RU2781021C1 - Vehicle control method and vehicle control device - Google Patents

Abstract

FIELD: automotive industry.

SUBSTANCE: invention relates to a vehicle control method and a vehicle control device. The vehicle control device includes a sensor and a controller. The controller causes the vehicle in question to decelerate when the speed of the oncoming vehicle corresponding to the location of the oncoming vehicle at a predetermined distance from the stationary object is greater than or equal to the speed threshold corresponding to the location of the oncoming vehicle at a predetermined distance from the stationary object, in the case when a passing location is present within a given area, and causes the vehicle in question to maintain speed or accelerate when the speed of the oncoming vehicle corresponding to the location of the oncoming vehicle at a predetermined distance from the stationary object is less than the speed threshold corresponding to the location of the oncoming vehicle , remote from a fixed object at a given distance, in the case when the location of the passage is present within the area.

EFFECT: increase in safety is achieved.

18 cl, 18 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 which prevents a collision with an oncoming vehicle when there is a possibility that the oncoming vehicle may move from the oncoming lane into its own lane (Patent Document 1). The invention disclosed in Patent Document 1 determines whether the path of an oncoming vehicle overlaps 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 Document 1 causes the vehicle in question to stop or slow down when it is determined that the path of an oncoming vehicle overlaps with its own lane.

LIST OF CITATIONS

PATENT DOCUMENT

[0003]

Patent Document 1: Publication of Unexamined Japanese Patent Application No. 2008-102690

SUMMARY OF THE INVENTION

TECHNICAL PROBLEM

[0004]

The invention disclosed in Patent Document 1 does not take into account the intention of the driver of the oncoming vehicle, and thus may cause the subject vehicle to brake or stop unnecessarily even though the subject vehicle and the oncoming vehicle may pass without close approach.

[0005]

In order to solve the common 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 method of driving a vehicle according to an aspect of the present invention determines the location of a stationary object on the road on which the considered vehicle is moving, determines the speed of the considered vehicle, determines the location and speed of an oncoming vehicle moving in the direction opposite to the direction of movement of the considered vehicle in the oncoming lane, adjacent to the lane in which the subject vehicle is traveling, sets an area on the road defined in the direction of the continuation of the road, including a stationary object, calculates the location of the passage in which the subject vehicle and the oncoming vehicle pass each other, according to the speed of the vehicle in question and the location and speed of the oncoming vehicle, sets a speed threshold that is the greater the more the distance between the stationary object and the oncoming vehicle is greater, causes the vehicle in question to slow down when the speed of the oncoming vehicle corresponding to the location of the oncoming vehicle at a predetermined distance from the stationary object is greater than or equal to the speed threshold corresponding to the location of the oncoming vehicle away from of a fixed object by a predetermined distance in the case where the location of the passage is present within the said area, and causes the considered vehicle to maintain speed or accelerate when the speed of the oncoming vehicle corresponding to the location of the oncoming vehicle removed from the fixed object at a predetermined distance is less than the threshold value speed corresponding to the location of an oncoming vehicle remote from a stationary object at a given distance, in the following learn when the location of the passage is present within the said area.

ADVANTAGES OF THE INVENTION

[0007]

The present invention takes into account the intent of the driver of an oncoming vehicle to avoid hard braking or unnecessary acceleration or deceleration.

BRIEF DESCRIPTION OF THE DRAWINGS

[0008]

Fig. 1 is a configuration block diagram of a vehicle control device according to the first embodiment of the present invention.

Fig. 2 is a view explaining an example of the change lane setting method according to the first embodiment of the present invention.

Fig. 3A is a view explaining an example of the speed detection method according to the first embodiment of the present invention.

Fig. 3B is a view explaining an example of the speed detection method according to the first embodiment of the present invention.

Fig. 3C is a view explaining an example of the speed detection method according to the first embodiment of the present invention.

Fig. 4 is a view explaining the narrow road driving case according to the first embodiment of the present invention.

Fig. 5 is a view explaining another example of the change lane setting method according to the first embodiment of the present invention.

Fig. 6 is a view explaining another example of the speed detection method according to the first embodiment of the present invention.

Fig. 7 is a view explaining another example of the change lane setting method according to the first embodiment of the present invention.

Fig. 8 is a view explaining another example of the change lane setting method according to the first embodiment of the present invention.

Fig. 9 is a view explaining another example of the change lane setting method according to the first embodiment of the present invention.

Fig. 10 is a flowchart for explaining an operation example of a vehicle control device according to the first embodiment of the present invention.

Fig. 11 is a flowchart for explaining an operation example of a vehicle control device according to the first embodiment of the present invention.

Fig. 12 is a flowchart for explaining an operation example of a vehicle control device according to the first embodiment of the present invention.

Fig. 13 is a configuration block diagram of a vehicle control device according to the second embodiment of the present invention.

Fig. 14 is a view explaining the speed threshold according to the second embodiment of the present invention.

Fig. 15 is a view explaining the speed threshold according to the second embodiment of the present invention.

Fig. 16 is a view explaining the speed threshold according to the second embodiment of the present invention.

DESCRIPTION OF EMBODIMENTS

[0009]

In the following, with reference to the drawings, some embodiments according to the present invention will be described. The same elements illustrated in the drawings are identified by the same reference numerals, and duplicate explanations are not given below.

[0010]

First Embodiment

<Vehicle Control Device Configuration Example>

A configuration example of the vehicle control device 1 according to the first 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 mapping database 12, a controller 20, and several types of actuators 30.

[0011]

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

[0012]

The GPS receiver 10 receives radio waves from an artificial satellite to locate information about the location of the vehicle in question on the ground. The location information of the subject vehicle detected by the GPS receiver 10 includes latitude information and longitude information. The GPS receiver 10 outputs the detected position information of the subject vehicle to the controller 20. The method for detecting the position information of the subject vehicle is not limited to the GPS receiver 10 . For example, odometry can be used to estimate the location of the vehicle in question. Odometry is a method of obtaining the momentum and direction of movement of a vehicle according to the steering angle and angular velocity of the vehicle in order to estimate the position of the vehicle.

