Vehicle control system

Abstract

This suppresses over-detection of driver status abnormalities and allows for more accurate detection of driver abnormalities. [Solution] The vehicle control device 1 includes a driver state recognition unit 55 that recognizes the state of the driver of the vehicle 2, a driver state determination unit 56 that determines an abnormality if the driver state does not meet predetermined appropriate criteria based on the recognition result of the driver state recognition unit 55, an operation detection unit 58 that detects operations on the driving controls that constitute the driving operation device 17 of the vehicle 2, and a driving control unit 52 that performs driving control of the vehicle 2 based on the operations detected by the operation detection unit 58 and the determination result of the driver state determination unit 56. If the operation detection unit 58 detects a specific operation in which the driving controls are operated in a second direction opposite to the first direction after being operated in a first direction, the driver state determination unit 56 changes the appropriate criteria to be relaxed.

Description

Technical Field

[0001] The present invention relates to a vehicle control device that controls the running of a vehicle, and more particularly, to a vehicle control device that performs vehicle running control based on the state of a driver of the vehicle.

Background Art

[0002] In recent years, efforts have been actively made to provide access to a sustainable transportation system that takes into account people in vulnerable positions among traffic participants. In order to achieve this, efforts to further improve traffic safety and convenience through research and development of driving support technologies have attracted attention.

[0003] Conventionally, there has been a peripheral detection unit that detects the surrounding situation of a vehicle and a running control device that controls the running of the vehicle based on the detection result of the peripheral detection unit. For example, Patent Document 1 discloses a vehicle control device that executes running control including follow-up running control for making a vehicle follow a preceding vehicle based on the surrounding situation of the vehicle, and executes emergency control when an abnormality of the driver is detected from a face image of a driver camera (in-vehicle camera) during the running of the vehicle.

[0004] Patent Document 2 discloses a driver state determination device that determines the state of a driver who drives a vehicle. This device includes a steering torque sensor and a pedal sensor that detects the operation amount of an operation pedal, and determines that the driver is in an abnormal state when a change in the operation amount of the pedal of a predetermined amount or more occurs while the steering torque changes by a first threshold value or more.

[0005] Patent Document 3 discloses a driver assistance device that cancels the execution of automatic stop control in response to driver operation. This device performs automatic stop control to decelerate and stop the vehicle based on whether or not it is detected that the driver is in an incapacitated state. This device also includes an operation state detection unit that detects the operation state of the vehicle's control elements, and cancels the execution of automatic stop control if it detects that the operation state of the control elements has changed multiple times during the execution of automatic stop control. Changes in the operation state are detected by the transition between a state where the pedal is pressed down and a state where the pedal is released. [Prior art documents] [Patent Documents]

[0006] [Patent Document 1] Japanese Patent Publication No. 2024-8140 [Patent Document 2] Japanese Patent Publication No. 2019-191754 [Patent Document 3] Japanese Patent Publication No. 2022-144818 [Overview of the project] [Problems that the invention aims to solve]

[0007] However, when driver abnormalities (state abnormalities) are determined from the driver camera, as in the conventional technology described above, the accuracy of the state abnormality determination is low. As a result, there is a risk that driver state abnormalities will be over-detected, leading to excessive notification of abnormality detection. To suppress over-detection of driver state abnormalities, it is conceivable to carefully determine the driver state abnormality, but doing so would increase the time required to determine the driver state abnormality, delaying the detection of an actual abnormal state in the driver.

[0008] In view of the above background, the present invention aims to suppress over-determination of driver status abnormalities and to more appropriately determine driver abnormalities. [Means for solving the problem]

[0009] To solve the above problems, one aspect of the present invention provides a vehicle control device comprising: a driver state recognition unit that recognizes the state of the vehicle's driver; a driver state determination unit that determines, based on the recognition result of the driver state recognition unit, that the state of the driver is abnormal if it does not meet predetermined appropriate criteria; an operation detection unit that detects operations on the vehicle's driving controls; and a driving control unit that performs driving control of the vehicle based on the operations detected by the operation detection unit and the determination result of the driver state determination unit, wherein if the operation detection unit detects a specific operation in which the driving controls are operated in a second direction opposite to the first direction after being operated in a first direction, the driver state determination unit changes to relax the appropriate criteria. [Effects of the Invention]

[0010] According to the above embodiment, over-determining of driver status abnormalities can be suppressed, and driver abnormalities can be determined more appropriately. [Brief explanation of the drawing]

[0011] [Figure 1] Configuration diagram of a vehicle system according to an embodiment of the present invention [Figure 2] Diagram showing images from an in-car camera. [Figure 3] An explanatory diagram illustrating an example of unsuitable driving behavior as seen in images from an in-car camera. [Figure 4] Time chart showing an example of a specific operation [Figure 5] A time chart showing examples of operations other than specific operations. [Figure 6] Time chart showing the amount of operations other than specific operations [Figure 7] Figure 6 shows a time chart illustrating the operating speed of the operations shown. [Figure 8] Flowchart showing the procedure for driving assistance control by the control device. [Figure 9] A time chart of an example of driving assistance control when no specific operation is detected. [Figure 10] A time chart of an example of driving assistance control when a specific operation is detected.

Best Mode for Carrying Out the Invention

[0012] As shown in FIG. 1, the vehicle control device 1 is provided in the vehicle 2. The vehicle 2 is preferably, for example, a four-wheel automobile. The vehicle 2 is an autonomous vehicle or a vehicle with a driving support function. <关于标签

[0013] 的相关说明:原文中此标签无具体内容,翻译时保留原样。 [[ID=?]]<关于标签 的相关说明:原文中此标签无具体内容,但按照要求需保留原样。 The vehicle 2 has a propulsion device 3, a braking device 4, and a steering device 5. The propulsion device 3 is a device that imparts a driving force to the vehicle 2 and includes, for example, a power source and a transmission. The power source has at least one of an internal combustion engine such as a gasoline engine or a diesel engine and an electric motor. The braking device 4 is a device that imparts a braking force to the vehicle 2 and includes, for example, a brake caliper that presses a pad against a brake rotor and an electric cylinder that supplies hydraulic pressure to the brake caliper. The steering device 5 is a device for changing the steering angle of the wheels and has, for example, a rack and pinion mechanism for steering the wheels and an electric motor for driving the rack and pinion mechanism. The propulsion device 3, the braking device 4, and the steering device 5 are controlled by the vehicle control device 1.

