VEHICLE CONTROL UNIT

Abstract

A vehicle control device (1) reflecting an operation variable of an operation element in the control of the vehicle, the vehicle control device comprising: a probability estimation unit (101) that estimates a probability of the occurrence of an involuntary operation, which is an operation of the operation element by a driver, wherein the operation by the driver is unintentional due to a change in the behavior of the vehicle; and a suppression unit (103) that performs a control variable suppression control to suppress a control variable of the vehicle with respect to an operation variable of the involuntary operation by the driver if the probability estimated by the probability estimation unit (101) is higher.

Description

BACKGROUND ART

[0001] Due to a change in the vehicle's behavior, an inertial force acts on the driver, and the driver could involuntarily activate the vehicle's operational element, even if the driver has no operational intent. In the related prior art described in patent literature 1, a threshold value of an operational variable is defined to determine whether driver intent exists. QUOTE LIST PATENT LITERATURE

[0002] Patent Literature 1: JP 2016-28913 A BRIEF DESCRIPTION OF THE INVENTIONAL PROBLEM

[0003] In the related prior art, however, it is necessary to increase the threshold of the operation variable in order to prevent the operation variable from being reflected in the vehicle's control system when the driver has no operational intent. In this case, the time required to reflect the operation variable in the vehicle's control system when the driver does have operational intent becomes long.

[0004] One aspect of the present disclosure aims to appropriately suppress the influence of an involuntary operation on the vehicle's control system. PROBLEM SOLVING

[0005] To solve the above problem, a vehicle control device according to one aspect of the present disclosure is a vehicle control device that reflects or mirrors an operation variable of an operation element performed by a driver of a vehicle in the control of the vehicle, wherein the vehicle control device comprises: a probability estimator that estimates a probability of the occurrence of an involuntary operation, which is an operation of the operation element by the driver, wherein the operation by the driver is unintentional due to a change in the behavior of the vehicle; and a suppression unit that performs a control variable suppression control of the suppression of a control variable of the vehicle with respect to an operation variable of the involuntary operation by the driver if the probability estimated by the probability estimator is higher. ADVANTAGEOUS EFFECTS OF THE INVENTION

[0006] According to one aspect of the present disclosure, the influence of an involuntary operation on the vehicle control can be appropriately suppressed. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is a diagram illustrating a configuration of a vehicle control device according to a first embodiment of the present disclosure. Fig. Figure 2 is a diagram used to describe the brake assist control. Fig. Figure 3 is a diagram used to describe a first involuntary operation. Fig. Figure 4 is a diagram used to describe the suppression of the influence of the first involuntary operation. Fig. Figure 5 is a flowchart illustrating the sequence of a brake support control process in an increase mode or a decrease mode in the vehicle control device according to the first embodiment of the present disclosure. Fig. Figure 6 is a flowchart illustrating the sequence of a brake support control process in an increase mode or a decrease mode in the vehicle control device according to a second embodiment of the present disclosure. Fig. Figure 7 is a flowchart illustrating the process of a control variable suppression control process in the vehicle control device according to a third embodiment of the present disclosure. DESCRIPTION OF THE EXECUTION EXAMPLES [First Implementation Example] (Configuration of the Vehicle Control Unit)

[0007] Fig. Figure 1 is a diagram representing a configuration of a vehicle control device according to a first embodiment of the present disclosure.

[0008] One in Fig. The vehicle control unit 1 shown in Figure 1 comprises a control unit 10, a storage unit 11, an operation variable acquisition unit 12, a driving condition acquisition unit 13, a driving environment acquisition unit 14, and a driver condition acquisition unit 15. A vehicle on which the vehicle control unit 1 is mounted is hereinafter referred to as vehicle V.

[0009] The control unit 10, for example, is a central processing unit (CPU) that reads and executes a program from the storage unit 11.

[0010] Storage unit 11 includes, for example, a hard disk drive (HDD), a solid-state drive (SSD), and the like. Storage unit 11 stores a program to be executed by control unit 10. In addition, storage unit 11 includes random access memory (RAM) and the like, which is used by control unit 10 as a workspace.

[0011] The operation variable acquisition unit 12 acquires an operation variable of an operation element of the vehicle V. Examples of the operation element of the vehicle V include an accelerator pedal, a brake pedal, and a steering wheel.