[0013]

The sensor 11 is a device mounted on the vehicle in question for detecting objects around the vehicle in question. The sensor 11 includes several types of sensors such as a camera, lidar, radar, millimeter wave radar, laser range finder, and sound locator. The sensor 11 detects moving objects, including other vehicles, motorcycles, bicycles, and pedestrians, and stationary objects, including obstacles, fallen objects, and parked vehicles, as objects around the vehicle in question. The sensor 11 also determines the location, attitude (yaw angle), size, speed, acceleration rate, deceleration rate, and yaw rate of the respective moving objects and stationary objects with respect to the vehicle under consideration. 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 vehicle in question. Determining the speed of rotation can obtain the speed of the vehicle in question. 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 point of interest information necessary for navigating a route. Road information refers to information about the number of lanes on a road, boundary lines of roads, and lane connection ratio. The map database 12 outputs map information to the controller 20 in response to a request from the controller 20. Although the first embodiment is illustrated for the case where the vehicle control device 1 includes the map database 12, the vehicle control device 1 does not necessarily include cartographic database 12 data. The map information may be obtained by the sensor 11 or may be obtained through vehicle-vehicle communication or road-vehicle communication. When the map information is stored on the server installed outside, the vehicle control device 1 can obtain 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), memory, and an I/O unit. The computer program is installed on the microcomputer to function as the vehicle control device 1 . The microcomputer functions as a plurality of information processing circuits included in the vehicle control device 1 when the computer program is executed. Although the present embodiment is illustrated in the case where the software is set to manufacture the corresponding information processing circuits included in the vehicle control apparatus 1, specific hardware can be prepared to compile the information processing circuits to perform each information processing as described below. The corresponding information processing circuits may consist of individual hardware. The controller 20 includes, as examples of a plurality of information processing circuits, a lane setting unit 21, a stop line setting unit 22, a no-passing area setting unit 23, a passage location calculation unit 24, a speed determination unit 25, and a traffic control unit 26. means.

[0016]

The lane setting unit 21 combines the location information of the vehicle in question output from the GPS receiver 10 and the location of a moving object or a stationary object output from the sensor 11 with map information output from the map database 12, and generates map information including the location of the vehicle in question and the location of a moving object or a stationary object. The lane setting unit 21 sets the virtual lane on the map running in the lane width direction of the oncoming lane adjacent to the lane on which the vehicle in question is traveling. For example, upon detecting a parked vehicle in the oncoming lane, the lane setting unit 21 sets the lane line on the map in the oncoming lane at a location remote from the parked vehicle by a predetermined distance in the direction of travel of the vehicle in question. The term "location" as used herein refers to a location on a map unless otherwise noted.

[0017]

The stop line setting unit 22 sets a virtual stop line extending in the lane width direction in the lane on which the subject vehicle is traveling. For example, upon detecting a parked vehicle in the oncoming lane, the stop line setting unit 22 sets the stop line in the lane at a location remote from the parked vehicle by a predetermined distance in the direction of travel of the oncoming vehicle. An oncoming vehicle is a vehicle moving in the opposite lane. The stop line is set at a location where the vehicle in question can stop at a given deceleration rate after decelerating from the current location. The stop line is also set at a location where the vehicle in question can avoid colliding with an oncoming vehicle that is traveling in the oncoming lane and can enter the lane to pass the parked vehicle. The predetermined distance used to set the lane change line may be the same or different from the predetermined distance used to set the stop line.

[0018]

The drive prohibition area setting unit 23 sets the drive prohibition area in accordance with the lane change line and the stop line set by the lane change line setup unit 21 and the stop line setup unit 22 . The drive prohibition area setting unit 23 sets, as the drive prohibition area, the area including the lane change line and the stop line on the road defined between the lane change line and the stop line. A no-passing area is set up on the road around a parked vehicle. The first embodiment sets the no-passing area as an area in which the vehicle in question is prohibited from passing an oncoming vehicle.

[0019]

The drive location calculation unit 24 determines whether or not the location where the subject vehicle and the oncoming vehicle pass each other is present in the drive prohibition area set by the drive prohibition area setting unit 23 . Specifically, the passage location calculation unit 24 calculates the location of the passage at which the subject vehicle passes the oncoming vehicle according to the relative distance between the subject vehicle and the oncoming vehicle, the speed of the subject vehicle and the speed of the oncoming vehicle. The pass location calculation unit 24 then determines whether the calculated pass location is present in the pass prohibition area. The relative distance between the considered vehicle and the oncoming vehicle, the speed of the considered vehicle and the speed of the oncoming vehicle are determined by the sensor 11.

[0020]

When the drive location calculation unit 24 determines that the drive location is present in the pass prohibition area, the speed determination unit 25 judges the intent of the driver of the oncoming vehicle when the oncoming vehicle is in the manual driving mode, or evaluates the action expected by the driving control device of the oncoming vehicle, when the oncoming vehicle is in automatic driving mode (collectively referred to below as "oncoming vehicle intention") to determine the speed of the vehicle in question. The following explanations are made on the assumption that the oncoming vehicle is in manual driving mode and controlled by the driver for illustrative purposes and for brevity. The intention of the oncoming vehicle is detailed below.

[0021]

The vehicle control unit 26 controls the respective actuators 30 to cause the vehicle in question to move at the speed determined by the speed determination unit 25 . The actuators 30 include a brake actuator, an accelerator pedal actuator, and a steering actuator.

[0022]

An example of the change lane setting method is described below with reference to FIG. 2. In FIG. 2 shows a road with one lane in each direction. In FIG. 2 shows the case where the vehicle 50 in question is moving to the left and the oncoming vehicle 51 is moving to the right. The direction of travel of the subject vehicle 50 is opposite to that of the oncoming vehicle 51. The lane in which the subject vehicle 50 is traveling is referred to here as the lane, and the lane in which the oncoming vehicle 51 is traveling is referred to as the oncoming lane. The oncoming traffic lane is located next to the traffic lane.

