JP2019142428A - Vehicular control device - Google Patents

Abstract

To provide a vehicular control device that enables safe and comfortable travel when passing or overtaking a stopped vehicle.SOLUTION: Speed upper limit value distributions 40, 41 that specify an upper limit value of a relative speed between an own vehicle 1 and a stopped vehicle 3 are set according to a start possibility of the stopped vehicle 3 with respect to the stopped vehicle 3 detected around the own vehicle 1. The start possibility of the stopped vehicle 3 is estimated based on information of the stopped vehicle 3 acquired by an inter-vehicle communication unit or the like. When the start possibility of the stopped vehicle 3 is low, a reference speed upper limit value distribution 40 is changed to the speed upper limit value distribution 41 so that a speed upper limit value Vbecomes larger.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a vehicle control device that assists in running of a vehicle.

  Conventionally, in a vehicle such as an automobile, a vehicle control device that supports traveling of the vehicle so that a collision between the host vehicle and another vehicle is appropriately avoided has been used. For example, in Patent Document 1 (Japanese Patent Laid-Open No. 2006-218935), in a vehicle travel support device that performs travel support so that a safe distance is ensured between the vehicle and the target, the direction of the target is set. An invention is disclosed in which a safety distance is set accordingly.

JP 2006-218935 A

  In this way, in the vehicle control device, driving support is provided between the host vehicle and the target vehicle so that a vehicle interval for avoiding a collision is ensured, and the safety of vehicle traveling is ensured. However, for suitable driving of the vehicle, the vehicle interval between the host vehicle and the target vehicle is not limited to simply ensuring safety, but is suitable for comfortable driving (the driver's normal distance). It is necessary to be controlled to a safety / reliability interval along the driving interval. Further, such control of the vehicle interval needs to be executed finely according to the state of the target vehicle (for example, whether the target vehicle is running or stopped).

  The present invention has been made in consideration of the above-described circumstances, and an object thereof is to provide a vehicle control device that enables safe and comfortable travel when overtaking or overtaking a stopped vehicle. With the goal.

In order to achieve the above object, the following solution is adopted in the present invention. That is, as described in claim 1,
Target vehicle detection means for detecting the target vehicle around the host vehicle;
Speed upper limit value distribution setting means for setting a speed upper limit value distribution that defines an upper limit value of the relative speed of the host vehicle and the target vehicle in a peripheral region of the target vehicle;
In a vehicle control device comprising: a traveling control means for controlling speed or / and steering of the host vehicle traveling in a peripheral region of the target vehicle so as to conform to the speed upper limit value distribution;
Start possibility estimation means for estimating the start possibility of the target vehicle when the target vehicle is stopped;
When the start possibility of the target vehicle estimated by the start possibility estimation means is low, the speed upper limit is set so that the upper limit value of the relative speed between the host vehicle and the target vehicle is larger than when the start possibility is not. Speed upper limit value distribution changing means for changing the value distribution.

  According to the above solution, when it is estimated that the target vehicle (stopped vehicle) is likely to start, there is a risk of collision (contact) with the target vehicle that has started when traveling around the target vehicle. Since the degree is large, the upper limit value of the allowable relative speed is set to be small, and the host vehicle passes through the surroundings of the target vehicle at a low speed (passes or overtakes), and driving safety is appropriately ensured. . On the other hand, when it is estimated that the target vehicle is unlikely to start, the upper limit value of the relative speed is set large because the risk of collision with the target vehicle is small. It is possible to pass through the surroundings, and driving comfort is enhanced. Therefore, based on the estimation of the start possibility of the target vehicle, safety and comfort in driving can be improved in a well-balanced manner, and suitable traveling control can be performed.

Preferred embodiments based on the above solution are as described in claims 2 and below in the claims. That is, a communication means with the target vehicle is provided, and the start possibility estimation means estimates the start possibility of the target vehicle based on information acquired by the communication means (corresponding to claim 2). In this case, since accurate information of the target vehicle can be acquired through communication means (vehicle-to-vehicle communication) with the target vehicle, the start possibility of the target vehicle can be estimated appropriately.

  The start possibility estimation means estimates the start possibility of the target vehicle to be low when the range position of the target vehicle is the P range (corresponding to claim 3). In this case, the possibility of starting can be appropriately estimated based on the range position of the target vehicle.

  The start possibility estimation unit estimates the start possibility of the target vehicle to be high regardless of the range position of the target vehicle when the brake of the target vehicle is depressed (corresponding to claim 4). In this case, when the driver of the target vehicle is preparing to start by stepping on the brake while keeping the range position at the P range, it is possible to appropriately estimate the high start possibility.