[0012] The vehicle condition detection unit 13 detects a vehicle condition V. Examples of vehicle conditions V include vehicle speed V, acceleration in three directions (front-to-back, left-to-right, and up-to-down), angular velocity in three directions (pitch, yaw, and roll), and master cylinder pressure. The vehicle condition detection unit 13 includes, for example, a vehicle speed sensor, a three-axis acceleration sensor, a three-axis angular velocity sensor, and a master cylinder pressure sensor.

[0013] The driving environment detection unit 14 detects the driving environment of vehicle V. Examples of the driving environment of vehicle V include the road surface conditions of a road on which vehicle V is traveling, as well as the shape of the road, a road sign, and road markings around vehicle V. The road surface conditions, the shape of the road, the road sign, and the road markings can be detected from map information or similar sources. Map information can be, for example, map data stored in a navigation system mounted on vehicle V. The road surface condition includes, for example, information on whether the road is paved. The shape of the road includes the width of the road, the number of lanes, the curvature of a curve, the length of the curve, and the like.

[0014] The driver state monitoring unit 15 monitors the state of a driver operating vehicle V. Examples of driver state include the driver's posture. The driver's posture can be monitored based on an image captured by an in-vehicle camera, a reading from a pressure sensor in the vehicle seat, and similar sources. (Function of the vehicle control unit)

[0015] The control unit 10 functions as an automatic control unit 100, a probability estimation unit 101, a unit for estimating an involuntary operational variable 102 and a suppression unit 103 by executing a program stored in the storage unit 11.

[0016] The automatic control unit 100 performs automatic control of the vehicle V. Examples of automatic control of the vehicle V performed by the automatic control unit 100 include driver assistance control, automatic driving control, and posture control.

[0017] The probability estimation unit 101 estimates the probability of the occurrence of an involuntary operation, unintentionally performed by the driver, due to a change in the behavior of the vehicle V under the operations of the operation element performed by the driver. An involuntary operation includes, for example, an operation in which the driver involuntarily depresses the brake pedal due to an inertial force generated when braking the vehicle V.

[0018] The unit for estimating an involuntary operation variable 102 estimates an operation variable (hereinafter referred to as the involuntary operation variable) of the involuntary operation among the operations of the operation element performed by the driver. The unit for estimating an involuntary operation variable 102 derives a predicted value of the involuntary operation variable based, for example, on at least one of the variables controlled by the automatic control unit 100 of the vehicle V, the driving state of the vehicle V as detected by the operating variable detection unit 12, the driving state of the vehicle V as detected by the driving state detection unit 13, the driving environment of the vehicle V as detected by the driving environment detection unit 14, and the state of the driver operating the vehicle V as detected by the driver state detection unit 15.

[0019] The probability estimation unit 101 according to the first embodiment estimates the probability of an involuntary operation occurring based on the estimation result of the unit for estimating an involuntary operation variable 102. That is, the probability estimation unit 101 estimates the probability of the involuntary operation occurring based on at least one of the control variables or controlled variables of the vehicle V by the automatic control unit 100, the driving state of the vehicle V, which is detected by the operation variable detection unit 12, the driving state of the vehicle V, which is detected by the driving state detection unit 13, the driving environment of the vehicle V, which is detected by the driving state detection unit 14, and the state of the driver driving the vehicle V, which is detected by the driving state detection unit 15.For example, the probability estimation unit 101 estimates that there is no probability that an involuntary operation occurs in a case where the predictive value of the involuntary operation variable derived by the unit for estimating an involuntary operation variable 102 is 0, and estimates that there is a probability that an involuntary operation occurs in a case where the predictive value of the involuntary operation variable derived by the unit for estimating an involuntary operation variable 102 is not 0.

[0020] Suppression unit 103 performs the control variable suppression control of the suppression of the control variable or controlled variable of the vehicle V with respect to the involuntary operation variable by the driver if the probability estimated by probability estimation unit 101 is higher. Suppression unit 103 performs the control variable suppression control if probability estimation unit 101 estimates that the probability exists, and does not perform the control variable suppression control if probability estimation unit 101 estimates that no probability exists.

[0021] In the first embodiment of the present disclosure, it is assumed that the automatic control unit 100 performs a driving support control (hereinafter referred to as brake support control) to assist an operation of the vehicle V during braking.

[0022] It is assumed that the probability estimation unit 101 estimates the probability of the operation (first involuntary operation) in which the driver involuntarily presses the brake pedal due to the inertial force V generated when braking the vehicle.