[0023]

In the situation shown in FIG. 2, it is assumed that the parked vehicle 52 and the oncoming vehicle 51 are detected by the sensor 11. Specifically, it is assumed that the sensor 11 detects the position and speed information of the parked vehicle 52 and the position and speed information of the oncoming vehicle 51. For example, information the position of the parked vehicle 52 and the position information of the oncoming vehicle 51 are detected by the laser range finder (first sensor, third sensor). The laser rangefinder 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 determine the distance and direction to the respective objects. The location of the parked vehicle 52 and the location of the oncoming vehicle 51 may each be defined as a relative location with respect to the location of the vehicle 50 in question, or defined as a coordinate location based on the location of the vehicle 50 in question as the origin.

[0024]

The speed of the parked vehicle 52 and the speed of the oncoming vehicle 51 are detected, for example, by a camera (fourth sensor). The difference between the current image captured by the camera and the image of the immediately previous frame is retrieved 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 first embodiment is determined to be a stationary object since it is determined that the speed of the parked vehicle 52 is determined to be zero. Namely, an object detected near the subject vehicle 50 is determined to be a stationary object when the speed of the object is zero or has a speed that is quite low, so that it is assumed to be approximately zero. Although the first 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 road bollard). The parked vehicle 52 is in the oncoming lane.

[0025]

As shown in FIG. 2, the lane setting unit 21 sets the lane width direction virtual lane 60 in the oncoming lane at a location remote from the parked vehicle 52 by a predetermined distance in the direction of travel of the vehicle 50 in question. As shown in FIG. 2, the lane setting unit 22 sets the lane width direction virtual lane 61 in the oncoming lane at a location distant from the parked vehicle 52 by a predetermined distance in the direction of travel of the vehicle 51 in question.

[0026]

After the lane change line 60 and the stop line 61 are set by the lane line setting unit 21 and the stop line setting unit 22, the drive prohibition area setting unit 23 sets the drive prohibition area R including the lane change line 60 and the stop line 61 on the road defined in the area between the lane change line 60 and the stop line 61. Specifically, as shown in FIG. 2, the prohibition area R is the area including the lane change line 60 and the stop line 61, and is defined by the lane change line 60 and the stop line 61 on the road. The shape of the prohibition area R may be appropriately determined, and may be, for example, rectangular. The reason for setting the prohibition area R is to prevent a collision between the oncoming vehicle 51 and the subject vehicle 50 when the oncoming vehicle 51 passes the subject vehicle 50 avoiding the parked vehicle 52. In this case, the parked vehicle 52 is in the area R of the prohibition of passage.

[0027]

After the drive prohibition area R is set by the drive prohibition area setting unit 23, the drive location calculation unit 24 determines whether the location where the subject vehicle 50 and the oncoming vehicle 51 pass each other is present in the drive prohibition area R. In particular, as shown in FIG. 2, the passing location calculation unit 24 calculates the location P1 at which the subject vehicle 50 and the oncoming vehicle 51 pass each other according to the relative distance L between the subject vehicle 50 and the oncoming vehicle 51 (distance from the location of the subject vehicle 50, if it is defined as the origin), the speed V1 of the considered vehicle 50 and the speed V2 of the oncoming vehicle 51. The location of the passage P1 is calculated by the following equation:

P1=L/(1+V2/V1).

[0028]

The drive location calculation unit 24 determines whether the calculated drive location P1 is present in the drive prohibition area R. In FIG. 2 shows a case in which the travel location P1 is present in the travel prohibition area R.

[0029]

When the pass location calculation unit 24 determines that the pass location P1 is present in the pass prohibition area R, the speed determination unit 25 evaluates the intention of the driver of the oncoming vehicle 51 to determine the speed of the vehicle 50 in question. 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 subject vehicle 50 passes the parked vehicle 51, and the other is the case where the oncoming vehicle 51 passes the parked vehicle 52 after the subject vehicle 52 passes the parked vehicle 52. the vehicle 50 passes the parked vehicle 52. Namely, the intention of the driver of the oncoming vehicle 51 to be determined is whether the oncoming vehicle 51 is waiting for the vehicle 50 in question to pass the parked vehicle 52.

[0030]

The reason for judging the intention of the driver of the oncoming vehicle 51 is that the subject vehicle 50 can avoid hard braking or unnecessary acceleration or deceleration when the speed of the subject vehicle 50 is determined according to the judgment of the intention of the driver of the oncoming vehicle 51. For example, when the driver's intention of the oncoming vehicle 51 is to wait for the subject vehicle 50 to pass, the subject vehicle 50 may maintain speed or accelerate to pass the parked vehicle 52. When the intention of the driver of the oncoming vehicle 51 is to pass the parked vehicle means 52 without waiting for the vehicle 50 in question, the vehicle 50 in question may slow down to stop smoothly at a location (outside the prohibition area R) to which The second vehicle 50 in question can prevent a collision with an oncoming vehicle 51, which may move out of the lane to avoid the parked vehicle 52.

[0031]

If the intent of the driver of the oncoming vehicle 51 is not judged, the vehicle 50 in question may be forced to brake hard or accelerate or decelerate unnecessarily. For example, when the blocked area caused by the parked vehicle 52 is large, or when there is a crosswalk around the parked vehicle 52, the oncoming vehicle 51 will accelerate to pass the parked vehicle 52 after briefly decelerating or stopping for safety. In such a case, the subject vehicle 50 first starts accelerating because the passage location P1 is temporarily shifted towards the oncoming vehicle 51 due to the deceleration of the oncoming vehicle 51. However, the subject vehicle 50 will soon need to slow down because the oncoming vehicle 51 accelerates again, and the passage location P1 then shifts towards the subject vehicle 50. In the case where the oncoming vehicle 51 passes the parked vehicle 52 in front of the subject vehicle 50, which includes the case where the oncoming vehicle 51 first decelerates and then starts accelerating to pass the parked vehicle 52, the acceleration/deceleration control for the vehicle 50 in question is inevitably switched if the intention of the driver of the oncoming vehicle 51 is not judged, which may cause the vehicle in question to brake hard or accelerate or decelerate unnecessarily. The first embodiment evaluates the intent of the driver of the oncoming vehicle 51 to determine the speed of the vehicle 50 in question in order to avoid sudden braking or unnecessary acceleration or deceleration.