[0014] The vehicle 2 has an external recognition device 7. The external recognition device 7 is a device that detects objects outside the vehicle. The external recognition device 7 is a sensor that captures electromagnetic waves or light from the surroundings of the vehicle 2 to detect objects outside the vehicle. The external recognition device 7 includes, for example, a radar 8, a lidar 9 (LIDAR), and an external camera 10.

[0015] The vehicle 2 has a vehicle sensor 12. The vehicle sensor 12 includes a vehicle speed sensor 13 that detects the speed of the vehicle 2, an acceleration sensor that detects acceleration, a yaw rate sensor that detects the angular velocity around the vertical axis, and an azimuth sensor that detects the orientation of the vehicle 2.

[0016] The vehicle 2 has a communication device 15, a navigation device 16, a driving operation device 17, an occupant monitoring device 18, and an HMI 19 (Human Machine Interface). The communication device 15 mediates communication between the vehicle control device 1 and the navigation device 16 and peripheral vehicles and servers located outside the vehicle.

[0017] The navigation device 16 is a device that acquires the current position of the vehicle 2 and provides route guidance to the destination. The navigation device 16 preferably includes a GNSS receiver, a map storage unit, a navigation interface, and a route determination unit. The GNSS receiver identifies the position (latitude and longitude) of the vehicle 2 based on signals received from artificial satellites (positioning satellites). The map storage unit is composed of a known storage device such as a flash memory or a hard disk and stores map information. The navigation interface accepts inputs such as the destination from the occupant and presents various information to the occupant by display and voice. The navigation interface may include, for example, a touch panel display and a speaker 32, etc.

[0018] The driving operation device 17 accepts input operations performed by the occupant (driver) to control the vehicle 2. The driving operation device 17 includes a steering wheel 21, an accelerator pedal 22, and a brake pedal 23. Further, the driving operation device 17 may include a shift lever, a parking brake lever, etc. A sensor for detecting the operation amount is attached to each driving operation device 17. The driving operation device 17 outputs a signal indicating the operation amount to the vehicle control device 1.

[0019] The occupant monitoring device 18 monitors the state of the occupant in the vehicle interior. The occupant monitoring device 18 has, for example, an in-vehicle camera 25 that images the occupant sitting on the seat in the vehicle interior and a grip sensor 26 provided on the steering wheel 21. The in-vehicle camera 25 is a digital camera using a solid-state imaging device such as a CCD or a CMOS, etc. The grip sensor 26 detects whether the driver is gripping the steering wheel 21. The grip sensor 26 may be formed by, for example, a capacitance sensor or a piezoelectric element provided on the steering wheel 21.

[0020] The HMI 19 provides the occupant with various information through displays and sounds, and also accepts input operations from the occupant. The HMI 19 includes a display device 31 and a speaker 32. The display device 31 may be a touch panel display including liquid crystal or organic EL. The display device 31 may also serve as a navigation interface. The display device 31 and speaker 32 function as notification devices for providing information to the occupant through images and sounds. Here, the images may be videos containing multiple consecutive frames. The HMI 19 may also include various actuators. For example, the actuators may be those that act on the driver's six senses, such as a vibration actuator built into the steering wheel 21 or a belt tightening device built into the seat belt retractor.

[0021] Vehicle 2 has a first operation switch 35 and a second operation switch 36. The first operation switch 35 and the second operation switch 36 are switches that can be operated by the occupants. The first operation switch 35 and the second operation switch 36 may be mechanical switches or GUI switches displayed on a touch panel, and are arranged in appropriate places in the vehicle interior. The first operation switch 35 and the second operation switch 36 may be configured as a display device 31 or a navigation interface. The first operation switch 35 may be a switch for changing the on / off state of driver assistance control. The second operation switch 36 may be a switch for selecting a driver assistance control to be executed from among several driver assistance controls, and for setting the level of automated driving. The second operation switch 36 may be, for example, a rotary switch. The first operation switch 35 and the second operation switch 36 may be configured as a single unit as a common switch.

[0022] The vehicle control device 1 is a computer having a processor 41 and a memory 42 that is communicatively connected to the processor 41. The processor 41 may include at least one of the following as its core: a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), or a RISC (Reduced Instruction Set Computer). The memory 42 stores control programs executed by the processor 41 and various data. The memory 42 may include at least one of volatile memory and non-volatile memory. The volatile memory may be, for example, DRAM (Dynamic Random Access Memory) or SRAM (Static Random Access Memory). The non-volatile memory may be an SSD (Solid State Drive), flash memory, magnetic disk storage device, or optical disk storage device. At least a part of the vehicle control device 1 may be implemented by hardware such as an LSI (Large Scale Integration), ASIC (application specific integrated circuit), or FPGA (field-programmable gate array), or by a combination of software and hardware. The vehicle control device 1 may be composed of a single piece of hardware, or it may be composed of multiple pieces of hardware that can communicate with each other. Part of the vehicle control device 1 may be composed of an external server located outside the vehicle 2.

[0023] The processor 41 implements various applications by executing control programs stored in memory 42. The control programs may be stored on removable recordable media such as DVDs or CD-ROMs, and installed in memory 42 when the recordable media is read by a reader. Alternatively, the control programs may be downloaded to and installed in memory 42 via a communication network such as the Internet.

[0024] The processor 41 functions as the surrounding situation recognition unit 51, the driving control unit 52, the mode setting unit 53, the emergency control unit 54, the driver status recognition unit 55, the driver status determination unit 56, the vehicle position recognition unit 57, the operation detection unit 58, and the notification unit 59 by executing the control program stored in the memory 42. As the processor 41 executes the control program, the vehicle control device 1, which is a computer, executes the vehicle control method.

[0025] The surrounding environment recognition unit 51 recognizes the surrounding environment of the vehicle 2. Based on the detection results of the external environment recognition device 7, the surrounding environment recognition unit 51 recognizes the surrounding environment (external environment), including obstacles located around the vehicle 2, the shape of the road, the presence or absence of sidewalks, road markings, etc. Obstacles include, for example, guardrails, utility poles, surrounding vehicles, and people such as pedestrians. From the detection results of the external environment recognition device 7, the surrounding environment recognition unit 51 can acquire the status of surrounding vehicles, such as their position, speed, and acceleration.