[0023] The unit for estimating an involuntary operational variable 102 according to the first embodiment estimates the involuntary operational variable based on the deceleration of the vehicle V. When the deceleration of the vehicle V is large, the attitude of the driver of the vehicle V tends to change significantly in the pitching direction. The unit for estimating an involuntary operational variable 102 derives a predictive value of the involuntary operational variable based on the deceleration of the vehicle V.

[0024] The suppression unit 103 performs a control variable suppression control to suppress an involuntary operation variable by the first involuntary operation during the brake support control.

[0025] Fig. Figure 2 is a diagram used to describe the brake assist control. Fig. 2(a) represents an example of a change in the operation variables of the brake by the driver of vehicle V over time. Fig. 2(b) represents a temporal change in the acceleration / deceleration control variable of the vehicle V by the in Fig. 2(a) shows the operation of the brake. In Fig. 2(b) The vehicle V accelerates when the acceleration / deceleration control variable is greater than 0, and decelerates when the acceleration / deceleration control variable is less than 0. If the acceleration / deceleration control variable is less than 0 and its absolute value increases, the deceleration of the vehicle V will increase as described below.

[0026] In a Fig. In the example shown in Figure 2(a), the driver of vehicle V begins to apply the brake pedal of vehicle V at time T1. The automatic control unit 100 controls the acceleration / deceleration control variable of vehicle V so that vehicle V comes to a smooth stop at time T5. The deceleration of vehicle V changes according to the braking operation variable performed by the driver between time T1 and time T2. From time T2 onwards, the automatic control unit 100 begins to control the increase in the deceleration of vehicle V to a predetermined requested deceleration by adding a support control variable, which is a control variable for controlling the acceleration / deceleration control variable of vehicle V, to the braking operation variable performed by the driver, so that vehicle V comes to a smooth stop.The automatic control unit 100 begins controlling the reduction of the vehicle V's deceleration at time T3, which is a predetermined time after time T2. The automatic control unit 100 reduces the vehicle V's deceleration to nearly zero by time T4, between time T3 and time T5, when the vehicle V comes to a stop. From time T4 onward, the automatic control unit 100 maintains the vehicle V's deceleration at a value close to zero for a predetermined time. Time T5, when the vehicle V comes to a stop, includes a period during which the vehicle V's deceleration is maintained at a value close to zero. At time T5, when the vehicle V comes to a stop, the vehicle V's deceleration variable drops to nearly zero, thus preventing cross-knife braking, in which the vehicle V pitches violently when it stops.In the following, the control performed by the automatic control unit 100 from time T2 to time T3 is referred to as the increase mode. The control performed by the automatic control unit 100 from time T3 to time T4 is referred to as the decrease mode.

[0027] Fig. Figure 3 is a diagram used to describe the first involuntary operation. Fig. 3(a) presents an example of a temporal change in the braking operation variables by the driver of vehicle V. In the Fig. In the example shown in 3(a), the first involuntary operation occurs at time T6 due to the inertial force caused by the automatic control unit 100, which increases the deceleration of the vehicle V at time T2. Fig. 3(b) represents a temporal change in the acceleration / deceleration control variable of the vehicle V by the in Fig. 3(a) represents the operation shown. As indicated by a solid line in Fig. As stated in 3(b), the deceleration of vehicle V in reduction mode increases from time T3 to time T4 by a variable corresponding to the operation variable of the first involuntary operation. Therefore, at time T5, when vehicle V is stopped, the deceleration of vehicle V does not decrease completely to a predetermined value, and an occupant of vehicle V may experience discomfort.

[0028] Therefore, the suppression unit 103 suppresses the influence of the first involuntary operation in both increase and decrease modes. Fig. Figure 4 is a diagram used to describe the suppression of the influence of the first involuntary operation. As in Fig. As shown in Figure 4(a), the suppression unit 103 establishes a dead zone X for a period from time T2 to time T4. The dead zone X has a range of values ​​from a braking operation variable B (hereinafter referred to as the reference operation variable B) at time T2 up to a threshold value B+ΔB, which is obtained by adding a predetermined value ΔB to the reference operation variable B. Even if the braking operation variable changes within the range of the dead zone X during the period from time T2 to time T4, i.e., during the acceleration and deceleration modes, the automatic control unit 100 assumes that the change is due to the first involuntary operation and does not reflect or mirror the change in the acceleration / deceleration control variable.This means that the automatic control unit 100 controls the acceleration / deceleration control variable based on the reference operation variable B. In this way, the automatic control unit 100 can reduce the deceleration of the vehicle V to almost 0 by time T4. Hereinafter, the brake operation variable that is not reflected or mirrored between the increase mode and the decrease mode is referred to as the non-reflection variable or non-mirroring variable, respectively.