  The start possibility estimation means estimates the start possibility of the target vehicle to be high regardless of the range position of the target vehicle when the winker operation of the target vehicle is performed (corresponding to claim 5). In this case, when the driver of the target vehicle is about to start by performing the winker operation while keeping the range position in the P range, it is possible to appropriately estimate the high start possibility.

  The start possibility estimation means estimates the start possibility of the target vehicle to be low when the driver of the target vehicle is absent (corresponding to claim 6). In this case, when the driver is absent and the target vehicle cannot be started, it can be appropriately estimated that the start possibility is low.

  The start possibility estimation means estimates the start possibility of the target vehicle to be low when the hazard lamp of the target vehicle is blinking (corresponding to claim 7). In this case, it is possible to appropriately estimate a low start possibility for the target vehicle indicating the intention to stop by blinking the hazard lamp.

  The start possibility estimating means estimates the start possibility of the target vehicle to be low when the door of the target vehicle is open (corresponding to claim 8). In this case, when the door of the target vehicle is open and the possibility of immediate transmission is small, the low possibility of starting can be appropriately estimated.

  According to the present invention, when traveling around a stopped vehicle, the allowable upper limit value of the relative speed between the host vehicle and the target vehicle is appropriately adjusted according to the possibility of starting the stopped vehicle. Comfort can be improved in a well-balanced manner.

The block block diagram which shows an example of the control system of this invention. Explanatory drawing for demonstrating the vehicle control in embodiment of this invention. The graph which shows an example of the relationship between the horizontal direction space | interval between the own vehicle and a target object, and the allowable upper limit of a relative speed. The figure which shows the example of a change of speed upper limit distribution according to the start possibility of a stop vehicle. The graph which shows an example of the relationship between the horizontal direction space | interval between the own vehicle and a stop vehicle, and the allowable upper limit of a relative speed. The flowchart which shows the control procedure of an example of the vehicle control of this invention. The flowchart which shows an example of a speed upper limit distribution setting process.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

  FIG. 1 is a block diagram showing an example of a control system (vehicle control system) according to the present invention. As shown in the drawing, the control system is mounted on the host vehicle 1 (see FIG. 2), and includes an ECU 10, a plurality of information providing means (sensors), and a plurality of control systems. The information providing means includes, for example, an in-vehicle camera 21, a millimeter wave radar 22, a vehicle speed sensor 23, a positioning system 24, a navigation system 25, and an inter-vehicle communication unit 26. The control system includes an engine control system 31, a brake control system 32, and a steering control system 33.

  The ECU 10 is configured by a computer including a CPU, a memory for storing various programs, an input / output device, and the like, and can output control signals to the control systems based on signals received from the sensors. .

  The in-vehicle camera 21 images the surroundings of the vehicle 1 and outputs the captured image data. ECU10 specifies a target object (for example, vehicle which exists ahead of self-vehicles 1) based on image data. The millimeter wave radar 22 is a measuring device that measures the position and speed of an object. The millimeter wave radar 22 transmits a radio wave (transmission wave) toward the front of the host vehicle 1, and a reflected wave (reception wave) in which the transmission wave is reflected by the object. (Wave), the distance between the vehicle 1 and the object (for example, the inter-vehicle distance) and the relative speed of the object with respect to the vehicle 1 are measured based on the transmitted wave and the received wave. In addition, as a measuring device for measuring the position and speed of the object, any measuring device such as a laser radar or an ultrasonic sensor can be used instead of the millimeter wave radar 22.

  The vehicle speed sensor 23 is a sensor that detects the absolute speed of the host vehicle 1. The positioning system 24 is a means for calculating the position of the host vehicle 1, and is composed of, for example, a GPS system or a gyro system. The navigation system 25 is means for providing map information to the ECU 10.

  The inter-vehicle communication unit 26 is a communication means for exchanging various information between the host vehicle 1 and other vehicles, and includes a communication device for wireless communication. As will be described in detail later, in the present invention, when estimating the possibility of starting a stopped vehicle as an object, it is used to acquire information about the stopped vehicle.

  The engine control system 31 is a controller for controlling the brake device of the host vehicle 1. The ECU 10 outputs a signal for requesting the engine control system 31 to change the engine output when the host vehicle 1 needs to be accelerated or decelerated.

