JPH0796802A - Vehicle control device - Google Patents

Abstract

PURPOSE:To detect with excellent responsiveness a variation of a mental state in a condition where traveling environment is frequently changing to reflect it on control in order to reflect the mental state of a driver on the control of a vehicle. CONSTITUTION:A throttle control means 21 is provided for controlling operation of an actuator 9 to control an opening degree of a throttle valve with respect to accelerator operation based on a fundamental throttling characteristic, and a control quantity changing means 61 is provided for changing-controlling the means 21 in accordance with a mental state of a driver obtained through a mental state judging means 50a. A traveling environment judging means 30a is provided for judging traveling environment of a vehicle through detection of a car speed variation coefficient and the like by means of a traffic flow detecting part 31a. A sampling time setting part 51a is provided for changing- setting the sampling time shorter as the traveling environment is severer, and the mental state is judged based on a heart beat fluctuation quantity of a heart rate from a heart rate detecting means 40. The traveling environment may be judged based on a road condition detected through an average steering angle value, steering speed and the like.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle control device for changing vehicle control according to a driver's psychological state,
The present invention relates to a control device for a vehicle that changes a time range for determining the psychological state according to a traveling environment.

[0002]

2. Description of the Related Art Heretofore, there has been proposed a method in which the motion characteristics of a vehicle are changed in accordance with the running environment of the vehicle so as to change and control the motion characteristics of the vehicle to meet the requirements of the driver. As such a vehicle control device, a device that changes the throttle gain according to road conditions has been proposed (for example, Japanese Laid-Open Patent Publication No. 2-24193).
(See Japanese Patent Publication No. 5). This control device classifies road conditions into urban roads, highways, uphill roads, and congested roads, stores the throttle opening determined according to various road conditions in the throttle opening characteristic storage means in advance, and sets the road conditions. By selectively designating a specific road condition from the above-mentioned road conditions preset in the means, the throttle opening degree is to be changed for each selection designation.

[0003]

However, the traveling environment of an automobile is not determined only by the above-mentioned various road conditions, and even under the same road condition, various changes occur depending on the state of the traffic flow at that time. For this reason, even if the vehicle is controlled only by various road conditions, the actual traveling environment cannot always be reflected in the motion characteristics of the vehicle. In addition, the motion characteristics of the vehicle desired by the driver with respect to the driving environment, that is, the driver's request is expressed not only by the state of the driving environment but also by the degree of tension of the driver operating the driving environment under the driving environment at that time. It also changes depending on the state of mind.
Then, this psychological state is different for each driver mainly due to the difference in the driver's learning level. Therefore, even if the traveling environment is grasped by using various sensors, it is necessary to uniformly control the motion characteristics of the vehicle by the detection information only from the side of the vehicle or the road, and the internal requirements of the driver are not required. Does not always match, and for each individual driver, the motion characteristics of the vehicle cannot necessarily be adapted to the actual driving environment.

Therefore, it is conceivable to detect the psychological state of a driver who is a living body in an actual traveling environment and change the motion characteristics of the vehicle according to the psychological state.
It is difficult to detect a biometric signal representing the psychological state of such a driver and input it to the control computer, and it has not been realized so far.

By the way, as one of the biological signals representing the psychological state of the driver, there is a heart rate, and it is conceivable to use this heart rate to judge the psychological state of the driver. In this case, since the actual heart rate varies in various ways, it is necessary to express this heart rate with statistical properties in order to accurately judge the psychological state of the driver, and a large amount of data is necessary for statistical processing. You will need it. However, although the more stable it is numerically, the more heartbeat data it detects,
It is conceivable that sudden changes in the psychological state of the driver due to changes in the driving environment may not be responsively expressed. In other words, the longer the sample time of the heartbeat data, the more stable the data is obtained, but when applying the result to vehicle control, if the sample time is too long, the psychological state of the driver in the actual driving environment It becomes impossible to reflect the change in the responsiveness.
Therefore, in reflecting the psychological state of the driver in the control of the vehicle, how to determine the sample time becomes a problem.

The present invention has been made in view of such circumstances, and an object of the present invention is to determine the psychological state of a driver who is running and apply it to the control of a vehicle. It is to reflect the change in the driver's psychological state in a state in which the traveling environment changes frequently in the control of the vehicle with high responsiveness while making a more stable determination of the mental state.

[0007]

In order to achieve the above object, the invention according to claim 1 is, as shown in FIG. 1, a control means 20 for controlling the motion characteristics of a vehicle and a psychological state of a driver. The psychological state determining means 50, and the control amount changing means 60 for changing the control amount in the control means 20 according to the psychological state of the driver determined by the psychological state determining means 50. A traveling environment determination means 30 for determining the Then, the psychological state determining means 50 is provided with a sampling time setting section 51 for changing and setting the sampling time for the psychological state determination according to the traveling environment determined by the traveling environment determining means 30. .

According to a second aspect of the present invention, in the first aspect of the invention, the traveling environment determination means 30 is provided with a traffic flow detection unit 31 for detecting the state of the traffic flow. Then, the sampling time setting unit 51 of the psychological state determination means 50 is configured to shorten the sampling time as the traffic flow state detected by the traffic flow detection unit 31 becomes more severe.

According to a third aspect of the present invention, in the second aspect of the present invention, the traffic flow detecting section 31 is provided with a vehicle speed variation rate obtained from a vehicle speed detection value from the vehicle speed detecting means and an accelerator from the accelerator operation amount detecting means. The state of the traffic flow is detected based on at least one of the vehicle motion state quantities of the accelerator fluctuation rate obtained from the operation quantity detection value and the vehicle motion state quantity of the accelerator pedal speed obtained from the accelerator operation quantity detection value. It is configured to do.

According to a fourth aspect of the present invention, in the first aspect of the present invention, the traveling environment determination means 30 includes a road condition detecting section 32 for detecting a road condition. Then, the sampling time setting unit 51 is configured to shorten the sampling time as the road condition detected by the road condition detecting unit 32 becomes more severe.

According to a fifth aspect of the present invention, in the invention of the fourth aspect, the road condition detecting section 32 is configured to use the steering angle detecting means to detect an average value of steering angles within a predetermined time, and the steering angle. The steering speed obtained from the detected value and the large value side 9 of the steering angles detected within the above-mentioned predetermined time
The constitution is such that the bending state of the road is detected based on at least one of the 0% value of each motion state quantity.

Further, the invention according to claim 6 is the same as claim 1.
In the invention described above, the heart rate detecting means 40 for detecting the heart rate of the driver is provided. Then, the psychological state determination means 50 is configured to determine the psychological state of the driver based on the variation of the heart rate of the driver detected by the heart rate detection means 40.

[0013]

With the above construction, in the invention according to claim 1,
First, the sampling time setting unit of the psychological state determining unit sets the sampling time according to the traveling environment determined by the traveling environment determining unit. Next, the psychological state of the driver is determined based on the data sampled within this sampling time. Then, the control amount is changed according to the determined psychological state of the driver, and the movement characteristic of the vehicle is controlled by the control means based on the changed control amount. In this case, since the sampling time is changed according to the traveling environment, when the psychological state of the driver changes with the change of the traveling environment, the changed psychological state is determined with good responsiveness according to the traveling environment.

According to the second aspect of the present invention, in addition to the operation according to the first aspect of the present invention, the traveling environment determination means determines the traveling environment based on the state of the traffic flow detected by the traffic flow detection unit. Then, the sampling time setting unit changes and sets to a shorter sampling time as the detected traffic flow state becomes more intense. Therefore, even if the traffic environment changes to a driving environment such as a drastic change in the driver's psychological state, the psychological state determination means can determine the change with responsiveness. The change control of the accompanying control amount is quickly performed.

According to the third aspect of the present invention, in addition to the operation of the second aspect of the invention, at least one of the vehicle speed variation rate, the accelerator variation rate, and the accelerator pedal depression rate is used in the traffic flow detection unit. Based on this, changes in traffic flow are detected. The vehicle speed fluctuation rate, the accelerator fluctuation rate, or each of the motion state quantities such as the accelerator stepping speed represents the result of the driver's driving operation in order to adapt the vehicle to the change in the traffic flow. The state of the traffic flow is accurately detected by, and the traveling environment is accurately determined based on the state of the traffic flow.

According to the invention described in claim 4, in addition to the operation according to the invention described in claim 1, the traveling environment determining means determines the traveling environment based on the road condition detected by the road condition detecting section. Then, the sampling time setting unit changes and sets a shorter sampling time as the detected road condition becomes more severe. For this reason, the road environment changes such that the road conditions such as the bending condition and the slope condition of the road are severe,
Accordingly, even if the driver's psychological state suddenly changes, the change can be determined with good responsiveness by the psychological state determining means, and the control amount change control according to the change of the psychological state can be performed quickly.

According to the invention described in claim 5, in addition to the operation according to the invention described in claim 4, in the road condition detecting section, the steering angle average value, the steering speed, and the steering angle detection within a predetermined time are detected. A change in the bending state of the road is detected based on at least one of the 90% of the values of the motion state quantity.
Each of these motion state quantities represents the result of the steering operation by the driver in order to make the vehicle respond to the bending condition of the road, and the bending condition representing the road running within the predetermined time by the above steering angle average value. The degree of bending can be detected depending on the magnitude of the steering speed, and the presence of a sharp curve that makes the driver particularly nervous can be detected based on the 90% value of the detected steering angle. Therefore, a change in the bending condition of the road is accurately detected based on each of the motion state quantities, and the traveling environment is accurately determined based on the change in the road condition.

Further, in the invention according to claim 6, in addition to the operation according to the invention according to claim 1, the actual state of the driver detected by the heart rate detecting means in the determination of the mental state of the driver by the psychological state determining means. It is performed objectively based on the size of the heart rate.

[0019]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT An embodiment of the present invention will be described below with reference to FIGS.

