RU2787536C1 - Vehicle control method and vehicle control device - Google Patents

Abstract

FIELD: vehicles.

SUBSTANCE: in the vehicle control method, the position of a stationary object on the road along which the main vehicle is moving is detected; the speed of the main vehicle and the position and speed of the oncoming vehicle are detected. An area that includes a stationary object on the road is defined. The position of the separation of the main and oncoming vehicle is calculated. The first and second indicators related to the speed and acceleration of an oncoming vehicle are calculated and these parameters are combined. The main vehicle is slowed down when the combined parameter is greater than or equal to a predetermined value, or to accelerate when the indicator is less than a predetermined value, in the case when the exit position is within the mentioned area.

EFFECT: The present invention enables to take into account the intention of the driver of the oncoming vehicle.

18 cl, 19 dwg

Description

FIELD OF TECHNOLOGY

[0001]

The present invention relates to a vehicle control method and a vehicle control device.

BACKGROUND OF THE INVENTION

[0002]

A driving assistance device is known that avoids a collision with an oncoming vehicle when there is a possibility that the oncoming vehicle may deviate from the oncoming lane towards its own lane (Patent Literature 1). The invention disclosed in Patent Literature 1 determines whether the driving path of an oncoming vehicle intersects with its own lane according to the distance between a parked vehicle in the oncoming lane and the center line of the road. The invention disclosed in Patent Literature 1 causes the main vehicle to stop or slow down when it is determined that the path of an oncoming vehicle intersects with its own lane.

LIST OF CITATIONS

PATENT LITERATURE

[0003]

Patent Literature 1: Japanese Patent Application Pending Publication No. 2008-102690

SUMMARY OF THE INVENTION

TECHNICAL PROBLEM

[0004]

The invention disclosed in Patent Literature 1 does not take into account the intent of the driver of the oncoming vehicle, and thus may cause the main vehicle to slow down or stop unnecessarily even when the main vehicle and the oncoming vehicle may be passing each other without a close point of contact.

[0005]

In order to solve the conventional problem described above, the present invention provides a vehicle control method and a vehicle control device capable of taking into account the intention of the driver of an oncoming vehicle.

TECHNICAL SOLUTION

[0006]

The vehicle driving method according to an aspect of the present invention defines an area including a fixed object on the road defined within a predetermined distance from the fixed object along the road running direction, calculates a passing position at which the main vehicle and the oncoming vehicle pass each other, according to the speed of the main vehicle and the position and speed of the oncoming vehicle, calculates the first index, which is the larger value, the higher the speed of the oncoming vehicle, calculates the second index, which is the larger value, the higher the acceleration amount of the oncoming vehicle means, combines the first value with the second value so as to calculate the combined value, and causes the main vehicle to decelerate when the combined value is greater than or equal to a predetermined or causes the main vehicle to maintain speed or accelerate when the combined rate is less than a predetermined value, in the case where said passing position is within said area.

BENEFICIAL EFFECTS

[0007]

The present invention makes it possible to control a vehicle taking into account the intention of the driver of an oncoming vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

[0008]

[Fig. 1] FIG. 1 is a schematic representation of the configuration of a vehicle control device 1 according to an embodiment of the present invention.

[Fig. 2] FIG. 2 is a view explaining a non-driving area R according to an embodiment of the present invention.

[Fig. 3] FIG. 3 is a view explaining the siding position P according to the embodiment of the present invention.

[Fig. 4] FIG. 4 is a graph explaining the relationship between the speed of an oncoming vehicle and the first indicator.

[Fig. 5] FIG. 5 is a graph explaining the relationship between the acceleration amount of the oncoming vehicle and the first index.

[Fig. 6] FIG. 6 is a view explaining a case of a narrow road passing according to an embodiment of the present invention.

[Fig. 7A] FIG. 7A is a flowchart for explaining the operation of the vehicle control device 1 according to an embodiment of the present invention.

[Fig. 7B] FIG. 7B is a flowchart explaining an operation example of the vehicle control device 1 according to an embodiment of the present invention.

[Fig. 8] FIG. 8 is a view explaining a weighting factor by which the second index is multiplied.

[Fig. 9] FIG. 9 is a view explaining the weighting factors by which the first score and the second score are multiplied.

[Fig. 10] FIG. 10 is a view explaining the speed threshold according to the Modified Example 3 of the present invention.

[Fig. 11] FIG. 11 is a view explaining the speed threshold according to the Modified Example 3 of the present invention.

[Fig. 12] FIG. 12 is a view explaining the speed threshold according to Modified Example 3 of the present invention.

[Fig. 13] FIG. 13 is a graph explaining the relationship between the speed of an oncoming vehicle and the first indicator.

[Fig. 14] FIG. 14 is a graph explaining the relationship between the speed of an oncoming vehicle and the first indicator.

[Fig. 15] FIG. 15 is a view explaining the acceleration amount threshold according to the Modified Example 4 of the present invention.

[Fig. 16] FIG. 16 is a graph explaining the relationship between the acceleration amount of the oncoming vehicle and the second index.

[Fig. 17] FIG. 17 is a graph explaining the relationship between the acceleration amount of the oncoming vehicle and the second index.

[Fig. 18] FIG. 18 is a view explaining the allowable limit set for the speed threshold.

[Fig. 19] FIG. 19 is a view explaining the vehicle width of the actual parked vehicle.

DESCRIPTION OF EMBODIMENTS

[0009]

The following describes some embodiments of the present invention with reference to the drawings. The same elements illustrated in the drawings are designated by the same reference numerals, and repeated explanations are not given below.

[0010]

The present embodiment

<Vehicle Control Device Configuration Example>

A configuration example of the vehicle control device 1 according to the present embodiment will be described below with reference to FIG. 1. As shown in FIG. 1, the vehicle control device 1 includes a GPS receiver 10, a sensor 11, a map database 12, a controller 20, and an actuator 30.

[0011]

The vehicle control device 1 may be installed either on a vehicle equipped with an automated driving function or on a vehicle not equipped with an automated driving function. The vehicle control device 1 may be installed on a vehicle capable of switching between automatic driving and manual driving. The term "automated driving" as used in the present embodiment refers to a state in which at least any of the actuators such as the brake, accelerator, and steering wheel are controlled without intervention by the occupant. Thus, automated driving may include a state in which other actuators are controlled by the occupant. Automated driving also refers to a state in which only execution of any control such as acceleration/deceleration control and lateral position control is required. The term "manual driving" as used in the present embodiment refers to a state in which the occupant controls, for example, the brake, accelerator, and steering wheel.

[0012]

The GPS receiver 10 receives radio waves from an artificial satellite so as to detect the positional information of the main vehicle on the ground. The positional information of the host vehicle detected by the GPS receiver 10 includes latitude information and longitude information. The GPS receiver 10 outputs the detected position information of the host vehicle to the controller 20. The means for detecting the host vehicle position information is not limited to the GPS receiver 10. For example, odometry can be used to estimate the position of the host vehicle. Odometry is a method of obtaining the amount of movement and direction of advance of the vehicle in accordance with the steering angle and the angular velocity of the vehicle in order to estimate the position of the vehicle.

[0013]

The sensor 11 is a device installed on the main vehicle for detecting objects in the surroundings of the main vehicle. The sensor 11 includes several types of sensors such as a camera, lidar, radar, millimeter wave radar, laser rangefinder, and sonar. The sensor 11 detects, as objects in the environment of the main vehicle, moving objects, including other vehicles, motorcycles, bicycles, and pedestrians, as well as stationary objects, including obstacles, fallen objects, and parked vehicles. The sensor 11 also detects the position, angular orientation (yaw angle), size, speed, acceleration amount, deceleration amount, and yaw rate of the respective moving objects and stationary objects with respect to the main vehicle. The sensor 11 may also include other sensors such as a wheel speed sensor (second sensor), a steering angle sensor, and a gyro sensor. The wheel speed sensor detects the wheel speed of the main vehicle. By detecting the speed of rotation of the wheels, the speed of the main vehicle can be obtained. The sensor 11 outputs the detected information to the controller 20.

