Vehicle control device

Abstract

A vehicle control device (1), which reflects the amount of operation of an operation member in control of a vehicle, is provided with: a likelihood estimation unit (101) that estimates the likelihood that an unconscious operation, which is an operation of the operation member by a driver that is undesired by the driver due to a change in behavior of the vehicle, occurs; and a suppression unit (103) that executes a control amount suppression control that suppresses a control amount of the vehicle with respect to an operation amount of an unconscious operation by the driver as the likelihood estimated by the likelihood estimation unit (101) increases.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to a vehicle control device. BACKGROUND

[0002] There are cases where an inertial force acts on a driver due to a change in behavior of a vehicle, and the driver unconsciously operates an operation member of the vehicle even if the driver has no operation intention. In the related art described in Patent Literature 1, a threshold of an operation amount that is determined to have a driver's intention is defined.

[0003] Patent Literature 1: Japanese Patent Application Publication No. 2016-28913

[0004] However, in the related art, in order to make the operation amount in the case where the driver has no operation intention not to be reflected in the control of the vehicle, it is necessary to increase the threshold of the operation amount. In this way, the time required until the operation amount in the case where the driver has an operation intention is reflected in the control of the vehicle becomes longer. SUMMARY

[0005] An object of one aspect of the present disclosure is to appropriately suppress the influence of an unconscious operation on vehicle control.

[0006] To solve the above problem, a vehicle control device according to one aspect of the present disclosure is a vehicle control device that reflects an operation amount of an operation member of a driver of a vehicle in control of the vehicle, and includes: a possibility estimation unit that estimates a possibility of an unconscious operation that is an operation of the driver on the operation member that is not intended by the driver due to a change in behavior of the vehicle; and a suppression unit that executes control amount suppression control of suppressing a control amount of the vehicle with respect to the operation amount of the unconscious operation of the driver as the possibility estimated by the possibility estimation unit is higher.

[0007] According to one aspect of the present disclosure, it is possible to appropriately suppress the influence of an unconscious operation on vehicle control. BRIEF DESCRIPTION OF DRAWINGS

[0008] Figure 1 is a diagram that shows the configuration of a vehicle control device according to Embodiment 1 of the present disclosure.

[0009] Figure 2 is a diagram used for explanation of brake assist control.

[0010] Figure 3 is a diagram used for explanation of a first unconscious operation.

[0011] Figure 4 is a diagram used for explanation related to suppression of the influence of a first unconscious operation.

[0012] Figure 5 is a flowchart showing a flow of processing of the brake assist control in the increase mode or the decrease mode in the vehicle control device of Embodiment 1 of the present disclosure.

[0013] Figure 6 is a flowchart showing a flow of processing of the brake assist control in the increase mode or the decrease mode in the vehicle control device of Embodiment 2 of the present disclosure.

[0014] Figure 7 is a flowchart showing a flow of processing of the control amount suppression control in the steering assist control based on the vehicle control device of Embodiment 3 of the present disclosure. DETAILED DESCRIPTION

[0015] [Embodiment 1]

[0016] (Configuration of Vehicle Control Device)

[0017] Figure 1 is a diagram showing the configuration of the vehicle control device of Embodiment 1 of the present disclosure.

[0018] Figure 1 The vehicle control device 1 shown in FIG. 1 is provided with a control section 10, a storage section 11, an operation amount detection section 12, a running state detection section 13, a running environment detection section 14, and a driver state detection section 15. Hereinafter, a vehicle on which the vehicle control device 1 is mounted will be described as a vehicle V.

[0019] The control section 10 is, for example, a CPU (Central Processing Unit), and reads out and executes a program from the storage section 11.

[0020] The storage section 11 has, for example, an HDD (Hard Disk Drive), an SSD (Solid State Drive), or the like. The storage section 11 stores a program executed by the control section 10. In addition, the storage section 11 has a RAM (Random Access Memory) or the like used as a work area by the control section 10.