[0026] The vehicle position recognition unit 57 recognizes the driving lane in which the vehicle 2 is traveling, as well as the relative position and angle of the vehicle 2 with respect to the driving lane. The vehicle position recognition unit 57 may recognize the driving lane based on map information and the position of the vehicle 2 acquired by the GNSS receiver. In addition, the vehicle position recognition unit 57 may extract the lane markings around the vehicle 2 drawn on the road surface from the map information and compare them with the shape of the lane markings captured by the external camera 10 to recognize the relative position and angle of the vehicle 2 with respect to the driving lane.

[0027] The driver state recognition unit 55 recognizes the driver's status. Based on the detection results of the occupant monitoring device 18, the driver state recognition unit 55 recognizes the driver's status and the driver's holding status of the steering wheel 21. The driver's status includes the driver's head position, face orientation, eye opening / closing state, and gaze direction. The driver state recognition unit 55 can acquire this driver status information from the detection results of the in-vehicle camera 25.

[0028] The driver state determination unit 56 determines the driver's state. Based on the signal from the occupant monitoring device 18, the driver state determination unit 56 determines whether the driver is in a state of surrounding monitoring. The state of surrounding monitoring is a state suitable for driving in which the driver is monitoring the surroundings of the vehicle 2 and meets predetermined suitability criteria, and is required in automated driving of level 2 or lower, where surrounding monitoring is mandatory. In the state of surrounding monitoring, it is preferable that the driver is in a state in which they can quickly start manual driving. For example, in the state of surrounding monitoring, the driver is seated facing forward in the seat and is monitoring the area in front of the vehicle 2. The driver state determination unit 56 may, for example, acquire the driver's posture or head orientation based on the image from the in-vehicle camera 25, and if the driver's posture or head orientation matches a predetermined surrounding monitoring posture, determine that the driver is in a state of surrounding monitoring. Alternatively, the driver state determination unit 56 may, for example, acquire the driver's gaze based on the image from the in-vehicle camera 25, and if the driver's gaze is directed forward, determine that the driver is in a state of surrounding monitoring that meets the suitability criteria. Furthermore, the driver state determination unit 56 may determine that the driver's state is in a state of surroundings monitoring when the driver is gripping the steering wheel 21 based on the signal from the grip sensor 26. Also, the driver state determination unit 56 may determine that the driver's state is in a state of surroundings monitoring when the driver's gaze is directed forward and the steering wheel 21 is being gripped by the driver.

[0029] In Level 3 and above automated driving, where there is no obligation to monitor the surroundings, an abnormal state means a situation in which the driver is unable to promptly take over driving when a request for a driver change occurs. A state in which a driver change is not possible means that the driver is unable to monitor the screen displaying warnings, etc., and includes situations where the driver is asleep or looking behind. In this embodiment, the suitability criteria for Level 3 automated driving include conditions to ensure that the driver fulfills their obligation to monitor the surroundings of the vehicle when notified to do so.

[0030] At each level of autonomous driving, the driver state determination unit 56 determines the driver's state to be abnormal if the pre-set appropriate criteria are not met, as the driver is not in a normal state corresponding to the level of autonomous driving.

[0031] Figure 2 shows an image from the in-vehicle camera 25. As shown in Figure 2, the driver state determination unit 56 sets a predetermined region 37 in the image of the driver's seat captured by the in-vehicle camera 25 as the area where the driver's head should be while driving. In this embodiment, the driver state determination unit 56 sets the predetermined region 37 as a vertically elongated rectangle. In other embodiments, the predetermined region 37 may be set to a shape other than a rectangle. The position and size of the predetermined region 37 should be appropriately set according to the position and size of the driver's head when seated in the driver's seat. Alternatively, the shape of the predetermined region 37 may be set according to the shape of the driver's head.

[0032] The driver status determination unit 56 analyzes the images from the in-vehicle camera 25 and sequentially detects the driver's head. Specifically, the driver status determination unit 56 extracts an edge representing the outline of the driver's face from the driver's seat image, and detects the rectangular area enclosed by vertical lines passing through the left and right ends of the extracted edge and horizontal lines passing through the top and bottom ends of the edge as the head (face). The predetermined area 37 is set to a size that adds predetermined margins to the left, right, top, and bottom of the head, and when the driver is in a state of surrounding monitoring, the driver's face is located approximately in the center of the predetermined area 37. The driver status determination unit 56 obtains the trajectory of the driver's head from the sequentially detected position of the driver's head.

[0033] The driver state determination unit 56 also detects characteristic features such as the eyes, nose, and mouth from the driver's face. Based on the contour of the driver's face and the positions of these characteristic features, the driver state determination unit 56 detects the orientation of the face. The orientation of the face is calculated as the direction of deviation and the degree of deviation (angle) relative to the forward direction in which the driver's face should be facing while driving. The driver state determination unit 56 acquires changes in the orientation of the driver's face from the sequentially detected orientations of the driver's face.

[0034] Figure 3 is an explanatory diagram of changes in head position in the image from the in-vehicle camera 25. A driver in the surrounding monitoring state shown in Figure 2 may tilt their head forward significantly, as shown in Figure 3(A). This may occur, for example, if the driver suddenly becomes ill. In this case, the driver state determination unit 56 detects that the driver's head has moved downward out of the frame from the predetermined area 37 and determines that the driver's state has become unsuitable, no longer meeting the suitability criteria according to the autonomous driving level.

[0035] On the other hand, as shown in Figure 3(B), the driver may move their head from side to side while driving. For example, this may occur when visually checking the white lines through the side window or when visually checking the rear of the vehicle 2. In this case as well, as shown in Figure 3(B2), the driver state determination unit 56 detects that the driver's head has moved out of the frame in the vehicle width direction from the predetermined area 37, and determines that the driver's state has become an unsuitable state that does not meet the predetermined suitability criteria.

[0036] In this manner, the driver state determination unit 56 determines that the driver state is in an unsuitable state when at least one of the predetermined conditions set as appropriate criteria is not met. If the unsuitable state continues for a predetermined time threshold, the driver state determination unit 56 determines that the driver state is abnormal. The driver state determination unit 56 determines that the driver state is normal unless the unsuitable state continues for a predetermined time threshold. Furthermore, even if the driver state has been determined to be abnormal, if the driver state returns from an unsuitable state to an appropriate state such as an ambient monitoring state, the driver state determination unit 56 determines that the driver state is normal.