[0014]

The map database 12 is a database stored in a car navigation device, for example, and includes map information such as road information and facility information necessary for guiding a route. The road information refers to information about the number of lanes on the road, the boundary lines of the road, and the connection relationship of the lanes. The map database 12 outputs map information to the controller 20 in response to a request from the controller 20. Although the present embodiment is illustrated in the case where the vehicle control device 1 includes the map database 12, the vehicle control device 1 does not necessarily include yourself a database of 12 cartographic data. The map information may be obtained by the sensor 11 or may be obtained through vehicle-to-vehicle communication or road-to-vehicle communication. When the map information is stored on the server installed in the external environment, the vehicle control device 1 can receive the map information from the server through communication as needed. The vehicle control device 1 can regularly obtain the latest map information from the server to update the stored map information.

[0015]

The controller 20 is a general purpose microcomputer including a central processing unit (CPU), a memory, and an I/O unit. The computer program is installed on the microcomputer to function as the vehicle control device 1 . When executing the computer program, the microcomputer functions as a plurality of information processing circuits included in the vehicle control device 1. Although the present embodiment is illustrated by a case in which software is installed to provide the corresponding information processing circuits included in the vehicle control apparatus 1, dedicated hardware can be manufactured to provide these information processing circuits for executing each information processing to be described below. . The corresponding information processing circuits may consist of separate hardware. The controller 20 includes, as examples of multiple information processing circuits, a non-passing area setting unit 21, a passing position calculation unit 22, a first index calculation unit 23, a second index calculation unit 24, a combined index calculation unit 25, a determination unit 26 speed and block 27 vehicle control.

[0016]

The non-driving area setting unit 21 sets the non-driving area as a certain area on the road defined within a predetermined distance from the parked vehicle along the running direction of the road. The non-passing area is defined as an area within a predetermined distance from a parked vehicle along a road running direction in which the main vehicle is prohibited from passing the oncoming vehicle because it would be difficult for the main vehicle to pass the oncoming vehicle along the parked vehicle when the width of the road, with the exception of a parked vehicle, is less than the width sufficient for a safe passing with an oncoming vehicle.

[0017]

The passing position calculation unit 22 determines whether there is a position at which the main vehicle and the oncoming vehicle pass each other within the non-passing area specified by the non-passing area setting unit 21. Specifically, the siding position calculation unit 22 calculates the siding position at which the main vehicle passes the oncoming vehicle according to the relative distance between the main vehicle and the oncoming vehicle, the speed of the main vehicle, and the speed of the oncoming vehicle. The siding position calculation unit 22 then determines whether the calculated siding position is present within the non-passing area. The relative distance between the main vehicle and the oncoming vehicle, the speed of the main vehicle and the speed of the oncoming vehicle are detected by the sensor 11.

[0018]

The first index calculation unit 23 calculates the first index in accordance with the speed of the oncoming vehicle when the passing position calculation unit 22 determines that the passing position is present within the non-passing area. The first indicator can be calculated regardless of whether a passing position is present within said non-driving area by the passing position calculation unit 22 .

[0019]

The second index calculating unit 24 calculates the second index in accordance with the acceleration amount of the oncoming vehicle when the passing position calculating unit 22 determines that the passing position is present within the non-passing area. The second indicator can be calculated regardless of the determination of whether a passing position is present within said non-driving area by the passing position calculation unit 22 .

[0020]

The combined index calculation section 25 combines the first index calculated by the first index calculation section 23 with the second index calculated by the second index calculation section 24 to calculate the combined index. The term "combination" used in the present embodiment refers to addition.

[0021]

The speed determining unit 26 judges the intent of the driver of the oncoming vehicle by using the combined indicator when the passing position calculating unit 22 determines that the passing position is present within the non-passing area. Then, the speed determination unit 26 determines the speed of the main vehicle according to the estimated intent. The present embodiment is described below on the assumption that the oncoming vehicle is controlled by manual driving by the driver, but is not limited to this case. The oncoming vehicle may be an automated driving vehicle. When the oncoming vehicle is controlled by automated driving, the intention judged by the speed determination unit 26 corresponds to the action expected by the driving control device installed on the oncoming vehicle. The speed determination unit 26 may judge the intention of the driver of the oncoming vehicle according to the combined indicator, regardless of the determination of whether there is a passing position within said non-passage area by the passing position calculation unit 22 .

[0022]

The vehicle control unit 27 controls the actuator 30 to cause the main vehicle to move at a speed determined by the speed determination unit 26 . The actuator 30 includes a brake actuator, an accelerator pedal actuator, and a steering actuator.

[0023]

The non-driving area specified by the non-driving area setting unit 21 will be described below with reference to FIG. 2. FIG. 2 illustrates a road with one lane in each direction. Fig. 2 illustrates the case where the main vehicle 50 is moving to the left and the oncoming vehicle 51 is moving to the right. The direction of movement of the main vehicle 50 is opposite to the direction of movement of the oncoming vehicle 51. The lane in which the main vehicle 50 is moving is referred to herein as the lane, and the lane in which the oncoming vehicle 51 is moving is referred to herein as the oncoming lane. The oncoming traffic lane is located next to the traffic lane.

[0024]

In the situation illustrated in FIG. 2, it is assumed that the parked vehicle 52 and the oncoming vehicle 51 have been detected by the sensor 11. In particular, it is assumed that the position information and speed of the parked vehicle 52 and the position information and speed of the oncoming vehicle 51 have been detected by the sensor 11. the information of the parked vehicle 52 and the positional information of the oncoming vehicle 51 are detected by, for example, a laser rangefinder (first sensor, third sensor). The laser range finder emits radio waves to scan objects (in this case, a parked vehicle 52 and an oncoming vehicle 51) and measures the reflected radio waves to obtain the distance and direction to the respective objects. Each of the position of the parked vehicle 52 and the position of the oncoming vehicle 51 can be detected as a relative position with respect to the position of the main vehicle 50, or can be detected as a position by coordinates based on the position of the main vehicle 50 as a starting point.

[0025]

The speed of the parked vehicle 52 and the speed of the oncoming vehicle 51 are detected, for example, by a camera. The difference between the current image captured by the camera and the image of the immediately previous frame is extracted to obtain the speed of a parked vehicle 52 and the speed of an oncoming vehicle 51. The frame rate of the camera may optionally be set to 30 frames per second (fps) or 60 fps. The parked vehicle 52 in the present embodiment is determined to be a stationary object since the speed of the parked vehicle 52 is detected to be zero. Namely, an object detected in the environment of the main vehicle 50 is determined to be a stationary object when the speed of this object is zero or it has a very low speed, so that it is assumed to be approximately zero. Although the present embodiment illustrates the parked vehicle 52 as a stationary object, the stationary object is not limited to the parked vehicle 52. Examples of the stationary objects include a fallen object and a pylon (also referred to as a traffic cone). The parked vehicle 52 is in the oncoming lane.

[0026]

As illustrated in FIG. 2, the non-passing area setting unit 21 sets the non-driving area R including the parked vehicle 52 on the road defined within the predetermined area along the road running direction. The shape of the non-driving area R can be appropriately defined and can, for example, be rectangular. The reason for setting the non-passing area R is to prevent the occupant from feeling uncomfortable due to the oncoming vehicle 51 coming close to the main vehicle 50 when the oncoming vehicle 51 avoids the parked vehicle 52 to pass the main vehicle 52. vehicle 50. Thus, the parked vehicle 52 is in this case present in the non-passing area R.

[0027]

After the non-passing area R is specified by the non-passing area setting unit 21, the passing position calculation unit 22 determines whether there is a position at which the main vehicle 50 and the oncoming vehicle 51 pass each other in the non-passing the possibility of driving around the area R. In particular, as illustrated in FIG. 3, the passing position calculation unit 22 calculates the position P at which the main vehicle 50 and the oncoming vehicle 51 pass each other according to the relative distance L1 between the main vehicle 50 and the oncoming vehicle 51 (the distance from the position of the main vehicle 50 , if it is defined as the reference point), the speed V1 of the main vehicle 50, and the speed V2 of the oncoming vehicle 51. The siding position P is calculated according to the following equation (1):

[0028]

The siding position calculation unit 22 determines whether the calculated siding position P is present in the non-passing area R. FIG. 3 illustrates a case in which a passing position P is present within a non-passing area R.