[0021] The operation amount detection section 12 detects an operation amount of an operation member of the vehicle V. As the operation member of the vehicle V, an accelerator pedal, a brake pedal, a steering wheel are considered.

[0022] The running state detection section 13 detects a running state of the vehicle V. As the running state of the vehicle V, a speed of the vehicle V, accelerations in three directions of a front-rear direction, a left-right direction, and an up-down direction of the vehicle V, angular velocities in three directions of a pitch direction, a yaw direction, and a roll direction of the vehicle V, and a master cylinder pressure are considered. The running state detection section 13 has, for example, a vehicle speed sensor, a three-axis acceleration sensor, a three-axis angular velocity sensor, and a master cylinder pressure sensor.

[0023] The running environment detection section 14 detects a running environment of the vehicle V. The running environment of the vehicle V is considered to be a road surface condition of a road on which the vehicle V runs, and a road shape, a road sign, and a road marking around the vehicle V. The road surface condition, the road shape, the road sign, and the road marking can be detected from map information or the like. The map information can use, for example, map information stored in a navigation system mounted on the vehicle V. In the road surface condition, information on whether or not the road is paved, for example, is included. In the road shape, a width of the road, a number of lanes, a curvature of a curve, a length of the curve, and the like are included.

[0024] The driver state detection section 15 detects a state of a driver who drives the vehicle V. The state of the driver is considered to be a posture of the driver. The posture of the driver can be detected on the basis of a captured image of an in-vehicle camera, a detection result of an automobile seat pressure sensor, or the like.

[0025] (Function of Vehicle Control Device)

[0026] The control section 10 functions as the automatic control section 100, the possibility estimation section 101, the involuntary operation amount estimation section 102, and the suppression section 103 by executing a program stored in the storage section 11.

[0027] The automatic control section 100 performs automatic control of the vehicle V. As the automatic control of the vehicle V performed by the automatic control section 100, driving assist control, automatic driving control, and posture control are considered.

[0028] The possibility estimation section 101 estimates a possibility that an involuntary operation of the driver, which is not intended by the driver, occurs in an operation of the operation member due to a change in behavior of the vehicle V. As the involuntary operation, an operation in which the driver unintentionally depresses a brake pedal due to an inertial force generated in braking of the vehicle V is considered.

[0029] The unconscious operation amount estimation section 102 estimates an operation amount of an unconscious operation (hereinafter, referred to as an unconscious operation amount) in the operation of the operation member by the driver. The unconscious operation amount estimation section 102 derives a predicted value of the unconscious operation amount, for example, on the basis of at least any one of the control amount of the vehicle V by the automatic control section 100, the running state of the vehicle V detected by the operation amount detection section 12, the running state of the vehicle V detected by the running state detection section 13, the running environment of the vehicle V detected by the running environment detection section 14, and the state of the driver who drives the vehicle V detected by the driver state detection section 15.

[0030] The possibility estimation section 101 of Embodiment 1 estimates the possibility of the generation of the unconscious operation on the basis of the estimation result of the unconscious operation amount estimation section 102. That is, the possibility estimation section 101 estimates the possibility of the generation of the unconscious operation on the basis of at least any one of the control amount of the vehicle V by the automatic control section 100, the running state of the vehicle V detected by the operation amount detection section 12, the running state of the vehicle V detected by the running state detection section 13, the running environment of the vehicle V detected by the running environment detection section 14, and the state of the driver who drives the vehicle V detected by the driver state detection section 15. For example, the possibility estimation section 101 estimates that there is no possibility of the generation of the unconscious operation in a case where the predicted value of the unconscious operation amount derived by the unconscious operation amount estimation section 102 is 0, and estimates that there is the possibility of the generation of the unconscious operation in a case where the predicted value of the unconscious operation amount derived by the unconscious operation amount estimation section 102 is not 0.