[0037] Returning to Figure 1, the explanation continues. The operation detection unit 58 acquires the amount of operation of the driving control device 17 based on the signal from the driving control device 17. The operation detection unit 58 acquires the amount of operation of the brake pedal 23, accelerator pedal 22, and steering wheel 21 based on signals from sensors provided on the brake pedal 23, accelerator pedal 22, and steering wheel 21. In other words, the operation detection unit 58 is configured to detect brake pedal operation, accelerator pedal operation, and steering wheel operation by the driver.

[0038] The operation detection unit 58 is configured to detect the operation of the first operation switch 35 and the second operation switch 36 by the occupant based on signals from the first operation switch 35 and the second operation switch 36.

[0039] The driving control unit 52 is configured to control the acceleration and deceleration of the vehicle 2 according to the driving mode. In addition to controlling the acceleration and deceleration of the vehicle 2, the driving control unit 52 may also be configured to control the steering of the vehicle 2. The driving control unit 52 performs automatic driving control, including adaptive cruise control (hereinafter referred to as ACC) and lane keeping assist control (hereinafter referred to as LKAS). Adaptive cruise control is an example of vehicle speed control that controls the speed of the vehicle 2 by controlling the acceleration and deceleration of the vehicle 2. The driving control unit 52 controls the acceleration and deceleration of the vehicle 2 by controlling the propulsion system 3 and the braking system 4, thereby assisting the driver's driving. In addition, lane keeping assist control is an example of steering control that controls the steering of the vehicle 2 by controlling the steering system 5. The driving control unit 52 controls the trajectory of the vehicle 2 by controlling the steering system 5, thereby assisting the driver's driving.

[0040] In addition to the above-mentioned controls that support driving during normal driving, the driving control unit 52 also performs automatic driving controls for accident prevention, such as collision mitigation braking (hereinafter referred to as CMBS) and road departure prevention function. CMBS is implemented by controlling the braking system 4 after issuing a warning to decelerate the vehicle 2 in order to avoid or mitigate a collision when there is a risk of the vehicle 2 colliding with a preceding vehicle or pedestrian. The road departure prevention function is implemented by controlling the steering system 5 after issuing a warning to change the direction of travel of the vehicle 2 when there is a risk of the vehicle 2 deviating from its driving lane.

[0041] When the operation detection unit 58 detects an ON signal from the first operation switch 35, the driving control unit 52 starts driving assistance control. When the operation detection unit 58 detects an OFF signal from the first operation switch 35, the driving control unit 52 terminates driving assistance control. When the operation detection unit 58 detects a selection signal from the second operation switch 36, the driving control unit 52 switches the driving assistance control to be executed or currently executed to the driving assistance control selected by the selection signal. The selection signal from the second operation switch 36 may, for example, select ACC and LKAS, or select LKAS only.

[0042] The mode setting unit 53 is configured to allow the driving mode to be changed. The driving modes include a manual driving mode, a driving assistance mode, and a stationary driving assistance mode. The driving assistance mode includes an automated driving level 1 mode, an automated driving level 2 mode, an automated driving level 3 mode, an accelerator pedal override mode (hereinafter referred to as APOR mode), etc. The automated driving level 1 mode is a mode in which the degree of driving tasks imposed on the driver is greater than that of the automated driving level 2 mode, or in which the degree of assistance to the driver's driving is less. The automated driving level 2 mode is a mode in which the degree of driving tasks imposed on the driver is greater than that of the automated driving level 3 mode, or in which the degree of assistance to the driver's driving is less. The stationary driving assistance mode includes a start-up standby mode and a stop-hold mode. The driving mode transitions according to the occupant's operation, the state of the vehicle 2, and the occupant's state.

[0043] In manual driving mode, the driving control unit 52 controls the vehicle 2 based on the driver's driving operations. Specifically, in manual driving mode, the driving control unit 52 obtains the amount of operation of the brake pedal 23 from the brake pedal 23 and controls the braking system 4 based on the amount of operation of the brake pedal 23. In addition, in manual driving mode, the driving control unit 52 obtains the amount of operation of the accelerator pedal 22 from the accelerator pedal 22 and controls the propulsion system 3 based on the amount of operation of the accelerator pedal 22. In addition, in manual driving mode, the driving control unit 52 obtains the amount of operation of the steering wheel 21 from the steering wheel 21 and controls the steering system 5 based on the amount of operation of the steering wheel 21.

[0044] The driving assistance mode can be set while the vehicle 2 is in motion. When LKAS is selected in the driving assistance mode, the driving control unit 52 performs lane keeping assistance control to drive the vehicle 2 along the lane. Lane information is included in the surrounding conditions recognized by the surrounding conditions recognition unit 51.

[0045] Furthermore, when ACC is selected in the driving assistance mode, the driving control unit 52 controls the acceleration and deceleration of the vehicle 2 according to the surrounding conditions, in addition to controlling the LKAS as described above. In other embodiments, the control of ACC and LKAS may be performed independently. The surrounding conditions include, for example, a vehicle traveling in front of the vehicle 2. In the driving assistance mode, the driving control unit 52 controls the propulsion system 3 and the braking system 4 to maintain a distance of at least a predetermined value between the vehicle 2 and the vehicle traveling in front of the vehicle 2, and to maintain the vehicle speed at a target speed within a range in which the distance can be maintained. The driving control unit 52 acquires the position and speed of the vehicle ahead based on the surrounding conditions acquired by the surrounding conditions recognition unit 51. The target speed may be set by the driver. The target speed may be set by the driver's operation on the display device 31 or operation switches. In addition, in the driving assistance mode, the driving control unit 52 may control the propulsion system 3 and the braking system 4 based on the signal information of traffic lights and sign information acquired by the surrounding conditions recognition unit 51.

[0046] APOR mode is set when the driving mode is in driver assistance mode and the accelerator pedal 22 is pressed. In APOR mode, the driving control unit 52 controls the propulsion system 3 based on the amount the accelerator pedal 22 is pressed. This enables the vehicle 2 to accelerate in response to the driver's accelerator pedal operation.

[0047] In driving assistance mode, when the vehicle in front slows down and stops, the driving control unit 52 maintains a safe distance from the vehicle in front and stops the vehicle 2. In addition, in driving assistance mode, the driving control unit 52 may acquire traffic signal information and stop the vehicle 2 at the stop line according to the traffic signal information.

[0048] Furthermore, if LKAS is selected in the driver assistance mode, the driving control unit 52 performs lane keeping assistance control to drive the vehicle 2 along the lane, in addition to the ACC described above. The driving control unit 52 performs driving control based on the determination result of the driver state determination unit 56.

