Vehicle control device

Abstract

To improve operability of turning ON or OFF a driving support function.SOLUTION: A control device of a vehicle comprises an operation part 51 that receives operation to set to turn-ON or turn-OFF for each of a plurality of driving support functions. At least two or more of driving support functions among the plurality of driving support functions are classified into a specific group whose degrees of intervention of control for driving operation are smaller than that of the other driving support functions. The operation part 51 comprises a main switch 70 for setting collectively the driving support functions classified into the specific group to turn-ON or turn-OFF.SELECTED DRAWING: Figure 3

Description

Technical Field

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

Background Art

[0002] Patent Document 1 discloses a vehicle driving control device including an inter-vehicle control type constant speed running system that operates by an ON operation of an inter-vehicle control start switch, and a lane keep system that operates by an ON operation of a lateral deviation amount control start switch. When an operation of a release switch of the inter-vehicle control type constant speed running system is performed by a driver in a situation where both the inter-vehicle control type constant speed running system and the lane keep system are operating, the device described in Patent Document 1 releases the inter-vehicle control type constant speed running system and then releases the lane keep system after a predetermined time.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

[0004] Generally, in a vehicle equipped with a plurality of driving support functions, switches for setting on or off of these plurality of driving support functions are individually provided. However, for example, for driving support functions whose driving support purposes or driving scenes using the driving support are the same and can be classified into one group, it may be desirable from the viewpoint of improving operability to be able to set their on or off collectively.

[0005] One object of the present disclosure is to effectively improve the operability of turning on or off driving support functions.

[0006] The present disclosure relates to a vehicle control device including an operation unit that receives an operation for setting on or off of a plurality of driving assistance functions. Among the plurality of driving assistance functions, at least two or more driving assistance functions are driving assistance functions classified into a specific group in which the degree of control intervention with respect to driving operation is smaller than that of other driving assistance functions. The operation unit includes a main switch for collectively setting on or off of the driving assistance functions classified into the specific group.

[0007] According to the above aspect, the operator can collectively set on or off of all the driving assistance functions classified into the specific group by operating one main switch. Thereby, the operator does not need to individually operate on or off of the driving assistance functions classified into the specific group, and the operability can be surely improved.

Brief Description of Drawings

[0008]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Embodiments for Carrying Out the Invention

[0009] Hereinafter, a vehicle control device according to the present embodiment will be described with reference to the drawings.

[0010] [Hardware Configuration] FIG. 1 is a schematic diagram showing the hardware configuration of vehicle SV to which the control device according to the present embodiment is applied.

[0011] Vehicle SV has an ECU (Electronic Control Unit) 10. The ECU 10 includes a CPU (Central Processing Unit) 11, a ROM (Read Only Memory) 12, a RAM (Random Access Memory) 13, an interface device 14, and the like. The CPU 11 is a processor that executes various programs stored in the ROM 12. The ROM 12 is a non-volatile memory that stores data and the like necessary for the CPU 11 to execute various programs. The RAM 13 is a volatile memory that provides a work area in which various programs are expanded when executed by the CPU 11. The interface device 14 is a communication device for communicating with an external device.

[0012] The ECU 10 is a central device that performs driving support control for assisting the driving operation by the driver of the vehicle SV. The driving support control is a concept including automatic driving control. To the ECU 10, a drive device 20, a brake device 21, a steering device 22, an in-vehicle sensor device 30, an external sensor device 40, a first display device 51, a second display device 52, and the like are communicably connected.

[0013] The drive device 20 generates a driving force transmitted to the drive wheels of the vehicle SV. Examples of the drive device 20 include an electric motor and an engine. In the present embodiment, the vehicle SV may be any of a hybrid vehicle (HEV), a plug-in hybrid vehicle (PHEV), a fuel cell vehicle (FCEV), an electric vehicle (BEV), and an engine vehicle. The brake device 21 applies a braking force to the wheels of the vehicle SV. The steering device 22 applies a steering force to the wheels of the vehicle SV.

[0014] The in-vehicle sensor device 30 is sensors that detect the state of the vehicle SV. Specifically, the in-vehicle sensor device 30 includes a vehicle speed sensor 31, a steering angle sensor 32, a yaw rate sensor 33, an acceleration sensor 34, and the like.