[0031] The suppression section 103 performs control amount suppression control of suppressing the control amount of the vehicle V with respect to the unconscious operation amount of the driver more as the possibility estimated by the possibility estimation section 101 is higher. The suppression section 103 performs the control amount suppression control when the possibility estimation section 101 estimates that there is the possibility, and does not perform the control amount suppression control when the possibility estimation section 101 estimates that there is no possibility.

[0032] In Embodiment 1 of the present disclosure, the automatic control section 100 performs driving assistance control that assists the brake operation of the vehicle V (hereinafter, referred to as brake assistance control).

[0033] The possibility estimation section 101 estimates the possibility of an operation (hereinafter, referred to as a first unconscious operation) in which the driver unconsciously depresses the brake pedal due to an inertial force generated in the braking of the vehicle V.

[0034] The unconscious operation estimation unit 102 in Embodiment 1 estimates the unconscious operation amount based on the deceleration of the vehicle V. When the deceleration of the vehicle V is large, the driver's posture in the vehicle V tends to change significantly in the pitch direction. The unconscious operation amount estimation unit 102 derives a predicted value of the unconscious operation amount based on the deceleration of the vehicle V.

[0035] In brake assist control, the suppression unit 103 performs control quantity suppression control based on the amount of unconscious operation of the first unconscious operation.

[0036] Figure 2 This is the diagram used to explain the brake assist control. Figure 2 (a) represents an example of the temporal variation of the driver’s braking amount based on vehicle V. Figure 2 (b) indicates based on Figure 2 (a) shows the time variation of the acceleration / deceleration control amount of vehicle V under brake operation. Figure 2 In (b), vehicle V accelerates when the acceleration / deceleration control amount is greater than 0, and decelerates when the acceleration / deceleration control amount is less than 0. Hereinafter, the case where the acceleration / deceleration control amount is less than 0 and the absolute value of the acceleration / deceleration control amount increases is recorded as an increase in the deceleration of vehicle V.

[0037] exist Figure 2 In the example shown in (a), the driver of vehicle V begins operating the brake pedal at time T1. The automatic control unit 100 controls the acceleration / deceleration of vehicle V to bring it to a smooth stop at time T5. The deceleration of vehicle V varies according to the amount of braking operation performed by the driver from time T1 to time T2. From time T2, the automatic control unit 100 begins control by adding the amount of braking operation performed by the driver to the control amount controlling the acceleration / deceleration of vehicle V, i.e., the auxiliary control amount, to increase the deceleration of vehicle V to a predetermined required deceleration, thereby bringing vehicle V to a smooth stop. At time T3, a predetermined time after time T2, the automatic control unit 100 begins control to reduce the deceleration of vehicle V. Until time T4, between time T3 and time T5 when vehicle V stops, the automatic control unit 100 reduces the deceleration of vehicle V to near 0. For a predetermined period starting from time T4, the automatic control unit 100 maintains the deceleration of vehicle V at a value near 0. The stopping time T5 for vehicle V includes the period during which the deceleration of vehicle V remains near zero. During stopping time T5, the deceleration of vehicle V decreases to near zero, thus preventing the "chicken claw" braking effect that causes vehicle V to sway in the pitch direction during stopping. Hereinafter, the control performed by the automatic control unit 100 from time T2 to time T3 is referred to as the increasing mode. The control performed by the automatic control unit 100 from time T3 to time T4 is referred to as the decreasing mode.

[0038] Figure 3 is a graph used for explanation of the first unintentional operation. Figure 3 (a) of FIG. 10 shows an example of a time change of the brake operation amount of the driver of the vehicle V. In Figure 3 In the example shown in (a) of FIG. 10, the first unintentional operation occurs at timing T6 due to an inertial force accompanying an increase in the deceleration of the vehicle V by the automatic control section 100 at timing T2. Figure 3 (b) of FIG. 10 shows a time change of the acceleration / deceleration control amount of the vehicle V based on Figure 3 (a) of FIG. 10 shows a time change of the brake operation of the vehicle V. As Figure 3 In (b) of FIG. 10, the deceleration of the vehicle V in the decreasing mode from timing T3 to timing T4 is increased by an amount equivalent to the operation amount of the first unintentional operation. Therefore, there is a concern that the deceleration of the vehicle V is not decreased to the prescribed value at timing T5 at which the vehicle V is to be stopped, and the passengers of the vehicle V feel uncomfortable.