<First Embodiment> FIG. 2 is a schematic configuration diagram of a vehicle according to a first embodiment in which the present invention is applied to engine throttle control. In the first embodiment, the state of traffic flow is detected by the vehicle speed fluctuation rate to determine the traveling environment, and the sampling time is changed and set based on the vehicle speed fluctuation rate.

-Overall Structure of Vehicle-In the figure, reference numeral 1 denotes an engine, and this engine 1
Is a rear wheel 4, 4 which is a driving wheel via a power train 3 equipped with an automatic transmission (A / T) 2.
The driving force of the engine 1 is transmitted to the rear wheels 4 and 4 via the power train 3.

Reference numeral 5 denotes an intake passage which is an intake system connected to the engine 1. An air cleaner 6, an air flow meter 7 and a throttle valve 8 are provided in the intake passage 5 from the upstream side. The throttle valve 8 is connected to an actuator 9, and the opening of the throttle valve 8 is adjusted by operating the actuator 9. The actuator 9 is operated by an operation signal output from the control unit 10a.

Further, a fuel supply system (not shown) is connected to the engine 1 so that fuel is supplied at a predetermined air-fuel ratio according to the throttle opening of the throttle valve 8.

The control unit 10a is shown in FIG.
As shown in, the throttle control as a control means 20 for controlling the opening of the throttle valve 8 (throttle opening) with respect to the accelerator operation of the driver by controlling the operation of the actuator 9 based on a predetermined basic throttle characteristic. Means 21, a traveling environment determination means 30a for determining the traveling environment of the vehicle, a psychological state determination means 50a for determining the psychological state of the driver based on the actual heart rate of the driver from a heart rate detection means 40 described later, and The control gain changing means 61 is provided for changing and correcting the control gain of the throttle control means 21 based on the psychological state of the driver determined by the psychological state determining means 50a. In the figure, 11 is a throttle sensor that detects the throttle opening, 12 is an accelerator sensor that detects the operation amount of the accelerator pedal (accelerator opening), and 13 is a vehicle speed sensor that detects the vehicle speed. Each detection signal is input to the control unit 10a.

-Structure of Throttle Control Unit 21- The throttle control unit 21 has a map that is predetermined so as to have a predetermined basic throttle characteristic in relation to the accelerator pedal opening and the like. The basic throttle opening corresponding to the detected current accelerator opening is obtained from the map, and the operation amount of the actuator 9 is feedback-controlled so that the opening of the throttle valve 8 becomes the basic throttle opening. ing.

-Construction of the traveling environment judging means 30a- The traveling environment judging means 30a is equipped with a traffic flow detecting section 31a for detecting the state of the traffic flow. The traffic flow detecting section 31a detects the traffic flow. The traveling environment is determined according to the state.

The traffic flow detector 31a is a vehicle speed sensor 13
The vehicle speed fluctuation rate hv is calculated on the basis of the vehicle speed detection value from the vehicle speed, and the state of the traffic flow is detected by the vehicle speed fluctuation rate hv. The vehicle speed fluctuation rate hv is the average vehicle speed value Vspa within a predetermined time (for example, 2 minutes) until the current control timing based on the vehicle speed detection value, and the average vehicle speed value Vs.
The vehicle speed standard deviation σVsp is calculated on the basis of pa, and is calculated by hv = (σVsp / Vspa) × 100 (%) (1) based on the average vehicle speed value Vspa and the vehicle speed standard deviation σVsp.

If the value of the vehicle speed variation rate hv is relatively small, it is determined that there are relatively few traveling vehicles and the traffic flow is in a calm state and the vehicle is in a stable traveling environment. The larger the value, the more traffic congestion tends to occur, and it is determined that the driving environment is more severe. It should be noted that the above-mentioned predetermined time may be set in consideration of the time interval at which the stability of the control is not impaired in detecting the traffic flow and the accurate detection can be performed.

-Structure of Heart Rate Detecting Means 40- Next, the structure of the heart rate detecting means 40 will be described with reference to FIG.

The heart rate detecting means 40 is provided at each predetermined portion of the steering wheel 19 and has an electrode 41 for detecting the potential difference between the left and right hands of the driver, and is connected to this electrode 41 to amplify the potential difference. An amplifier 42 for
A bandpass filter (BPF) 43 that removes a predetermined frequency signal component other than the cardiac potential from the potential difference amplified by the amplifier 42, and an R wave that is a heartbeat signal appears from the cardiac potential that has passed through the bandpass filter 43. The measuring unit 44 for measuring the actual heart rate based on the time interval.

The electrode 41 has a pair of positive electrodes 41a and 4a.
1a and-electrodes 41b and 41b. This electrode 41
Is formed by forming four insulating portions 19a, 19a, ... With a predetermined width at the upper, lower, left and right positions of the steering wheel 19 so that the wheel portion of the steering wheel 19 has four regions of upper left, lower left, lower right and upper right ( Areas 19b, 19c, 19d, and 19e shown by mesh patterns in the figure are arranged, and + poles 41a and − poles 41b are alternately arranged in these areas 19b, 19c ,. That is, the areas 19b, 19e or 19 on both the left and right sides of the steering wheel 19 with the driver facing each other.
c, 19d, that is, one of the left and right regions 19b, 19d held by the driver's left and right hands is the + pole 41.
a and the other 19c and 19e are arranged so as to be the negative pole 41b, whereby the steering wheel 1
The potential difference between the left and right hands of the driver holding 9 is detected. Such an electrode 41 is provided by forming a film on the surface of each region 19b, 19c, ... Of the steering wheel 19 using a conductive rubber or a conductive plastic, while the above-mentioned insulating parts 19 are provided.
Since a is an untreated portion, an insulator portion is formed by the material of the steering wheel 19 itself.

Each of the electrodes 41a and 41b is connected to an impedance conversion amplifier 42 via a slip ring (not shown) interposed between the steering shaft and the steering column. Is amplified, and the amplified heartbeat signal is sent to the measuring unit 44 via the BPF 43.

The BPF 43 has its cutoff frequency set to a high frequency side and a low frequency side, respectively, so that a frequency band between these set values is passed. That is, the cutoff frequency on the high frequency side is set to a value capable of cutting the myoelectric potential which is a high frequency signal component mixed in the cardiac potential with the muscle activity of the hand when the driver grips the electrode 41 of the steering wheel 19 with the hand. On the other hand, the cutoff frequency on the low frequency side is set to a value capable of cutting the low frequency signal component mixed in the heartbeat signal due to poor contact between the driver's hand and the electrode 41.

The principle of measuring the heart rate by the measuring unit 44 is as follows.
Trigger level in which the R wave of P, Q, R, S, T, and U waves that appear in order in the electrocardiogram (see FIG. 5), which is a waveform of the temporal change of the cardiac potential, is set higher than the base potential by a predetermined amount. The number of times per minute exceeding the above is measured, and this number is used as the actual heart rate of the driver.

The basic processing of the measuring section 44 will be described below with reference to the flowchart shown in FIG.

First, in step SH1, the process is repeated until it is detected whether or not the R wave exceeding the trigger level is detected, and when it is detected, the timer value at that time is read in step SH2 and stored in the current value t (n). Then, in step SH3, the previous value t (n-1) is subtracted from the current value t (n) to obtain the time interval dt, and the reciprocal of the time interval dt is multiplied by 60 to obtain the current heart rate hr per minute. Calculate the value hr (n).

Next, at step SH4, it is determined whether the value obtained by subtracting the previous value hr (n-1) from the current value hr (n) of the heart rate hr (the variation range of the heart rate) is within the set variation range Clm. If it is within the range, the current value hr (n) is set as the current effective heart rate Hr in step SH5, and if it is out of the range, the current value hr (n) is canceled and the previous value hr (n) is set in step SH6. -1) is the effective heart rate Hr of this time. Then, in step SH7, the effective heart rate H r of this time is output as the measured heart rate hr to the psychological state determination means 50a, and in step SH8, the timer read value t (n) and the heart rate detected value hr (N) are updated. To return.

-Structure of Psychological State Determining Means 50a- The psychological state determining means 50a is the running environment determining means 30
The sampling time setting unit 51a that changes and sets the sampling time according to the traveling environment determined by a, and the measurement unit 44 of the heart rate detecting means 40 measures the sampling time within the sampling time set by the sampling time setting unit 51a. The heartbeat fluctuation amount calculation unit 52 that calculates the heartbeat fluctuation amount that indicates the degree of fluctuation of the driver's heartbeat rate from the actual heartbeat data group, and the psychological state of the driver is determined based on this heartbeat fluctuation amount, and this is used as the control amount. Changing means 61
And a determination unit 53 for outputting That is, the psychological state determination means 50a in this embodiment takes out a heartbeat signal as a biometric signal of the driver, expresses the fluctuation state of the heartbeat within the above sampling time by the heartbeat fluctuation amount, and the heartbeat fluctuation amount indicates the internal state of the driver. The driver's psychological state is judged by judging the degree of tension.

The sampling time setting unit 51a uses the vehicle speed variation rate hv obtained by the traffic flow detection unit 31a.
Fluctuation measurement time (sampling time) th
The map of r is provided, and the sampling time thr is set from the map based on the vehicle speed fluctuation rate hv output from the traffic flow detection unit 31a. As shown in the diagram of step SA6 of FIG. 9 described later, this map is given a constant maximum value (for example, 120 sec) as the sampling time thr in the small value range of the vehicle speed fluctuation rate hv, and thereafter the vehicle speed is changed. The larger the fluctuation rate hv, the shorter the sampling time thr, and the vehicle speed fluctuation rate h
The minimum value (for example, 20 sec) is given as the sampling time thr in a predetermined large value side range of v. That is, as the traveling environment becomes more severe, the sampling time thr is changed and set to a shorter time. The maximum value is the sampling time for obtaining the number of heart rate data that will provide a more stable determination result, and the minimum value will provide a significant determination result while responding quickly to changes in traffic flow. It is the minimum sampling time. This minimum value may be determined based on the blood pressure fluctuation component or the respiratory fluctuation component of the biological rhythm that affects the heart rate fluctuation (the same applies in the second and subsequent embodiments).