[0029]

When the siding position calculation unit 22 determines that the siding position P is present within the non-passing area R, as illustrated in FIG. 3, the first index calculation unit 23 calculates the first index in accordance with the speed of the oncoming vehicle 51. Specifically, the first index calculation unit 23 calculates the first index, which is the larger the higher the speed of the oncoming vehicle. An example of the first indicator is described below with reference to FIG. four.

[0030]

Fig. 4 indicates the speed of the oncoming vehicle 51 along the abscissa and indicates the first index along the ordinate. The first metric is proportional to the speed of the oncoming vehicle 51. The first metric is not limited to a particular value, and may be an optional value as appropriate. The first indicator s ₁ is given by the following equation (2):

where v _t is the speed of the oncoming vehicle 51 and f ₁ is the function to be normalized.

[0031]

When the siding position calculation unit 22 determines that the siding position P is present within the non-passing area R, as illustrated in FIG. 3, the second index calculation unit 24 calculates the second index according to the speed of the oncoming vehicle 51. Specifically, the second index calculation unit 24 calculates the second index, which is the larger value the higher the acceleration amount of the oncoming vehicle 51 is. An example of the second index is described. below with reference to FIG. five.

[0032]

Fig. 5 indicates the acceleration amount of the oncoming vehicle 51 along the abscissa and indicates the second index along the ordinate. The second index is proportional to the acceleration value of the oncoming vehicle 51. The second index is also not limited to a specific value, and may be an optional value appropriately determined, as in the case of the first index. The second indicator s ₂ is given by the following equation (3):

where a _t is the acceleration value of the oncoming vehicle 51 and f ₂ is the function for normalization, as in the case of the function f ₁ .

[0033]

The combined index calculation unit 25 combines the first index s ₁ calculated by the first index calculation section 23 with the second index s ₂ calculated by the second index calculation section 24 to calculate the combined index. The combined index s is given by the following equation (4):

[0034]

The speed determining unit 26 judges the intention of the driver of the oncoming vehicle 51 according to the combined score calculated by the combined score calculating unit 25 to determine the speed of the main vehicle 50. In the situation illustrated in FIG. 2, two cases are assumed as the intention of the driver of the oncoming vehicle 51. One of the intentions is the case where the oncoming vehicle 51 passes the parked vehicle 52 before the main vehicle 50 passes the parked vehicle 52, and the other is the case where the oncoming vehicle 51 passes the parked vehicle 52 after the main vehicle 50 has passed the parked vehicle 52. Namely, the intention of the driver of the oncoming vehicle 51 to be determined is whether to wait for the main vehicle 50 to pass the parked vehicle 52.

[0035]

The reason for judging the intention of the driver of the oncoming vehicle 51 is that the main vehicle 50 can avoid hard braking or unnecessary acceleration or deceleration when the speed of the main vehicle 50 is determined according to the estimated intention of the driver of the oncoming vehicle 51. For example, when the driver's intention of the oncoming vehicle 51 is to wait until the main vehicle 50 passes the parked vehicle 25, the main vehicle 50 can be controlled to maintain speed or acceleration to pass the parked vehicle 52 first. When the intent of the driver of the oncoming vehicle 51 is to pass the parked vehicle 52 without waiting for the main vehicle 50, the main vehicle 50 can be controlled to slow down to smoothly stop at a position (at a position outside the non-driving area). R), in which the main vehicle 50 can be prevented from approaching the oncoming vehicle 51, which may deviate towards the lane to pass the parked vehicle 52.

[0036]

If the intent of the driver of the oncoming vehicle 51 is not judged, the main vehicle 50 may be forced to brake hard or accelerate or decelerate unnecessarily. For example, when the blocked area due to the parked vehicle 52 is large, or when there is a crosswalk surrounded by the parked vehicle 52, the oncoming vehicle 51 will accelerate to pass the parked vehicle 52 after briefly decelerating or stopping to security. In such a case, the main vehicle 50 first starts accelerating because the siding position P temporarily shifts towards the oncoming vehicle 51 due to the deceleration of the oncoming vehicle 51. However, the main vehicle 50 soon needs to slow down as the oncoming vehicle 51 accelerates again, and the siding position P is then shifted towards the main vehicle 50. Namely, the case where the oncoming vehicle 51 passes the parked vehicle 52 in front of the main vehicle 50 includes a case where the oncoming vehicle 51 first slows down, and then starts accelerating to pass the parked vehicle 52. However, the acceleration/deceleration control for the main vehicle 50 then inevitably switches if the intention of the driver of the oncoming vehicle 51 is not judged, which may does not cause the main vehicle 50 to brake hard or accelerate or decelerate unnecessarily, respectively. In the present embodiment, the intention of the driver of the oncoming vehicle 51 to determine the speed of the main vehicle 50 is judged in order to avoid sudden braking or unnecessary acceleration or deceleration.

[0037]

The method for judging the intent of the driver of the oncoming vehicle 51 using the combined score will be described below. When the combined value is greater than or equal to the predetermined value, the speed determination unit 26 judges that the intention of the driver of the oncoming vehicle 51 is to pass the parked vehicle 52 without waiting for the main vehicle 50. The speed determination unit 26 then determines the value decelerating the main vehicle 50 to bring the main vehicle 50 to a soft stop at a position allowing the main vehicle 50 to avoid a close approach to the oncoming vehicle 51 (at a position outside the non-passing area R).

[0038]

When the combined rate is less than said predetermined value, the speed determination unit 26 judges that the intention of the driver of the oncoming vehicle 51 is to wait for the main vehicle 50 to pass the parked vehicle 52. The speed determination unit 26 then determines whether cause the main vehicle 50 to maintain the current speed or accelerate to cause the main vehicle 50 to pass the parked vehicle 52 in front of the oncoming vehicle 51. Said predetermined value may be obtained through experiments or simulations. The said predefined value may be changed depending on the driver. The driver's intention can be estimated with high accuracy when said predetermined value varies depending on the driver, since the driving state changes depending on the characteristics and preferences of the driver.

[0039]

After the speed of the main vehicle 50 is determined by the speed detection unit 26, the vehicle control unit 27 controls the respective actuators 30 (such as the brake actuator, the accelerator pedal actuator, and the steering actuator) to drive the main vehicle 50 at a certain speed. Specifically, when the combined rate is greater than or equal to a predetermined value, the vehicle control unit 27 decelerates the main vehicle 50 with the deceleration amount determined by the speed determination unit 26 to bring the main vehicle 50 to a soft stop at a position outside the non-driving area. R. When the combined rate is less than the predetermined value, the vehicle control unit 27 causes the main vehicle to maintain the current speed or accelerate at the acceleration amount determined by the speed determination unit 26 . The vehicle control unit 27 in this case gradually accelerates the main vehicle 50 so that the passing position P moves beyond the non-passing area R. The vehicle control device 1 according to the present embodiment judges the intention of the driver of the oncoming vehicle 51 using the combined indicator and determines the speed of the main vehicle 50 based on the estimated intent. Thus, the vehicle control device 1 can avoid sudden braking or unnecessary acceleration or deceleration, respectively.

[0040]

Each of the cases illustrated above is assumed to be a situation where neither the main vehicle 50 nor the oncoming vehicle 51 can pass the parked vehicle 52 at the same time, or the situation where the main vehicle 50 and the oncoming vehicle 51 can pass the parked vehicle 51. vehicle 52 at the same time, but they should avoid such a simultaneous passing, since there is a possibility that the occupant will feel uncomfortable due to the close proximity of the main vehicle 50 and the oncoming vehicle 51. The main vehicle 50 and the oncoming vehicle 51 can safely pass the parked vehicle 52 at the same time without causing discomfort to the person occupying the seat, depending on the width of the road, the width of the vehicle of the parked vehicle 52 itself, the width of the transport of the sports vehicle of the main vehicle 50 itself and the vehicle width of the oncoming vehicle 51 itself. to provide a distance between the oncoming vehicle 51 and the parked vehicle 52, as well as a space sufficient to provide a distance between the main vehicle 50 and the oncoming vehicle 51. This point is described in detail below with reference to FIG. 6. The sensor 11 detects a width W1 sufficient for the oncoming vehicle 51 to keep moving while avoiding the parked vehicle 52, as illustrated in FIG. 6. The width W1 can be obtained in such a way that the vehicle width of the oncoming vehicle 51 itself is added to a space sufficient to prevent the oncoming vehicle 51 from approaching the parked vehicle 52 closely. The sensor 11 then detects the remaining lane width W2 obtained in such a way that the vehicle width of the parked vehicle itself 52 (the vehicle width overlapping the road) and the width W1 are subtracted from the total road width. The passing position calculation unit 22 determines whether the remaining lane width W2 is sufficient to prevent the passenger from feeling uncomfortable when the main vehicle 50 and the oncoming vehicle 51 pass each other. When the remaining lane width W2 is sufficient to prevent the passenger from feeling uncomfortable when the main vehicle 50 and the oncoming vehicle 51 pass each other, the main vehicle 50 and the oncoming vehicle 51 may each decelerate to pass each other. with a friend on a narrow road.