[0015] The vehicle speed sensor 31 detects the traveling speed (vehicle speed V) of the vehicle SV. The steering angle sensor 32 detects the rotation angle of a steering wheel or a steering shaft (not shown) of the vehicle SV, that is, the steering angle. The yaw rate sensor 33 detects the yaw rate of the vehicle SV. The acceleration sensor 34 detects the acceleration of the vehicle SV. The in-vehicle sensor device 30 transmits the state of the vehicle SV detected by each of the sensors 31 to 34 to the ECU 10 at a predetermined period.

[0016] The external sensor device 40 is sensors that recognize target information regarding targets around the vehicle SV. Specifically, the external sensor device 40 includes a radar sensor 41, a camera sensor 42, and the like. Here, examples of the target information include surrounding vehicles, pedestrians, bicycles, road markings, curbs, guardrails, falling objects, and the like. The external sensor device 40 transmits the acquired target information to the ECU 10 at a predetermined period.

[0017] The radar sensor 41 is provided, for example, at the front of the vehicle SV and detects targets existing in the front area of the vehicle SV. The radar sensor 41 includes a millimeter-wave radar and / or a lidar. The millimeter-wave radar emits radio waves (millimeter waves) in the millimeter-wave band and receives the millimeter waves (reflected waves) reflected by targets existing within the emission range. The millimeter-wave radar acquires the relative distance between the vehicle SV and the target, the relative speed between the vehicle SV and the target, etc., based on the phase difference between the transmitted millimeter waves and the received reflected waves, the attenuation level of the reflected waves, and the time from transmitting the millimeter waves to receiving the reflected waves. The lidar sequentially scans pulsed laser light having a shorter wavelength than millimeter waves in a plurality of directions and receives the reflected light reflected by the target, thereby acquiring the shape of the target detected in front of the vehicle SV, the relative distance between the vehicle SV and the target, the relative speed between the vehicle SV and the target, etc.

[0018] The camera sensor 42 is, for example, a stereo camera or a monocular camera, and a digital camera having an image sensor such as a CMOS or a CCD can be used. The camera sensor 42 is disposed, for example, at the upper part of the front windshield glass of the vehicle SV. The camera sensor 32 images the front of the vehicle SV and acquires target information in front of the vehicle SV by processing the captured image data. The target information is information representing the type of the target detected in front of the vehicle SV, the relative distance between the vehicle SV and the target, the relative speed between the vehicle SV and the target, and the like. The type of the target may be recognized by machine learning such as pattern matching, for example.

[0019] As shown in block B of FIG. 1, the first display device 51 is a touch panel type display (for example, a touch panel type liquid crystal display) disposed substantially at the center in the width direction of the instrument panel. As the first display device 51, for example, a touch panel type display provided in a navigation device (not shown) can be used, but a touch panel type display independent of the navigation device may also be used. A switch configured by a specific image and for receiving an operation of an operator is displayed on the first display device 51. The switch displayed on the first display device 51 is operated when the operator touches the switch. When a touch operation is performed on the switch displayed on the first display device 51, an operation signal corresponding to the touch operation is transmitted to the ECU 10.

[0020] As shown in block B of FIG. 1, the second display device 52 is a multi-information display (for example, a liquid crystal display) disposed at the position in front of the driver's seat on the instrument panel. Icons, indicators, switches for receiving an operation of an operator, and the like configured by specific images are displayed on the second display device 52. The switch displayed on the second display device 52 is selected when the operator operates a steering switch or the like provided on the steering wheel. When a selection operation is performed on the switch displayed on the second display device 52, an operation signal corresponding to the operation is transmitted to the ECU 10.

[0021] [Software Configuration] Figure 2 is a schematic diagram showing the software configuration of the ECU 10 according to this embodiment. As shown in Figure 2, the ECU 10 includes, as functional elements, a driving support control unit 100 and a display control unit 160. Further, the driving support control unit 100 includes, as functional elements, a lane departure alert (LDA) control unit 110, a pre-crash safety (PCS) control unit 120, a deceleration assist (DA) control unit 130, a steering assist (SA) control unit 140, and an obstacles anticipation assist (OAA) control unit 150. Each of these functional elements 100 to 160 is realized by the CPU 11 of the ECU 10 reading out the program stored in the ROM 12 to the RAM 13 and executing it. Note that, in this embodiment, each of the functional elements 100 to 160 is described as being included in the ECU 10, which is integrated hardware, but a part of any of these can also be provided in another ECU separate from the ECU 10. Further, all or part of each of the functional elements 100 to 160 of the ECU 10 can also be provided in an information processing device of a facility (for example, a management center, etc.) capable of communicating with the vehicle SV.