[0039] Therefore, the suppression section 103 suppresses the influence of the first unintentional operation in the increasing mode and the decreasing mode. Figure 4 is a graph used for explanation of the suppression of the influence of the first unintentional operation. As shown in Figure 4 (a) of FIG. 11, the suppression section 103 sets a dead zone X during the period from timing T2 to timing T4. The dead zone X has a value range from a brake operation amount B at timing T2 (hereinafter, referred to as a reference operation amount B) to a threshold value B+AB obtained by adding a prescribed value AB to the reference operation amount B. The automatic control section 100 regards a change in the brake operation amount as a change based on the first unintentional operation even if the change is within the range of the dead zone X during the period from timing T2 to timing T4, that is, during the increasing mode and the decreasing mode, and does not reflect the change in the acceleration / deceleration control amount. That is, the automatic control section 100 controls the acceleration / deceleration control amount based on the reference operation amount B. In this way, the automatic control section 100 can decrease the deceleration of the vehicle V to the vicinity of 0 before timing T4. Hereinafter, the brake operation amount which is not reflected during the increasing mode and the decreasing mode is referred to as an unreflected amount.

[0040] The automatic control section 100 reflects the unreflected amount in the increasing mode and the decreasing mode in the acceleration / deceleration control amount after timing T4. For example, as Figure 4As indicated by a dotted line in (b), the automatic control portion 100 causes, after the timing T4, the brake operation amount based on the conscious operation of the driver of the vehicle V among the unreflected amounts in the increase mode and the decrease mode to be reflected in the acceleration / deceleration control amount. The conscious operation refers to the operation of the operation member by the driver of the vehicle V with the intention of operation. Whether the unreflected amount is the unreflected amount based on the conscious operation of the driver of the vehicle V can be determined based on whether the posture of the driver of the vehicle V changes. In the case where the driver of the vehicle V consciously steps on the brake pedal, the possibility that the posture of the driver of the vehicle V does not change is high. The automatic control portion 100 causes, after the timing T4, the unreflected amount to be reflected in the acceleration / deceleration control amount as the brake operation amount corresponding to the conscious operation when the posture of the driver of the vehicle V does not change and the foot moves.

[0041] During the period from the timing T2 to the timing T4, in the case where the brake operation amount exceeds the threshold value B+ΔB, the automatic control portion 100 estimates the brake operation amount exceeding the threshold value B+ΔB as the brake operation amount based on the operation consciously performed by the driver of the vehicle V. The automatic control portion 100 causes the brake operation amount obtained by subtracting the threshold value B+ΔB from the brake operation amount exceeding the threshold value B+ΔB to be reflected in the acceleration / deceleration control amount, and causes the brake operation amount up to the threshold value B+ΔB to be reflected in the acceleration / deceleration control amount after the timing T4 as the unreflected amount.

[0042] (Process of vehicle control device)

[0043] Figure 5 is a flowchart showing the flow of the process of the brake assist control in the increase mode or the decrease mode in the vehicle control device of Embodiment 1. In the travel of the vehicle V, the control portion 10 repeatedly executes the series of processes shown in Figure 5 at a prescribed execution cycle.

[0044] In S100, the control portion 10 determines whether it is the increase mode or the decrease mode of the brake assist control. The control portion 10 proceeds to the process of S101 in the case where it is the increase mode or the decrease mode of the brake assist control (S100: YES). On the other hand, the control portion 10 proceeds to the process of S109 in the case where it is not either one of the increase mode and the decrease mode of the brake assist control (S100: NO).