  The brake control system 32 is a controller for controlling the brake device of the host vehicle 1. When it is necessary to decelerate the host vehicle 1, the ECU 10 outputs a signal requesting the brake control system 32 to generate a braking force on the host vehicle 1.

  The steering control system 33 is a controller that controls the steering device of the host vehicle 1. When it is necessary to change the traveling direction of the host vehicle 1, the ECU 10 outputs a signal requesting the steering control system 33 to change the steering direction.

  FIG. 2 is a diagram illustrating a scene in which control is performed in order to explain vehicle control of the present embodiment. As shown in the figure, the host vehicle 1 equipped with the vehicle control device of the present invention travels on the travel path 2 and overtakes the object 3 existing in front of the host vehicle 1 (traveling direction). It is said. In this example, the object 3 is a stopped vehicle parked on the side of the road 2, but the object 3 is not limited to the stopped vehicle 3. obtain.

The vehicle control device sets the speed upper limit value distribution 40 in a predetermined area around the object 3. The speed upper limit value distribution 40 is a two-dimensional distribution that defines an allowable upper limit value of the relative speed between the host vehicle 1 and the object 3, and each point of the speed upper limit value distribution 40 has an allowable relative speed. An upper limit value V _lim is set. In FIG. 2, for convenience of understanding, the speed upper limit value distribution 40 is indicated by contour lines a, b, c, d connecting points where the same upper limit value V _lim is set. In the present example, the contour line d indicates the outer edge of the region where the speed upper limit value distribution 40 is set.

When the host vehicle 1 travels around the object 3 (within the speed upper limit distribution 40), the vehicle control device determines that the relative speed V between the host vehicle 1 and the object 3 is the speed at the travel point of the host vehicle 1. The speed and / or steering (traveling route) of the host vehicle 1 is controlled so as not to exceed the upper limit value V _lim . In FIG. 2, as an example of a travel route of the host vehicle 1, a travel route R <_b> 1 that maintains a straight travel of the _host vehicle 1 and limits the speed V to a speed upper limit value V _lim or less and the speed of the host vehicle 1 is not limited. A travel route R2 that bypasses the outside of the speed upper limit distribution 40 and a travel route R3 that is intermediate between the travel route R1 and the travel route R2 (a route that bypasses the object 3 while limiting the speed to some extent) are shown by broken lines. It is shown in

The speed upper limit value distribution 40 is set so that the speed upper limit value V _lim becomes smaller as the lateral distance and the longitudinal distance from the object 3 become smaller (closer to the object). In FIG. 2, the speed upper limit value V _lim increases in the order of the contour lines a, b, c, and d. Accordingly, when the own vehicle 1 passes the target object 3 (passes the stopped vehicle), the speed of the own vehicle 1 is limited as the lateral distance D between the own vehicle 1 and the target object 3 becomes smaller, and the traveling safety is increased. Is to be secured. For the driver of the host vehicle 1, this also realizes traveling at a speed that matches the normal driving interval.

  The speed upper limit value distribution 40 does not necessarily have to be set over the entire circumference of the object 3. For example, the speed upper limit value distribution 40 may be provided only on the side of the object 3 where the host vehicle 1 exists (the right side in the figure). . Further, the speed upper limit value distribution 40 may be set only on the traveling road 2.

  The driving control may be executed by automatic driving by the vehicle control device, or by the vehicle control device while allowing the driving operation (accelerator, brake, steering operation) by the driver of the host vehicle 1. Driving assistance may be performed.

  When the driving operation by the driver is not performed (in the case of automatic driving), the vehicle control device controls the vehicle speed and / or steering of the host vehicle 1 according to a preset mode. The mode is selected from, for example, three types of modes: (A) straight line priority mode, (B) intermediate mode, and (C) speed priority mode.

  In the straight line priority mode, control that gives priority to maintaining the straight traveling of the host vehicle 1 is performed, and the host vehicle 1 travels along the travel route R1. In the speed priority mode, priority is given to maintaining the vehicle speed of the host vehicle 1, and the host vehicle 1 travels along the travel route R2, for example. In the intermediate mode, control (for example, control that minimizes both vehicle speed change and steering) is performed in a manner that balances the straight travel maintenance of the host vehicle 1 and the vehicle speed maintenance, and the host vehicle 1 is, for example, a travel route R3. Will drive along.

FIG. 3 is a graph (map) showing a setting example of the speed upper limit value V _lim . The graph shows a lateral distance D between the host vehicle 1 and the target object 3 when the host vehicle 1 is lined up on the side of the target object 3 (a distance between opposite sides of the host vehicle 1 and the stop vehicle 4) and speed. The relationship of the upper limit value V _lim is shown.