Basic processing for obtaining the heartbeat fluctuation amount in the heartbeat fluctuation amount calculating section 52 will be described with reference to the flowchart of FIG.

First, in step SH11, it is determined whether or not the effective heart rate Hr has been input from the measuring unit 44 (see step SH7 in FIG. 6). If yes, step SH12
Then, 1 is added to the effective heart rate measurement number a (initial value 0) to integrate. In addition, in step SH13, the effective heart rate Hr is stored in the effective heart rate data Hm (i) (i = 1 to a).

Next, in step SH14, it is determined whether or not the sampling time thr has elapsed, and steps SH11 to SH14 are repeated until the time elapses. When the sampling time thr has elapsed, the timer count of the time thr is set to 0 in step SH15, and the step SH
At 16, the average heart rate Fr (j) is calculated. This calculation is performed by the following equation based on the effective heartbeat data Hm (i) and the effective heartbeat measurement number a.

[0043] Then, in step SH17, the standard deviation Sr (j) is calculated as
Based on the effective heart rate data Hm (i), the effective heart rate measurement number a, and the average heart rate Fr (j), the following equation is used.

[0044]

[Equation 1] Then, in step SH18, it is determined whether or not the variation rate, that is, the value obtained by dividing the standard deviation Sr (j) by the average heart rate Fr (j) is within 10%. If the fluctuation rate is within 10%, the average heart rate Fr (j) is valid, and the standard deviation Sr (j) based on this Fr (j) is set as the current heartbeat fluctuation amount σhr (j) in step SH19, If the rate is not within 10%, the average heart rate Fr (j) is invalid in step SH20.
The standard deviation Sr (j) based on r (j) is canceled and the previous standard deviation Sr (j-1) is set as the current heartbeat fluctuation amount σhr (j).
Then, the value of the heartbeat fluctuation amount σhr (j) is used as the heartbeat fluctuation amount σhr used for determining the psychological state of the driver, and thus for changing the control amount of the throttle control. In other words, the heartbeat fluctuation amount calculation unit 52 is configured to obtain the heartbeat fluctuation amount σhr as the standard deviation of the heartbeat rate within the predetermined sampling time thr.

Further, the judging section 53 judges whether or not the current driver is in a stable psychological state by comparing the heartbeat fluctuation amount σhr with a predetermined reference value σhr. That is, when the heartbeat fluctuation amount σhr is smaller than the reference value σhr in the determination unit 53,
The driver is in a tense state and the above heartbeat fluctuation amount σhr
Is larger than the reference value σhr, the driver is judged to be in a relaxed and stable psychological state. That is, the heartbeat fluctuation amount represents the fluctuation state of the driver's heart rate within a certain time range, and this heartbeat fluctuation amount is relatively small when the driver is in a tense state because the function of the parasympathetic nerve is weakened. On the other hand, when it is in a relaxed state, it has a physiological characteristic that the function of the parasympathetic nerve is enhanced and the value becomes relatively large. Therefore, the change in the stable psychological state to the unstable psychological state of the driver can be more objectively grasped by the change in the heartbeat fluctuation amount.

-Structure of the control amount changing means 61- The control amount changing means 61 adds a time delay component to the response of the throttle opening change to the accelerator operation to smoothly change the throttle opening. The time delay component provided by the filter unit 62 is increased as the driver's psychological state is more stable (the heartbeat fluctuation amount σhr is larger). That is, when the determination unit 53 determines that the driver is in a stable psychological state, the control amount of the throttle opening change control based on the basic throttle characteristic by the throttle control unit 21 is the control amount to which the time delay component is added. Change correction to make the throttle characteristic slower by changing to, but when it is determined that the driver is in a tense state, change correction is stopped so that the control amount is returned to the normal control amount. It is like this.

Specifically, the filter unit 62 uses the quadratic system filter transfer function C (s) = ω _n ² / (s ² + 2ζω _n s + ω _n ² ) (2) as the discrete state equation C (S) → (a, b) is converted, the a term which is the system matrix term of this equation of state and the b term which is the control input matrix term are obtained as filter constants, and these a terms and b terms are used. A time delay is added to the control value of the throttle opening. In addition,
In the filter transfer function, ζ is a damping coefficient, ωn is a natural frequency, and the control amount changing means 61 is a map (in FIG. 10) that defines a relationship between the driver's heartbeat fluctuation amount σhr and the damping coefficient ζ. Step SS4
When the driver is in the stable psychological state, the value of the damping coefficient ζ corresponding to the degree of stability of the psychological state at that time is obtained from the above map, and the value corresponds to this damping coefficient ζ. A time delay is added to the control value of the throttle opening. The above map is such that the larger the heartbeat fluctuation amount σhr, the larger the value of the damping coefficient ζ is given, and in the small value side range of the heartbeat fluctuation amount σhr, a constant value of the standard value 0.7 is set to the large value side. In the range, the maximum value (for example, 3.0) is a constant value.
The value of this damping coefficient ζ is, as shown in FIG.
The larger the value is changed from 7, the more slowly the throttle opening is changed to the control target value, and the more time it takes to reach the control target value. That is, when the psychological state of the driver is in a stable state, the control amount changing means 61 changes the throttle opening based on the basic throttle characteristic with respect to the accelerator operation change more slowly as the degree of stability of the psychological state is higher. It is supposed to change the control amount so that it will be done.

-Control Content of Control Unit 10a- Below, the control content of the control unit 10a is shown in FIG.
A detailed description will be given based on the flowchart.

First, every time the control timing is reached in step SA1, the vehicle movement state quantity such as throttle opening from throttle sensor 11, accelerator opening from accelerator sensor 12 and vehicle speed sensor 13 is measured in step SA2. .

Next, in step SA3, the average vehicle speed Vspa within the predetermined time is calculated based on the above vehicle speed value.
In step SA4, the vehicle speed standard deviation σVsp is calculated based on this average vehicle speed Vspa, and step SA5
Then, based on these values, the vehicle speed fluctuation rate hv is calculated by the above equation (1).

Then, in step SA6, the sampling time (heartbeat fluctuation measurement time) thr is obtained from the map based on the vehicle speed fluctuation rate hv, and in step SA7, the heartbeat fluctuation amount σhr is calculated based on the heartbeat data obtained within this sampling time thr. (See FIG. 7). Then, the vehicle control R1 based on the heartbeat fluctuation amount σhr is performed.

In this vehicle control R1, as shown in FIG. 10, first, in step SS1, it is determined whether or not it is the heartbeat control timing, and if it is not the heartbeat control timing, the damping coefficient ζ to be described later is not newly set. In step SS7, the current throttle opening θth is calculated based on the previous terms a and b.

If it is the heartbeat control timing in step SS1, it is determined in step SS2 whether the heartbeat fluctuation amount σhr in step SA7 is larger than the reference value σhr, and if the heartbeat fluctuation amount σhr is smaller than the reference value σhr. Assuming that the driver is not in a stable psychological state, the damping coefficient ζ is set to the standard value 0.7 in step SS3, and the process proceeds to step SS5 to add a standard time delay.

In step SS2, the heartbeat fluctuation amount σhr
Is larger than the reference value σhr, it is determined that the driver is in a stable psychological state, and the heartbeat fluctuation amount σ is determined in step SS4.
The damping coefficient ζ corresponding to the value of hr is obtained from the map, and the process proceeds to step SS5.

At step SS5, the value of the damping coefficient ζ is entered in the filter transfer function represented by the above equation (2),
In step SS6, the filter transfer function is discretized and converted into a state equation, and the terms a and b are obtained. Then, in step SS7, this a term is multiplied by the preceding throttle opening θth (n-1), and the above b term is based on the current accelerator operation and the basic throttle characteristic map f (Ac
The sum of the value obtained by multiplying the throttle opening obtained from p) is set as the control value θth (n) of the throttle opening at this time, and the throttle opening is set to the control value θth (n) in step SS8.
The actuator 9 is driven so that

Step S in the flow chart of FIG.
A3 to SA5 are the traffic flow detection unit 31a of the driving environment determination unit 30a, and step SA6 is the sampling time setting unit 5
1a, step SA7 constitutes the heartbeat fluctuation amount calculation unit 52 of the psychological state determination means 50a, respectively, and in the flowchart of FIG. 10, steps SS1 and SS2 change the determination unit 53, and steps SS3 to SS7 change the control amount. The means 61, part of step SS7 and step SS8 form throttle control means 21, respectively.

-Operation and effect of the first embodiment- In the case of the first embodiment having the above-mentioned configuration, first, in the sampling time setting section 51a of the psychological state determination means 50a, the traffic flow state in the traveling environment determination means 30a is set. The sampling time is changed and set according to the determination result of the traveling environment based on the above.
Next, the psychological state of the driver is determined based on the heartbeat data sampled within the set sampling time. Then, the control amount is changed by the control amount changing means 61 according to the determined psychological state of the driver, and the throttle opening of the vehicle is controlled by the control means 21 based on the changed control amount.

In this case, the more difficult the driving environment is, the shorter the sampling time is changed. Therefore, when the psychological state of the driver changes to the unstable psychological state due to the change from the calm driving environment to the severe driving environment. The determination of the changed psychological state can be performed more accurately and quickly in response to the change in the traveling environment. Therefore, compared with the case where the psychological state is determined by changing the control of the motion characteristics of the vehicle according to the change in the psychological state while the sampling time is set to a fixed time regardless of the traveling environment, it is possible to respond to the change in the traveling environment. It can be done with good responsiveness.

Further, the judgment of the running environment is made based on the state of the traffic flow, and the more severe the state is, the shorter the sampling time is, so that the psychological state of the driver is likely to become unstable. It is possible to quickly switch control in response to changes in traffic flow. Moreover, because the above traffic flow conditions are detected based on the vehicle speed fluctuation rate,
The state of the traffic flow and its change can be accurately detected.