[0022] When the vehicle SV is likely to deviate from the driving lane, the LDA control unit 110 executes LDA control to suppress the deviation of the vehicle SV from the driving lane. Based on the detection result of the external sensor device 40, the LDA control unit 110 recognizes the boundary of the driving lane on which the vehicle SV is traveling. Here, the driving lane refers to not only the lanes such as the left and right white lines and yellow lines drawn on the road surface, but also the driving area defined by structures such as curbs, guardrails, and walls. When the LDA control unit 110 recognizes the boundary of the driving lane, it calculates the predicted arrival time until the vehicle SV reaches the boundary, and starts the LDA control when the predicted arrival time becomes equal to or less than a predetermined threshold time. When starting the LDA control, the LDA control unit 110 sets a target steering angle for suppressing the deviation of the vehicle SV outside the boundary. Further, the LDA control unit 110 controls the operation of the steering device 22 based on the set target steering angle. Thereby, the steering wheel of the vehicle SV is steered, and the LDA control for suppressing the deviation of the vehicle SV from the driving lane is realized.

[0023] The PCS control unit 120 executes PCS control to avoid a collision between the vehicle SV and a forward obstacle or to reduce the damage caused by the collision. Based on the detection results of the internal sensor device 30 and the external sensor device 40, the PCS control unit 120 determines whether an object existing in front of the vehicle SV is an obstacle that may collide with the vehicle SV. For example, when the forward object is a moving object, the PCS control unit 120 determines the moving object as an obstacle when the trajectory of the moving object intersects the trajectory of the vehicle SV. Also, when the forward object is a stationary object, the PCS control unit 120 determines the stationary object as an obstacle when the trajectory of the vehicle SV intersects the current position of the stationary object.

[0024] When the PCS control unit 120 determines that a forward object is an obstacle, it calculates the Time To Collision (hereinafter referred to as TTC) by dividing the distance from the vehicle SV to the obstacle by the relative speed. When the TTC becomes equal to or greater than a predetermined collision determination threshold value, the PCS control unit 120 sets a target steering angle for avoiding the collision between the vehicle SV and the obstacle. Further, the PCS control unit 110 controls the operation of the steering device 22 based on the set target steering angle. As a result, the steered wheels of the vehicle SV are steered, and PCS control for avoiding the collision between the vehicle SV and the forward obstacle or reducing the damage is realized. Note that the PCS control is not limited to steering control, and may be deceleration control for decelerating the vehicle SV at a predetermined target deceleration.

[0025] The DA control unit 130 executes DA control for assisting the deceleration operation of the driver of the vehicle SV. The DA control unit 130 detects a preceding vehicle traveling ahead of the vehicle SV or an intruding vehicle intruding from an adjacent lane as a forward target object based on the detection result of the external sensor device 40. When the DA control unit 130 detects a forward target object, it executes DA control for assisting the driver's deceleration operation so that the inter-vehicle distance does not become too close. Further, when the DA control unit 130 detects a curve (curved road) ahead of the vehicle SV based on the detection result of the external sensor device 40, it determines whether the vehicle speed V is high with respect to the curve based on the detection result of the vehicle speed sensor 31. When the DA control unit 130 determines that the vehicle speed V is high, it executes DA control for assisting the driver's deceleration operation. The DA control unit 130 sets a predetermined target deceleration at which the deceleration of the vehicle SV becomes appropriate while maintaining the driver's sense of agency. Further, the DA control unit 130 controls the operation of the braking device 21 based on the set target deceleration. As a result, DA control for decelerating the vehicle SV at a desired target deceleration while maintaining the driver's sense of agency is realized.

[0026] The SA control unit 140 performs SA control to assist the driver of the vehicle SV in steering operations. Based on the detection results of the external sensor device 40, the SA control unit 140 determines whether the vehicle SV is traveling on a curve. When the SA control unit 140 determines that the vehicle SV is traveling on a curve, it predicts the appropriate operation amount of the driver based on the detection results of the internal sensor device 30 and the external sensor device 40. The appropriate operation amount is the amount of operation of the steering wheel that the driver would normally perform in response to the situation around the vehicle SV. The SA control unit 140 sets an appropriate operation amount range including the predicted appropriate operation amount, and determines whether the actual steering operation amount of the driver is included within the appropriate operation amount range. The steering operation amount of the driver may be obtained based on the detection results of the steering angle sensor 32. When the steering operation amount of the driver is not included within the appropriate operation amount range, the SA control unit 140 sets a target steering reaction force that makes it easier to keep the driver's steering operation amount within the appropriate operation amount range. Further, the SA control unit 140 controls the operation of the steering device 22 based on the set target steering reaction force. Thereby, SA control is realized that applies a steering reaction force that makes it easier to keep the driver's steering operation amount within the appropriate operation amount range while maintaining the driver's sense of agency.