[0049] The notification unit 59 notifies the driver via the HMI 19 when the driver status determination unit 56 determines that the driver's status is abnormal.

[0050] The emergency control unit 54 executes emergency control to ensure the safety of the vehicle 2 and the driver when the driver status determination unit 56 determines that the driver is abnormal. Emergency control is executed regardless of the driving level or the driving state of the vehicle 2. For example, emergency control is executed when the vehicle 2 is stopped, driving, when ACC or LKAS is running, or when ACC and LKAS are running. Emergency control takes precedence over driving operations by the driver and driving assistance control performed by the driving control unit 52, and is performed as follows: When driver abnormality is determined, the emergency control unit 54 executes in-vehicle notification to the occupants, acceleration suppression of the vehicle 2, and lane keeping control. If the driver abnormality continues, the emergency control unit 54 confirms the driver abnormality and executes external notification to outside the vehicle, deceleration of the vehicle 2, and lane change control, bringing the vehicle 2 to a stop in the driving lane or on the shoulder of the road. After the vehicle 2 has stopped, the emergency control unit 54 executes control to contact a hospital or other facility and to maintain the vehicle's stop.

[0051] The vehicle control device 1 is configured as described above. In this embodiment, the vehicle control device 1 is configured to change the criteria used to determine the driver's abnormality (state abnormality) because the accuracy of determining the state abnormality is low if the driver's abnormality is determined solely from the image of the in-vehicle camera 25 that photographs the driver. Specifically, the driver state determination unit 56 is modified to relax the appropriate criteria when a specific operation is detected by the operation detection unit 58.

[0052] A specific operation is an operation that is considered highly likely to have been performed by the driver in a normal state, and is an operation in which one of the driver control elements of the driving control device 17 is operated in a second direction opposite to the first direction after being operated in a first direction. In this embodiment, when a specific operation is detected, the driver state determination unit 56 relaxes the appropriate criteria by changing the duration of the inappropriate state among the appropriate criteria to a larger value. This suppresses over-determining of driver abnormalities and allows for more appropriate determination of driver abnormalities.

[0053] If a driver experiences a seizure and becomes rigid, or if they become unconscious and become flaccid, they may operate the control panel too forcefully or too loosely. Such operations must not be included in the specified operations. In other words, if such operations occur, it is necessary to appropriately (specifically, early or sensitively) determine the driver's abnormal condition without relaxing the appropriate standards. Therefore, the specified operations are set to exclude operations that may occur when the driver's condition is abnormal in this way.

[0054] Specific operations will be explained with reference to Figures 4 to 7. The controls for detecting specific operations can be any driving controls, such as the steering wheel 21, accelerator pedal 22, and brake pedal 23. With respect to the steering wheel 21, the operation in the first direction may be, for example, clockwise steering, in which case the operation in the second direction is counterclockwise steering. Or the reverse may also apply. With respect to the accelerator pedal 22 and brake pedal 23, the operation in the first direction may be, for example, pressing down, in which case the operation in the second direction is releasing down. Or the reverse may also apply. Here, the operation in the first direction and the operation in the second direction refer to operations on a single control.

[0055] Figure 4 is a time chart showing an example of a specific operation. A specific operation is defined as having a first operation threshold θ1th, which is the threshold for operation in the first direction. A second operation threshold θ2th, which is the threshold for operation in the second direction, is also defined as a condition for a specific operation. In this embodiment, the first operation threshold θ1th and the second operation threshold θ2th are the same value. However, this is not limited to this. In other embodiments, the first operation threshold θ1th and the second operation threshold θ2th may be different values. As shown in Figure 4, a predetermined period is also defined as a condition for a specific operation, which is the period for detecting operation in the first direction and operation in the second direction. Based on these conditions, it is determined whether a series of operations by the driver constitutes a specific operation.

[0056] Figure 4 shows three cases of operations that satisfy the conditions for a specific operation. Cases 1 and 2 are a series of operations in which an operation in the first direction (in this case, the direction in which the manipulated amount increases) is followed by an operation in the second direction (in this case, the direction in which the manipulated amount decreases). The operations in the first direction and the operations in the second direction may be separated in time. In both cases, the operation in the first direction, which involves a manipulated amount greater than or equal to the first manipulated amount threshold θ1th, and the subsequent operation in the second direction, which involves a manipulated amount greater than or equal to the second manipulated amount threshold θ2th, are performed within a predetermined period. Case 3 is a series of operations in which an operation in the second direction is followed by an operation in the first direction. In this case as well, the operations in the second direction and the operations in the first direction may be separated in time. In Case 3 as well, the operation in the second direction, which involves a manipulated amount greater than or equal to the second manipulated amount threshold θ2th, and the subsequent operation in the first direction, which involves a manipulated amount greater than or equal to the first manipulated amount threshold θ1th, are performed within a predetermined period. It is highly probable that the operations in all three of these cases are operations that were intentionally performed by a driver in a normal state. In other words, these operations are unlikely to have been performed because the driver was in an abnormal state.

[0057] On the other hand, Figure 5 is a time chart showing examples of operations other than specific operations. Figure 5 shows two cases of operations that do not meet the conditions for specific operations. In both operations, an operation in the second direction is performed following an operation in the first direction. However, in the operation in case 4, the amount of the operation in the first direction performed within a predetermined time is less than the first operation threshold θ1th, and the amount of the operation in the second direction is less than the second operation threshold θ2th. In the operation in case 5, the amount of the operation in the first direction performed within a predetermined time is greater than or equal to the first operation threshold θ1th, but the amount of the operation in the second direction is less than the second operation threshold θ2th. In these two cases, while it is possible that both operations were performed intentionally by a driver in a normal state, it is also possible that they were performed due to the driver being in an abnormal state. In other words, the operation in case 4 may have been performed because the driver had fainted and was in a relaxed state. The operation in case 5 may have been performed because the driver had a seizure and was in a rigid state. Therefore, the conditions for specific operations are set so that these operations are excluded from being specific operations.

[0058] The conditions for a specific operation are set so as to exclude operations performed as a result of the driver experiencing an abnormal state such as a seizure. Therefore, as described above, the operations in the first direction and the operations in the second direction refer to operations on a single control element. For example, when a driver becomes rigid, they may press the brake pedal 23, then release the brake pedal 23 and press the accelerator pedal 22. In this case, releasing the brake pedal 23 is identified as an operation in the first direction, and pressing the accelerator pedal 22 is identified as an operation in the second direction, and these series of operations are not determined to satisfy the conditions for a specific operation.