[0032]

Next, an example of the intent judgment method of the driver of the oncoming vehicle 51 and an example of the method for determining the speed of the vehicle 50 under consideration according to the judged intention are described below with reference to FIG. 3A and FIG. 3B. The estimation method and the determination method are illustrated on the assumption that the travel location P1 is present in the travel prohibition area R.

[0033]

As shown in FIG. 3A, when the location of the oncoming vehicle 51 is located behind the lane line 60 in the direction of travel of the subject vehicle 50 (located ahead of the lane line 60 in the direction of travel of the subject vehicle 50), as viewed from the subject vehicle 50, and when the speed of the oncoming vehicle 51 is a predetermined speed or more, the speed determination unit 25 judges that the intention of the driver of the oncoming vehicle 51 is to pass the parked vehicle 52 without waiting for the vehicle in question 50. The speed determination unit 25 then determines the amount of deceleration of the vehicle in question 50 to stop smoothly at the stop line 61 to avoid a collision between the oncoming vehicle 51 and the vehicle 50 in question.

[0034]

When the position of the oncoming vehicle 51 is beyond the lane line 60 as viewed from the vehicle 50 in question, and when the speed of the oncoming vehicle 51 is less than the predetermined speed, the speed determination unit 25 judges that the intention of the driver of the oncoming vehicle 51 is to wait until the vehicle in question the vehicle 50 will pass the parked vehicle 52. The speed determination unit 25 then determines whether to make the vehicle 50 in question maintain the current speed or accelerate to bring the vehicle 50 in question to pass the parked vehicle 52 to the oncoming vehicle 51.

[0035]

As shown in FIG. 3B, when the position of the oncoming vehicle 51 is located in front of the lane line 60 in the direction of travel of the subject vehicle 50 (located behind the lane line 60 in the direction of travel of the subject vehicle 50), as viewed from the subject vehicle 50, and when the speed of the oncoming vehicle 51 increases, the speed determination unit 25 judges that the intention of the driver of the oncoming vehicle 51 is to pass the parked vehicle 52 without waiting for the vehicle 50 in question. The speed determination unit 25 then determines the amount of deceleration of the vehicle 50 in question so that stop at stop line 61 to avoid a collision between an oncoming vehicle 51 and the vehicle in question 50.

[0036]

When the location of the oncoming vehicle 51 is in front of the lane change line 60 as viewed from the vehicle 50 under consideration, and when the oncoming vehicle 51 approaches the boundary line 62 indicating the boundary between the lane and the oncoming lane, the speed determination unit 25 judges that the intention the driver of the oncoming vehicle 51 is to pass the parked vehicle 52 without waiting for the vehicle 50 in question. The speed detection unit 25 in this case determines the deceleration rate of the vehicle 50 in question to stop smoothly at the stop line 61 to avoid a collision between the oncoming vehicle 51 and the vehicle in question 50.

[0037]

When the position of the oncoming vehicle 51 is in front of the lane change line 60 as viewed from the subject vehicle 50, and when the speed of the oncoming vehicle 51 does not increase, the speed determination unit 25 judges that the intention of the driver of the oncoming vehicle 51 is to wait until the subject vehicle 50, the parked vehicle 52 will pass. The speed determination unit 25 then determines whether to force the vehicle 50 in question to maintain the current speed or to accelerate to bring the vehicle 50 in question to pass the parked vehicle 52 to the oncoming vehicle 51.

[0038]

When the location of the oncoming vehicle 51 is in front of the lane change line 60 as viewed from the vehicle 50 in question, and when the oncoming vehicle 51 is not approaching the boundary line 62, the speed determination unit 25 judges that the intention of the driver of the oncoming vehicle 51 is to wait until the vehicle 50 in question will pass the parked vehicle 52. The speed determination unit 25 then determines whether to force the vehicle 50 in question to maintain the current speed or accelerate to bring the vehicle 50 in question to pass the parked vehicle 52 to the oncoming vehicle 51.

[0039]

The phrase "oncoming vehicle 51 is approaching the boundary line 62" refers to a state in which, for example, the location of the oncoming vehicle 51 in the road width direction is closer to the boundary line 62 than the location when passing the lane change line 60. The phrase "the oncoming vehicle 51 does not approach the boundary line 62" refers to a state in which, for example, the position of the oncoming vehicle 51 in the road width direction is the same as the position when passing the lane change line 60.

[0040]

When the location of the oncoming vehicle 51 is in front of the lane change line 60 as viewed from the vehicle 50 under consideration, and when the distance between the boundary line 62 and the oncoming vehicle 51 is a predetermined distance or less, the speed determination unit 25 judges that the intent of the driver of the oncoming vehicle 51 is the passage of the parked vehicle 52 without waiting for the vehicle 50 in question. The speed detection unit 25 in this case determines the amount of deceleration of the vehicle 50 in question to stop smoothly at the stop line 61 to avoid collision between the oncoming vehicle 51 and the vehicle in question. means 50. The predetermined distance used here is set equal to the distance at which it is assumed that an oncoming vehicle 51, for example, will soon cross the boundary line 62.

