accelerator sensor when the main accelerator sensor is normal, and when the main accelerator sensor is abnormal and the sub accelerator sensor is normal. The accelerator operation amount is determined based on the detection value of the sub accelerator sensor.

  However, both the main accelerator sensor and the sub accelerator sensor may fail. Even in such a case, it is desirable that the retreat travel can be appropriately performed.

  An object of the present invention is to provide a vehicle control device and a vehicle control method that enable appropriate retreat travel according to a travel state when a failure occurs in an accelerator position sensor.

  In summary, the present invention is a vehicle control device based on a state detection sensor for detecting a vehicle state, an accelerator position sensor including a main sensor and a sub sensor, an output of the main sensor, and an output of the sub sensor. And a control unit for calculating an accelerator opening used for engine control. When a failure occurs in the main sensor and the vehicle state detected by the state detection sensor is the first state, the control unit sets the vehicle operation mode to the first mode. The control unit sets the operation mode to the first mode if the sub sensor is normal when a failure occurs in the main sensor, and the vehicle state detected by the state detection sensor when a failure occurs in the main sensor. In the second state, if the sub sensor is abnormal, the operation mode is set to the second mode. The first mode is a mode that restricts the maximum value of the accelerator opening to the first value, and the second mode restricts the maximum value of the accelerator opening to a second value that is smaller than the first value. It is a mode to do.

  Preferably, the state detection sensor includes a vehicle speed sensor, the first state is a state where the vehicle speed is higher than a threshold value, and the second state is a state where the vehicle speed is lower than the threshold value.

  More preferably, the control unit determines the accelerator opening so that the maximum value of the accelerator opening is limited to the second value in the second mode and the vehicle speed is maintained at a constant speed.

  More preferably, the control unit limits the maximum value of the accelerator opening to the first value in the first mode and determines the accelerator opening based on the output of the sub sensor.

  Preferably, the state detection sensor includes a stop lamp switch. The first state is a state where the stop lamp switch is off, and the second state is a state where the stop lamp switch is on.

  In another aspect, the present invention provides a vehicle control method, wherein the vehicle includes a state detection sensor that detects a vehicle state, and an accelerator position sensor that includes a main sensor and a sub sensor. When a failure occurs in the sensor and the vehicle state detected by the state detection sensor is the first state, a step of setting the operation mode of the vehicle in the first mode and a failure in the main sensor In addition, if the sub sensor is normal, the step of setting the operation mode to the first mode, and if the vehicle state detected by the state detection sensor is the second state when a failure occurs in the main sensor, the sub sensor If the operation is abnormal, the operation mode is set to the second mode. The first mode is a mode in which the maximum value of the accelerator opening used for engine control is limited to the first value, and the second mode is a mode in which the maximum value of the accelerator opening is smaller than the first value. This mode is limited to a value of 2.

  According to the present invention, it is possible to retreat according to the vehicle state when a failure occurs in the accelerator position sensor.

1 is an overall block diagram of a hybrid vehicle 100 of the present embodiment. It is a figure which shows the structure of the accelerator position sensor 38 of FIG. It is a figure for demonstrating operation | movement of a Hall element. It is the figure which showed the relationship between the magnet at the time of accelerator pedal ON, and a Hall element. It is the figure which showed the relationship between the magnet and Hall element at the time of an accelerator pedal off. It is the figure which showed the output characteristic of the accelerator position sensor. It is a figure which shows how a mode is determined by a main sensor, a sub sensor, and a vehicle speed or a brake. It is a flowchart for demonstrating the control which determines an operation mode in this Embodiment. It is an operation | movement waveform diagram for introducing an example of the case where control of this Embodiment was performed.

  The present invention will be described in detail below with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals, and description thereof will not be repeated.

  FIG. 1 is an overall block diagram of hybrid vehicle 100 of the present embodiment. The present invention can be applied to any vehicle having a configuration in which an operation amount of an operation member such as an accelerator pedal is read by a sensor and input to a control device, a conventional vehicle equipped with an engine of an internal combustion engine, The present invention can be applied to any of a hybrid vehicle using an internal combustion engine and a motor together, an electric vehicle equipped with only a motor, a fuel cell vehicle, and the like. Here, an embodiment of a hybrid vehicle is shown as an example.