[0041]

An operation example of the vehicle control device 1 will be described below with reference to the flowcharts shown in FIG. 7A-7B. The process described below is repeated in a predetermined cycle.

[0042]

In step S101, the controller 20 obtains map information from the map database 12 . The process proceeds to step S103 and the GPS receiver 10 detects the position information of the main vehicle 50.

[0043]

When the parked vehicle 52 and the oncoming vehicle 51 are detected by the sensor 11 (YES in S105), the process proceeds to S107. When the parked vehicle 52 or the oncoming vehicle 51 is not detected (NO in S105), the series of processing ends.

[0044]

In step S107, the non-passing area setting unit 21 sets the non-driving area R including the parked vehicle 52 on the road defined within the predetermined area along the road running direction (see FIG. 2). The process proceeds to step S109, and the passing position calculation unit 22 determines whether there is a position P at which the main vehicle 50 and the oncoming vehicle 51 pass each other within the non-passing area R set in step S107.

[0045]

When the position P at which the main vehicle 50 and the oncoming vehicle 51 are passing each other is present within the non-passing area R (YES in step S111), the process proceeds to step S113. When the position P at which the main vehicle 50 and the oncoming vehicle 51 are passing each other is not present within the non-passing area R (NO in step S111), the process proceeds to step S119.

[0046]

In step S113, the sensor 11 detects a width W1 sufficient for the oncoming vehicle 51 to continue while avoiding the parked vehicle 52 (see FIG. 6). The sensor 11 then detects the remaining lane width W2 obtained in such a way that the vehicle width of the actual parked vehicle 52 and the width W1 are subtracted from the total road width (see FIG. 6). The process proceeds to step S115, and the passing position calculation unit 22 determines whether the remaining lane width W2 detected in step S113 is sufficient to avoid close approach between the main vehicle 50 and the oncoming vehicle 51 when passing each other. When the determination result in step S115 is YES, the process proceeds to step S117, and the main vehicle 50 is prompted to proceed to pass the oncoming vehicle 51 on the narrow road. When the main vehicle 50 and the oncoming vehicle 51 have passed each other (YES in S119), the series of processing ends. When the determination result in step S115 is NO, the process proceeds to step S121.

[0047]

In step S121, the first index calculation unit 23 calculates the first index, which is the larger value the higher the speed of the oncoming vehicle 51 (see FIG. 4). The process proceeds to step S123, and the second index calculation unit 24 calculates the second index, which is the larger value the higher the speed of the oncoming vehicle 51 (see FIG. 5). The process proceeds to step S125, and the combined score calculation unit 25 combines the first score calculated in step S121 with the second score calculated in step S123 to calculate the combined score.

[0048]

When the combined rate is greater than or equal to the predetermined value (YES in step S127), the process proceeds to step S129 and the speed determination unit 26 judges that the intention of the driver of the oncoming vehicle 51 is to pass the parked vehicle 52 without waiting for the main vehicle 50. The speed detection unit 26 then determines the deceleration amount of the main vehicle 50 to bring it to a smooth stop at a position where the main vehicle 50 can avoid close approach to the oncoming vehicle 51 (at a position outside the non-passing area R). The vehicle control unit 27 decelerates the main vehicle 50 with the deceleration amount determined by the speed detection unit 26 to bring the main vehicle 50 to a soft stop at a position outside the non-passing area R).

[0049]

When the combined rate is less than the predetermined value (NO in step S127), the process proceeds to step S131 and the speed determination unit 26 judges that the intention of the driver of the oncoming vehicle 51 is to wait for the main vehicle 50 to pass the parked vehicle 52 Next, the speed determination unit 26 determines to cause the main vehicle 50 to maintain the current speed or accelerate. The vehicle control unit 27 causes the main vehicle 50 to maintain the current speed or accelerate at the acceleration amount determined by the speed determination unit 26 . The processing in step S133 is the same as the processing in step S119, and the same explanations are not repeated below.

[0050]

In the example described above, the siding position calculation unit 22 determines whether the remaining lane width W2 is sufficient for the main vehicle 50 to pass when the siding position P at which the main vehicle 50 and the oncoming vehicle 51 are passing each other is present. within the non-driving area R (YES in step S111). Although the first score, the second score, and the combined score are calculated as described above (in step S121, step S123, and step S125), when the remaining lane width W2 is determined to be insufficient (NO in step S115), the present embodiment is not limited to this case. For example, the first score, the second score, and the combined score may be continuously calculated regardless of the determinations made in step S111 and step S115. Alternatively, the process may proceed to step S127 in accordance with the determination results in step S111 and step S115 to determine whether the combined index is greater than or equal to a predetermined value. Alternatively, the processing in steps S113 to S117 may be skipped, and the controller 20 may constantly direct the process to proceed to step S127 when the passing position P is present within the non-passing area R (YES in step S111) so as to determine Whether the combined exponent value is greater than or equal to the predefined value.

[0051]

<Operational Effects>

As described above, the vehicle control device 1 according to the present embodiment can achieve the following operational effects.

[0052]

The vehicle control device 1 detects a stationary object (such as a parked vehicle 52) on the road on which the main vehicle 50 is traveling. The vehicle control device 1 detects the speed of the main vehicle 50. The vehicle control device 1 detects the position and speed of the oncoming vehicle vehicle 51 traveling in the direction opposite to the driving direction of the main vehicle 50 in the oncoming lane adjacent to the traffic lane in which the main vehicle 50 is traveling. parked vehicle 52 on the road defined along the direction of the road.

[0053]

The vehicle control device 1 calculates the position at which the main vehicle 50 and the oncoming vehicle 51 pass each other according to the speed of the main vehicle 50 and the position and speed of the oncoming vehicle 51. The vehicle control device 1 calculates the first indicator s ₁ , which is the larger value, the higher the speed of the oncoming vehicle 51. The vehicle control device 1 calculates the second value s ₂ , which is the larger value, the higher the speed of the oncoming vehicle 51. The vehicle control unit 1 combines the first value s ₁ and a second score s ₂ to calculate the combined score s. The vehicle control device 1 causes the main vehicle 50 to slow down when the combined value s is greater than or equal to a predetermined value, or causes the main vehicle to maintain the current speed or accelerate when the combined value s is less than the predetermined value, in the case where the position of the passing point is within the mentioned area.

[0054]

As described above, the vehicle control device 1 judges the intention of the driver of the oncoming vehicle 51 according to the combined score s, and determines the speed of the main vehicle 50 based on the estimated intention. Thus, the vehicle control device 1 can avoid sudden braking or unnecessary acceleration or deceleration, respectively.

[0055]

While the first index calculation unit 23 and the second index calculation unit 24 can calculate the first index and the second index regardless of whether the siding position P is present within the non-passage area R performed by the siding position calculation unit 22, the first index and the second index are preferably computed only when it is determined that the siding position P is present within the non-passing area R. This reduces the computational load compared to the case of always calculating the first metric and the second metric.

[0056]

<Modified Example 1>

Next, a modified example 1 of the present embodiment will be described below.

[0057]

In Modified Example 1, the second index calculation unit 24 multiplies the second index by the first weight coefficient ω ₁ , which is the larger value the closer the oncoming vehicle 51 approaches the parked vehicle 52. This weight coefficient ω ₁ is described below with reference to FIG. 8.