[0041]

When the location of the oncoming vehicle 51 is in front of the lane change line 60 as viewed from the vehicle 50 under consideration, and when the distance between the boundary line 62 and the oncoming vehicle 51 is greater than the predetermined distance, the speed determination unit 25 judges that the intention of the driver of the oncoming vehicle 51 is waiting for the subject vehicle 50 to pass the parked vehicle 52. The speed determination unit 25 in this case determines whether to cause the subject vehicle 50 to maintain speed to bring the subject vehicle 50 to pass the parked vehicle 52 to the oncoming vehicle 51. When the distance between boundary line 62 and the oncoming vehicle 51 does not fall below a predetermined distance within a predetermined time, the speed detection unit 25 determines to force the vehicle in question 50 accelerate. The predetermined time used here is set to the time needed to judge the intention of the driver of the oncoming vehicle 51, for example.

[0042]

The speed determining unit 25 may determine the speed of the subject vehicle 50 based on the acceleration rate of the oncoming vehicle 51. For example, when the position of the oncoming vehicle 51 is in front of the lane change line 60 as viewed from the subject vehicle 50, and when the acceleration rate of the oncoming vehicle 51 is a predetermined acceleration rate or higher, the speed determination unit 25 judges that the intention of the driver of the oncoming vehicle 51 is to pass the parked vehicle 52 without waiting for the vehicle 50 in question. The speed determination unit 25 then determines the deceleration rate of the vehicle 50 to smoothly stop at the stop line 61 to avoid collision between the oncoming vehicle 51 and the vehicle 50 in question. used here is set to the rate of acceleration with which it is assumed that the oncoming vehicle 51, for example, will soon cross the boundary line 62.

[0043]

When the location of the oncoming vehicle 51 is in front of the lane change line 60 as viewed from the vehicle 50 under consideration, and when the acceleration rate of the oncoming vehicle 51 is less than the predetermined acceleration rate, the speed determination unit 25 judges that the intention of the driver of the oncoming vehicle 51 is to wait until the subject vehicle 50 will pass the parked vehicle 52. The speed determination unit 25 in this case determines whether to cause the subject vehicle 50 to maintain speed to cause the subject vehicle 50 to pass the parked vehicle 52 to the oncoming vehicle 51. When the acceleration rate of the oncoming vehicle means 51 does not reach a predetermined acceleration rate within a predetermined time, the speed determination unit 25 determines to cause the subject vehicle 50 to accelerate.

[0044]

The phrase "the position of the oncoming vehicle 51 is behind the lane line 60 as viewed from the vehicle 50 in question" used in the first embodiment refers to the case in which the oncoming vehicle 51 is in front of the lane line 60 in the direction opposite to that of the oncoming vehicle. of the vehicle 51. The phrase "the position of the oncoming vehicle 51 is outside the lane change line 60 as viewed from the vehicle 50 in question" may also be referred to as a state in which the position of the oncoming vehicle 51 is outside the pass prohibition area R.

[0045]

The phrase "the position of the oncoming vehicle 51 is in front of the lane line 60 as viewed from the vehicle 50 under consideration" used in the first embodiment refers to a case in which the oncoming vehicle 51 is in front of the lane line 60 in the direction of travel of the oncoming vehicle 51 The phrase "the position of the oncoming vehicle 51 is in front of the lane change line 60 as viewed from the vehicle 50 in question" may also be referred to as a state in which the position of the oncoming vehicle 51 is within the no-passing area R.

[0046]

After the speed of the subject vehicle 50 is determined by the speed detection unit 25, the vehicle control unit 26 controls the respective actuators 30 to make the subject vehicle 50 move at a certain speed. In particular, the vehicle control unit 26 decelerates the subject vehicle 50 at a rate of deceleration determined by the speed determination unit 25 to bring the subject vehicle 50 to a smooth stop at the stop line 61. The vehicle control unit 26 also accelerates the subject vehicle 50 with the degree of acceleration determined by the speed detection unit 25 . The vehicle control unit 26 in this case gradually accelerates the vehicle 50 in question so that the travel location P1 is shifted outside the travel prohibition area R. The vehicle control device 1 according to the first embodiment judges the intention of the driver of the oncoming vehicle 51, and determines the speed of the subject vehicle 50 according to the judged intention, so as to avoid sudden braking or unnecessary acceleration or deceleration.

[0047]

While in FIG. 3A shows an example in which the location of the oncoming vehicle 51 is behind the lane line 30 as viewed from the vehicle 50 in question, and FIG. 3B shows an example in which the position of the oncoming vehicle 51 is in front of the lane line 60 as viewed from the vehicle 50 in question, determining whether the position of the oncoming vehicle 51 is behind or in front of the lane line 60 as viewed from the vehicle 50 in question is not limited to the cases illustrated in FIG. 3A and FIG. 3B. For example, as shown in FIG. 3C, when an oncoming vehicle 51 crosses the lane line 60, the location of the oncoming vehicle 51 can be determined to be either behind the lane line 60 or in front of the lane line 60 as viewed from the vehicle 50 in question. Alternatively, when the middle of the entire length of the oncoming vehicle 51 is behind the lane line 60, as viewed from the vehicle 50 in question, the location of the oncoming vehicle 51 can be determined to be behind the lane line 60. Similarly, when the middle of the entire length of the oncoming vehicle 51 is in front of the lane line 60 as viewed from the vehicle 50 in question, the position of the oncoming vehicle 51 can be determined to be in front of the lane line 60.