  Referring to FIG. 1, hybrid vehicle 100 includes an engine 24, a motor MG2, a generator MG1, a planetary gear 18, a reduction gear 22, a power take-out gear 20, a power transmission gear 12, a differential gear 14, and a drive. It includes shafts 15L, 15R and drive wheels 16L, 16R.

  The planetary gear 18 includes a sun gear coupled to a hollow sun gear shaft that passes through the center of a carrier shaft coaxial with the crankshaft of the engine, a ring gear coupled to a ring gear shaft disposed coaxially with the carrier shaft, and a sun gear. A plurality of planetary pinion gears disposed between the shaft and the ring gear and revolving while rotating on the outer periphery of the sun gear, and a planetary carrier coupled to the end of the carrier shaft and supporting the rotation shaft of each planetary pinion gear. . The ring gear of the planetary gear is coupled to the power take-off gear 20.

  The reduction gear 22 is a planetary gear in which a planetary carrier is fixed to a gear case. A sun gear is coupled to the motor MG2 and a ring gear is coupled to the power take-out gear 20. The speed of the high-speed motor MG2 is reduced by the reduction gear 22 and transmitted to the power take-out gear 20.

  Hybrid vehicle 100 further includes inverter INV1 for driving generator MG1, inverter INV2 for driving motor MG2, MGECU 42 for controlling inverters INV1 and INV2, and power for supplying power to inverters INV1 and INV2. HV battery 10.

  Hybrid vehicle 100 further includes a shift lever 11. The shift lever 11 allows the driver to set a desired shift range such as driving and parking in the HVECU 40.

  Hybrid vehicle 100 further includes a brake pedal 32, a stop lamp switch 34, a brake system 46, and an ECBECU 44 that controls brake system 46. The ECBECU 44 controls the brake system 46 according to a signal given from the brake pedal 32 and the stop lamp switch 34 and a control signal from the HVECU 40.

  The hybrid vehicle 100 further receives various signals from an accelerator pedal 36, an accelerator position sensor 38, an EFIECU 48 that controls the engine 24, a vehicle speed sensor 39, and sensors such as an accelerator position sensor and a vehicle speed sensor, and the MGECU 42, And ECVECU 44 and HVECU 40 for sending commands to EFIECU 48. The HVECU 40, the MGECU 42, the ECBECU 44, and the EFIECU 48 may be combined into one ECU or may be divided into other numbers than four.

  The accelerator pedal 36 and the brake pedal 32 are operation members for the user to input the will of acceleration / deceleration.

  The operation amount of the accelerator pedal 36 is detected by an accelerator position sensor 38. The accelerator position sensor includes a main sensor 52M and a sub sensor 52S as will be described later. Outputs from these two sensors are given to the HVECU 40. The HVECU 40 receives outputs from the stop lamp switch 34, the accelerator position sensor 38, and the vehicle speed sensor 39, and outputs control signals corresponding to the outputs to the MGECU 42, the EFIECU 48, and the ECBECU 44.

  FIG. 2 is a diagram showing a configuration of the accelerator position sensor 38 of FIG. For easy understanding, the relevant portion of the HVECU 40 connected to the accelerator position sensor is also shown in FIG.

  Referring to FIG. 2, accelerator position sensor 38 includes magnets 50N and 50S attached to a support member configured to rotate in response to an operation of an accelerator pedal, main accelerator sensor 52M, and sub accelerator sensor 52S. including. Main accelerator sensor 52M includes a terminal VCP1 to which a power supply voltage is applied, and terminals VPA1 and EP1 that are connected by resistors inside HVECU. Sub accelerator sensor 52S includes a terminal VCP2 to which a power supply voltage is applied, and terminals VPA2 and EP2 connected by a resistor inside HVECU 40. As the main accelerator sensor 52M and the sub accelerator sensor 52S, for example, a hall element can be used.

FIG. 3 is a diagram for explaining the operation of the Hall element.
Referring to FIG. 3, since the power supply voltage is applied to VCP1 and VCP2, the applied current flows from VCP1 and VCP2 toward corresponding terminals EP1 and EP2. At this time, when a magnetic field is applied to the Hall element, an electromotive force is generated between the terminals EP1 and EP2 and the terminals VPA1 and VPA2.