[0058]

The position indicated on the x-axis in the graph shown in FIG. 8 corresponds to the position of the oncoming vehicle 51 with respect to the parked vehicle 52. The x-axis in the graph shown in FIG. 8 indicates that the position of the oncoming vehicle 51 is getting closer to the parked vehicle 52 as the graph moves to the right. The position of the graph on the x-axis shifts to the right as the oncoming vehicle 51 approaches the parked vehicle 52. The y-axis of the graph indicates the first weighting factor ω ₁ . As shown in FIG. 8, the first weight coefficient ω ₁ becomes large as the oncoming vehicle 51 approaches the parked vehicle 52. The combined index s when the second index s ₂ is multiplied by the first weight coefficient ω ₁ is determined by the following equation (5):

[0059]

The purpose of multiplying the second index by the first weighting factor ω ₁ is described below. In the case of estimating the intention of the driver of the oncoming vehicle 51, the acceleration amount of the oncoming vehicle 51 has a greater influence on the estimation accuracy than the speed, which depends on the position of the oncoming vehicle 51. In addition, the acceleration amount of the oncoming vehicle 51 to be used has a greater influence on the accuracy. estimates at a position closer to the parked vehicle 52 than at a position further from the parked vehicle 52. This is because the probability that the driver of the oncoming vehicle 51 intends to pass the parked vehicle 52 without waiting for the main vehicle 50, increases when the acceleration amount of the oncoming vehicle 51 increases at a position close to the parked vehicle 52. Thus, the second index calculation unit 24 multiplies the second index by the first weight factor ω ₁ , which is the larger value the closer the oncoming vehicle 51 approaches the parked vehicle 52. This multiplication increases the contribution of the second index to the combined index when the oncoming vehicle the means 51 is in a position close to the parked vehicle 52. Using the combined score calculated as described above can estimate the intention of the driver of the oncoming vehicle 51 with high accuracy.

[0060]

The first weight coefficient ω ₁ is a small value when the oncoming vehicle 51 is at a position away from the parked vehicle 52. Multiplying the second score by the first weighting factor ω ₁ reduces the second score's contribution to the combined score when the oncoming vehicle 51 is at a position away from the parked vehicle 52. Thus, by multiplying the second score by the first weighting factor ω ₁ , the contribution of the second score to the combined score can be controlled.

[0061]

As shown in FIG. 8, the increase ratio of the first weight coefficient ω ₁ with respect to the distance change in the direction according to which the oncoming vehicle 51 approaches the parked vehicle 52 increases as the oncoming vehicle 51 approaches the parked vehicle 52. As described above, the acceleration amount of the oncoming vehicle 51 vehicle has a greater impact on estimation accuracy at a position closer to the parked vehicle 52 than at a position farther from the parked vehicle 52. The modified example 1 sets the degree of increase of the first weight coefficient ω ₁ greater as the oncoming vehicle 51 approaches the parked vehicle 52. Thus, the contribution of the second score to the combined score increases as the oncoming vehicle 51 drives closer to the parked vehicle 52. Using the combined score b As described above, it is possible to judge the intention of the driver of the oncoming vehicle 51 with high accuracy.

[0062]

The controller 20 may set the first weighting factor ω ₁ in the manner described below. The controller 20 may store in advance in a map and the like a first weight coefficient ω ₁ corresponding to the position of the oncoming vehicle 51 relative to the parked vehicle 52 (namely, the distance between the parked vehicle 52 and the oncoming vehicle 51), and refer to the position of the oncoming vehicle 51 with respect to the parked vehicle 52 detected by the sensor 11 and the map to set the first weight coefficient ω ₁ .

[0063]

<Modified Example 2>

Next, a modified example 2 of the present embodiment will be described below.

[0064]

The modified example 1 is illustrated above with the case in which the second index calculation unit 24 multiplies the second index by the first weight coefficient ω ₁ . In addition, in the modified example 2, the first index calculation unit 23 multiplies the first index by the second weight coefficient ω ₂ , which becomes smaller as the oncoming vehicle 51 approaches the parked vehicle 52. This weight coefficient ω ₂ is described below with reference to in FIG. nine.

[0065]

The position indicated on the x-axis in the graph shown in FIG. 9 corresponds to the position of the oncoming vehicle 51 with respect to the parked vehicle 52, as in the case of FIG. 8. The x-axis of the graph shown in FIG. 9 indicates that the position of the oncoming vehicle 51 is getting closer to the parked vehicle 52 as the graph moves to the right, as in the case of FIG. 8. The position of the graph on the x-axis shifts to the right as the oncoming vehicle 51 approaches the parked vehicle 52. The y-axis of the graph indicates a first weighting factor ω ₁ and a second weighting factor ω ₂ . As shown in FIG. 9, the second weight factor ω ₂ becomes smaller as the oncoming vehicle 51 approaches the parked vehicle 52. The combined score s when the first score s ₁ is multiplied by the second weight factor ω ₂ is given by the following equation (6):

[0066]

In Modified Example 2, the contribution of the second measure to the combined measure is increased when the oncoming vehicle 51 is in a position closer to the parked vehicle 52, and the contribution of the first measure to the combined measure is increased when the oncoming vehicle 51 is in a position farther from the parked vehicle 52 Thus, the vehicle control device 1 according to the modified example 2 uses the first weight coefficient ω ₁ and the weight coefficient ω ₂ to control the contribution of the first index and the second index to the combined index.

[0067]

As shown in FIG. 9, the degree of reduction of the second weight coefficient ω ₂ with respect to the change in distance in the direction in which the oncoming vehicle 51 approaches the parked vehicle 52 increases as the oncoming vehicle 51 approaches the parked vehicle 52. The contribution of the first measure to the combined measure decreases relatively, and the contribution of the second index to the combined index relatively increases as the oncoming vehicle 51 moves to a position closer to the parked vehicle 52. Using the combined index as described above, the intention of the driver of the oncoming vehicle 51 can be estimated with high accuracy.

[0068]

The second weighting factor ω ₂ can be set in the same manner as the first weighting factor ω ₁ . The controller 20 may store in advance in a map and the like a second weight coefficient ω ₂ corresponding to the position of the oncoming vehicle 51 relative to the parked vehicle 52 (namely, the distance between the parked vehicle 52 and the oncoming vehicle 51), and refer to the position of the oncoming vehicle 51 with respect to the parked vehicle 52 detected by the sensor 11 and the map to set the second weight coefficient ω ₂ .

[0069]

The sum of the first weighting factor ω ₁ and the weighting factor ω ₂ may be a constant value. Setting one of the first weight coefficient ω ₁ and the second weight coefficient ω ₂ when the sum is set to a constant value may automatically result in another coefficient. This can reduce the computational cost of setting the respective weights as compared to the case in which the first weight ω ₁ and the second weight ω ₂ are set independently of each other.

[0070]

<Modified Example 3>

Next, a modified example 3 of the present embodiment will be described below.

[0071]

In Modified Example 3, the speed threshold is set to be larger the greater the distance between the parked vehicle 52 and the oncoming vehicle 51, and then the first index is calculated according to the difference between the speed of the oncoming vehicle 51 and the speed threshold.

[0072]

This rate threshold is described below with reference to FIG. 10. As shown in FIG. 10, the controller 20 generates a speed profile that is expected to cause the oncoming vehicle 51 to stop in front of the parked vehicle 52 after starting to decelerate at a constant amount of deceleration from a certain position (which may be the current position) of the oncoming vehicle 51. Velocity relative to the profile the speed is greater, the greater the distance between the parked vehicle 52 and the oncoming vehicle 51.

[0073]

The controller 20 sets the speed threshold using the generated speed profile. In particular, as shown in FIG. 11, the controller 20 sets the speed with respect to the speed profile as a speed threshold corresponding to the position of the oncoming vehicle 51 away from the parked vehicle 52 by a predetermined distance (distance L2). The predetermined speed threshold in the example illustrated in FIG. 11 equals V3. Fig. 12 illustrates another example in which the controller 20 sets the speed relative to the speed profile as a speed threshold corresponding to the position of the oncoming vehicle 51 away from the parked vehicle 52 by a predetermined distance (distance L3). The predetermined speed threshold in the example illustrated in FIG. 12 equals V4. The examples described above satisfy the relations L2 > L3 and V3 > V4. Thus, the speed threshold is greater the greater the distance between the parked vehicle 52 and the oncoming vehicle 51.