[0045] In S101, the control portion 10 functions as the unconscious operation amount estimation portion 102, and derives the predicted value of the unconscious operation amount based on the actual deceleration in the increase mode.

[0046] In S102, the control section 10 functions as the possibility estimation section 101, and determines whether there is a possibility of an unintentional operation. The control section 10 determines that there is a possibility of an unintentional operation (S102: YES) when the predicted value of the unintentional operation amount derived in S101 is not 0, and proceeds to the processing in S103. The control section 10 determines that there is no possibility of an unintentional operation (S102: NO) when the predicted value of the unintentional operation amount derived in S101 is 0, and proceeds to the processing in S104.

[0047] In S103, the control section 10 functions as the suppression section 103, and derives the operation control amount by applying the dead zone X to the brake operation amount.

[0048] In S104, the control section 10 derives the operation control amount without applying the dead zone X to the brake operation amount.

[0049] In S105, the control section 10 functions as the automatic control section 100, and calculates the acceleration / deceleration control amount by adding the assistance control amount based on the brake assist control to the operation control amount derived in S103 or S104.

[0050] Next, in S106, the control section 10 determines whether there is a change in the driver's posture based on the detection result of the driver state detection section 15. The control section 10 adds the estimated amount of the conscious operation amount to the unreflected amount (S107) when there is no change in the driver's posture (S106: YES), and proceeds to the processing in S108. The estimated amount of the conscious operation amount is, for example, a value obtained by subtracting the reference operation amount B from the brake operation amount. The control section 10 reflects the unreflected amount to which the estimated amount of the conscious operation amount is added in S107 in the acceleration / deceleration control amount after the timing T4.

[0051] On the other hand, in S106, the control section 10 proceeds to the processing in S108 when there is a change in the driver's posture (S106: NO).

[0052] In S108, the control section 10 sets the dead zone X based on the reference operation amount B. The control section 10 sets the dead zone X to a range from the reference operation amount B at the timing T2 to a value B+ΔB obtained by adding a prescribed value ΔB to the reference operation amount B.

[0053] In S109, the control section 10 sets the dead zone X based on the brake operation amount.

[0054] Dead zone X can be, for example, the required value of acceleration / deceleration control by the automatic control unit. Alternatively, the inertial force applied to the operator can be estimated based on the actual deceleration change calculated from time T2 to time T4 using the acceleration sensor or wheel speed, and the dead zone X can be estimated based on the force applied to the operating unit and the rigidity value of the operating unit.

[0055] [Implementation Method 2]

[0056] In the vehicle control device 1 of Embodiment 1, in both the increase and decrease modes, when the brake operation amount changes within the dead zone X, the change is not reflected in the acceleration / deceleration control amount. In the vehicle control device 1 of Embodiment 2 of this disclosure, a portion of the brake operation amount exceeding the reference operation amount B (hereinafter referred to as the estimated unconscious operation amount) is reflected in the acceleration / deceleration control amount.

[0057] The probability estimation unit 101 in Implementation 2 estimates the probability of unconscious operation based on the estimated amount of unconscious operation.

[0058] Figure 6 This is a flowchart illustrating the processing flow of brake assist control in either the increase or decrease mode in the vehicle control device according to Embodiment 2 of this disclosure. During the movement of the vehicle V, the control unit 10 repeatedly executes the process at a predetermined execution cycle. Figure 6 The series of processes shown.

[0059] exist Figure 6 In the process shown, the process proceeds to S200 after the process in S101. In S200, the control unit 10 functions as the probability estimation unit 101 of Embodiment 2, determining whether the estimated amount of unconscious operation is below a predetermined value A. If the control unit 10 estimates that the amount of unconscious operation is below the predetermined value A (S200: Yes), it estimates that there is a possibility of unconscious operation and proceeds to the process in S201. On the other hand, if the control unit 10 estimates that the amount of unconscious operation is greater than the predetermined value A (S200: No), it estimates that the driver of vehicle V has performed a conscious operation and proceeds to the process in S202.