[0029] After time T4, the automatic control unit 100 reflects the non-reflection variable in the increase mode and the decrease mode in the acceleration / deceleration control variable. For example, the automatic control unit 100 reflects, as shown by a dashed line in Fig. As stated in 4(b), the acceleration / deceleration control variable is the brake operation variable, which is determined by the voluntary operation of the driver of vehicle V in the non-reflection variable in both the increase and decrease modes after time T4. A voluntary operation means that the driver of vehicle V activates the operational element with an intention to operate it. Whether the non-reflection variable is attributable to the voluntary operation of the driver of vehicle V can be determined based on whether the attitude of the driver of vehicle V has changed. In a case where the driver of vehicle V voluntarily applies the brake pedal, there is a high probability that the attitude of the driver of vehicle V will not change.After time T4, the automatic control unit 100 reflects the non-reflection variable, when the foot moves without changing the attitude of the driver of vehicle V, in the acceleration / deceleration control variable as the brake operation variable that corresponds to the voluntary operation.

[0030] In a case where the braking operation variable exceeds the threshold B+ΔB between time T2 and time T4, the automatic control unit 100 estimates that the braking operation variable exceeding the threshold B+ΔB is caused by an operation voluntarily performed by the driver of vehicle V. The automatic control unit 100 reflects the braking operation variable obtained by subtracting the threshold B+ΔB from the braking operation variable exceeding the threshold B+ΔB in the acceleration / deceleration control variable, and reflects the braking operation variable up to the threshold B+ΔB as a non-reflection variable in the acceleration / deceleration control variable after time T4. (Process of the vehicle control unit)

[0031] Fig. Figure 5 is a flowchart illustrating the process of brake assist control in increase mode or decrease mode in the vehicle control unit according to the first embodiment of the present disclosure. A series of in Fig. The processes shown in section 5 are repeatedly executed by the control unit 10 during the journey of the vehicle V in a predetermined execution cycle.

[0032] In S100, the control unit 10 determines whether the brake assist control is in increase mode or decrease mode. If the brake assist control is in increase mode or decrease mode (S100: YES), the control unit 10 transitions to process S101. If, however, the brake assist control is neither in increase mode nor decrease mode (S100: NO), the control unit 10 transitions to process S109.

[0033] In S101, the control unit 10 acts as a unit for estimating an involuntary operational variable 102 and derives a predictive value of the involuntary operational variable based on an actual delay in the increase mode.

[0034] In S102, the control unit 10 acts as the probability estimator 101 and determines whether there is a probability that an involuntary operation will occur. If the predicted value of the involuntary operation variable derived in S101 is not 0, the control unit 10 determines that there is a probability that the involuntary operation will occur (S102: YES) and transfers the process to the process of S103. If the predicted value of the involuntary operation variable derived in S101 is 0, the control unit 10 determines that there is no probability that the involuntary operation will occur (S102: NO) and transfers the process to the process of S104.

[0035] In S103, the control unit 10 acts as a suppression unit 103 and derives the operation control variable by applying the dead zone X to the brake operation variable.

[0036] In S104, the control unit 10 derives the operation control variable without applying the dead zone X to the brake operation variable.

[0037] In S105, the control unit 10 operates as automatic control unit 100 and adds the support control variable through the brake support control to the operation control variable derived in S103 or S104 to calculate the acceleration / deceleration control variable.

[0038] In the subsequent S106, the control unit 10 determines, based on the acquisition result from the driver state acquisition unit 15, whether there has been a change in the driver's attitude. If there is no change in the driver's attitude (S106: YES), the control unit 10 adds the estimated variable of the voluntary operation variable to the non-reflection variable (S107) and transitions to the process of S108. The estimated variable of the voluntary operation variable is, for example, a value obtained by subtracting the reference operation variable B from the braking operation variable. The control unit 10 reflects the non-reflection variable, to which the estimated variable of the voluntary operation variable is added in S107, in the acceleration / deceleration control variable after time T4.