Further, since the psychological state determining means 50a determines the psychological state of the driver based on the actual heart rate, which is a biological signal of the driver, whether the psychological state of the driver is relaxed and stable or nervous. Then, it is possible to objectively determine whether or not the destabilization has occurred. Moreover, since the above determination is made not based on the mere magnitude of the actual heart rate but based on the amount of heartbeat fluctuation representing the heartbeat fluctuation, the above determination can be made more objectively and accurately. Moreover, the fluctuation of the heartbeat fluctuation amount due to the change from the stable state of the driver's psychological state to the tension, or the change from the tension state to the stable state,
Since it appears larger than the actual heart rate due to the physiological characteristics of the human body, changes in the driver's psychological state can be determined more quickly, and changes in the control amount of vehicle control due to the changes in the driver's mental state can be made even more. It can be done with good responsiveness.

According to the vehicle control R1 based on the above-mentioned heartbeat fluctuation amount σhr, when it is determined that the driver is in a stable psychological state, the control amount changing means 61 causes the throttle amount based on the accelerator operation variation by the driver. Since the control amount is changed so that the opening can be changed more smoothly, even if the driver unintentionally depresses the accelerator, the driver will not be able to see changes in vehicle speed and drive torque due to changes in the throttle opening. Can be hard to detect. Therefore, even if the driver unintentionally operates the accelerator, it is possible to prevent the psychological tension from being induced due to unintentional driving fluctuations of the vehicle, and to maintain a stable psychological state of the driver for comfortable driving. You can maintain the feeling. Moreover, the damping coefficient ζ in the filter section 61a is changed to a larger value as the value of the heartbeat fluctuation amount σhr of the driver is increased, and the throttle opening change is controlled more smoothly, so that the running characteristics of the vehicle are corrected to be slower. Can be optimized according to the degree of stability of the psychological state of the driver. On the other hand, when it is determined that the driver's psychological state is in a tense state, the changed control amount is changed back to the original state, whereby the acceleration behavior of the vehicle can be sensitively reacted, It is possible to perform control according to the driver's demand for the behavior of the vehicle.

<Second Embodiment> FIG. 11 is a flow chart showing the control by the control unit 10b of the second embodiment. In the second embodiment, the state of traffic flow is detected based on the accelerator pedal speed, and the sampling time thr is changed and set based on the accelerator pedal speed, and is applied to the same vehicle as in the first embodiment. (See FIG. 2).

As shown in FIG. 3, the basic configuration of the control unit 10b is the same as that of the first embodiment, and includes the traffic flow detection section 31b and the psychology in the traveling environment determination means 30b. Only the contents of the sampling time setting unit 51b in the state determination means 50b are different from those in the first embodiment. Therefore, the first
The same components as those of the first embodiment are designated by the same reference numerals as those of the first embodiment, and the description thereof will be omitted.
explain.

The traffic flow detection unit 31b in the running environment determination means 30b calculates the average accelerator stepping speed ΔAcpa based on the accelerator opening from the accelerator sensor 12, and detects the change in the traffic flow based on the average accelerator stepping speed ΔAcpa. It is supposed to do. The average accelerator pedal depression speed ΔAcpa is calculated by first dividing the current accelerator pedal opening detection value from the previous value by one control timing to obtain the accelerator pedal depression speed ΔACP (absolute value) during one control timing. Then, it is obtained by dividing the plurality of accelerator pedal speeds obtained in a predetermined time (for example, 2 minutes) by the number of data.

Then, the traveling environment determination means 30b is
If the value of the average accelerator pedal speed ΔAcpa is relatively small, the traffic flow is calm and the driver is gently operating the accelerator pedal, and it is determined that the vehicle is in a stable driving environment. Speed ΔAcp
As the value of a is larger, the traffic flow is more congested and the driver rapidly depresses the accelerator to respond to the traffic flow and repeats the returning operation, and it is determined that the driving environment is severe. There is.

Further, the sampling time setting unit 51b in the psychological state determining means 50b has an average accelerator stepping speed ΔAcp obtained by the traffic flow detecting unit 31b.
Heartbeat fluctuation measurement time (sampling time) t for a
It has a map of hr, and the sampling time thr is set from the map based on the average accelerator pedal speed ΔAcpa output from the traffic flow detection unit 31b. This map, as shown in the diagram of step SB4 of FIG. 11 described later, shows the average accelerator pedal depression speed ΔAc.
A constant value of a maximum value (for example, 120 sec) is given as the sampling time thr in the range of the small value side of pa, and thereafter, the larger the average accelerator pedal speed, the shorter the sampling time thr, and the predetermined average accelerator pedal speed ΔAcpa. Of the sampling time th
A minimum value (for example, 20 sec) is given as r. That is, as the traveling environment becomes more severe, the sampling time thr is changed and set to a shorter time.

-Control Content of Control Unit 10b- Below, the control content of the control unit 10b is shown in FIG.
A detailed description will be given based on the flowchart of FIG.

First, at each control timing in step SB1, the vehicle motion state quantity such as throttle opening, accelerator opening, vehicle speed value, etc. is measured in step SB2.

Next, in step SB3, the average accelerator stepping speed ΔAcpa within a predetermined time is calculated based on the accelerator opening, and in step SB4, the average accelerator stepping speed ΔAcpa is sampled from the map based on the value of the average accelerator stepping speed ΔAcpa. The time (heartbeat fluctuation measurement time) thr is calculated.
Then, in step SB5, this sampling time thr
The heartbeat fluctuation amount σhr is obtained from the obtained heartbeat data (see FIG. 7), and vehicle control R1 (see FIG. 10) is performed based on the heartbeat fluctuation amount σhr.

In this flowchart, step SB3 constitutes the traffic flow detector 31b of the traveling environment judging means 30b, step SB4 constitutes the sampling time setting part 51b, and step SB5 constitutes the heartbeat fluctuation amount calculator 52.

-Operation and effect of the second embodiment- In the case of the second embodiment having the above configuration, the psychological state determining means 50b.
In the sampling time setting unit 51b, the more difficult the driving environment is, the shorter the sampling time is changed. Therefore, as in the case of the first embodiment, the psychological state of the driver changes with the change from the mild driving environment to the severe driving environment. When changing to a tense unstable psychological state, the changed psychological state can be judged more accurately and quickly in response to changes in the driving environment. The characteristic change control can be performed with good responsiveness in response to the change in the traveling environment.

Further, since the running environment is judged based on the state of the traffic flow, and the more severe the state is, the shorter the sampling time is. Therefore, as in the first embodiment, the psychological state of the driver is unsatisfactory. It is possible to switch the control quickly in response to changes in traffic flow such as traffic congestion that is easy to stabilize. Moreover, since the state of the traffic flow is detected based on the average accelerator pedal speed, the state of the traffic flow and its change can be accurately detected, and the driver must respond to the change in the traffic flow. For a situation where an effort is being made to accelerate, the control of the vehicle can be quickly changed to suit the situation.

The psychological state determining means 50b determines the psychological state of the driver on the basis of the actual heart rate, which is a biological signal of the driver, and based on the heartbeat fluctuation amount, the action and effect, and the heartbeat fluctuation amount. σhr
The operation and effect of the vehicle control R1 based on can be obtained in the second embodiment as in the first embodiment.

<Third Embodiment> FIG. 12 is a flowchart showing the control by the control unit 10c of the third embodiment. In the third embodiment, the state of traffic flow is detected based on the accelerator fluctuation rate, and the change setting of the sampling time thr is performed based on the accelerator fluctuation rate, and is applied to a vehicle similar to the first embodiment. (See FIG. 2).

As shown in FIG. 3, the basic configuration of the control unit 10c is the same as that of the first embodiment, and includes the traffic flow detecting section 31c and the psychology of the running environment determining means 30c. Only the contents of the sampling time setting unit 51c in the state determination means 50c are different from those of the first embodiment. Therefore, the first
The same components as those of the first embodiment are designated by the same reference numerals as those of the first embodiment, and the description thereof will be omitted.
explain.

The traffic flow detecting section 31c in the running environment determining means 30c calculates an accelerator variation rate ha, which indicates a variation state of the accelerator opening degree due to the accelerator operation by the driver, based on the detected accelerator opening degree value from the accelerator sensor 12. However, a change in traffic flow is detected based on the value of the accelerator fluctuation rate ha. Acceleration fluctuation rate ha
Is an average accelerator opening degree Acpa which is an arithmetic average of accelerator opening degree detection values obtained in a predetermined time (for example, 2 minutes),
Based on the accelerator standard deviation σAcp calculated based on the average accelerator opening Acpa, it can be calculated by ha = (σAcp / Acpa) × 100 (%).

Then, the traveling environment judging means 30c is
If the value of the accelerator fluctuation rate ha is relatively small, the traffic flow is in a calm state, the driver is operating the accelerator in a substantially constant amount, and it is determined that the vehicle is in a stable driving environment. As the value of the rate ha is larger, the traffic flow changes more drastically, and the driver frequently changes the accelerator opening degree to cope with the traffic flow, and it is determined that the driving environment is severe.

The sampling time setting unit 51c in the psychological state determining unit 50c has a map of the heartbeat fluctuation measurement time (sampling time) thr with respect to the accelerator fluctuation rate ha obtained by the traffic flow detection unit 31c. The sampling time thr is set from the map based on the accelerator fluctuation rate ha output from the traffic flow detection unit 31c. This map is, as shown in the diagram of step SC6 of FIG. 12 described later,
In the range on the small value side of the accelerator fluctuation rate ha, a constant maximum value (for example, 120 sec) is given as the sampling time thr, and thereafter, as the accelerator fluctuation rate ha increases, the sampling time thr becomes shorter and the accelerator fluctuation rate ha becomes smaller. Of the sampling time th in the predetermined large value range of
A minimum value (for example, 20 sec) is given as r. That is, as the traveling environment becomes more severe, the sampling time thr is changed and set to a shorter time.