[0074]

The controller 20 calculates the difference between the speed threshold and the speed of the oncoming vehicle 51. In the example illustrated in FIG. 11, in the case where the passing position P is present within the non-passing area R, the controller 20 calculates the difference between the speed threshold V3 corresponding to the position of the oncoming vehicle 51 distant from the parked vehicle 52 by the distance L2 and the speed of the oncoming vehicle. means 51 corresponding to the position of the oncoming vehicle 51 removed from the parked vehicle 52 by a distance L2.

[0075]

The first index calculation unit 23 calculates the first index, which is the greater value than the speed v _t of the oncoming vehicle 51 corresponding to the position of the oncoming vehicle 51 removed from the parked vehicle 52 by a distance L2 greater than the speed threshold V3 corresponding to the position of the oncoming vehicle. vehicle 51 remote from the parked vehicle 52 at a distance L2. The first indicator s ₁ is given by the following equation (7):

where v _k is a general purpose rate threshold.

[0076]

It is highly likely that the driver of the oncoming vehicle 51 will attempt to pass the parked vehicle 52 without waiting for the main vehicle 50 when the speed of the oncoming vehicle 51 exceeds the speed threshold. Calculating the first metric according to Equation (7) to use the calculated first metric can estimate the intention of the driver of the oncoming vehicle 51 with high accuracy. That is, the vehicle control device 1 according to the modified example 3 judges the intention of the driver of the oncoming vehicle 51 using the first index calculated according to the difference between the speed of the oncoming vehicle 51 and the speed threshold, and determines the speed of the main vehicle 50 based on the obtained assessment of intent. Thus, the vehicle control device 1 can avoid sudden braking or unnecessary acceleration or deceleration, respectively.

[0077]

Another example of the first index calculation method based on the comparison between the speed of the oncoming vehicle 51 and the speed threshold is described below with reference to FIG. 13. As shown in FIG. 13, the controller 20 sets the speed threshold as the first speed threshold Vth1, which is the greater the distance between the parked vehicle 52 and the oncoming vehicle 51. Then, the controller 20 compares the first speed threshold Vth1 corresponding to the position of the oncoming vehicle. vehicle 51 remote from the parked vehicle 52 at a predetermined distance with the speed of the oncoming vehicle 51 corresponding to the position of the oncoming vehicle 51 remote from the parked vehicle 52 at a predetermined distance.

[0078]

As shown in FIG. 13, when the speed of the oncoming vehicle 51 is greater than or equal to the first speed threshold value Vth1, the first index calculation unit 23 calculates the first index to be 1. When the speed of the oncoming vehicle 51 is less than the first speed threshold Vth1, the first index calculation unit 23 calculates the first index to be 0. The example shown in FIG. 13 is illustrated with a case in which the first index is binary. As described above, when the speed of the oncoming vehicle 51 is greater than or equal to the first speed threshold Vth1, there is a high probability that the driver of the oncoming vehicle 51 tries to pass the parked vehicle 52 without waiting for the main vehicle 50. Calculating the first indicator and using the calculated the first indicator can thus estimate the intention of the driver of the oncoming vehicle 51 with high accuracy.

[0079]

The first indicator can be ternary. As shown in FIG. 14, the controller 20 may set the second speed threshold Vth2 to be smaller than the first speed threshold Vth1 and compare the thresholds with the speed of the oncoming vehicle 51. As shown in FIG. 14, when the speed of the oncoming vehicle 51 is greater than or equal to the first speed threshold Vth1, the first indicator calculation unit 23 calculates the first indicator to be 1. When the speed of the oncoming vehicle 51 is less than the first speed threshold Vth1 and greater than or equal to the second speed threshold Vth2, the first index calculation unit 23 calculates the first index to be 0. When the speed of the oncoming vehicle 51 is less than the second speed threshold Vth2, the first index calculation unit 23 calculates the first index to -1. It is highly likely that the driver of the oncoming vehicle 51 is waiting for the main vehicle 50 to pass when the speed of the oncoming vehicle 51 is less than the second speed threshold Vth2. Calculating the first index and using the calculated first index in this way can estimate the intention of the driver of the oncoming vehicle 51 with high accuracy.

[0080]

<Modified Example 4>

Next, a modified example 4 of the present embodiment will be described below.

[0081]

In Modified Example 4, the acceleration amount threshold is set to be the larger the distance between the parked vehicle 52 and the oncoming vehicle 51 is, and then the second index is calculated according to the difference between the acceleration amount of the oncoming vehicle 51 and the threshold amount acceleration.

[0082]

This acceleration amount threshold is described below with reference to FIG. 15. As shown in FIG. 15, the controller 20 generates an acceleration amount profile (which is a deceleration amount and is a negative acceleration profile) that is expected to bring the oncoming vehicle 51 to a stop in front of the parked vehicle 52 at a certain position (which may be the current position) of the oncoming vehicle. means 51. The acceleration amount relative to the acceleration amount profile is higher the greater the distance between the parked vehicle 52 and the oncoming vehicle 51. The acceleration amount relative to the acceleration amount profile can be obtained by experiments or simulations. The y-axis in the graph shown in Fig. 15 indicates the amount of acceleration that increases as the graph moves in the upward direction, that is, in the positive direction. The acceleration amount in the acceleration amount profile shown in FIG. 15 is a negative acceleration amount (deceleration amount) and thus becomes smaller (indicating a large deceleration amount) as the chart moves downward. The following explanations are given for the case in which the amount of acceleration in the direction of travel of the oncoming vehicle 51 refers to the amount of positive acceleration, and the amount of acceleration in the direction opposite to the direction of travel of the oncoming vehicle 51 (namely, the amount of deceleration) refers to the amount of negative acceleration. The phrase "acceleration amount is large" as used herein refers to a case in which the acceleration amount is large in the positive direction.

[0083]

The controller 20 sets an acceleration amount threshold using the generated acceleration amount profile. The acceleration amount threshold setting method is similar to the speed threshold setting method described above. The controller 20 calculates the difference between the acceleration amount threshold corresponding to the position of the oncoming vehicle 51 at a predetermined distance from the parked vehicle 52 and the acceleration amount of the oncoming vehicle 51 corresponding to the position of the oncoming vehicle 51 at a predetermined distance from the parked vehicle 52. distance.

[0084]

The second index calculation unit 24 calculates the second index, which is the greater value than the acceleration amount a _t of the oncoming vehicle 51, corresponding to the position of the oncoming vehicle 51, removed from the parked vehicle 52 by a predetermined distance, greater than the threshold value of the acceleration amount corresponding to the position an oncoming vehicle 51 remote from the parked vehicle 52 at a predetermined distance. The second indicator s ₂ is given by the following equation (8):

where a _k is a general purpose acceleration threshold value.

[0085]

It is highly likely that the driver of the oncoming vehicle 51 will try to pass the parked vehicle 52 without waiting for the main vehicle 50 when the acceleration amount of the oncoming vehicle 51 exceeds the threshold acceleration amount. The calculation of the second index according to equation (8) to use the calculated second index can estimate the intention of the driver of the oncoming vehicle 51 with high accuracy. Thus, the vehicle control device 1 according to the modified example 4 judges the intention of the driver of the oncoming vehicle 51 by using the second index calculated in accordance with the difference between the acceleration amount of the oncoming vehicle 51 and the acceleration amount threshold, and determines the speed of the main vehicle 50 based on obtained by evaluating the intent. Thus, the vehicle control device 1 can avoid sudden braking or unnecessary acceleration or deceleration, respectively.