[0039] On the other hand, in a case where there is a change in the driver's attitude (S106: NO), the control unit 10 in S106 switches to the process of S108.

[0040] In S108, the control unit 10 sets the dead zone X based on the reference operation variable B. The control unit 10 sets the dead zone X in a range from the reference operation variable B at time T2 up to a value B+ΔB, which is obtained by adding a predetermined value ΔB to the reference operation variable B.

[0041] In S109, the control unit 10 sets the dead zone X based on the brake operation variable.

[0042] The dead zone X, for example, is a value of the acceleration / deceleration control variable required by the automatic control unit. Additionally, the inertial force applied to the person can be estimated from the change variable of the actual deceleration calculated by the accelerometer or the wheel speed from time T2 to time T4, and the dead zone X can be estimated from the force applied to the operating unit and a stiffness value of the operating unit. [Second embodiment]

[0043] In the vehicle control device 1 according to the first embodiment, if the brake operation variable changes within the range of the dead zone X in the increase mode and in the decrease mode, the change is not reflected in the acceleration / deceleration control variable. In the vehicle control device 1 according to a second embodiment of the present disclosure, a portion of the operation variable (hereinafter referred to as the estimated involuntary operation variable) that exceeds the reference operation variable B in the brake operation variable is reflected in the acceleration / deceleration control variable.

[0044] The probability estimation unit 101 according to the second embodiment estimates the probability of the occurrence of an involuntary operation based on an estimated involuntary operation variable.

[0045] Fig. Figure 6 is a flowchart illustrating a brake assist control process in increase mode or decrease mode in the vehicle control unit according to the second embodiment of the present disclosure. A series of in Fig. The processes shown in 6 are repeatedly executed by the control unit 10 in a predetermined execution cycle while the vehicle V is driving.

[0046] In the Fig. In the process shown in Figure 6, the process transitions from process S101 to process S200. In S200, according to the second embodiment, the control unit 10 acts as a probability estimator 101 and determines whether the estimated involuntary operation variable has a predetermined value A or less. If the estimated involuntary operation variable is equal to or less than the predetermined value A (S200: YES), the control unit 10 estimates that there is a probability that an involuntary operation will occur and transitions to process S201. Conversely, if the estimated involuntary operation variable is greater than the predetermined value A (S200: NO), the control unit 10 estimates that the voluntary operation will be performed by the driver of vehicle V and transitions to process S202.

[0047] In S201, control unit 10 derives an operation control variable that corresponds to a fraction of the estimated involuntary operation variable and the reference operation variable B. For example, control unit 10 derives the operation control variable by adding a product of the estimated involuntary operation variable and a predetermined coefficient to the reference operation variable B. The predetermined coefficient is determined based on the predicted value of the involuntary operation variable derived in S101. For example, if the predicted value of the involuntary operation variable derived in S101 is greater than 0, the predetermined coefficient is set to 0.5. The predetermined coefficient can be set to a larger value if the predicted value of the involuntary operation variable is higher.

[0048] In S202, the control unit 10 derives an operation control variable that corresponds to the brake operation variable.

[0049] In S203, the control unit 10 adds the support control variable to the operation control variable derived in S201 or S202 to derive the acceleration / deceleration control variable.

[0050] In this way, it is possible, in a case where the probability of the involuntary operation occurring is estimated, to suppress the influence of the involuntary operation on vehicle control by reflecting only a portion of the estimated involuntary operation variable in the acceleration / deceleration control variable. Since a portion of the estimated involuntary operation variable is reflected in the acceleration / deceleration control variable, the driver of vehicle V experiences little discomfort in a case where the driver of vehicle V voluntarily operates, even if the non-reflections in the increase and decrease modes are not reflected in the acceleration / deceleration control variable after time T4. [Third embodiment]

[0051] Involuntary steering can occur with operational elements other than the brake pedal. For example, when vehicle V turns into a curve, rotational inertia in the direction of roll can cause involuntary steering, in which the driver of vehicle V involuntarily turns the steering wheel. In the vehicle control device according to a third embodiment, the automatic control unit 100 performs steering assistance control with respect to the steering variable of the steering wheel. This steering assistance control includes control variable suppression control to suppress a control variable of vehicle V with respect to a steering variable (hereinafter referred to as the involuntary steering variable) that would cause involuntary steering if the vehicle is actually turning.