[0027] The OAA control unit 150 anticipates obstacles around the vehicle SV (mainly in the front and the front side), and performs OAA control to assist the deceleration operation or the steering operation of the driver of the vehicle SV. Based on the detection results of the external sensor device 40, the OAA control unit 150 detects a front target such as a pedestrian or a bicycle crossing the road in front of the vehicle SV. When the OAA control unit 150 detects a front target, it performs OAA control to assist the driver's deceleration operation in order to reduce the possibility of collision with the front target. In this case, the OAA control unit 150 sets a target deceleration at which the deceleration of the vehicle SV becomes appropriate, and controls the operation of the braking device 21 based on the set target deceleration. Thereby, OAA control is realized that effectively reduces the possibility of collision between the vehicle SV and the front target while maintaining the driver's sense of agency.

[0028] Based on the detection results of the external sensor device 40, the OAA control unit 150 detects front-side objects such as pedestrians, bicycles, and parked vehicles in front of the vehicle SV. When the OAA control unit 150 detects a front-side object, it executes OAA control to assist the driver's deceleration operation and steering operation so that the vehicle SV does not approach these front-side objects too closely. The OAA control unit 150 sets a target deceleration at which the deceleration of the vehicle SV is appropriate and a target steering angle at which the steering angle of the vehicle SV is appropriate while maintaining the driver's sense of agency. Further, the OAA control unit 150 controls the operation of the braking device 21 based on the set target deceleration and controls the operation of the steering device 22 based on the set target steering angle. Thereby, OAA control is realized that effectively suppresses the approach of the vehicle SV to the front-side object while maintaining the driver's sense of agency.

[0029] Here, the above-described driving support control is organized. The LDA control and the PCS control are executed to avoid dangers and the like of the vehicle SV, and are driving support controls of the system main body with high followability with respect to the target control amount. That is, it can be said that the LDA control and the PCS control are driving support controls with a large degree of control intervention in the driving operation. On the other hand, the DA control, the SA control, and the OAA control assist the driving operation so that the driver can drive comfortably on ordinary roads and the like, and are driving support controls of the driver main body with low followability with respect to the target control amount. That is, it can be said that the DA control, the SA control, and the OAA control are driving support controls with a smaller degree of control intervention in the driving operation than the LDA control and the PCS control. The driving support control of the driver main body with such a small degree of control intervention is hereinafter referred to as proactive driving assist (PDA).

[0030] Each driving support function (DA, SA, OAA) of the PDA exhibits an effect in the same environment or driving scene, for example, when the vehicle SV is traveling on an ordinary road. Therefore, it can be said that it is desirable from the viewpoint of improving the driver's operability to be able to collectively set on or off each driving support function of these PDAs.

[0031] The display control unit 160 displays, on the first display device 51, a switch for receiving an operation for setting on or off of each driving support function. The display control unit 160 configures the switch to have a two-layer structure including an upper layer and a lower layer, and enables the on or off of the PDA (DA, SA, OAA) to be set collectively at the upper layer, thereby realizing an improvement in operability. Hereinafter, the details of the switch display process by the display control unit 160 will be described. Note that the display of the switch for each driving support function is not limited to the first display device 51, and it is also possible to display it on the second display device 52. In this case, the switch for each driving support function displayed on the second display device 52 may be selectable, for example, by operating a steering switch. Hereinafter, the case where the switch is displayed on the first display device 51 will be described as an example. It is assumed that the second display device 52 displays an indicator indicating the on or off of the PDA.

[0032] FIG. 3(A) is a schematic diagram of the main screen M displayed on the first display device 51 by the display control unit 160. FIG. 3(B) is a schematic diagram of the sub-screen S displayed on the first display device 51 by the display control unit 160. On the main screen M, an LDA switch 60 for setting the on or off of the LDA and a PCS switch 61 for setting the on or off of the PCS are displayed. When the operator touches these switches 60, 61, an operation signal corresponding to the touch operation is transmitted from the first display device 51 to the ECU 10, whereby the operation or non-operation of the LDA and the PCS can be switched.