FIG. 4 is a diagram showing the relationship between the magnet and the hall element when the accelerator pedal is on.
FIG. 5 is a diagram showing the relationship between the magnet and the hall element when the accelerator pedal is off.

  As shown in FIG. 4, when the accelerator pedal is on, the magnetic field from the magnet 50N toward the magnet 50S intersects the Hall element at a right angle. The strength of the magnetic field at this time is indicated by the length of the arrow. On the other hand, as shown in FIG. 5, when the accelerator pedal is off, the magnetic field from the magnet 50N toward the magnet 50S is obliquely incident on the Hall element, so the magnetic field component orthogonal to the Hall element is small. The strength of the magnetic field at this time is indicated by the length of the arrow, but the arrow is shorter as compared with FIG.

  Therefore, the strength of the magnetic field applied to the Hall element when the accelerator pedal is off is smaller than when the accelerator pedal is on. Actually, the rotation angle of the magnet with respect to the Hall element also changes according to the operation amount of the accelerator pedal. For this reason, the stronger the amount of operation of the accelerator pedal, the stronger the magnetic field is applied to the Hall element 52, and the electromotive force also increases in accordance with the degree of operation of the accelerator pedal.

FIG. 6 is a diagram showing output characteristics of the accelerator position sensor.
In FIG. 6, the abscissa represents the accelerator sensor angle, and the ordinate represents the sensor voltage output. FIG. 6 shows the output VPA1 from the main accelerator sensor 52M in FIG. 2 and the output VPA2 from the sub accelerator sensor 52S. The output of the sub accelerator sensor VPA2 is provided with an offset in the higher voltage with respect to the output VPA1 of the main accelerator sensor. When the accelerator sensor angle is between 0 ° and θ1, the voltage of the output VPA1 is a constant voltage of the voltage VPA1MIN, and the voltage of the output VPA2 is a constant voltage of the voltage VPA2MIN.

  While the accelerator sensor angle is between θ2 and fully open, the output VPA1 of the main accelerator sensor is a constant voltage of the voltage VPA1MAX, and the voltage of the output VPA2 is a constant voltage of the voltage VPA2MAX. When the accelerator sensor angle is between θ1 and θ2, the outputs VPA1 and VPA2 change linearly, and the inclinations of the outputs of the two sensors are the same.

  FIG. 7 is a diagram illustrating how the mode is determined by the main sensor, the sub sensor, and the vehicle speed or the brake.

  Referring to FIGS. 6 and 7, the accelerator sensor failure is detected by threshold values VH and VL. If there is a sensor voltage output between the threshold values VL to VH, the accelerator sensor does not have a high fixed or low fixed failure.

  However, the detection of a fixed high fault of the sub accelerator sensor is limited to the case where the main accelerator sensor is normal in order to prevent erroneous detection. This is because if the accelerator pedal is stepped on, the output VPA2 may exceed the high side abnormal threshold value VH. Therefore, the abnormality determination of the sub accelerator sensor is performed only when the failure of the main accelerator sensor is confirmed.

  If the main accelerator sensor fails, the sub accelerator sensor is used. However, the upper limit of the accelerator opening is set to 25%, and a restriction is set so that the change of the opening of the sub accelerator sensor becomes gentle (for example, a coefficient smaller than 1 is set. Acceleration failure mode is being implemented.

  That is, the “accelerator fail mode” is an operation mode in which the change in the opening degree indicated by the sub accelerator sensor is moderated and the upper limit of the accelerator opening degree is further limited to 25%.

  When the main accelerator sensor is malfunctioning and the sub accelerator sensor is also malfunctioning, the acceleratorless mode is entered. The “accelerator-less mode” is an operation mode in which the accelerator opening is adjusted so as to maintain the vehicle speed at a low speed of about 15 km / h, for example, and the upper limit of the accelerator opening is limited to 10%. is there.

  However, if the accelerator sensor malfunctions during high-speed driving and shifts to the accelerator-less mode, the driving performance is significantly impaired. For this reason, it is inconvenient when retreating on an expressway.