[0060] In S201, the control unit 10 derives an operation control quantity corresponding to a portion of the estimated unconscious operation quantity and a reference operation quantity B. For example, the control unit 10 derives the operation control quantity by adding the product of the estimated unconscious operation quantity and a predetermined coefficient to the reference operation quantity B. The predetermined coefficient is determined based on the predicted value of the unconscious operation quantity derived in S101. For example, if the predicted value of the unconscious operation quantity derived in S101 is greater than 0, the predetermined coefficient is set to 0.5. Alternatively, the higher the predicted value of the unconscious operation quantity, the larger the predetermined coefficient is set to.

[0061] In S202, the control portion 10 derives an operation control amount corresponding to the brake operation amount.

[0062] In S203, the control portion 10 adds the assist control amount to the operation control amount derived in S201 or S202 to derive an acceleration / deceleration control amount.

[0063] Thus, in a case where it is estimated that there is a possibility of an unconscious operation, it is also possible to suppress the influence of the unconscious operation on the vehicle control by reflecting only a part of the estimated unconscious operation amount in the acceleration / deceleration control amount. In addition, since a part of the estimated unconscious operation amount is reflected in the acceleration / deceleration control amount, in a case where the driver of the vehicle V consciously performs an operation, the driver of the vehicle V is less likely to feel uncomfortable even if the non-reflected amount in the increase mode and the decrease mode is not reflected in the acceleration / deceleration control amount after the timing T4.

[0064] [Embodiment 3]

[0065] An operation member other than the brake pedal can also generate an unconscious operation. For example, when the vehicle V turns on a curve, an unconscious steering manipulation in which the driver of the vehicle V rotates the steering wheel due to rotational inertia in the roll direction can occur. In the vehicle control device of Embodiment 3, the automatic control portion 100 performs a steering manipulation assist control related to a steering manipulation amount of the steering wheel. In the steering manipulation assist control, control amount suppression control is performed in which a control amount of the vehicle V with respect to a steering manipulation amount of the unconscious steering manipulation (hereinafter, an unconscious steering manipulation amount) when the vehicle actually turns on a curve is suppressed.

[0066] Figure 7 is a flowchart showing a flow of processing of control amount suppression control in the steering manipulation assist control based on the vehicle control device of Embodiment 3 of the present disclosure. In the travel of the vehicle V, a series of processing shown in FIG. 10 is repeatedly executed at a prescribed execution cycle by the control portion 10. Figure 7

[0067] In S300, the control portion 10 determines whether or not there is a curve on a road ahead of a prescribed distance from the vehicle V based on the detection result of the travel environment detection portion 14. The control portion 10 proceeds to the processing of Step S301 in a case where there is a curve on the road ahead of the prescribed distance from the vehicle V, and proceeds to the processing of Step S301 in a case where there is no curve on the road ahead of the prescribed distance from the vehicle V.

[0068] ​In S301, the control portion 10 estimates a time required for the vehicle V to pass through the curve based on a shape of the curve on the road located ahead of the vehicle V by a prescribed distance, and sets an execution period of the control amount suppression control for the unintentional steering manipulation amount. The execution period of the control amount suppression control is set, for example, from a timing at which it is determined in S300 that there is a curve on the road located ahead of the vehicle V by a prescribed distance to a timing at which the time required for the vehicle V to pass through the curve elapses.

[0069] In S302, the control portion 10 determines whether or not it is within the execution period set in S301. The control portion 10 proceeds to the process in S303 in a case where it is within the execution period (S302: YES), and proceeds to the process in S309 in a case where it is outside the execution period (S302: NO).

[0070] In S303, the control portion 10 functions as the unintentional operation amount estimation portion 102, and derives a prediction value of the unintentional steering manipulation amount based on the shape of the curve ahead of the vehicle V.