[0048]

Each of the cases illustrated above is assumed to be a situation in which the subject vehicle 50 and the oncoming vehicle 51 cannot pass the parked vehicle 52 at the same time, or a situation in which the subject vehicle 50 and the oncoming vehicle 51 can pass the parked vehicle at the same time. means 52, but should avoid passing at the same time, since there is still a possibility of a collision between them. The subject vehicle 50 and the oncoming vehicle 51 can pass the parked vehicle 52 safely at the same time depending on the road width, vehicle width for the parked vehicle 52, vehicle width for the subject vehicle 50, and vehicle width for the oncoming vehicle 51. The conditions for allowing the subject vehicle 50 and the oncoming vehicle 51 to safely pass the parked vehicle 52 at the same time are spaces sufficient to prevent a collision between the oncoming vehicle 51 and the parked vehicle 52 and a collision between the subject vehicle 50 and the oncoming vehicle 51. This point is described in detail below with reference to FIG. 4. The sensor 11 detects the width W1 at which the oncoming vehicle 51 can continue to avoid the parked vehicle 52, as shown in FIG. 4. The width W1 can be obtained such that the vehicle width for the oncoming vehicle 51 is added to the space sufficient to prevent a collision between the oncoming vehicle 51 and the parked vehicle 52. Then, the sensor 11 determines the remaining lane width W2 thus obtained such that the vehicle width for the parked vehicle 52 (vehicle width overlapping the road) and the width W1 are subtracted from the total road width. The passing location calculation unit 24 determines whether the remaining lane width W2 is sufficient to avoid collision between the vehicle 50 in question and the oncoming vehicle 51 when passing each other. When the remaining lane width W2 is sufficient to avoid the subject vehicle 50 and the oncoming vehicle 51 from colliding with each other, the subject vehicle 50 and the oncoming vehicle 51 may each slow down to pass each other on the narrow road.

[0049]

The explanations have been made above with the example in which the lane setting unit 21 sets the lane width direction virtual lane 60 in the oncoming lane at a location distant from the parked vehicle 52 by a predetermined distance in the direction of travel of the vehicle 50 in question. The installation method of the lane change line 60 is not limited to the case described above. For example, the change lane setting unit 21 may set the lane change line 60 using a speed profile. The method for setting lane 60 using a speed profile is described below with reference to FIG. 5. The term "velocity profile" as used herein refers to time series data of velocities.

[0050]

As shown in FIG. 5, the changeover line setting unit 21 sets the second stop line 63 before the changeover line 60 is set.

[0051]

The second stop line 63 is located at a location where it is expected that the oncoming vehicle 51 will stop in front of the parked vehicle 52. The second stop line 63 is set at a location that allows the oncoming vehicle 51 in the stopped state to start avoiding and passing the parked vehicle 52 The oncoming vehicle 51 must stop at a location some distance away from the parked vehicle 52 so that the oncoming vehicle 51 in the stopped state can avoid and pass the parked vehicle 52. the vehicle 51 must stop depends on, for example, the width of the vehicle and the parking location of the parked vehicle 52. The second stop line 63 is preferably set at the location depending on the width of the vehicle and the parking position of the parked vehicle 52, but can be set to a location having a predetermined distance sufficient to avoid the parked vehicle 52.

[0052]

After setting the second stop line 63, the lane setting unit 21 generates a speed profile V3 that causes the oncoming vehicle 51 to stop at the second stop line 63 after the start of deceleration at a constant rate of deceleration from the current position of the oncoming vehicle 51. The speed profile V3 in in the first embodiment, it is set on the assumption that the intention of the driver of the oncoming vehicle 51 is to wait for the vehicle 50 in question to pass the parked vehicle 52. The lane setting unit 21 sets the lane 60 at the location P3 where the speed is relatively speed profile V3 is the set speed V4. The location P2 shown in FIG. 5 is the location where the second stop line 63 is set.

[0053]

When the lane change line 60 is set using the speed profile V3, the speed determination unit 25 determines the speed of the vehicle 50 in question based on the speed profile V3. Specifically, when the location of the oncoming vehicle 51 is behind the lane line 60 as viewed from the vehicle 50 under consideration, the speed determination unit 25 subtracts the speed related to the speed profile V3 from the speed of the oncoming vehicle 51 to calculate the speed difference. The speed determination unit 25 then determines the speed of the vehicle 50 in question according to the calculated speed difference. The speed of the oncoming vehicle 51 behind the lane change line 60, as seen from the vehicle 50 in question, is classified into the following three cases: the speed of the oncoming vehicle 51 is greater than the speed related to the speed profile V3, the speed of the oncoming vehicle 51 is less than the speed related to the speed profile V3 and the speed of the oncoming vehicle 51 is substantially the same as the speed related to the speed profile V3. The speed V5 shown in FIG. 5 refers to the case where the speed of the oncoming vehicle 51 located behind the lane change line 60, as viewed from the vehicle 50 in question, is greater than the speed profile V3. The speed V6 shown in FIG. 5 refers to the case where the speed of the oncoming vehicle 51 located behind the lane change line 60, as viewed from the vehicle 50 in question, is less than the speed profile V3. The reason why the speed determination unit 25 calculates the speed difference is for classification to determine whether the speed of the oncoming vehicle 51 is greater than, less than, or substantially the same as the estimated speed. The intention of the driver of the oncoming vehicle 51 is judged according to the classification result.

[0054]

When the calculated speed difference is the first predetermined value or more, the speed of the oncoming vehicle 51 is determined to be higher than the estimated speed. In other words, the intent of the driver of the oncoming vehicle 51 is judged to be passing the parked vehicle 52 without waiting for the vehicle 50 in question. 61 to avoid a collision between an oncoming vehicle 51 and the vehicle 50 in question.

[0055]

When the calculated speed difference is less than the second predetermined value, the speed of the oncoming vehicle 51 is determined to be less than the estimated speed. In other words, the intention of the driver of the oncoming vehicle 51 is judged to be to wait until the vehicle 50 in question passes the parked vehicle 52. The speed determination unit 25 in this case thus determines whether to cause the vehicle 50 in question to maintain the current speed or accelerate to drive the considered vehicle 50 to the passage of the parked vehicle 52 to the oncoming vehicle 51.

[0056]

When the calculated speed difference is less than the first predetermined value and greater than or equal to the second predetermined value, the speed of the oncoming vehicle 51 is determined to be substantially the same as the estimated speed. In other words, the intention of the driver of the oncoming vehicle 51 is judged to be to wait until the vehicle 50 in question passes the parked vehicle 52. The speed determination unit 25 in this case thus determines whether to cause the vehicle 50 in question to maintain the current speed or accelerate to drive the considered vehicle 50 to the passage of the parked vehicle 52 to the oncoming vehicle 51.