[0086]

Another example of the second index calculation method based on the comparison between the acceleration amount of the oncoming vehicle 51 and the threshold acceleration amount will be described below with reference to FIG. 16. As shown in FIG. 16, the controller 20 sets the acceleration amount threshold value as the first acceleration amount threshold value ACCth1, which is the larger value the greater the distance between the parked vehicle 52 and the oncoming vehicle 51. Then, the controller 20 compares the first acceleration amount threshold value ACCth1 corresponding to the position of the oncoming vehicle 51 at a predetermined distance from the parked vehicle 52, with the acceleration amount of the oncoming vehicle 51 corresponding to the position of the oncoming vehicle 51 at a predetermined distance from the parked vehicle 52.

[0087]

As shown in FIG. 16, when the acceleration amount of the oncoming vehicle 51 is greater than or equal to the first acceleration amount threshold ACCth1, the second index calculation unit 24 calculates the second index to be 1. When the acceleration amount of the oncoming vehicle 51 is less than the first acceleration amount threshold ACCth1, the second index calculation unit 24 calculates the second exponent as 0. The example shown in FIG. 16 is illustrated with a case in which the second exponent is binary. As described above, when the acceleration amount of the oncoming vehicle 51 is greater than or equal to the first acceleration amount threshold value ACCth1, it is highly likely that the driver of the oncoming vehicle 51 will try to pass by the parked vehicle 52 without waiting for the main vehicle 50. The calculation of the second index and using the calculated second index in this way can estimate the intention of the driver of the oncoming vehicle 51 with high accuracy.

[0088]

The second indicator can be ternary. As shown in FIG. 17, the controller 20 may set the second acceleration amount threshold value ACCth2 to be smaller than the first acceleration amount threshold value ACCth1, and compare the threshold values with the acceleration amount of the oncoming vehicle 51. As shown in FIG. 17, when the acceleration amount of the oncoming vehicle 51 is greater than or equal to the first acceleration amount threshold value ACCth1, the second index calculation unit 24 calculates the second index to be 1. When the acceleration amount of the oncoming vehicle 51 is less than the first acceleration amount threshold value ACCth1 and is greater than or equal to the second threshold value ACCth2 of the acceleration amount, the second index calculation section 24 calculates the second index to be 0. When the acceleration amount of the oncoming vehicle 51 is smaller than the second acceleration amount threshold ACCth2, the second index calculation section 24 calculates the second index to -1. It is highly likely that the driver of the oncoming vehicle 51 is waiting for the main vehicle 50 to pass when the acceleration amount of the oncoming vehicle 51 is smaller than the second acceleration amount threshold ACCth2. Computing the second index and using the calculated second index in this way can estimate the intention of the driver of the oncoming vehicle 51 with high accuracy.

[0089]

<Modified Example 5>

Next, a modified example 5 of the present embodiment will be described below.

[0090]

In Modified Example 5, a tolerance limit is set for the speed threshold described in Modified Example 3. This tolerance limit for the speed threshold is described below with reference to FIG. eighteen.

[0091]

As illustrated in FIG. 18, the controller 20 sets each of the upper limit value and the lower limit value as an allowable limit for the speed threshold. The upper limit value is set to a value with a tolerance limit of +10% with respect to the speed threshold. Similarly, the lower limit value is set to a value with a margin of -10% with respect to the speed threshold. The respective tolerance limits +10% and -10% can be changed accordingly.

[0092]

The first indicator calculation unit 23 calculates the first indicator to be 1 when the speed of the oncoming vehicle 51 is greater than the upper limit value of the speed threshold. The first index calculation unit 23 calculates the first index to be 0 when the speed of the oncoming vehicle 51 is greater than or equal to the upper limit value of the speed threshold and less than or equal to the lower limit value of the speed threshold. The first index calculation unit 23 calculates the first index equal to -1 when the speed of the oncoming vehicle 51 is less than the lower limit value of the speed threshold. By setting an upper limit value and a lower limit value for the speed threshold to compare with the speed of the oncoming vehicle 51, the intention of the driver of the oncoming vehicle 51 can be more accurately judged.

[0093]

The allowable limit can also be set to the acceleration amount threshold described in Modified Example 4. The setting method is the same as the setting method in the case of the speed threshold. The second index calculation unit 24 calculates the second index to be 1 when the acceleration amount of the oncoming vehicle 51 is greater than the upper limit value of the threshold acceleration amount. The second index calculation unit 24 calculates the second index to be 0 when the acceleration amount of the oncoming vehicle 51 is less than or equal to the upper limit value of the acceleration amount threshold and is greater than or equal to the lower limit value of the acceleration amount threshold. The second index calculation unit 24 calculates the second index equal to -1 when the acceleration amount of the oncoming vehicle 51 is smaller than the lower limit value of the threshold acceleration amount. By setting an upper limit value and a lower limit value for the threshold value of the acceleration amount to compare with the acceleration amount of the oncoming vehicle 51, the intention of the driver of the oncoming vehicle 51 can be more accurately judged.

[0094]

<Modified Example 6>

Next, a modified example 6 of the present embodiment will be described below.

[0095]

In Modified Example 6, the combined index is multiplied by a coefficient corresponding to the width (vehicle width) of the parked vehicle 52. The coefficient corresponding to the vehicle width of the parked vehicle 52 itself is described below with reference to FIG. nineteen.

[0096]

As shown in FIG. 19, the combined score calculating section 25 multiplies the combined score by a factor corresponding to the vehicle width W3 of the actual parked vehicle 52 to calculate the final combined score. The vehicle width W3 of the actual parked vehicle 52 is obtained by the sensor 11. For example, the coefficient is set to decrease as the vehicle width W3 of the actual parked vehicle 52 increases. The final combined index s is given by the following equation (9):

where k is the coefficient mentioned.

[0097]

The driver of the oncoming vehicle 51 must enter the lane of the main vehicle 50 more significantly to bypass the parked vehicle 52 because the vehicle width W3 of the parked vehicle 52 itself is larger. In addition, it is more difficult for the driver of the oncoming vehicle 51 to look ahead to recognize the number of parked vehicles because the vehicle width W3 of the parked vehicle 52 itself is larger. It is highly likely that the driver of the oncoming vehicle 51 is waiting for the main vehicle 50 to pass because the vehicle width W3 of the actual parked vehicle 52 is larger. The use of the combined index multiplied by the coefficient corresponding to the vehicle width of the parked vehicle 52 itself makes it possible to estimate the intention of the driver of the oncoming vehicle 51 with high accuracy.

[0098]

The coefficient k may be set to less than one when the vehicle width W3 of the actual parked vehicle 52 is greater than or equal to a predetermined value. The use of the combined measure based on the vehicle width W3 of the parked vehicle 52 itself makes it possible to estimate the intention of the driver of the oncoming vehicle 51 with high accuracy.

[0099]

The coefficient k may be set greater than or equal to one when the vehicle width W3 of the actual parked vehicle 52 is less than a predetermined value. As described above, the driver of the oncoming vehicle 51 must enter the lane further to pass the parked vehicle 52 because the vehicle width W3 of the parked vehicle 52 itself is larger. In addition, it is more difficult for the driver of the oncoming vehicle 51 to look ahead to recognize the number of parked vehicles because the vehicle width W3 of the parked vehicle 52 itself is larger. In other words, the part of the oncoming vehicle 51 protruding into the lane is reduced, and the driver of the oncoming vehicle 51 can see the side ahead to more easily recognize the number of parked vehicles, since the vehicle width W3 of the parked vehicle 52 itself is smaller. Thus, it is highly likely that the driver of the oncoming vehicle 51 will try to pass the parked vehicle 52 without waiting for the main vehicle 50 because the vehicle width W3 of the parked vehicle 52 itself is smaller. Then, the vehicle control device 1 may multiply the combined index by a factor k greater than or equal to one when the vehicle width W3 of the parked vehicle 52 itself is less than a predetermined value. Thus, the use of the combined measure based on the vehicle width W3 of the parked vehicle 52 itself makes it possible to estimate the intention of the driver of the oncoming vehicle 51 with high accuracy.

[0100]

When the stationary object is not the parked vehicle 52 but a fallen object or a pylon, the width of the stationary object refers to the width of the stationary object in the road width direction.

[0101]

The respective functions described in the embodiment may be implemented in one or a plurality of processing schemes. Suitable processing circuits include a programmed processing device, such as a processing device including an electrical circuit. Suitable processing circuits also include an application specific integrated circuit (ASIC) configured to perform the functions described above, as well as a device such as a circuit component.