[0059] Furthermore, additional conditions may be set for specific operations in addition to the above conditions. For example, a specific operation may have thresholds set for the change in the manipulated amount in the first direction and thresholds set for the change in the manipulated amount in the second direction. The change in the manipulated amounts in the first and second directions is the manipulated amount per unit time, i.e., the operating speed, and both are expressed as positive values.

[0060] Figure 6 is a time chart showing the amount of operation for operations other than the specified operation. As shown in Figure 6, in this case 6 operation, similar to the operation on the left in Figure 4, an operation in the first direction with an operation amount of θ1th or more, and a subsequent operation in the second direction with an operation amount of θ2th or more, are performed within a predetermined period. However, it is also possible that such an operation was performed when the driver had a seizure and became rigid, causing the pedal to be pressed down and then released when the foot slipped off the pedal.

[0061] Therefore, as described above, in addition to the threshold for the manipulated quantity, a threshold for the operating speed is set as a condition for a specific operation. Figure 7 is a time chart showing the operating speed of the operation shown in Figure 6. As shown in Figure 7, for the operating speed of the operation in the first direction, the first operating speed threshold ω1th, which is the first change threshold, is set as the upper limit threshold. For the operating speed of the operation in the second direction, the second operating speed threshold ω2th, which is smaller than the first operating speed threshold ω1th, is set as the upper limit threshold as the second change threshold. In the series of operations in Case 6, the operating speed of the operation in the first direction (operating speed from time t1 to time t2) is less than the first operating speed threshold ω1th, and the condition is met, but the operating speed of the operation in the second direction (operating speed from time t3 to time t4) is greater than or equal to the second operating speed threshold ω2th, and the condition is not met. Since such an operation does not meet the above conditions, it is not detected as a specific operation.

[0062] By setting these conditions as criteria for specific operations, it becomes possible to accurately detect specific operations that are highly likely to be intentionally performed by a driver in a normal state.

[0063] Next, an example of a vehicle control procedure performed by the vehicle control device 1 will be described. This example will describe the case where Level 1 or 2 automated driving control is being performed.

[0064] Figure 8 is a flowchart showing the procedure for driving assistance control by the control device. When the ignition switch of the vehicle 2 is turned on, the vehicle control device 1 starts the vehicle control shown in Figure 8. First, the vehicle control device 1 starts monitoring the driver using the occupant monitoring device 18 and starts detecting the operation of each driving control element of the driving control device 17 (ST1). In monitoring the driver, the vehicle control device 1 recognizes the driver's state based on the occupant monitoring device 18 and determines whether the driver's state is normal or abnormal. The vehicle control device 1 also determines whether the above-mentioned specific operation has been performed when detecting the operation of the driving control elements.

[0065] Next, the vehicle control device 1 sets a preset first time T1 as the time threshold for an unsuitable state (ST2). The process in step ST2 may be performed before the process in step ST1.

[0066] After the processing in steps ST1 and ST2, the vehicle control device 1 determines whether the driver's unsuitable state continues for a first time T1 or longer (ST3). The count of unsuitable states starts from the time the driver state determination unit 56 determines that the driver's state is unsuitable and is reset when the driver's state returns to the surrounding monitoring state (appropriate state).

[0067] If the driver's unsuitable state has not continued for a first time T1 or longer (ST3: No), the vehicle control device 1 proceeds to step ST4. If the driver's unsuitable state has continued for a first time T1 or longer (ST3: Yes), the vehicle control device 1 proceeds to step ST8. In step ST4, the vehicle control device 1 determines whether the operation detection unit 58 has detected a specific operation. If the operation detection unit 58 has not detected a specific operation (ST4: No), the vehicle control device 1 returns to step ST3.

[0068] On the other hand, if a specific operation is detected by the operation detection unit 58 (ST4: Yes), the vehicle control device 1 sets the second time T2 to the time threshold for an unsuitable state (ST5). The second time T2 is longer than the first time T1. The second time T2 may be a constant value, or it may be a different value depending on the mode of automatic driving control by the driving control unit 52, and the operation state such as the type and amount of the detected specific operation.

[0069] After the processing in step ST5, the vehicle control device 1 determines whether the driver's unsuitable state continues for a second time T2 or longer (ST6). Here again, the count of the unsuitable state starts from the time the driver state determination unit 56 determines that the driver's state is unsuitable, and is reset when the driver's state returns to the surrounding monitoring state (appropriate state).

[0070] However, if a driver malfunction occurs before the process proceeds to step ST5, that is, before a specific operation is detected, the count that started before the driver assistance was performed will continue as is.

[0071] If the driver's unsuitable state does not persist for a second time T2 or longer during the processing of step ST6 (No), the vehicle control device 1 determines whether a predetermined time has elapsed since the specific operation was detected (when ST4 became Yes) (ST7). The predetermined time may be a constant value, or it may be a different value depending on the mode of automatic driving control by the driving control unit 52, and the type and amount of the detected specific operation.

[0072] If a predetermined time has not elapsed since the detection of a specific operation (ST7: No), the vehicle control device 1 returns to step ST6. On the other hand, if a predetermined time has elapsed since the detection of a specific operation (ST7: Yes), the vehicle control device 1 returns to step ST2 and sets the first time T1 as the time threshold for the unsuitable state.

[0073] If the driver's unsuitable condition persists for a first time T1 or longer in step ST3 (Yes), and if the driver's unsuitable condition persists for a second time T2 or longer in step ST6 (Yes), the vehicle control device 1 determines that the driver's condition is abnormal (ST8). Subsequently, the vehicle control device 1 executes the emergency control described above (ST9).

[0074] The second time T2, which is set as the time threshold in step ST5, is longer than the first time T1, which is set as the time threshold in step ST2. In other words, if a specific operation is detected (ST4:Yes), the time threshold is set to a larger value than when the specific operation is not detected (ST4:No), unless a predetermined time has elapsed since then (ST7:No). As a result, the driver state is less likely to be judged as abnormal, and over-judgment of driver state abnormalities is suppressed.

[0075] Next, the operation of the vehicle 2 when the vehicle control device 1 performs such vehicle control will be explained with reference to Figures 9 and 10.