-Control Content of Control Unit 10c- Below, the control content of the control unit 10c is shown in FIG.
A detailed description will be given based on the flowchart of FIG.

First, every time the control timing is reached in step SC1, the vehicle movement state quantity such as throttle opening, accelerator opening, vehicle speed value, etc. is measured in step SC2.

Next, at step SC3, based on the accelerator opening degree, the average accelerator opening degree Ac within the predetermined time so far.
The calculation of pa is performed in step SC4 based on the value of the average accelerator opening Acpa to calculate the accelerator standard deviation σAcp, and in step SC5, the above Acpa and σAc are calculated.
The accelerator fluctuation rate ha is calculated based on both values of p, and the sampling time (heartbeat fluctuation measurement time) thr is calculated from the map based on the value of the accelerator fluctuation rate ha in step SC6. Then, in step SC7, the heartbeat fluctuation amount σhr is obtained from the heartbeat data obtained within this sampling time thr (see FIG. 7), and vehicle control R1 (see FIG. 10) based on the heartbeat fluctuation amount σhr is performed.

In this flowchart, steps SC3 ...
Step SC5 constitutes the traffic flow detection unit 31c of the traveling environment determination means 30c, step SC6 constitutes the sampling time setting unit 51c, and step SC7 constitutes the heartbeat fluctuation amount calculation unit 52.

-Operation and effect of the third embodiment- In the case of the third embodiment having the above configuration, the psychological state determining means 50c
In the sampling time setting unit 51c, as the traveling environment becomes stricter, the sampling time is changed to a shorter sampling time. Therefore, similarly to the first embodiment, the psychological state of the driver changes with a change from a gentle traveling environment to a severe traveling environment. When changing to a tense unstable psychological state, the changed psychological state can be judged more accurately and quickly in response to changes in the driving environment. The characteristic change control can be performed with good responsiveness in response to the change in the traveling environment.

Further, the above-mentioned judgment of the running environment is made based on the state of the traffic flow, and the more severe the state is, the shorter the sampling time is. Therefore, the psychological state of the driver is not the same as in the first embodiment. It is possible to switch the control quickly in response to changes in traffic flow such as traffic congestion that is easy to stabilize. Moreover, since the above traffic flow status is detected based on the accelerator fluctuation rate, the traffic flow status and its changes can be accurately detected, and the driver strives to respond to the traffic flow changes. Thus, in the situation where the accelerator operation is being performed, the control of the vehicle can be quickly changed to suit the situation.

Note that the psychological state determining means 50c determines the psychological state of the driver on the basis of the actual heart rate, which is a biological signal of the driver, and the effect and effect of the heartbeat fluctuation amount. σhr
The operation and effect of the vehicle control R1 based on can be obtained in the third embodiment as in the first embodiment.

<Fourth Embodiment> FIG. 13 is a block diagram showing the arrangement of a control unit 10d according to the fourth embodiment. In the fourth embodiment, the traveling environment is grasped by the bending condition of the road, and the change setting of the sampling time thr is performed based on the judgment result of the bending condition, and is applied to the same vehicle as the first embodiment. (See FIG. 2).

The basic construction of the control unit 10d is, as shown in FIG. 11, similar to the first embodiment, the throttle control means 21 for controlling the accelerator opening degree for the driver's accelerator operation based on the basic throttle characteristic.
Then, the driving environment judging means 30d for judging the driving environment, and the psychological state of the driver are judged by the heart rate data from the heart rate detecting means 40 within the sampling time determined based on the judgment result of the driving environment judging means 30d. The psychological state determining means 50d and the control amount changing means 63 for performing the correction correction of the control amount in the throttle control means 21 based on the determination result of the psychological state are provided. The fourth embodiment differs from that of the first embodiment only in the contents of the traveling environment determining means 30d, the psychological state determining means 50d, and the control amount changing means 63. Therefore, the same components as those in the first embodiment are designated by the same reference numerals as those in the first embodiment, and the description thereof will be omitted. Only different points will be described below.

-Structure of Running Environment Judgment Means 30d- The running environment judgment means 30d is equipped with a road condition detecting section 32a for detecting road conditions, and the running environment is determined by the road conditions detected by the road condition detecting section 32a. Is determined. The road condition detection unit 32a is configured to detect the road condition based on the value of the steering angle average value Fstg30 within a predetermined time (for example, 30 sec) of the steering angle caused by the driver's steering operation. The above-mentioned 30-second steering angle average value Fstg30 is obtained by dividing the steering angle detection value Fstg (i) from the steering angle sensor 14 obtained within 30 seconds by the number of data.

Then, in the road condition detecting section 32a, the above 3
If the 0-second steering angle average value Fstg30 is a relatively small value, the driver is performing steering operation in the vicinity of neutral, and it is detected that the road condition is almost a straight road, and the running environment determination means 30d provides a stable running environment. On the other hand, the larger the value of the 30-second steering angle average value Fstg30 is, the larger the steering operation is performed, and it is detected that the road condition is a curved road with a more severe curve. It is determined to be in a severe driving environment. The above predetermined time (3
0 sec) is for detecting the situation in which the driver is performing steering operation on his / her own will with respect to the road situation. Therefore, the time range (2 minutes) for detecting the traffic flow in the first to third examples. ) Is set to a shorter time value.

—Structure of Psychological State Determining Means 50d— The psychological state determining means 50d is the running environment determining means 30.
The sampling time setting unit 51d that changes and sets the sampling time according to the running environment determined by d, and the measurement unit 44 of the heart rate detecting means 40 measures the sampling time within the sampling time set by the sampling time setting unit 51d. Also, an average heart rate calculation unit 54 that calculates the average heart rate hr from the actual heart rate data group, and a determination unit that determines the psychological state of the driver based on this average heart rate and outputs this to the control amount changing unit 63. 55 and. That is, the psychological state determination means 50a in this embodiment extracts the heartbeat signal as the biometric signal of the driver, determines the internal tension of the driver based on the magnitude of the average heartbeat within the sampling time of the heartbeat, and determines the driver's internal tension. It is designed to judge the state of mind.

The sampling time setting unit 51d has a map of the heartbeat calculation reference time (sampling time) th for the 30-second steering angle average value Fstg30 obtained by the road condition detection unit 32a. 30-second steering angle average value Fstg3 output from the section 32a
Based on 0, the sampling time th is set from the above map. This map, as shown in the diagram of step SD4 of FIG.
In the small value side range of stg30, a constant value of the maximum value (for example, 120 sec) is given as the sampling time th, and thereafter, the larger the value of Fstg30, the shorter the sampling time th, and the predetermined large value side range of Fstg30. Therefore, the minimum value (for example, 20 sec) is given as the sampling time th. That is, as the bending condition becomes more severe, the sampling time th is changed and set to a shorter time.

The average heart rate calculator 54 divides the sampling time th by the time interval of the control timing to obtain the data number of the driver's instantaneous heart rate hri (i) obtained at each control timing. The average heart rate hr is calculated by calculating and arithmetically averaging this data hri (i).

Further, the judging section 55 judges whether or not the current driver is in a stable psychological state by comparing the average heart rate hr with a predetermined reference heart rate Shr. That is, in the determination unit 55, when the average heart rate hr is higher than the reference heart rate Shr, the driver is in a tense state, and when the average heart rate hr is lower than the reference heart rate Shr, the driver has a relaxed and stable psychology. Each is judged to be in a state. The reference heart rate Shr may be preset as a heart rate when the driver is driving in a stable psychological state based on various statistical results. Alternatively, the heart rate of each driver in a stable state of vehicle behavior may be set. May be detected and sequentially updated.

-Structure of control amount changing means 63-The control amount changing means 63 throttles when it is determined that the driver is in a tense state (when the average heart rate hr is greater than the reference heart rate Shr). The throttle characteristic in the control means 21 is changed and corrected by multiplying the control amount by a correction coefficient k (k <1.0) so that the variation amount of the throttle opening with respect to the accelerator operation variation becomes smaller. In other words, when the road bends severely, the throttle gain for the accelerator operation is high, so the vehicle accelerates more than the driver intended to operate and a large centrifugal force acts on the vehicle, which surprises the driver to perform an accelerator return operation. The throttle control amount is reduced and corrected so as to stabilize the psychological state of the driver in the case where the mental tension is brought about. On the other hand, when the psychological state of the driver is stable, the correction coefficient k is set to 1.
By changing the setting to 0, the throttle control based on the original basic throttle characteristic is performed.

-Control Content of Control Unit 10d- Below, the control content of the control unit 10d is shown in FIG.
A detailed description will be given based on the flowchart of FIG.

First, every time the control timing is reached in step SD1, the vehicle motion state quantity such as throttle opening, accelerator opening, steering angle value, etc. is measured in step SD2.

Next, in step SD3, based on the steering angle value, the average value of the steering angle for 30 seconds, Fstg, for 30 seconds so far is calculated.
30 is calculated, and in step SD4, the sampling time (heartbeat calculation reference time) th is obtained from the map based on the value of this 30-second steering angle average value Fstg30. Then, in step S57, the current instantaneous heart rate hr is measured, in step SD6 the average heart rate hr within the sampling time th is calculated, and vehicle control R2 based on this average heart rate hr is performed.

In the vehicle control R2, as shown in FIG. 15, first, in step SD7, it is determined whether or not it is the heartbeat control timing, and if it is not the heartbeat control timing, the correction coefficient k described below is not newly set. The process proceeds to step SD13, in which the current throttle opening θth is calculated based on the previous correction coefficient k.
Ask for.