[0102]

Although the present invention has been described above with reference to a specific embodiment, it should be understood that the present invention should not be limited by the description and drawings that form part of this disclosure. Various alternative implementations, examples and technical applications will be obvious to those skilled in the art according to this disclosure.

[0103]

For example, the present embodiment has been illustrated above for the case of a straight road, but can also be applied to the case of a curved road.

LIST OF POSITIONING DESIGNATIONS

[0104]

1 VEHICLE CONTROL DEVICE

10 GPS RECEIVER

11 SENSOR

12 CARTOGRAPHIC DATABASE

20 CONTROLLER

21 BLOCK OF SETTING THE NON-CROSSING AREA

22 CROSSING POSITION CALCULATION UNIT

23 BLOCK OF CALCULATION OF THE FIRST INDICATOR

24 BLOCK OF CALCULATION OF THE SECOND INDICATOR

25 COMBINED INDICATOR CALCULATION BLOCK

26 SPEED DETECTION UNIT

27 VEHICLE CONTROL UNIT

30 ACTUATOR

Claims (64)

1. A method of driving a vehicle, comprising: detecting the position of a fixed object on the road along which the main vehicle is moving; main vehicle speed detection; detecting the position and speed of an oncoming vehicle moving in a direction opposite to that of the main vehicle in the oncoming lane adjacent to the lane in which the main vehicle is moving; defining an area including a stationary object on the road defined within a predetermined distance from the stationary object along the direction of the road; calculating a passing position at which the main vehicle and the oncoming vehicle pass each other according to the speed of the main vehicle and the position and speed of the oncoming vehicle; calculating a first index, which is the greater the value, the higher the speed of the oncoming vehicle; calculating a second index, which is the greater the value, the higher the acceleration amount of the oncoming vehicle; combining the first score with the second score so as to calculate the combined score; and causing the main vehicle to slow down when the combined rate is greater than or equal to a predetermined value, or causing the main vehicle to maintain speed or accelerate when the combined rate is less than a predetermined value, in the case where said passing position is within said area. 2. The vehicle control method according to claim 1, wherein the second index is multiplied by the first weight coefficient, which is the greater the value, the closer the oncoming vehicle moves towards the stationary object. 3. The vehicle driving method according to claim 2, wherein the increase ratio of the first weight coefficient with respect to the distance change in the direction in which the oncoming vehicle approaches the stationary object increases as the oncoming vehicle approaches the stationary object. 4. The method of driving a vehicle according to claim 2 or 3, wherein the first indicator is multiplied by a second weighting factor, which is the smaller the value, the closer the oncoming vehicle moves towards a stationary object. 5. The vehicle driving method according to claim 4, wherein the degree of reduction of the second weight coefficient with respect to the change in distance in the direction in which the oncoming vehicle approaches the stationary object increases as the oncoming vehicle approaches the stationary object. 6. The vehicle control method according to claim 4 or 5, wherein the sum of the first weight factor and the second weight factor is a constant value. 7. The method of driving a vehicle according to any one of paragraphs. 1-6, in which: set the threshold value of the speed of the greater the value, the greater the distance between the stationary object and the oncoming vehicle; and the first indicator is calculated in accordance with the difference between the speed of the oncoming vehicle and the speed threshold. 8. The method of driving a vehicle according to any one of paragraphs. 1-6, in which: setting the speed threshold as a first speed threshold, which is the larger the greater the distance between the stationary object and the oncoming vehicle; the first indicator is calculated to be 1 when the speed of the oncoming vehicle is greater than or equal to the first speed threshold; and the first indicator is calculated to be 0 when the speed of the oncoming vehicle is less than the first speed threshold. 9. The method of driving a vehicle according to claim 8, in which: setting a second speed threshold that is less than said first speed threshold; the first indicator is calculated to be 1 when the speed of the oncoming vehicle is greater than or equal to the first speed threshold; the first indicator is calculated to be 0 when the speed of the oncoming vehicle is less than the first speed threshold and greater than or equal to the second speed threshold; and the first indicator is calculated to be -1 when the speed of the oncoming vehicle is less than the second speed threshold. 10. The method of driving a vehicle according to any one of paragraphs. 1-6, in which: set the threshold value of the acceleration to the greater value, the greater the distance between the stationary object and the oncoming vehicle; and the second index is calculated in accordance with the difference between the acceleration amount of the oncoming vehicle and the threshold acceleration amount. 11. The method of driving a vehicle according to any one of paragraphs. 1-6, in which: setting an acceleration amount threshold as a first acceleration amount threshold, which is the larger value the greater the distance between the stationary object and the oncoming vehicle; the second index is calculated to be 1 when the acceleration amount of the oncoming vehicle is greater than or equal to the first acceleration amount threshold value; and the second index is calculated to be 0 when the acceleration amount of the oncoming vehicle is less than the first threshold acceleration amount. 12. The method of driving a vehicle according to claim 11, in which: setting a second threshold value of the acceleration value, which is less than said first threshold value of the acceleration value; the second index is calculated to be 1 when the acceleration amount of the oncoming vehicle is greater than or equal to the first acceleration amount threshold value; the second index is calculated to be 0 when the acceleration amount of the oncoming vehicle is less than the first acceleration amount threshold and is greater than or equal to the second acceleration amount threshold; and the second index is calculated to be -1 when the acceleration amount of the oncoming vehicle is less than the second threshold acceleration amount. 13. The method of driving a vehicle according to any one of paragraphs. 1-6, in which: an upper limit value and a lower limit value are set for the speed threshold; the first indicator is calculated to be 1 when the speed of the oncoming vehicle is greater than the upper limit value; the first index is calculated to be 0 when the speed of the oncoming vehicle is less than or equal to the upper limit value and greater than or equal to the lower limit value; and the first indicator is calculated as -1 when the speed of the oncoming vehicle is less than the lower limit value. 14. The method of driving a vehicle according to any one of paragraphs. 1-6, in which: an upper limit value and a lower limit value are set for the threshold value of the acceleration amount; the second index is calculated to be 1 when the acceleration amount of the oncoming vehicle is greater than the upper limit value; the second index is calculated to be 0 when the acceleration amount of the oncoming vehicle is less than or equal to the upper limit value and greater than or equal to the lower limit value; and the second index is calculated as -1 when the acceleration amount of the oncoming vehicle is less than the lower limit value. 15. The method of driving a vehicle according to any one of paragraphs. 1-14, in which the combined score is multiplied by a factor which is the smaller the larger the width of the fixed object in the road width direction, to calculate the final combined score. 16. The method of driving a vehicle according to any one of paragraphs. 1-14, wherein the combined score is multiplied by a factor less than 1 when the width of the fixed object in the road width direction is greater than or equal to a predetermined value to calculate the final combined score. 17. The method of driving a vehicle according to any one of paragraphs. 1-14, wherein the combined score is multiplied by a factor greater than or equal to 1 when the width of the fixed object in the road width direction is less than a predetermined value to calculate the final combined score. 18. A vehicle control device, comprising: a first sensor configured to detect a position of a fixed object on a road on which the main vehicle is traveling; a second sensor configured to detect the speed of the main vehicle; a third sensor configured to detect the position and speed of an oncoming vehicle traveling in a direction opposite to that of the main vehicle in the oncoming lane adjacent to the lane in which the main vehicle is traveling; a controller configured to control the driving state of the main vehicle in accordance with the data detected by the first sensor, the second sensor and the third sensor, wherein the controller is additionally configured to: setting an area including a stationary object on the road, defined within a predetermined distance from the stationary object along the direction of the road; calculating a passing position at which the main vehicle and the oncoming vehicle pass each other according to the speed of the main vehicle and the position and speed of the oncoming vehicle; calculating a first index, which is the greater the value, the higher the speed of the oncoming vehicle; calculating a second index, which is the greater the value, the higher the acceleration amount of the oncoming vehicle; combining the first score with the second score so as to calculate the combined score; and causing the main vehicle to slow down when the combined rate is greater than or equal to a predetermined value, or prompting the main vehicle to maintain speed or accelerate when the combined rate is less than a predetermined value, in the case where said siding position is within said area.

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