  Therefore, the HVECU 49 determines which mode to transition to according to the vehicle speed detected by the vehicle speed sensor 39. That is, when the vehicle speed is high, control is performed so that the vehicle speed can be maintained at a high speed without detecting the high-side fixed failure of the sub accelerator sensor. When the vehicle speed is low or the brake is depressed, the operation mode is shifted to the accelerator-less mode when a high-side fixed failure of the sub accelerator sensor is detected.

  Referring to FIG. 7, if the state of the main accelerator sensor is normal, the accelerator opening is determined in accordance with the output of the main accelerator sensor regardless of whether the sub accelerator sensor is normal or abnormal. The operation mode is set to the normal mode.

  When the state of the main accelerator sensor is abnormal and the state of the sub accelerator sensor is normal, the operation mode is set to the accelerator failure mode regardless of the vehicle speed and the brake state. In this case, the sub accelerator sensor output is used, but the accelerator opening is set in a state in which the upper limit is limited and the opening change is limited.

  When the main accelerator sensor is abnormal and the vehicle speed is high or the brake is off, the operation mode is set to the accelerator failure mode. As a result, even if the sub accelerator sensor has a high fixed failure, the accelerator opening is limited to a maximum of 25%.

  At this time, when the vehicle speed decreases or when the brake is depressed, it is determined that the state of the sub accelerator sensor is abnormal, and the operation mode shifts from the accelerator fail mode to the acceleratorless mode. As a result, the vehicle travels while the vehicle speed is kept at a low speed (for example, 15 km / h).

  FIG. 8 is a flowchart for illustrating control for determining an operation mode in the present embodiment. The processing of this flowchart is called and executed from a predetermined main routine every predetermined time or every time a predetermined condition is satisfied.

  Referring to FIG. 8, when the process is started, it is determined in step S1 whether or not the voltage value of the sub accelerator sensor is outside the normal range VL to VH in FIG. If the voltage value of the sub accelerator sensor is not outside the normal range in step S1, the process proceeds to step S2 and it is determined that the output of the sub accelerator sensor is normal. In this case, when the failure of the main accelerator sensor is confirmed in step S8, the operation mode is set to the accelerator failure mode in step S9. If no failure of the main accelerator sensor is confirmed in step S8, the process proceeds to step S10 and the operation mode is not changed. Since the main accelerator sensor is normal, the operation mode remains in the normal mode.

  On the other hand, if the voltage value of the sub accelerator sensor is outside the normal range, that is, below the voltage VL or above the voltage VH in step S1, the process proceeds to step S3.

  In step S3, it is determined whether or not the voltage value of the main accelerator sensor is outside the normal range VL to VH in FIG.

  If the voltage value of the main accelerator sensor is outside the normal range in step S3, the process proceeds to step S4. In step S4, it is determined whether or not a failure of the main accelerator sensor has been confirmed. For example, when the flowchart of FIG. 8 is executed a plurality of times and it is detected a plurality of times that the voltage value of the main accelerator sensor is outside the normal range in step S3, it is determined that the main-side failure has been confirmed. If it is determined in step S4 that the main accelerator sensor has not failed, the process proceeds to step S10, the control is transferred to the main routine, and the process of FIG. 8 is executed when a predetermined condition is satisfied again.

  On the other hand, if it is determined in step S4 that the main accelerator sensor has failed, the process proceeds to step S5. In step S5, it is determined whether or not the vehicle speed is lower than a predetermined threshold value or the brake pedal is operated in an ON state. This prevents the shift to the accelerator fail mode when the vehicle speed is low.

  In step S5, if the vehicle speed is lower than the predetermined value or the brake is not applied, the process proceeds to step S9 and the operation mode is set to the accelerator failure mode. On the other hand, if either the vehicle speed is lower than the predetermined value or the brake is operated in step S5, the process proceeds to step S6 and the abnormality of the sub accelerator sensor is determined.

  Also, if the voltage value of the main accelerator sensor is not outside the normal range in step S3, the process proceeds to step S6.

  Then, the process proceeds to step S7 following step S6, and the operation mode is set to the acceleratorless mode. After the operation mode is determined in step S7 or step S9, the process proceeds to step S10 and control is transferred to the main routine.