If the heartbeat control timing is reached in step SD7, it is determined in step SD8 whether the average heart rate hr in step SD6 is higher than the reference heart rate Shr, and the average heart rate hr is equal to or less than the reference heart rate Shr. If so, the driver is in a stable psychological state and sets the correction coefficient k to 1.0 in step SD9 in order to restore the changed correction, and proceeds to step SD13.

At step SD8, the average heart rate h
If r is higher than the reference heart rate Shr, step SD
In step 10, the current correction coefficient k multiplied by 0.9 is set as the current correction coefficient k. Then, in step SD11, it is checked whether or not the correction coefficient k of this time is smaller than a preset minimum limit value (for example, 0.6). If smaller than 0.6, the correction coefficient k of 0. If it is not smaller than 0.6, the process proceeds to step SD13 and skips to step SD13. That is, the correction coefficient k is limited so as not to be excessively small, and the fluctuation of the throttle opening degree due to the accelerator operation is not corrected to the side that becomes excessively slower than the purpose of eliminating the tension state of the driver.

Then, in step SD13, the basic throttle opening map f (Acp) given as a function of the accelerator opening Acp is multiplied by the correction coefficient k to obtain the current throttle opening θth, and this throttle opening θth is calculated in step SD14. The actuator 9 is driven so that the opening degree becomes θth, and the process returns.

In the flow chart of FIG. 14, step SD3 is the road condition detecting section 32 of the traveling environment judging means 30d.
a, Step SD4 is performed by the sampling time setting unit 51d.
In step SD5, the measuring unit 44 of the heart rate detecting means 40
Step SD6 configures the average heart rate calculation unit 54 of the psychological state determination means 50d, and steps SD7 and SD8 in the flow chart of FIG.
5, steps SD9 to SD13 are executed by the control amount changing means 63.
Step SD14 constitutes the throttle control means 21.

-Operation and effect of the fourth embodiment- In the case of the fourth embodiment having the above-mentioned configuration, the psychological state determining means 50d.
In the sampling time setting unit 51d, as the traveling environment becomes stricter, the sampling time is changed to a shorter sampling time. Therefore, as in the first embodiment, the psychological state of the driver changes with a change from a gentle traveling environment to a severe traveling environment. When changing to a tense unstable psychological state, the changed psychological state can be judged more accurately and quickly in response to changes in the driving environment. The characteristic change control can be performed with good responsiveness in response to the change in the traveling environment.

Further, the judgment of the traveling environment is made based on the bending condition of the road, and the more difficult the bending condition is, the shorter the sampling time is. Therefore, the psychological condition of the driver is easily destabilized. It is possible to quickly switch the control in response to changes in road conditions. Moreover, since the bending state of the road is detected based on the 30-second steering angle average value Fstg30, the bending state and its change can be accurately detected based on the steering operation amount of the driver, and the driver can In the situation where the steering operation is being done in an effort to cope with the curved road,
The control of the vehicle can be quickly changed to suit the situation.

Further, since the psychological state determining means 50d determines the psychological state of the driver based on the average heart rate of the driver, the psychological state of the driver is relaxed and stable or nervous and unstable. The determination as to whether or not the change has been made can be made more easily than when it is made based on the amount of heartbeat fluctuation. Moreover, if the reference heart rate for the above determination is updated each time, the reference for determining the psychological state can be optimized according to each driver, and the determination can be made more accurate. Can be planned.

Then, according to the vehicle control R2 based on the average heart rate hr, when the driver is determined to be in a psychologically nervous state, the control amount changing means 63 determines that the accelerator operation is changed by the driver. Since the control amount is changed to make the change of the throttle opening slower, it is possible to prevent the psychological tension state from being induced due to the unintentional acceleration fluctuation of the vehicle on the curved road.
A stable steering operation can be performed.
As a result, the psychological state of the driver can be stabilized, and a comfortable running feeling on a bend can be maintained. On the other hand, when it is determined that the driver's psychological state is in a stable state, the above-mentioned changed control amount is changed back to the original state, which allows the acceleration behavior of the vehicle to react sensitively to accelerator operation. Therefore, it is possible to perform control in accordance with the driver's demand for the behavior of the vehicle.

<Fifth Embodiment> FIG. 16 is a block diagram showing the structure of the control unit 10e of the fifth embodiment. In the fifth embodiment, the bending condition of the road is detected based on the steering speed, and the sampling time thr is changed and set based on the detection result of the bending condition.
It is applied to a vehicle similar to the embodiment (see FIG. 2).

As shown in FIG. 16, the basic configuration of the control unit 10e is similar to that of the first embodiment, and the sampling in the traveling environment determining means 30e and the psychological state determining means 50e is performed. Only the contents of the time setting unit 51e are different from those of the first embodiment. Therefore, the same components as those in the first embodiment are designated by the same reference numerals as those in the first embodiment, and the description thereof will be omitted. Only different points will be described below.

The traveling environment judging means 30e is, as in the fourth embodiment, a road condition detecting section 32b for detecting road condition.
Is provided, and the traveling environment is determined based on the road condition detected by the road condition detector 32b. The road condition detection unit 32b is adapted to detect the road condition based on the value of the steering speed average value dFstga within a predetermined time (for example, 30 sec) in the steering operation of the driver. The above steering speed average value dFs
For tga, first, the steering speed dFstg (absolute value) between one control timing is calculated by dividing the current steering detection value from the steering angle sensor 14 minus the previous value by the time interval of one control timing. Then, it is obtained by dividing the plurality of steering speeds dFstg obtained during 30 seconds by the data number n.

If the average steering speed value dFstga is relatively small, the driver performs a slow and gentle steering operation in the road condition detecting section 32b, and the road condition is almost a straight road or a curved road with a certain radius. While the traveling environment determining means 30e determines that the vehicle is in a stable traveling environment, the steerer the steering operation is performed as the value of the steering speed average value dFstga is larger, and the road condition is more rounded. Is detected to be a severely curved road that changes rapidly, and the traveling environment determination means 30e determines that the vehicle is in a severe traveling environment.

The sampling time setting unit 51e in the psychological state determining means 50e is the same as the road condition detecting unit 3 described above.
2b Heart rate fluctuation amount measurement time (sampling time) thr with respect to the steering speed average value dFstga
And the sampling time thr is set from the map based on the steering speed average value dFstga output from the road condition detection unit 32b. This map is used in step SE4 of FIG. 17 described later.
As shown in the figure, in the range on the small value side of the steering speed average value dFstga, a constant value of the maximum value (for example, 120 sec) is given as the sampling time thr, and thereafter, the above d
The larger the value of Fstga, the shorter the sampling time t
h, which is the minimum value (for example, 20 sec) as the sampling time thr in the predetermined large value range of dFstga.
Is given. That is, as the bending condition becomes more severe, the sampling time thr is changed and set to a shorter time.

-Control Content of Control Unit 10e- Below, the control content of the control unit 10e is shown in FIG.
A specific description will be given based on the flowchart of FIG.

First, every time the control timing comes at step SE1, the amount of vehicle motion such as throttle opening, accelerator opening, steering angle value, etc. is measured at step SE2.

Next, in step SE3, based on the steering angle value, the average steering speed value dFstga within a predetermined time until now is calculated.
Is calculated, and this steering speed average value d is calculated in step SE4.
A sampling time (heartbeat fluctuation measurement time) thr is calculated from the map based on the value of Fstga. Then, in step SE5, the heartbeat fluctuation amount σhr is obtained from the heartbeat data obtained within this sampling time thr (see FIG. 7), and vehicle control R1 (see FIG. 10) based on the heartbeat fluctuation amount σhr is performed.

In this flowchart, step SE3 constitutes the road condition detecting portion 32a of the traveling environment judging means 30e, step SE4 constitutes the sampling time setting portion 51e, and step SE5 constitutes the heartbeat fluctuation amount computing portion 52.

-Operation and Effect of Fifth Embodiment- In the case of the fifth embodiment having the above-mentioned structure, the psychological state determining means 50e
In the sampling time setting unit 51e, as the traveling environment becomes stricter, the sampling time is changed to a shorter sampling time. Therefore, similarly to the first embodiment, the psychological state of the driver changes with a change from a gentle traveling environment to a severe traveling environment. When changing to a tense unstable psychological state, the changed psychological state can be judged more accurately and quickly in response to changes in the driving environment. The characteristic change control can be performed with good responsiveness in response to the change in the traveling environment.

Further, since the judgment of the traveling environment is made based on the bending condition of the road, the more difficult the bending condition is, the shorter the sampling time is. Therefore, similar to the fourth embodiment,
It is possible to quickly switch the control in response to a change in road conditions on a curved road where the psychological state of the driver is likely to become unstable. Moreover, since the bending state of the road is detected based on the steering speed average value dFstga, the bending state and its change can be accurately detected based on the speed of the steering operation of the driver, and the driver can In a situation where the steering operation is being performed in an effort to cope with a bend, the control of the vehicle can be quickly changed to suit the situation.

Note that the psychological state determining means 50e determines the psychological state of the driver on the basis of the actual heart rate, which is a biological signal of the driver, and the effect and effect of the heartbeat fluctuation amount. σhr
The operation and effect of the vehicle control R1 based on can be obtained in the fifth embodiment as in the first embodiment.

<Sixth Embodiment> FIG. 18 is a flowchart showing the control by the control unit 10f of the sixth embodiment. In the sixth embodiment, the bending condition of the road is detected based on the 90% steering angle value described later, and the sampling time t
The change setting of hr is performed based on the detection result, and is applied to the same vehicle as in the first embodiment (see FIG. 2).

As shown in FIG. 16, the basic configuration of the control unit 10e is the same as that of the fifth embodiment, and includes the road condition detecting section 32c and the psychological condition in the traveling environment determining means 30f. Only the contents of the sampling time setting unit 51f in the state determination means 50f are different from those in the fifth embodiment. For this reason,
The same components as those in the first embodiment are designated by the same reference numerals as those in the fifth embodiment, and the description thereof will be omitted. Only different points will be described below.