[0052] Fig. Figure 7 is a flowchart illustrating the process of control variable suppression control in the steering assist control by the vehicle control unit according to the third embodiment of the present disclosure. A series of in Fig. The processes shown in 7 are repeatedly executed by the control unit 10 in a predetermined execution cycle while the vehicle V is moving.

[0053] In S300, the control unit 10 determines, based on the detection result of the driving environment detection unit 14, whether there is a curve on the road at a predetermined distance in front of the vehicle V.

[0054] In a case where there is a curve on the road in front of the vehicle V by the predetermined distance, the control unit 10 skips the process to the process of step S301, and in a case where there is no curve on the road in front of the vehicle V by the predetermined distance, the control unit continues with the process of step S301.

[0055] In S301, the control unit 10 estimates the time required for vehicle V to exit the curve according to the shape of the curve located on the road at a predetermined distance ahead of vehicle V, and sets an execution period of the steering variable suppression control for the involuntary steering variable. For example, the execution period of the steering variable suppression control is set from the time at which S300 determines that there is a curve at a predetermined distance ahead of vehicle V on the road until the time required for vehicle V to exit the curve has elapsed.

[0056] In S302, control unit 10 determines whether it is within the execution period set in S301. Control unit 10 transfers the process to process S303 if it is within the execution period (S302: YES), and transfers the process to process S309 if it is outside the execution period (S302: NO).

[0057] In S303, the control unit 10 acts as a unit for estimating an involuntary operational variable 102 and derives a predictive value of the involuntary steering variable based on the shape of the curve in front of the vehicle V.

[0058] In S304, the control unit 10 acts as the probability estimator 101 and determines whether there is a probability that involuntary steering will occur. If the predicted value of the involuntary steering variable derived in S302 is not 0, the control unit 10 determines that there is a probability that involuntary steering will occur and proceeds to process S305. Conversely, if the predicted value of the involuntary steering variable derived in S302 is 0, the control unit 10 determines that there is no probability that involuntary steering will occur and proceeds to process S306.

[0059] In S305, the control unit 10 derives the steering control variable by applying the dead zone X to the steering variable of the steering wheel.

[0060] In S306, the control unit 10 derives the steering control variable without applying the dead zone X to the steering variable of the steering wheel.

[0061] In S307, the control unit 10 adds a support turn control variable from the steering support control to the steering support control in order to derive a turn control variable.

[0062] In S308, control unit 10 sets the dead zone X based on a reference steering variable, which is a steering variable at the start of the steering variable suppression control execution. Control unit 10 sets the dead zone X within a range from the steering variable at the start of the steering variable suppression control execution up to a value obtained by adding a predetermined value to the steering variable.

[0063] In S309, control unit 10 sets the dead zone X based on the steering variable. For example, in a case where there is lane keeping assist control, control unit 10 estimates a lateral deceleration and a roll generation variable from the steering assist control variable and sets the estimated lateral deceleration and roll generation variable as the dead zone X. Control unit 10 can obtain the dead zone X from the lateral deceleration or roll generation variable generated by the steering angle correction control and the torque control by the braking force or the driving force, with the steering angle correction control and the torque control operating at the time of input to the driver's steering wheel. [Modification]

[0064] In the first embodiment, the automatic control unit 100 reflects the non-reflection variable in the acceleration / deceleration control variable after time T4 in both the increase and decrease modes, although the non-reflection variable does not necessarily have to be reflected. In a case where the non-reflection variable is not reflected in the acceleration / deceleration control variable after time T4 in both the increase and decrease modes, the process of S106 and S107 in the brake assist control can proceed in either the increase or decrease mode, as described in Fig. 5 shown, are omitted.

[0065] In the second embodiment, the processing of reflecting the non-reflection variable in the acceleration / deceleration control variable after time T4 is not performed, but the non-reflection variable can be reflected. [BRIEF SUMMARY]

[0066] A vehicle control device according to one aspect of the present disclosure is a vehicle control device that reflects or mirrors an operation variable of an operation element by a driver of a vehicle in the control of the vehicle, wherein the vehicle control device comprises: a probability estimation unit that estimates a probability of the occurrence of an involuntary operation which is an operation of the operation element by the driver, wherein the operation by the driver is unintentional due to a change in the behavior of the vehicle; and a suppression unit that performs a control variable suppression control to suppress a control variable of the vehicle with respect to an operation variable of the involuntary operation by the driver if the probability estimated by the probability estimation unit is higher.