  FIG. 9 is an operation waveform diagram for introducing an example of a case where the control of the present embodiment is performed.

  Referring to FIG. 9, first, voltage VPA1 of the main accelerator sensor changes to a low voltage in response to disconnection of the wiring at time t1. Then, at time t2, the flag that determines the failure of the main accelerator sensor changes from the off state to the on state. In response, the accelerator failure mode changes from the off state to the on state. Subsequently, at time t3, the voltage of the sub accelerator sensor changes to a higher voltage due to a high-side fixed failure. Thereafter, the vehicle speed gradually decreases after time t4. Here, the abnormality determination flag of the sub accelerator sensor changes to the on state in response to the brake changing from the off state to the on state at time t5. Thereafter, the accelerator failure mode changes from the on state to the off state, and instead, the acceleratorless mode changes from the off state to the on state.

  Conventionally, the failure detection of the sub accelerator sensor has been performed only when the main accelerator sensor is normal in order to avoid erroneous detection. In the present embodiment, after the failure of the main accelerator sensor is confirmed, a high-side fixed failure (ground disconnection failure) of the sub accelerator sensor is detected, and when the vehicle speed is low, the accelerator failure mode is shifted to the accelerator-less mode. In the accelerator failure mode, the gradient of the characteristics of the sub accelerator sensor is made gentle and the upper limit is set to 25%. On the other hand, the acceleratorless mode controls the vehicle speed to a low speed (for example, 15 km / h) while setting the upper limit to 10%. When the vehicle speed is low, the acceleratorless mode is more advantageous.

  On the other hand, when the vehicle speed is high, traveling in the accelerator failure mode is advantageous in terms of traveling performance. Therefore, in the present embodiment, the detection method and the mode setting method are switched depending on the vehicle speed, or when the brake is depressed, the high-side failure detection of the sub sensor is limited to when the brake is turned on.

  Finally, this embodiment will be summarized with reference to FIG. 1 again. The control device of the hybrid vehicle 100 includes an engine based on a state detection sensor that detects a vehicle state, an accelerator position sensor 38 including a main sensor 52M and a sub sensor 52S, an output of the main sensor 52M, and an output of the sub sensor 52S. And an HVECU 40 for calculating an accelerator opening used for the control. The HVECU 40 detects the first mode (acceleration fail mode) when the vehicle state detected by the state detection sensor (such as the vehicle speed sensor 39 or the stop lamp switch 34) is the first state when a failure occurs in the main sensor. ) To set the operation mode. The HVECU 40 sets the operation mode to the first mode (acceleration fail mode) when the sub sensor 52S is normal when a failure occurs in the main sensor 52M, and detects the state when a failure occurs in the main sensor 52M. When the vehicle state detected by the sensor is the second state, if the sub sensor 52S is abnormal, the operation mode is set to the second mode (accelerator-less mode). The first mode (accelerator fail mode) is a mode in which the maximum value of the accelerator opening is limited to a first value (for example, 25%). The second mode (accelerator-less mode) is a mode in which the maximum value of the accelerator opening is limited to a second value (for example, 10%) smaller than the first value.

  Preferably, the state detection sensor includes a vehicle speed sensor 39, the first state is a state in which the vehicle speed is higher than a threshold value (described as high speed in FIG. 7), and the second state is a threshold for the vehicle speed. It is in a state lower than the value (described as low speed in FIG. 7).

  More preferably, HVECU 40 limits the maximum value of the accelerator opening to the second value (for example, 10%) in the second mode (accelerator-less mode) and maintains the vehicle speed at a constant speed (for example, 15 km / h). The accelerator opening is determined as follows.

  More preferably, the HVECU 40 limits the maximum value of the accelerator opening to the first value (for example, 25%) in the first mode (accelerator fail mode) and determines the accelerator opening based on the output of the sub sensor 52S. To do.

  Preferably, the state detection sensor includes a stop lamp switch 34. As shown in FIG. 7, the first state is a state in which the stop lamp switch 34 is off, and the second state is a state in which the stop lamp switch 34 is on.