As illustrated, when the lateral distance D (m) is less than the safety distance D ₀ (m), the speed upper limit value V _lim (km / h) is set to 0 (km / h) (FIG. This corresponds to the case where the host vehicle 1 enters the area inside the contour line a in FIG. That is, traveling of the host vehicle 1 is prohibited in a region where the lateral distance D is equal to or less than the safe distance D ₀ . Note that the safety distance D ₀ is set to 0.2 m, for example.

On the other hand, when the lateral distance D is greater than or equal to the safe distance D ₀ , the speed upper limit value V _lim is a quadratic function relationship as the lateral distance D increases as shown in the following equation (1). Set to increase.
V _lim = k (D−D ₀ ) ² (1)
As a result, the speed limit of the host vehicle 1 becomes gentler as the lateral distance D from the object 3 increases. Here, k is a gain coefficient, and is normally set to a reference value (for example, k = 20).

  Next, using FIG. 4 and FIG. 5, control that is a feature of the present invention, that is, control when the object 3 is the stopped vehicle 4 (control when the host vehicle 1 passes or overtakes the stopped vehicle 4). Will be described. This control is started when the stop vehicle 4 is detected in front of the host vehicle 1 based on detection information from various sensors (for example, the in-vehicle camera 21 and the millimeter wave radar 22).

  If the stopped vehicle 4 is detected, the vehicle control device (ECU 10) acquires information on the stopped vehicle 4 and estimates the possibility of starting the stopped vehicle 4 (probability of starting from the stopped state). In this case, the information regarding the stopped vehicle 4 may be acquired directly from the stopped vehicle 4 through communication by the inter-vehicle communication unit 26, or indirectly acquired based on observation of the stopped vehicle 4 by the in-vehicle camera 21 or the like. May be.

  For example, the possibility of starting the stopped vehicle 4 is estimated as follows.

  First, based on the information on whether or not the driver of the stopped vehicle 4 is absent, when the driver is absent, the driving operation by the driver is not performed, so the possibility of starting is estimated to be low.

  In addition, based on the information on whether or not the hazard lamp of the stopped vehicle 4 is blinking, it can be assumed that the driver is indicating that he / she will not start when the hazard lamp is blinking. The sex is estimated to be low.

  Further, based on the information on whether or not the door of the stop vehicle 4 is open, when the door is open, it is considered that the driver is unlikely to perform the start operation with the door open. Is estimated to be low.

  Further, based on the information regarding the range position of the stopped vehicle 4 acquired using the inter-vehicle communication unit 26, when the range position of the stopped vehicle 4 is not the P range (for example, in the D range), the start operation is immediately performed. The possibility of starting is estimated to be high.

  Further, even if the range position of the stopped vehicle S is in the P range, it is considered that the driver has an intention to start when the blinker operation of the stopped vehicle is performed (when the blinker is blinking). The possibility of starting is estimated to be high.

  Even if the range position of the stopped vehicle S is in the P range, it is estimated that the driver is preparing to start when the brake of the stopped vehicle is depressed, so the possibility of starting is highly estimated. The

  The vehicle control device changes the speed upper limit value distribution 40 set around the stopped vehicle 4 in accordance with the possibility of starting the stopped vehicle 4. More specifically, when it is estimated that the possibility of starting the stopped vehicle 4 is high, the same risk level as that of the vehicle that has not stopped can be assumed around the stopped vehicle 4, so the reference speed upper limit value distribution 40 (indicated by a broken line in FIG. 4) is set.

On the other hand, when it is estimated that the possibility of starting the stopped vehicle 4 is low, the degree of danger around the stopped vehicle 4 is considered to be smaller than when the possibility of starting is high. Accordingly, the reference speed upper limit value distribution 40 is changed to a speed upper limit value distribution 41 (shown by a solid line in FIG. 4) in which the speed upper limit value V _lim at the same point in the distribution is a larger value.

In the speed upper limit value distribution 41, the contour lines b1, c1, and d1 indicating the same speed upper limit value V _lim as the contour lines b, c, and d in the speed upper value distribution 40 before the change are respectively higher than the contour lines b, c, and d. The vehicle has moved to a position close to the lateral direction with respect to the stopped vehicle 4. Thereby, even when the host vehicle 1 travels at a point where the lateral distance D is relatively small with respect to the stopped vehicle 4, relatively high speed travel is allowed. The vehicle can pass through the side of the stopped vehicle 4 without greatly changing, and comfortable driving is possible.