[0057]

The speed difference described above refers to the difference calculated at a certain point in time. Since the speed of the vehicle may change, comparing the difference in speed at some point in time sometimes does not lead to an accurate result. In view of this, the speed determination unit 25 can compare the speed difference within a predetermined time. For example, as shown in FIG. 5, the speed detection unit 25 judges that the intention of the driver of the oncoming vehicle 51 is to pass the parked vehicle 52 without waiting for the vehicle 50 in question when the speed of the oncoming vehicle 51 is constantly greater than the speed related to the speed profile V3. (e.g. speed V5), within the set time. The speed determination unit 25 in this case determines the deceleration rate of the subject vehicle 50 to stop smoothly at the stop line 61 to avoid collision between the oncoming vehicle 51 and the subject vehicle 50. When the speed of the oncoming vehicle 51 is constantly less than the speed related to speed profile V3 (for example, speed V6), within a predetermined time, the speed determination unit 25 judges that the intention of the driver of the oncoming vehicle 51 is to wait until the vehicle 50 in question passes the parked vehicle 52. The speed determination unit 25 in this case, it determines whether to cause the subject vehicle 50 to maintain the current speed or to accelerate to cause the subject vehicle 50 to pass the parked vehicle 52 to the oncoming vehicle 51.

[0058]

The speed calculation unit 25 may calculate an average of the speeds of the oncoming vehicle 51 for a predetermined time to use the calculated average for comparison. Specifically, the speed determination unit 25 subtracts the speed related to the speed profile V3 from the average speed of the oncoming vehicle 51 to calculate the second speed difference. The speed determination unit 25 then determines the speed of the vehicle 50 in question in accordance with the calculated second speed difference. When the calculated second speed difference is the third predetermined value or more, it is assumed that the speed of the oncoming vehicle 51 is greater than the estimated speed. Namely, the intention of the driver of the oncoming vehicle 51 is judged to be passing the parked vehicle 52 without waiting for the vehicle 50 in question. 61 to avoid a collision between the oncoming vehicle 51 and the subject vehicle 50. When the calculated second speed difference is less than the fourth predetermined value, the speed of the oncoming vehicle 51 is assumed to be less than the estimated speed. Namely, the intention of the driver of the oncoming vehicle 51 is judged to wait until the vehicle 50 in question passes the parked vehicle 52. The speed determination unit 25 in this case thus determines whether to cause the vehicle 50 in question to maintain the current speed or accelerate to drive the subject vehicle 50 to pass the parked vehicle 52 to the oncoming vehicle 51. When the calculated second speed difference is less than the third predetermined value and greater than or equal to the fourth predetermined value, the speed of the oncoming vehicle 51 is assumed to be substantially the same as the estimated speed. Namely, the intention of the driver of the oncoming vehicle 51 is judged to wait until the vehicle 50 in question passes the parked vehicle 52. The speed determination unit 25 in this case thus determines whether to cause the vehicle 50 in question to maintain the current speed or accelerate to drive the vehicle 50 in question to the passage of the parked vehicle 52 to the oncoming vehicle 51. Instead of the mean, the median or mode may be used for comparison.

[0059]

Explanations have been given above with an example in which the speed determination unit 25 judges that the intention of the driver of the oncoming vehicle 51 is to pass the parked vehicle 52 without waiting for the vehicle 50 in question when the position of the oncoming vehicle 51 is in front of the lane change line 60 , as viewed from the vehicle 50 in question, and when the speed of the oncoming vehicle 51 increases. The phrase "the speed of the oncoming vehicle 51 increases" herein refers to a state in which the speed of the oncoming vehicle 51 increases more than the predetermined speed V4, such as the speed V7, as shown in FIG. 6.

[0060]

Explanations are also given above with an example in which the speed determination unit 25 judges that the intention of the driver of the oncoming vehicle 51 is to wait for the vehicle 50 in question to pass the parked vehicle 52 when the location of the oncoming vehicle 51 is in front of the line 60 changing lanes as viewed from the vehicle 50 in question, and when the speed of the oncoming vehicle 51 does not increase. The phrase "the speed of the oncoming vehicle 51 does not increase" here refers to a state in which the speed of the oncoming vehicle 51 is the same as the predetermined speed V4, such as the speed V8, as shown in FIG. 6. The phrase "the speed of the oncoming vehicle 51 does not increase" here refers to a state in which the speed of the oncoming vehicle 51 decreases below the speed V4, such as the speed V9, as shown in FIG. 6.

[0061]

The speed profile V3 described above is generated by the change line setting unit 21, but is not limited to the case of generation. For example, speed profile models derived from multiple driver data may be pre-trained to obtain a corresponding speed profile model. The term "multi-driver data" includes the speed data of the oncoming vehicle 51 in a situation, for example, as shown in FIG. 2. A suitable speed profile model is selected from a prepared set of speed profile models depending on the location and speed of the oncoming vehicle 51.

[0062]

Another example of setting lane 60 is described below with reference to FIG. 7-9.

[0063]

As shown in FIG. 7, when there is a crosswalk including a stop line 70 in front of the oncoming vehicle 51 and behind the parked vehicle 52, the lane setting unit 21 can set the lane change line 60 to overlap with the stop line 70 at the crosswalk. . Namely, the lane setting unit 21 can set the lane change line 60 at a location corresponding to the stop line 70 at the crosswalk.

[0064]

When the point where two or more roads intersect with each other is in front of the oncoming vehicle 51 and behind the parked vehicle 52, the lane setting unit 21 may set the lane line 60 just before the location where the oncoming vehicle 51 enters to the point of intersection. In particular, as shown in FIG. 8, when there is a three-way junction in front of the oncoming vehicle 51 and behind the parked vehicle 52, the lane setting unit 21 may set the lane change line 60 just before the location where the oncoming vehicle 51 enters the three-road junction. Alternatively, as shown in FIG. 9, when there is an intersection in front of the oncoming vehicle 51 and behind the parked vehicle 52, the lane setting unit 21 may set the lane line 60 just before the location where the oncoming vehicle 51 enters the intersection. The term "junction of three roads" or "junction" refers to a location where two or more roads intersect with each other. The connection of the three roads includes a T-junction and a Y-junction.