[0071] In S304, the control portion 10 functions as the possibility estimation portion 101, and determines whether or not there is a possibility of the unintentional steering manipulation. The control portion 10 determines that there is a possibility of the unintentional steering manipulation in a case where the prediction value of the unintentional steering manipulation amount derived in S302 is not 0, and proceeds to the process in S305. On the other hand, the control portion 10 determines that there is no possibility of the unintentional steering manipulation in a case where the prediction value of the unintentional steering manipulation amount derived in S302 is 0, and proceeds to the process in S306.

[0072] In S305, the control portion 10 derives the steering manipulation control amount by applying a dead zone X to the steering manipulation amount of the steering wheel.

[0073] In S306, the control portion 10 derives the steering manipulation control amount without applying the dead zone X to the steering manipulation amount of the steering wheel.

[0074] In S307, the control portion 10 derives the steering control amount by adding an assist steering control amount based on the steering assist control to the steering manipulation control amount.

[0075] In S308, the control portion 10 sets the dead zone X based on the steering manipulation amount at the start of the execution of the control amount suppression control, that is, the reference steering manipulation amount. The control portion 10 sets the dead zone X as a range from the steering manipulation amount at the start of the execution of the control amount suppression control to a value obtained by adding a prescribed value to the steering manipulation amount.

[0076] In S309, the control portion 10 sets the dead zone X based on the steering operation amount. The control portion 10, for example, in the case of the steering operation assist control with the lane keeping, estimates the lateral deceleration, the roll generation amount from the steering operation assist control amount, and sets the dead zone X. The control portion 10 can also calculate the dead zone X from the lateral deceleration, the roll generation amount due to the steering angle correction control operating at the time of the driver's steering wheel input, or the torque control based on the braking force, the driving force.

[0077] [Modified example]

[0078] In the above-described embodiment 1, the automatic control portion 100 causes the unreflected amount in the increase mode and the decrease mode to be reflected in the acceleration / deceleration control amount after the timing T4, but can also not cause it to be reflected in the acceleration / deceleration control amount. In the case where the unreflected amount in the increase mode and the decrease mode is not caused to be reflected in the acceleration / deceleration control amount after the timing T4, the processing of S106 and S107 can also be omitted in the brake assist control in the increase mode or the decrease mode shown in FIG. 6. Figure 5

[0079] In the above-described embodiment 2, the processing of causing the unreflected amount to be reflected in the acceleration / deceleration control amount is not performed after the timing T4, but can also be caused to be reflected in the acceleration / deceleration control amount.

[0080] [Summary]

[0081] The vehicle control device of one aspect of the present disclosure is a vehicle control device that causes an operation amount of an operation member of a driver of a vehicle to be reflected in control of the vehicle, and includes: a possibility estimation portion that estimates a possibility of an unintentional operation of the driver caused by a change in behavior of the vehicle, the unintentional operation being an operation of the driver on the operation member that is not intended by the driver due to the change in behavior of the vehicle; and a suppression portion that executes control amount suppression control of suppressing a control amount of the vehicle with respect to the operation amount of the unintentional operation of the driver as the possibility estimated by the possibility estimation portion is higher.

[0082] According to the present disclosure, the higher the possibility of the unintentional operation of the driver caused by the change in behavior of the vehicle, the smaller the control amount of the vehicle with respect to the operation amount. Therefore, even if the unintentional operation is generated, it is possible to suppress the influence of the operation on the control of the vehicle.

[0083] In the vehicle control device of one aspect of the present disclosure, the possibility estimation portion estimates the possibility based on at least any one of a control amount of the vehicle by an automatic control of the vehicle, a running state of the vehicle, a running environment of the vehicle, and a state of the driver.