FIG. 5 shows an example of changing the speed upper limit value V _lim according to the possibility of starting the stopped vehicle 4. In the graph (map), as in the graph of FIG. 3, the lateral distance D between the host vehicle 1 and the object 3 (the host vehicle 1 and the stop vehicle 4 when the host vehicle 1 is arranged side by side with the stop vehicle 4. The distance between the opposite side _portions ) and the speed upper limit value V _lim is shown.

In this example, the above formula (1) is used as a formula for determining the speed upper limit value V _lim , and when the object is the stopped vehicle 4, the formula (1) is set according to the possibility of the stopped vehicle 4 to start. The distribution of the speed upper limit value V _lim around the stopped vehicle 4 is changed by changing the gain coefficient k.

Specifically, when it is estimated that the start possibility of the stopped vehicle 4 is low, the gain coefficient k is set to a larger value (for example, k = 20) than when the start possibility is high. Thus, the relationship between the lateral distance D and the speed upper limit value V _lim is as shown in the characteristic curve A2, and the speed upper limit value V _lim is set to a relatively large value even at a point where the lateral distance D is small. Is done. Therefore, even when the host vehicle 1 travels in a position relatively close to the stopped vehicle 4, the vehicle speed of the host vehicle 1 can be reduced and the change in the travel route can be reduced, so that driving comfort can be ensured.

On the other hand, when it is estimated that the start possibility of the stopped vehicle 4 is high, the gain coefficient k is set to a smaller value (for example, k = 10) than when the start possibility is low. As a result, the relationship between the lateral distance D and the speed upper limit value V _lim is as shown in the characteristic curve A1, and the speed upper limit value V _lim is set to a relatively small value even at a point where the lateral distance D is large. Is done. Therefore, when traveling in a position close to the stopped vehicle 4, the vehicle speed of the host vehicle 1 is limited to a low speed, and traveling safety can be ensured. In this example, the gain coefficient k when the possibility of starting is high is set to a reference value (k = 20) similar to that of a general object 3 (for example, another vehicle that is running). It is also possible to set different values.

  Further, in this embodiment, the start possibility is evaluated in two stages, high and low, but the present invention is not limited to such a form, and the start possibility can be evaluated in a plurality of stages using numerical values or the like. (For example, when the driver is absent, the possibility of starting is evaluated at the lowest stage). In this case, the speed upper limit value distribution 40 (the gain coefficient k in the equation (1)) may be changed stepwise in accordance with the level of the high possibility of starting.

  Next, the vehicle control of the present invention will be described with reference to the flowchart of FIG.

  In the control, first, in step S1, the ECU 10 of the host vehicle 1 acquires various data from a plurality of sensors. In the subsequent step S2, the ECU 10 detects an object (target vehicle) based on data acquired from various sensors.

  In step S3, a speed upper limit value distribution is set for each detected object. In step S4, the vehicle speed at each point of the travel route of the host vehicle 1 and the travel route is calculated in accordance with a preset mode so as to conform to the set speed upper limit value distribution. In step S5, vehicle travel control (acceleration / deceleration control and / or steering control) is executed based on the travel route and vehicle speed calculated in step S4.

  FIG. 7 is a flowchart showing a processing procedure of speed upper limit value distribution setting processing (processing in step S3 in FIG. 6) for each target vehicle when the target object is a vehicle. In the speed upper limit value distribution setting process, first, in step S11, it is determined whether or not the target vehicle is stopped. If not, the process proceeds to step 12, and the target vehicle is subjected to a reference (of start possibility). The speed upper limit value distribution (for a high stop vehicle) is set (the gain coefficient k in equation (1) is set to 10), and one round of processing is completed.

If it is determined in step S11 that the target vehicle is stopped (is a stopped vehicle), the process proceeds to step S13, and it is determined whether or not the driver of the target vehicle is absent. If it is determined in this determination that the driver is absent, the process proceeds to step S19, and for the target vehicle, the changed speed upper limit distribution, that is, the speed upper limit distribution (stop speed upper limit V _lim) for a stopped vehicle having a low start possibility. (Speed upper limit value distribution set to be large) is set (the gain coefficient k in equation (1) is set to 10), and one round of processing is completed.

  If it is determined in step S13 that the driver is not absent, the process proceeds to step S14 to determine whether or not the hazard lamp of the target vehicle is blinking. If the hazard lamp is blinking, step S19 is performed. Then, the changed speed upper limit value distribution is set in the target vehicle, and one round of processing is completed. On the other hand, if it is determined that the hazard lamp is not blinking, the process proceeds to step S15.