[0033] On the main screen M, there is further displayed a PDA switch 70 for collectively setting on or off each driving support function (DA, SA, OAA) of the PDA. The PDA switch 70 is an upper-level switch and an example of the main switch of the present disclosure. When the operator touches the PDA switch 70, an operation signal corresponding to the touch operation is transmitted from the first display device 51 to the ECU 10, whereby the activation or deactivation of each driving support function of the PDA can be collectively switched. Thereby, the operator does not need to individually set each driving support function of the PDA, and the operability can be improved. Further, by enabling a collective operation, the time for the driver to temporarily release the hand from the steering wheel for a touch operation and the time for the driver's line of sight to deviate from the front can be shortened compared to the case of individual operation, and the safety can also be improved.

[0034] In the vicinity (right side in the illustrated example) of the PDA switch 70 on the main screen M, a detail switch 71 is displayed. The detail switch 71 is a switch for switching the screen displayed on the first display device 51 from the main screen M to the sub-screen S. When the operator touches the detail switch 71, the screen displayed on the first display device 51 is configured to switch from the main screen M to the sub-screen S.

[0035] As shown in FIG. 3(B), on the sub-screen S, a DA switch 72, an SA switch 73, and an OAA switch 74 for individually setting on or off each driving support function (DA, SA, OAA) of the PDA are displayed. These DA switch 72, SA switch 73, and OAA switch 74 are lower-level switches and are an example of the sub-switches of the present disclosure. When the operator individually touches these switches 72, 73, 74, an operation signal corresponding to the touch operation is transmitted from the first display device 51 to the ECU 10, so that the operation or non-operation of each driving support function of the PDA can be individually switched. In this way, by making the PDA switch have a two-layer structure with an upper layer and a lower layer, compared with the case of having a one-layer structure for the switch, the size of each switch 60, 61, 70, 71, 72, 73, 74 displayed on the first display device 51, that is, the display area, can be ensured to be large. By making each switch larger, it becomes possible to surely perform the switch operation even in a situation where the driver's body is swaying due to the running of the vehicle SV.

[0036] Here, when the on or off of the upper-level PDA switch 70 and the on or off of the lower-level DA switch 72, SA switch 73, and OAA switch 74 are not interlocked with each other, the following problems may occur. (1) When the upper-level PDA switch 70 is in the on state and the operator sets all of the lower-level DA switch 72, SA switch 73, and OAA switch 74 to off on the sub-screen S and then returns to the main screen M, although none of DA, SA, and OAA are effective, the operator may misrecognize that they are set to ON. (2) When all of the lower-level DA switch 72, SA switch 73, and OAA switch 74 are in the off state and the operator operates the upper-level PDA switch 70 on the main screen M, the upper-level PDA switch 70 switches to on or off, but all of the lower-level DA switch 72, SA switch 73, and OAA switch 74 are maintained in the off state. For this reason, the operator cannot grasp the cause why the driving support function is not activated unless switching from the main screen M to the sub-screen S. (3) Even if the operator sets at least one of the lower hierarchical DA switch 72, SA switch 73, and OAA switch 74 to ON on the sub-screen S while the upper hierarchical PDA switch 70 is OFF, the PDA switch 70 remains OFF and the driving support function is not enabled. In other words, the driving support function is not enabled simply by setting at least one of the lower hierarchical DA switch 72, SA switch 73, and OAA switch 74 to ON, and the operator must return to the main screen M and switch the PDA switch 70 from OFF to ON, which is a double operation.

[0037] The display control unit 160 solves these problems (1) to (3) by interlocking the on / off of the PDA switch 70 in the upper layer with the on / off of the DA switch 72, SA switch 73, and OAA switch 74 in the lower layer. Details of the interlocking will be explained below with reference to Figs. 4 to 6. In Figs. 4 to 6, switches that are set to on are colored gray. Block C in the figures shows a PDA indicator that is displayed on the second display device 52. The PDA indicator is displayed when the PDA is enabled, and is not displayed when the PDA is disabled.

[0038] FIG. 4 solves the problem (1) above. As shown in FIG. 4(A), assume that the operator sets the DA switch 72, SA switch 73, and OAA switch 74 of the lower layer on the sub-screen S to OFF while the PDA switch 70 of the upper layer is ON. In this case, as shown in FIG. 4(B), the display control unit 160 switches the PDA switch 70 of the upper layer OFF in conjunction with the DA switch 72, SA switch 73, and OAA switch 74 of the lower layer OFF. As a result, even if the operator returns from the sub-screen S to the main screen M, for example, the operator can easily understand that the DA, SA, and OAA functions are all inactive by looking at the OFF state of the PDA switch 70 (or the non-display of the PDA indicator). That is, it is possible to effectively prevent the operator from erroneously recognizing that the DA, SA, and OAA are active.