[0084] ​The possibility of an unintentional operation increases in a situation where the posture of the driver undesirably changes. Therefore, the possibility of an unintentional operation is related to the state of the driver himself or herself, and the force applied to the driver. Here, as the force applied to the driver, an external force applied to the driver, and an inertial force applied to the driver are considered. As an important factor of the external force applied to the driver, the traveling environment of the vehicle is considered. As an important factor of the inertial force applied to the driver, the change in the traveling state of the vehicle is considered. Therefore, in the present disclosure, the possibility of an unintentional operation is estimated based on at least any one of the control amount of the vehicle, the traveling state of the vehicle, the traveling environment of the vehicle, and the state of the driver, by the automatic control of the vehicle. Therefore, according to the present disclosure, the possibility of an unintentional operation can be estimated with good accuracy.

[0085] In the vehicle control device of one aspect of the present disclosure, the above possibility estimation section estimates the above possibility based on a change in the posture of the above driver.

[0086] An unintentional operation can occur due to a change in the posture of the driver. Therefore, according to the present disclosure, the possibility of an unintentional operation can be estimated with good accuracy based on a change in the posture of the driver.

[0087] In the vehicle control device of one aspect of the present disclosure, when an intentional operation is included in an operation by the above driver in performing the above control amount suppression control, the above suppression section reflects, in the control of the above vehicle performed after the execution of the control amount suppression control, a control amount of the above vehicle corresponding to the above intentional operation, which is suppressed by the control amount suppression control, among the control amount of the above vehicle suppressed by the control amount suppression control, the above intentional operation being an operation of the above operation section by the above driver desired by the above driver.

[0088] According to the present disclosure, by reflecting a control amount corresponding to an intentional operation of a driver in a control performed after the execution of control amount suppression control, the intention of the driver can be reflected in the behavior of the vehicle, and the discomfort of the driver with the behavior of the vehicle can be alleviated.

[0089] In the vehicle control device of one aspect of the present disclosure, the above suppression section executes the above control amount suppression control during a period corresponding to a factor of the above unintentional operation estimated by the above possibility estimation section as having the above high possibility.

[0090] The vehicle control device of one aspect of the present disclosure includes an unintentional operation amount estimation section that estimates an operation amount of the above unintentional operation having the above high possibility, and the above suppression section sets a dead zone with a prescribed operation amount, that is, a reference operation amount, as a reference in order to suppress the above operation amount with respect to the above unintentional operation amount, and sets the above control amount as the above reference operation amount with respect to the above operation amount within the above dead zone.

[0091] [Additional Notes]

[0092] The present disclosure is not limited to the above-described embodiments, and various modifications can be made within the scope of the claims, and embodiments obtained by appropriately combining the respective disclosed technical units in different embodiments are also included in the technical scope of the present disclosure.

Claims

1. A vehicle control device which reflects an amount of operation of an operation member by a driver of a vehicle to control of the vehicle, wherein, Possibility estimation section that estimates a possibility of an unintentional operation caused by a change in behavior of the vehicle, the unintentional operation being an operation of the operation section by the driver that is not intended by the driver; Suppression section that executes control amount suppression control that suppresses a control amount of the vehicle with respect to the unintentional operation of the driver more as the possibility estimated by the possibility estimation section is higher.

2. The vehicle control device according to claim 1, wherein The possibility estimation section estimates the possibility based on at least any one of a control amount of the vehicle, a travel state of the vehicle, a travel environment of the vehicle, and a state of the driver, with respect to automatic control of the vehicle.

3. The vehicle control device according to claim 1, wherein The possibility estimation section estimates the possibility based on a change in posture of the driver.

4. The vehicle control device according to claim 1, wherein When an intentional operation by the driver is included in the operation by the driver in the execution of the control amount suppression control, the suppression section reflects, in the control of the vehicle executed after the execution of the control amount suppression control, a control amount of the vehicle that is suppressed by the control amount suppression control, the control amount corresponding to the intentional operation, the intentional operation being an operation of the operation section by the driver that is intended by the driver. ​

Images