[0067] According to the present disclosure, the vehicle's control variable decreases with respect to the operation variable when the probability of an involuntary operation by the driver, caused by a change in the vehicle's behavior, occurring is higher. Therefore, even in the case of an involuntary operation, its influence on the vehicle's control can be suppressed.

[0068] In the vehicle control device according to one aspect of the present disclosure, the probability estimation unit estimates the probability based on at least one of the vehicle's control variables by means of an automatic control of the vehicle, a driving condition of the vehicle, a driving environment of the vehicle, and a condition of the driver.

[0069] The probability of an involuntary operation occurring increases if the driver's posture changes unintentionally. The probability of an involuntary operation therefore depends on the driver's state and the forces acting upon the driver. Examples of forces acting upon the driver include external forces or inertial forces. Examples of factors that apply external forces to the driver include the vehicle's driving environment. Examples of factors that apply inertial forces to the driver include changes in the vehicle's driving state.Therefore, in the present disclosure, the probability of the occurrence of the involuntary operation is estimated based on at least one of the vehicle's control variables by the vehicle's automatic control system, the vehicle's driving state, the vehicle's driving environment, and the driver's condition. Thus, according to the present disclosure, it is possible to accurately estimate the probability of an involuntary operation occurring.

[0070] In the vehicle control device according to one aspect of the present disclosure, the probability estimation unit estimates the probability based on a change in the driver's attitude.

[0071] The involuntary operation can be caused by a change in the driver's posture. Therefore, according to the present disclosure, it is possible to accurately estimate the probability of an involuntary operation occurring based on a change in a driver's posture.

[0072] In the vehicle control device according to one aspect of the present disclosure, the suppression unit, in a case where an operation performed by the driver during the execution of the control variable suppression control includes a voluntary operation which is an operation of the operation element by the driver, wherein the operation is intended by the driver, reflects a control variable corresponding to the voluntary operation among the control variables suppressed by the control variable suppression control in the control of the vehicle, which is executed after the execution of the control variable suppression control.

[0073] According to the present disclosure, the control variable corresponding to the driver's voluntary operation is reflected in the control that is executed after the control variable suppression control has been performed, thereby reflecting the driver's intention in the vehicle behavior and reducing the inconvenience to the driver's vehicle behavior.

[0074] In the vehicle control device according to one aspect of the present disclosure, the suppression unit performs the control variable suppression control in a period corresponding to an occurrence factor of the involuntary operation that is assessed as highly probable by the probability estimation unit.

[0075] A vehicle control device according to one aspect of the present disclosure comprises a unit for estimating an involuntary operation variable, which estimates an operation variable of the involuntary operation with high probability, wherein the suppression unit sets a dead zone based on a reference operation variable, which is a predetermined operation variable, to suppress the operation variable with respect to the involuntary operation variable, and the operation variable in the dead zone sets the controlled variable as the reference operation variable. [Additional note]

[0076] The present disclosure is not limited to the embodiments described above, and various modifications may be made within the scope specified in the claims, and embodiments obtained by suitable combination of technical devices disclosed in various embodiments comprise the technical scope of the present disclosure. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] JP 2016-28913 A

[0002]

Claims

[1] Vehicle control device which reflects an operation variable of an operation element by a driver of a vehicle when controlling the vehicle, wherein the vehicle control device comprises: a probability estimation unit that estimates the probability of an involuntary operation occurring, which is an operation of the operational element by the driver, wherein the operation by the driver is unintentional due to a change in the behavior of the vehicle; and a suppression unit that performs a control variable suppression control to suppress a control variable of the vehicle with respect to an operation variable of the involuntary operation by the driver when the probability estimated by the probability estimation unit is higher. [2] Vehicle control device according to claim 1, wherein the probability estimation unit estimates the probability based on at least one of the vehicle's control variables by means of an automatic control of the vehicle, a driving state of the vehicle, a driving environment of the vehicle and a driver's state. [3] Vehicle control device according to claim 1, wherein the probability estimation unit estimates the probability based on a change in the driver's attitude. [4] Vehicle control device according to claim 1, wherein in a case where an operation performed by the driver during the execution of the control variable suppression control comprises a voluntary operation which is an operation of the operation element by the driver, wherein the operation is intended by the driver, the suppression unit reflects a control variable corresponding to the voluntary operation under control variables of the vehicle which are suppressed by the control variable suppression control in the control, of the vehicle which is executed after the execution of the control variable suppression control.

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