[0039] Figure 5 solves the problem of (2) above. As shown in Figure 5(A), assume that the lower-layer DA switch 72, SA switch 73, and OAA switch 74 are all off, and the operator sets the upper-layer PDA switch 70 to on on the main screen M. In this case, as shown in Figure 5(B), the display control unit 160 switches the lower-layer DA switch 72, SA switch 73, and OAA switch 74 all to on in conjunction with the turning on of the upper-layer PDA switch 70. Thereby, the operator can turn on the lower-layer switches 72, 73, 74 all at once by the PDA switch 70 on the main screen M without switching the main screen M to the sub-screen S. Also, since the lower-layer switches 72, 73, 74 are switched on in conjunction, the operator can grasp their settings without moving from the main screen M to the sub-screen S.

[0040] Although detailed drawings are omitted, when at least one of the lower-layer DA switch 72, SA switch 73, and OAA switch 74 is on and the operator switches the upper-layer PDA switch 70 from on to off on the main screen M, each of the lower-layer switches 72, 73, 74 is also set to off. That is, in conjunction with the turning off of the PDA switch 70, each of the lower-layer switches 72, 73, 74 is configured to be able to be set to off all at once.

[0041] FIG. 6 solves the above problem (3). As shown in FIG. 6(A), assuming that the upper-layer PDA switch 70 is in the off state and the operator sets at least one of the lower-layer DA switch 72, SA switch 73, and OAA switch 74 (SA switch 73 in the illustrated example) to on on the sub-screen S. In this case, as shown in FIG. 6(B), the display control unit 160 also switches the upper-layer PDA switch 70 to on in conjunction with the turning on of the lower-layer switches 72, 73, and 74. Thereby, for example, if at least one of the DA switch 72, SA switch 73, and OAA switch 74 is turned on on the sub-screen S, the PDA can be effectively operated without returning to the main screen M and turning on the PDA switch 70. That is, it is possible to prevent double handling of operations.

[0042] As described above, the vehicle control device according to the present embodiment has been described. However, the present disclosure is not limited to the above embodiment, and various modifications are possible without departing from the object of the present invention.

[0043] For example, in the above embodiment, each driving support function (DA, SA, OAA) of the PDA has been described as being classified into a specific group of the present disclosure. However, it is also possible to use other driving support functions as specific groups and set their on or off collectively. Also, although each switch displayed on the first display device 51 has been described as being set to on or off by the touch operation of the operator, it is also possible to set it to on or off by an operation other than the touch operation or voice recognition. Further, the present disclosure can also be applied to an autonomous vehicle that automatically performs part or all of the driving operations.

Explanation of Signs

[0044] SV… Vehicle, 10… ECU, 20… Driving device, 21… Braking device, 22… Steering device, 30… Internal sensor device, 40… External sensor device, 51… First display device, 52… Second display device, 100… Driving support control unit, 110… LDA control unit, 120… PCS control unit, 130… DA control unit, 140… SA control unit, 150… OAA control unit, 160… Display control unit

Claims

1. A vehicle control device including an operation unit that receives an operation for setting on or off of a plurality of driving support functions, wherein, among the plurality of driving support functions, at least two or more driving support functions are driving support functions classified into a specific group having a smaller degree of control intervention in driving operation than other driving support functions, the operation unit includes a main switch for collectively setting on or off of the driving support functions classified into the specific group, and the operation unit further includes a plurality of sub-switches for individually setting on or off of the driving support functions classified into the specific group A vehicle control device.

2. The vehicle control device according to Claim 1, when the main switch is on and at least one of the plurality of sub-switches is turned off from the on state by an operation of an occupant of the vehicle, the main switch is switched from on to off A vehicle control device.

3. The vehicle control device according to Claim 1, when the sub-switches are all off and the main switch is set from off to on by an operation of an occupant of the vehicle, all the sub-switches are switched from off to on A vehicle control device.

4. The vehicle control device according to Claim 1, when the main switch is off and at least one of the sub-switches is set to on by an operation of an occupant of the vehicle, the main switch is switched from off to on A vehicle control device.

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