[0076] Figure 9 is a time chart showing an example of driving assistance control when the vehicle control device 1 does not detect a specific operation. At time t11, the vehicle control device 1 determines that the driver's state has changed from an appropriate state (surround monitoring state) for Level 2 autonomous driving to an inappropriate state. Since no specific operation has been detected, the time threshold is set to the first time T1. At time t12, when the inappropriate state has continued for the first time T1, the vehicle control device 1 determines that the driver's state is abnormal. Subsequently, the vehicle control device 1 performs in-vehicle notification to the occupants, acceleration suppression of the vehicle 2, and lane keeping control.

[0077] At time t13, if the driver's unsuitable condition persists for a predetermined period despite the in-vehicle notification being made, the vehicle control device 1 confirms that the driver's condition is abnormal. Upon confirming the abnormal condition, the vehicle control device 1 executes external notification to the outside of the vehicle, deceleration of vehicle 2, and lane change controls. At time t14, when the vehicle control device 1 has stopped vehicle 2 in the driving lane or on the shoulder, the vehicle control device 1 executes contact with a hospital or other facility and controls to maintain the vehicle's stop.

[0078] Figure 10 is a time chart showing an example of driving assistance control when the vehicle control device 1 detects a specific operation. At time t21, the vehicle control device 1 determines that the driver's state has changed from an appropriate state (surround monitoring state) for Level 2 autonomous driving to an inappropriate state. At time t22, because a specific operation has been detected, the time threshold is set to a second time T2, which is longer than the first time T1. Because the time threshold is set to the second time T2, even if the inappropriate state continues for the first time T1, the vehicle control device 1 does not determine that the driver's state is abnormal. At time t23, before the second time T2 has elapsed since the start of the inappropriate state, the driver's state returns to the surrounding monitoring state (appropriate state), and the inappropriate state ends. As a result, the count is reset. At time t24, a predetermined time has elapsed since time t22 when the specific operation was detected, the value of the time threshold returns from the second time T2 to the first time T1.

[0079] Based on the detection of a specific operation, the time threshold value is changed from the first time T1 to the longer second time T2, making it less likely that the driver's state will be judged as abnormal. In this example, since the inappropriate state does not continue for the second time T2, which is longer than the first time T1, the driver's state is not judged as abnormal even after the first time T1 has elapsed. Therefore, over-judgment of the driver's state as abnormal is suppressed. If the inappropriate state continues for the second time T2, the vehicle control device 1 will judge the driver's state as abnormal when the second time T2 has elapsed. Subsequently, the vehicle control device 1 will perform in-vehicle notification to the occupants, acceleration suppression of the vehicle 2, and lane keeping control.

[0080] Therefore, when the vehicle control device 1 detects a specific operation (Figure 10), it delays the activation of the notification, and delays the start of deceleration and stopping of the vehicle 2 compared to when the specific operation is not detected (Figure 9).

[0081] Thus, according to the vehicle control device 1 of this embodiment, over-determining of driver abnormalities is suppressed based on whether or not a specific operation is detected, and driver abnormalities can be appropriately determined.

[0082] The above embodiment is configured as follows.

[0083] The vehicle control device 1 includes a driver state recognition unit 55 that recognizes the state of the driver of the vehicle 2, a driver state determination unit 56 that determines an abnormality if the driver state does not meet predetermined appropriate criteria based on the recognition result of the driver state recognition unit 55, an operation detection unit 58 that detects operations on the driving controls that constitute the driving operation device 17 of the vehicle 2, and a driving control unit 52 that performs driving control of the vehicle 2 based on the operations detected by the operation detection unit 58 and the determination result of the driver state determination unit 56. If the operation detection unit 58 detects a specific operation in which the driving controls are operated in a second direction opposite to the first direction after being operated in a first direction, the driver state determination unit 56 changes the appropriate criteria to be relaxed.

[0084] If a specific operation is performed to change the direction of operation on the driving controls, it is highly likely that the driver is in a normal state. For example, if the driver is rigid, they may press the pedal hard. If the driver is relaxed, they may release the pedal they were pressing. On the other hand, if the driver presses the pedal and then releases it (performs a specific operation), it is highly likely that these operations were intentional on the part of the driver, rather than due to rigidity or relaxation.

[0085] According to this embodiment, when a specific operation is performed, the appropriate criteria for determining an abnormality are relaxed, thereby suppressing over-judgment of driver abnormalities and enabling more accurate determination of driver abnormalities. As a result, notifications based on misjudgments are suppressed, improving the usability of vehicle 2.

[0086] The vehicle control device 1 further includes an emergency control unit 54 that performs emergency control to decelerate and stop the vehicle 2 when the driver status determination unit 56 determines that the driver's status is abnormal, and the driver status determination unit 56 may suspend changing the appropriate criteria while the emergency control unit 54 is performing emergency control.

[0087] According to this embodiment, if the driver's state is determined to be abnormal and emergency control is executed, the modified appropriate criteria are restored to their original state, thereby enabling appropriate detection of the driver's abnormal state during emergency control execution.

[0088] The driving control is either the accelerator pedal 22 or the brake pedal 23. Operation in the first direction is pressing down on the driving control, and operation in the second direction is releasing the driving control. The operating speed (change in the amount of operation) of the second direction operation in a particular operation may be less than or equal to the second operating speed threshold ω2th.

[0089] If the driver becomes rigid, they may depress the accelerator pedal 22 or brake pedal 23 to its maximum extent, and then their foot may shift position and come off the pedal. In this case, the accelerator pedal 22 or brake pedal 23 will be released back to its initial position. Such actions are highly unlikely to be intentional on the part of a normal driver. Therefore, such actions should be excluded from the list of specific actions.

[0090] According to this embodiment, a second operating speed threshold ω2th is set for the amount of release of the accelerator pedal 22 or brake pedal 23, thereby excluding operations in which the accelerator pedal 22 or brake pedal 23 is rapidly released back to its initial position from the specified operations. As a result, the appropriate criteria are not changed to relax when such operations occur, thus suppressing a decrease in the accuracy of determining the driver's abnormal condition.

[0091] In a specific operation, the operating speed (change in the manipulated quantity) of the operation in the first direction is less than or equal to the first operating speed threshold ω1th, and the second operating speed threshold ω2th may be smaller than the first operating speed threshold ω1th.