  That is, when the main sensor 52M is abnormal and the stop lamp switch 34 is off, the operation mode is set to the accelerator failure mode. In a state where the main sensor 52M is abnormal and the stop lamp switch 34 is on, the acceleratorless mode is set if the subsensor 52S is abnormal, but the accelerator fail mode is set if the subsensor 52S is normal.

  In another aspect, the present invention is a vehicle control method. Hybrid vehicle 100 includes a state detection sensor (such as vehicle speed sensor 39 or stop lamp switch 34) for detecting a vehicle state, and an accelerator position sensor 38 including a main sensor 52M and a sub sensor 52S. When a failure occurs in the main sensor (YES in S3 and YES in S4), the control method is the first mode when the vehicle state detected by the state detection sensor is the first state (NO in S5). If the sub-sensor 52S is abnormal when the vehicle state detected by the state detection sensor is in the second state when a failure occurs in the main sensor and the step (S9) of shifting to the main sensor, the operation is performed in the second mode. Setting a mode (S7). The first mode (accelerator fail mode) is a mode in which the maximum value of the accelerator opening is limited to a first value (for example, 25%). The second mode (accelerator-less mode) is a mode in which the maximum value of the accelerator opening is limited to a second value (for example, 10%) smaller than the first value.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  12 power transmission gear, 14 differential gear, 15L, 15R drive shaft, 16L, 16R drive wheel, 18 planetary gear, 20 power take-off gear, 22 reduction gear, 24 engine, 32 brake pedal, 34 stop lamp switch, 36 accelerator pedal, 38 Accelerator position sensor, 39 Vehicle speed sensor, 46 Brake system, 50N, 50S, 50N, 50S Magnet, 52 Hall element, 52M Main accelerator sensor, 52S Sub accelerator sensor, 100 Hybrid vehicle, INV1, INV2 inverter, MG1 generator, MG2 motor.

Claims (6)

A state detection sensor for detecting a vehicle state;
An accelerator position sensor including a main sensor and a sub sensor;
Based on the output of the main sensor and the output of the sub sensor, a control unit that calculates an accelerator opening used for engine control,
When the vehicle state detected by the state detection sensor is the first state when a failure occurs in the main sensor, the control unit sets the operation mode of the vehicle to the first mode,
The control unit sets the operation mode to the first mode if the sub sensor is normal when a failure occurs in the main sensor, and detects the state when a failure occurs in the main sensor. When the vehicle state detected by the sensor is the second state, if the sub sensor is abnormal, the operation mode is set to the second mode,
The first mode is a mode in which the maximum value of the accelerator opening is limited to a first value,
The second mode is a vehicle control device that restricts the maximum value of the accelerator opening to a second value smaller than the first value. The state detection sensor is
Including a vehicle speed sensor,
The first state is a state where the vehicle speed is higher than a threshold value,
The vehicle control device according to claim 1, wherein the second state is a state in which a vehicle speed is lower than the threshold value.   The control unit determines the accelerator opening so that the maximum value of the accelerator opening is limited to the second value in the second mode and the vehicle speed is maintained at a constant speed. The vehicle control device described.   The vehicle according to claim 3, wherein the control unit limits the maximum value of the accelerator opening to the first value in the first mode and determines the accelerator opening based on an output of the sub sensor. Control device. The state detection sensor is
Including stop lamp switch,
The first state is a state where the stop lamp switch is off,
The vehicle control device according to claim 1, wherein the second state is a state in which the stop lamp switch is on. A vehicle control method, wherein the vehicle includes a state detection sensor for detecting a vehicle state, and an accelerator position sensor including a main sensor and a sub sensor,
The control method is:
When a failure occurs in the main sensor and the vehicle state detected by the state detection sensor is the first state, setting the vehicle operation mode to the first mode; and
Setting the operation mode to the first mode if the sub sensor is normal when a failure occurs in the main sensor;
A step of setting the operation mode to a second mode if the sub sensor is abnormal when a failure occurs in the main sensor and the vehicle state detected by the state detection sensor is the second state; With
The first mode is a mode for limiting the maximum value of the accelerator opening used for engine control to the first value,
The second mode is a vehicle control method in which the maximum value of the accelerator opening is limited to a second value smaller than the first value.

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