The road condition detector 32c detects the steering angle value data Fstg (i) (i = 1 to 1) detected within a predetermined time.
n) is rearranged in order from the largest value, the steering angle value (9
The road condition is detected by the value of 0% steering angle value ff90). If the 90% steering angle value ff90 is a relatively small value, the road condition detection unit 32c detects that the road condition is a substantially straight road or a curved road with an extremely large radius, and the traveling environment determination unit 30f stably travels. While the environment is determined, the 90% steering angle value ff9
The larger the value of 0 is, the larger the steering operation is performed, and the road condition is detected to be an extremely small curved road or a severe curved road in which the direction of the radius changes abruptly, and the traveling environment determination means 30f causes severe traveling. It is determined to be in the environment.

Further, the sampling time setting section 51f
Is 90% obtained by the road condition detection unit 32c.
There is a map of the heartbeat fluctuation amount measurement time (sampling time) thr for the steering angle value ff90, and the sampling time thr is set from the map based on the 90% steering angle value ff90 output from the road condition detection unit 32c. It is supposed to do. This map is, as shown in the diagram of step SF4 of FIG. 18 described later, the 90% steering angle value ff90.
In the range on the small value side of, the maximum value (for example, 120 sec) is given as the sampling time thr, and thereafter,
The larger the value of ff90, the shorter the sampling time th, and the minimum value (for example, 20 sec) is given as the sampling time thr in the predetermined large value side range of ff90. That is, as in the fifth embodiment, as the bending situation becomes more severe, the sampling time th
r is changed and set to a short time.

-Control Content of Control Unit 10f- Below, the control content of the control unit 10f is shown in FIG.
A specific description will be given based on the flowchart of FIG.

First, at each control timing in step SF1, the vehicle motion state quantity such as throttle opening, accelerator opening, steering angle value, etc. is measured in step SF2.

Next, in step SF3, the 90% rudder angle value ff90 within a predetermined time is obtained based on the above rudder angle value, and in step SF4, the 90% rudder angle value ff90 is sampled from the map based on this 90% rudder angle value ff90. The time (heartbeat fluctuation measurement time) thr is calculated. Then, in step SF5, the heartbeat fluctuation amount σhr is obtained from the heartbeat data obtained within the sampling time thr (see FIG. 7), and vehicle control R1 (see FIG. 10) based on the heartbeat fluctuation amount σhr is performed.

In this flowchart, step SF3 constitutes the road condition detecting portion 32c of the traveling environment judging means 30f, step SF4 constitutes the sampling time setting portion 51f, and step SF5 constitutes the heartbeat fluctuation amount computing portion 52.

-Operation and effect of the sixth embodiment- In the case of the sixth embodiment having the above-mentioned structure, the psychological state determining means 50f
In the sampling time setting unit 51f, as the traveling environment becomes stricter, the sampling time is changed to a shorter sampling time. Therefore, similarly to the first embodiment, the psychological state of the driver changes with a change from a gentle traveling environment to a severe traveling environment. When changing to a tense unstable psychological state, the changed psychological state can be judged more accurately and quickly in response to changes in the driving environment. The characteristic change control can be performed with good responsiveness in response to the change in the traveling environment.

Further, since the running environment is judged based on the bending condition of the road, the more difficult the bending condition is, the shorter the sampling time is. Therefore, as in the fourth or fifth embodiment, It is possible to quickly switch the control in response to a change in road conditions on a curved road where the psychological state is likely to become unstable. Moreover, the bending situation of the road is 9
Since the detection is performed based on the 0% steering angle value ff90, it is possible to accurately and accurately detect a complicated bending situation in which the bending radius is severe or the direction of the bending radius changes alternately. That is, if the 90% steering angle value ff90 is used, a larger value than the arithmetic mean value in the fourth or fifth embodiment appears with respect to the change in the bending situation, so that a more complicated bending situation can be detected. Become. Further, since the 100% steering angle value, that is, the maximum value is excluded, it is possible to prevent a noise-like thing caused by a local road condition from being reflected in the detection result.

Note that the psychological state determining means 50f determines the psychological state of the driver on the basis of the actual heart rate, which is a biological signal of the driver, based on the amount of heartbeat fluctuations, and the effect and the amount of heartbeat fluctuations. σhr
The operation and effect of the vehicle control R1 based on can be obtained in the sixth embodiment as in the first embodiment.

<Seventh Embodiment> FIG. 19 is a block diagram showing the structure of the control unit 10g of the seventh embodiment. In the seventh embodiment, the traveling environment is determined on the basis of weather conditions, in particular, conditions such as snowfall and road surface freezing, and the change setting of the sampling time thr is performed on the basis of the determination result of the weather conditions. It is applied to a vehicle similar to that of the first embodiment (see FIG. 2).

As shown in FIG. 19, the basic configuration of the control unit 10g is the same as that of the first embodiment, and the sampling in the traveling environment determining means 30g and the psychological state determining means 50g is performed. Only the contents of the time setting unit 51g are different from those of the first embodiment. Therefore, the same components as those in the first embodiment are designated by the same reference numerals as those in the first embodiment, and the description thereof will be omitted. Only different points will be described below.

The traveling environment determining means 30g is the same as in the fourth embodiment, and the road condition detecting section 3 for detecting the road condition.
2d is provided, and the traveling environment is determined by the road condition detected by the road condition detector 32d. The road condition detection unit 32d first detects whether or not it is snowing from the detected value of the atmospheric temperature Tair from the intake air temperature sensor 15 and ON / OFF of the wiper switch (wiper SW) 17, and determines whether it is snowing or non-snowing. In both of them, the freezing condition of the road surface, the dry condition or the wet condition is detected from the detected value of the surface temperature Ter from the surface temperature sensor 16. That is, if it is snowing,
If the surface temperature Ter is 0 ° C or higher, the road surface becomes a wet snow-melting road, it is detected that the road condition is unstable, and it is determined that the vehicle is in a severe traveling environment, while the surface temperature Ter is lower than -10 ° C. For example, it detects that the road is stable when the snow is tight and determines that the vehicle is in a stable driving environment. In addition, when the snow surface is not snowing, if the surface temperature Ter is 0 ° C. or higher, the road surface becomes a dry road surface and is detected as a stable road condition, and it is determined that the vehicle is in a stable driving environment. Temperature Ter is -10
If the temperature is lower than ℃, it is detected that the road surface is in an unstable road condition where the road surface is partially frozen, and it is determined that the driving environment is severe.

The sampling time setting unit 51g in the psychological state determining means 50g is the same as the road condition detecting unit 3 described above.
It has a map of the heartbeat fluctuation amount measurement time (sampling time) thr with respect to the ground surface temperature Ter for each of the snowfall and the non-snowfall obtained by 2d, and the weather condition detection result output from the road condition detection unit 32d is included in the map. Based on the above map, the sampling time thr is set. As shown in the diagram of step SG8 of FIG. 20 described later, the map during snowfall has a standard value tnormal (for example, 60s) as the sampling time thr in the range of the surface temperature Ter lower than −10 ° C.
ec) is given a constant value, and thereafter, the higher the value of Ter, the shorter the sampling time th.
The minimum value (for example, 20 sec) is given as the sampling time thr in the range higher than 0 ° C. On the other hand, the map during non-snowfall is, as shown in the diagram of step SG9 of FIG. 20, −1 of the ground surface temperature Ter.
A minimum value (for example, 20 sec) is given as the sampling time thr in the range lower than 0 ° C., and thereafter, the higher the value of Ter, the longer the sampling time th, and sampling in the range where the Ter is higher than 0 ° C. The standard value tnormal is given as the time thr. That is, the characteristics of the sampling time thr with respect to the ground surface temperature Ter have opposite tendencies during snowfall and non-snowfall, but in both cases, as the road surface condition becomes more severe, the sampling time thr is changed to a shorter time. Has become.

The surface temperature sensor 16 is composed of a radiation thermometer using infrared rays.

-Control Content of Control Unit 10g- Below, the control content of the control unit 10g is shown in FIG.
A detailed description will be given based on the flowchart of No. 0.

First, at each control timing in step SG1, vehicle motion state quantities such as throttle opening and accelerator opening are measured in step SG2.

Next, in step SG3, the intake air temperature sensor 15 measures the atmospheric temperature Tair, and in step SG4 the surface temperature sensor 16 measures the surface temperature Ter. Then, in step SG5, it is determined whether or not the atmospheric temperature Tair is 2 ° C. or lower, and if it is higher than 2 ° C., it is determined that the weather condition does not need to consider snow, and in step SG6, the standard value tnormal is set for the sampling time thr. Set and proceed to step SG10.

If the atmospheric temperature Tair is 2 ° C. or lower in step SG5, it is necessary to consider snow.
In G7, it is determined whether the snow is falling or the snow is not falling depending on whether the wiper SW17 is ON. If it is ON, it means that it is snowing, and if it is OFF, it goes to step SG9 because it is not snowing.

At step SG8, the sampling time thr is obtained from the map during snowfall based on the value of the surface temperature Ter, and the routine proceeds to step SG10. On the other hand, if the process proceeds to step SG9, the sampling time thr is determined based on the value of the surface temperature Ter from the map during non-snow.
To go to step SG10.

Then, in step SG10, the heartbeat fluctuation amount σhr is obtained from the heartbeat data obtained within these sampling times thr (see FIG. 7), and the vehicle control R1 based on this heartbeat fluctuation amount σhr (see FIG. 10). I do.

In this flowchart, steps SG3 ...
SG5 and SG7 configure a road condition detection unit 32d of the traveling environment determination unit 30g, steps SG6, SG8, and SG9 configure a sampling time setting unit 51g, and step SG10 configures a heartbeat fluctuation amount calculation unit 52.