[0092] As part of normal driving operations, the accelerator pedal 22 or brake pedal 23 may be pressed firmly, that is, pressed at a certain speed. Therefore, it is not possible to determine the driver's rigid state from this operation alone. On the other hand, if the speed of releasing the pedal is high, it is highly likely that it is due to accidentally releasing the pedal, in which case it is highly likely that the driver is in an abnormal state such as rigidity.

[0093] In this embodiment, since the second operating speed threshold ω2th, which is set for the operating speed of releasing the pedal, is smaller than the first operating speed threshold ω1th, operations caused by releasing the pedal can be excluded from specific operations. As a result, the appropriate standard is not changed in a way that loosens it, and a decrease in the accuracy of determining the driver's abnormal state is suppressed. The first operating speed threshold ω1th is also useful in the function to suppress pedal misapplication.

[0094] The operating speed for the first direction and the operating speed for the second direction may be the amount of operation per unit time.

[0095] According to this embodiment, by setting different threshold values ​​for the operating speed of the operation in the first direction and the operating speed of the operation in the second direction, it is possible to easily determine which operations should be excluded from a specific operation. This improves the detection accuracy of specific operations and suppresses false detections and false alarms.

[0096] The driver status determination unit 56 may change the appropriate criteria so that it is less likely to determine that the driver status is abnormal when a specific operation is performed.

[0097] According to this embodiment, over-judgment of driver abnormalities is suppressed, and driver abnormalities can be judged more appropriately. As a result, notifications based on misjudgments are suppressed, and the usability of vehicle 2 is improved.

[0098] The appropriate criterion is that the driver state recognized by the driver state recognition unit 55 is in an unsuitable state that does not meet predetermined appropriate conditions, and this unsuitable state continues for a predetermined time threshold or longer. The driver state determination unit 56 may increase the time threshold when a specific operation is performed.

[0099] According to this embodiment, by increasing the time threshold for driver abnormality detection when a specific operation is performed, it becomes more difficult to determine that the driver state is abnormal. In other words, the time threshold for driver abnormality detection can be appropriately changed based on the driver's operation on the driver control, thereby enabling appropriate detection of driver abnormalities.

[0100] The driving control is the steering wheel 21, and the operation in the first direction is either clockwise or counterclockwise rotation of the steering wheel 21, while the operation in the second direction may be either clockwise or counterclockwise rotation of the steering wheel 21.

[0101] When a driver is in an abnormal state, they are less likely to perform an operation to change the direction of operation of the steering wheel 21. In other words, when an operation to change the direction of operation of the steering wheel 21 is performed, it is highly likely that a normal driver is intentionally operating the steering wheel 21.

[0102] According to this embodiment, the time threshold for driver abnormality detection can be appropriately changed based on the driver's operation of the steering wheel 21. This makes it possible to appropriately detect driver abnormalities.

[0103] This concludes the description of specific embodiments, but the present invention is not limited to the above embodiments or modifications and can be broadly modified and implemented.

[0104] For example, in the above embodiment, when a specific operation is detected, the driver state determination unit 56 relaxes the appropriate criteria by changing the duration of the unsuitable state among the appropriate criteria to a larger value. In other embodiments, when a specific operation is detected, the driver state determination unit 56 may relax the appropriate criteria by relaxing at least one of the predetermined conditions (appropriate conditions) among the appropriate criteria. For example, the driver state determination unit 56 may relax the appropriate criteria by increasing the size of the predetermined area 37 shown in Figure 3(A).

[0105] In addition, the specific configuration, arrangement, quantity, and materials of each component and part, as well as the specific content and order of each process, can be modified as appropriate, as long as they do not depart from the spirit of the present invention. Furthermore, not all of the components shown in the above embodiments are necessarily essential, and can be selected as appropriate. [Explanation of Symbols]

[0106] 1: Vehicle control system 2: Vehicles 17: Operating device 21: Steering wheel (driving controls) 22: Accelerator pedal (driving control) 23: Brake pedal (driver's control) 52: Driving control unit 54: Emergency Control Unit 55: Driver status recognition unit 56: Driver status determination unit 58: Operation detection unit 59: Hochi Department T1: First time (time threshold) T2: Second time (time threshold) ω1th: First operating speed threshold ω2th: Second operating speed threshold

Claims

1. A driver status recognition unit that recognizes the status of the vehicle's driver, A driver state determination unit determines that the driver state is abnormal if it does not meet predetermined appropriate criteria based on the recognition result of the driver state recognition unit, An operation detection unit for detecting operations on the vehicle's control panel, The vehicle includes a driving control unit that controls the vehicle's driving based on the operation detected by the operation detection unit and the determination result of the driver state determination unit, A vehicle control device in which, if the operation detection unit detects a specific operation in which the driving control element is operated in a second direction opposite to the first direction after being operated in the first direction, the driver state determination unit changes the appropriate criteria to relax.

2. The system further includes an emergency control unit that performs emergency control to decelerate and stop the vehicle when the driver status determination unit determines that the driver status is abnormal. The vehicle control device according to claim 1, wherein the driver state determination unit suspends changing the appropriate criteria while the emergency control is being performed by the emergency control unit.

3. The aforementioned driving control is either an accelerator pedal or a brake pedal. The operation in the first direction is pressing down on the operating lever, and the operation in the second direction is releasing the operating lever. The vehicle control device according to claim 1 or 2, wherein the amount of change of the operation amount in the second direction in the specified operation is less than or equal to the second change amount threshold.

4. The amount of change in the operation amount for the operation in the first direction in the specified operation is less than or equal to the first change threshold. The vehicle control device according to claim 3, wherein the second change threshold is smaller than the first change threshold.

5. The vehicle control device according to claim 4, wherein the amount of change in operation in the first direction and the amount of change in operation in the second direction are amounts of operation per unit time.

6. The vehicle control device according to claim 1 or 2, wherein the driver state determination unit changes the appropriate criteria so that it is less likely to determine the driver state as abnormal when the specific operation is performed.

7. The aforementioned suitability criterion is that the state of the driver recognized by the driver state recognition unit is in an unsuitable state that does not meet predetermined suitability conditions, and this unsuitability continues for a predetermined time threshold or longer. The vehicle control device according to claim 6, wherein the driver state determination unit increases the time threshold when the specific operation is performed.

8. The aforementioned control element is a steering wheel, The operation in the first direction is either a clockwise or counterclockwise operation of the steering wheel. The vehicle control device according to claim 1 or 2, wherein the operation in the second direction is either clockwise or counterclockwise operation of the steering wheel, the other of the two.

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