  In step S15, it is determined whether or not the door of the target vehicle is open. If the door is open, the process proceeds to step S19, where the changed speed upper limit value distribution is set in the target vehicle and Terminate the process. On the other hand, if it is determined that the door is not open, the process proceeds to step S16.

  In step S16, it is determined whether or not the range position of the target vehicle is the P range. When the target vehicle is not in the P range (for example, in the D range), it is determined that the possibility of starting the stopped vehicle is high. In step S12, a reference speed upper limit value distribution is set for the target vehicle, and one round of processing ends. On the other hand, if it is determined that it is the P range, the process proceeds to step S17.

In step S17, it is determined whether or not the winker operation of the target vehicle is performed. When the winker operation is performed, the process proceeds to step S12, and the reference speed upper limit value distribution is set for the target vehicle. A round of processing is completed. On the other hand, if it is determined that the winker operation is performed, the process proceeds to step S17.

In step S17, it is determined whether or not the brake of the target vehicle is depressed. When the brake is depressed, the process proceeds to step S12, and a reference speed upper limit value distribution is set for the target vehicle. A round of processing is completed. On the other hand, if it is determined that the brake is not depressed, the process proceeds to step S19, the changed speed upper limit value distribution is set for the target vehicle, and one round of processing is completed.

  As mentioned above, although embodiment of this invention was described, this invention is not limited to the said embodiment, In the range described in the claim, an appropriate change is possible. For example, the setting of the speed upper limit value distribution in the above embodiment is an example, and various settings can be adopted according to the conditions required for the control.

  INDUSTRIAL APPLICABILITY The present invention can be used as a vehicle control device for supporting safe and comfortable travel in a vehicle such as an automobile.

DESCRIPTION OF SYMBOLS 1 Own vehicle 2 Traveling path 3 Object 4 Stop vehicle 10 ECU
21 Vehicle-mounted camera 22 Millimeter wave radar 23 Vehicle speed sensor 24 Positioning system 25 Navigation system 26 Inter-vehicle communication unit 31 Engine control system 32 Brake control system 33 Steering control system 40 Speed upper limit value distribution 41 Changed speed upper limit value distribution D Horizontal distance between stopped vehicles

Claims (8)

Target vehicle detection means for detecting the target vehicle around the host vehicle;
Speed upper limit value distribution setting means for setting a speed upper limit value distribution that defines an upper limit value of the relative speed of the host vehicle and the target vehicle in a peripheral region of the target vehicle;
In a vehicle control device comprising: a traveling control means for controlling speed or / and steering of the host vehicle traveling in a peripheral region of the target vehicle so as to conform to the speed upper limit value distribution;
Start possibility estimation means for estimating the start possibility of the target vehicle when the target vehicle is stopped;
When the start possibility of the target vehicle estimated by the start possibility estimation means is low, the upper limit of the speed is set so that the upper limit value of the relative speed between the host vehicle and the target vehicle is larger than when the start possibility is not. A vehicle control device comprising speed upper limit value distribution changing means for changing the value distribution. In the vehicle control device according to claim 1,
Comprising means for communicating with the target vehicle;
The start possibility estimation unit is a vehicle control device that estimates the start possibility of the target vehicle based on information acquired by the communication unit. The vehicle control device according to claim 1 or 2,
The start possibility estimation means is a vehicle control device that estimates the start possibility of the target vehicle to be low when the range position of the target vehicle is the P range. In the vehicle control device according to any one of claims 1 to 3,
The start possibility estimation means is a vehicle control device that estimates the start possibility of the target vehicle to be high regardless of the range position of the target vehicle when the brake of the target vehicle is depressed. In the vehicle control device according to any one of claims 1 to 4,
The start possibility estimation means is a vehicle control device that estimates the start possibility of the target vehicle highly regardless of the range position of the target vehicle when the winker operation of the target vehicle is performed. The vehicle control device according to any one of claims 1 to 5,
The start possibility estimation means is a vehicle control device that estimates the start possibility of the target vehicle to be low when the driver of the target vehicle is absent. The vehicle control device according to any one of claims 1 to 6,
The start possibility estimation means is a vehicle control device that estimates the start possibility of the target vehicle to be low when the hazard lamp of the target vehicle is blinking. The vehicle control device according to any one of claims 1 to 7,
The start possibility estimating means is a vehicle control device that estimates the start possibility of the target vehicle to be low when the door of the target vehicle is open.

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