-Operation and Effect of Seventh Embodiment- In the case of the seventh embodiment having the above-mentioned structure, the psychological state determining means 50g
In the sampling time setting unit 51g, as the traveling environment becomes stricter, the sampling time is changed to a shorter sampling time. Therefore, as in the first embodiment, the psychological state of the driver changes with the change from the stable traveling environment to the severe traveling environment. When changing to a tense unstable psychological state, the changed psychological state can be judged more accurately and quickly in response to changes in the driving environment. The characteristic change control can be performed with quick response in response to the change in the traveling environment.

In addition, the above-mentioned running environment determination is performed based on the road surface condition such as a snow road or a frozen road which causes the driver to be in a nervous state among the road conditions.
Since the sampling time is further shortened, it is possible to quickly switch the control in response to such a change in the road surface condition. Moreover, the above road conditions are changed to the atmospheric temperature Tair,
Simple and appropriate detection based on the surface temperature Ter and the amount of weather conditions such as ON / OFF of the wiper SW to change and set the sampling time thr, and eventually to determine the psychological state of the driver accurately and quickly. be able to.

Note that the psychological state determining means 50g determines the psychological state of the driver on the basis of the actual heart rate, which is a biological signal of the driver, based on the amount of heartbeat fluctuation, and the effect and the amount of heartbeat fluctuation. σhr
The operation and effect of the vehicle control R1 based on can be obtained in the seventh embodiment as in the first embodiment.

<Other Embodiments> The present invention is not limited to the above-mentioned first to seventh embodiments, but includes various other modifications. That is, in the above-described first to seventh embodiments, the throttle control is illustrated as the vehicle control based on the heartbeat fluctuation amount or the average heart rate, but the invention is not limited to this, and for example, the rear wheel steering angle control of a four-wheel steering vehicle, Alternatively, it may be applied to shift control of an automatic transmission. For example, when the driver's psychological state falls into a tension state, the steering ratio of the rear wheel steering angle to the front wheel steering angle is changed to a more stable side. If so, the control amount for the motor of the rear wheel steering device may be changed and corrected so that the same phase is strengthened.

In any one of the first to third embodiments, the traffic flow in the traffic flow detectors 31a to 31c is obtained by combining two or more motion state quantities among the vehicle speed fluctuation rate, the accelerator fluctuation rate, and the accelerator pedal speed. May be detected.

In any one of the fourth to sixth embodiments, the road condition detecting section 32a-by combining two or more motion state quantities of the steering angle average value, the steering speed, and the 90% steering angle value.
You may detect the road condition in 32c. In addition, the contents of the road condition detector 32d of the seventh embodiment may be added.

Further, in the sixth embodiment, the road condition is detected by the road condition detecting section by the 90% steering angle value, but the present invention is not limited to this, and may be detected by the 90% steering speed, for example.

Furthermore, in the seventh embodiment, the running environment is determined and the sampling time is changed and set particularly based on the weather conditions related to snowfall, but the present invention is not limited to this, and the running environment is determined based on other weather conditions. Good. For example, it is possible to detect whether or not fog is generated on the traveling path by turning on / off the fog lamp switch, and if the fog is on, it is possible to reduce the sampling time by assuming that fog is generated and the vehicle is in a severe traveling environment. In addition, based on the value of the yaw gain obtained by dividing the yaw rate acting on the vehicle by the steering angle, it is detected whether or not cross wind is acting on the vehicle, and a large value is obtained despite the small steering angle. If the yaw gain is generated, the crosswind acts on the vehicle and the sampling time may be shortened because the vehicle is in a severe traveling environment.

[0150]

As described above, according to the vehicle control device of the present invention, the sampling time setting unit of the psychological state determination unit performs sampling according to the traveling environment determined by the traveling environment determination unit. Since the time is changed, when the psychological state of the driver changes in accordance with the change of the running environment, the changed psychological state can be determined with good responsiveness according to the running environment. Therefore, it is possible to change the control amount according to the psychological state of the driver by the control amount changing means with high responsiveness in response to changes in the traveling environment.

According to the invention of claim 2, in addition to the effect of the invention of claim 1, the traveling environment is judged by the state of the traffic flow detected by the traffic flow detection unit in the traveling environment judging means, Since the sampling time setting unit changes and sets a shorter sampling time as the detected traffic flow condition becomes more severe, the driving environment changes to such a severe traffic flow condition that the driver's psychological state changes. Even in the case of a sudden change, the change in the psychological state can be determined with good responsiveness by the psychological state determining means, and the change control of the control amount associated with the change in the psychological state can be quickly performed.

According to the invention described in claim 3, in addition to the effect of the invention described in claim 2, in the traffic flow detection unit, each motion state quantity of the vehicle speed variation rate, the accelerator variation rate, and the accelerator stepping speed. Since the change of the traffic flow is detected based on at least one of the above, the state of the traffic flow is accurately detected based on the result of the driver's accelerator operation to adapt the vehicle to the change of the traffic flow. Therefore, the traveling environment can be accurately determined based on the state of the traffic flow.

According to the invention of claim 4, in addition to the effect of the invention of claim 1, the traveling environment is judged by the change of the road condition detected by the road condition detecting section in the traveling environment judging means, The shorter the detected road condition is, the shorter the sampling time is changed and set by the sampling time setting unit.Therefore, in a driving environment where the road condition is severe, such as road bending condition and slope condition, the driver's Even if the psychological state suddenly changes, the psychological state determining means can determine the change with good responsiveness, and the change control of the control amount associated with the change in the psychological state can be quickly performed.

According to the invention of claim 5, in addition to the effect of the invention of claim 4, the road condition detecting section detects the steering angle average value, the steering speed, and the steering angle within a predetermined time. Since the bending state of the road is detected based on at least one motion state amount of 90% of the value, it is possible to accurately detect the bending state of the road. The environment can be accurately judged.

Further, according to the invention of claim 6, in addition to the effect by the invention of claim 1, the driver whose heart rate detecting means detects the psychological state of the driver by the psychological state determining means. It can be done objectively based on the actual heart rate.

[Brief description of drawings]

FIG. 1 is a block diagram showing the invention described in each claim.

FIG. 2 is a schematic diagram of a vehicle to which the first to seventh embodiments are applied.

FIG. 3 is a block diagram of a control unit according to first to third embodiments.

FIG. 4 is a block diagram showing a heart rate detecting means.

FIG. 5 is a relationship diagram between a driver's cardiac potential and time.

FIG. 6 is a flowchart for measuring a driver's heart rate.

FIG. 7 is a flowchart for obtaining a heartbeat fluctuation amount of a driver.

FIG. 8 is a relationship diagram of a ratio of a control value to a target value of throttle control and time.

FIG. 9 is a flowchart of control by the control unit of the first embodiment.

FIG. 10 is a flowchart of vehicle control based on a heartbeat fluctuation amount.

FIG. 11 is a flowchart of control by the control unit of the second embodiment.

FIG. 12 is a flow chart of control by the control unit of the third embodiment.

FIG. 13 is a block diagram of a control unit according to a fourth embodiment.

FIG. 14 is a flow chart of control by the control unit of the fourth embodiment.

FIG. 15 is a flowchart of vehicle control based on average heart rate.

FIG. 16 is a block diagram of a control unit according to fifth and sixth embodiments.

FIG. 17 is a flow chart of control by the control unit of the fifth embodiment.

FIG. 18 is a flow chart of control by the control unit of the sixth embodiment.

FIG. 19 is a block diagram of a control unit according to a seventh embodiment.

FIG. 20 is a flow chart of control by the control unit of the seventh embodiment.

[Explanation of symbols]

11 Accelerator sensor (accelerator operation amount detection means) 13 Vehicle speed sensor (vehicle speed detection means) 14 Steering angle sensor (steering angle detection means) 20 Control means 21 Throttle control means (control means) 30, 30a to 30g Running environment determination means 31, 31a to 31c Traffic flow detection unit 32, 32a to 32d Road condition detection unit 40 Heart rate detection unit 50, 50a to 50g Psychological state determination unit 51, 51a to 51g Sampling time setting unit 60, 61 Control amount changing unit

Claims (6)

[Claims] 1. A control means for controlling the movement characteristics of a vehicle, a psychological state determination means for determining the psychological state of a driver, and control in the control means according to the psychological state of the driver determined by the psychological state determination means. A control amount changing means for changing the amount is provided, and the vehicle has a traveling environment judging means for judging a traveling environment of the vehicle, wherein the psychological state judging means has a sampling time for psychological state judgment as described above. A control device for a vehicle, comprising: a sampling time setting unit that changes and sets according to the traveling environment determined by the traveling environment determination means. 2. The traveling environment determination means according to claim 1, further comprising a traffic flow detection unit for detecting a traffic flow state, and the sampling time setting unit includes a traffic flow state detected by the traffic flow detection unit. A vehicle control device that is configured so that the tighter the sample time, the shorter the sample time. 3. The traffic flow detection unit according to claim 2, wherein the vehicle speed variation rate obtained from the vehicle speed detection value from the vehicle speed detection means, the accelerator variation rate obtained from the accelerator operation amount detection value from the accelerator operation amount detection means, And a vehicle control device configured to detect a traffic flow state based on at least one vehicle motion state amount of each vehicle motion state amount of the accelerator pedaling speed obtained from the accelerator operation amount detection value. 4. The traveling environment determination means according to claim 1, further comprising a road condition detecting unit for detecting a road condition, and the sampling time setting unit is such that the stricter the road condition detected by the road condition detecting unit, A vehicle controller configured to reduce sample time. 5. The road condition detection unit according to claim 4, wherein the steering angle detection unit detects an average value of steering angles detected within a predetermined time, a steering speed obtained from the detected steering angle, and the predetermined time. A vehicle control device configured to detect a bending state of a road on the basis of at least one motion state amount of each of the motion state amounts on the large value side 90% of the detected steering angle. 6. The heart rate detecting means for detecting the heart rate of the driver according to claim 1, wherein the psychological state determining means is based on the variation of the heart rate of the driver detected by the heart rate detecting means. A vehicle controller configured to determine a driver's psychological state.