[0065]

An operation example of the vehicle control device 1 will be described below with reference to the flowcharts shown in FIG. 10-12. The process described below is repeated in a given cycle.

[0066]

In step S101, the controller 20 obtains map information from the map database 12. The process proceeds to step S103, and location sensors such as the GPS receiver 10 and the odometer detect the location information of the vehicle 50 in question.

[0067]

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 either the parked vehicle 52 or the oncoming vehicle 51 is not detected (NO in step S105), the processing sequence ends.

[0068]

In step S107, the lane setting unit 21 sets the lane width direction virtual lane 60 in the oncoming lane at a location remote from the parked vehicle 52 by a predetermined distance in the running direction of the vehicle 50 in question (referring to FIG. 2). The change line setting unit 21 may set the change line 60 using the speed profile V3 (refer to FIG. 5). The process proceeds to step S109, and the stop line setting unit 22 sets the virtual stop line 61 extending in the lane width direction in the lane at a location distant from the parked vehicle 52 by a predetermined distance in the running direction of the oncoming vehicle 51 ( reference to Fig. 2).

[0069]

The process proceeds to step S111, and the driving prohibition area setting unit 23 sets the driving prohibition area R using the lane change line 60 and the stop line 61 set in steps S107 and S109 (referring to FIG. 2). The process proceeds to step S113, and the passing location calculation unit 24 determines whether the location P1 at which the subject vehicle 50 and the oncoming vehicle 51 pass each other is present in the no-passing area R set in step S111.

[0070]

When the location P1 at which the subject vehicle 50 and the oncoming vehicle 51 pass each other is in the pass prohibition area R (YES in step S115), the process proceeds to step S117. When the location P1 at which the subject vehicle 50 and the oncoming vehicle 51 pass each other is not in the pass prohibition area R (NO in S115), the process proceeds to S123.

[0071]

In step S117, the sensor 11 determines the width W1 within which the oncoming vehicle 51 can continue to avoid the parked vehicle 52 (refer to FIG. 4). Then, the sensor 11 determines the remaining lane width W2 obtained such that the width of the parked vehicle 52 and the width W1 are subtracted from the total road width (refer to FIG. 4). The process proceeds to step S119, and the passage location calculation unit 24 determines whether the remaining lane width W2 determined in step S117 is sufficient to prevent collision between the vehicle 50 in question and the oncoming vehicle 51 when passing each other (at step S119) . When the determination result is YES in step S119, the process proceeds to step S121 and the vehicle 50 in question is made to continue to pass the oncoming vehicle 51 on the narrow road. When the subject vehicle 50 and the oncoming vehicle 51 have passed each other (YES in step S123), the processing sequence ends. When the determination result is NO in step S119, the process proceeds to step S125.

[0072]

When the location of the oncoming vehicle 51 is beyond the lane line 60 as viewed from the vehicle 50 in question (YES in step S125) (refer to FIG. 3A), the process proceeds to step S127. In step S127, the speed determination unit 25 subtracts the speed related to the speed profile V3 from the speed of the oncoming vehicle 51 to calculate a speed difference. The speed determination unit 25 classifies to determine whether the speed of the oncoming vehicle 51 is greater than, less than, or substantially the same as the estimated speed according to the speed difference. When the speed of the oncoming vehicle 51 exceeds the speed related to the speed profile V3 (YES in step S129), the process proceeds to step S131, and the speed determination unit 25 judges that the intention of the driver of the oncoming vehicle 51 is to pass the parked vehicle 52 without waiting for the subject vehicle 50. Next, the speed detection unit 25 determines the amount of deceleration of the subject vehicle 50 to stop smoothly at the stop line 61 to avoid collision between the oncoming vehicle 51 and the subject vehicle 50. The vehicle control unit 26 means decelerates the subject vehicle 50 by means of the brake actuator with the rate of deceleration determined by the speed detection unit 25 . Then, the process proceeds to step S139.

[0073]

When the speed of the oncoming vehicle 51 does not exceed the speed related to the speed profile V3 (NO in step S129), the process proceeds to step S133. When the speed of the oncoming vehicle 51 is less than the speed related to the speed profile V3 (YES in step S133), the process proceeds to step S135, and the speed determination unit 25 judges that the intention of the driver of the oncoming vehicle 51 is to wait until the vehicle 50 in question the parked vehicle 52 will pass. Then, the speed detection unit 25 determines whether to cause the subject vehicle 50 to accelerate to cause the subject vehicle 50 to pass the parked vehicle 52 to the oncoming vehicle 51. The vehicle control unit 26 accelerates the subject vehicle 50 with acceleration actuator. Then, the process proceeds to step S139. The processing in step S139 is the same as the processing in step S123, and duplicate explanations below are not repeated.

[0074]

When the speed of the oncoming vehicle 51 is the same or substantially the same as the speed related to the speed profile V3 (NO in step S133), the process proceeds to step S137, and the speed determination unit 25 judges that the intention of the driver of the oncoming vehicle 51 is is to wait for the subject vehicle 50 to pass the parked vehicle 52. Then, the speed determination unit 25 determines whether to cause the subject vehicle 50 to maintain speed to bring the subject vehicle 50 to pass the parked vehicle 52 to the oncoming vehicle 51. Then, the process proceeds to step S141. When the location of the oncoming vehicle 51 is in front of the lane change line 60 as viewed from the vehicle 50 in question (NO in step S125) (referring to FIG. 3B), the process proceeds to step S141. The process may proceed to step S139 after being processed in step S137.

[0075]

When the location of the oncoming vehicle 51 is in front of the lane change line 60 as viewed from the vehicle 50 under consideration, and when the speed of the oncoming vehicle 51 increases (YES in S141), the process proceeds to S143, and the speed determination unit 25 judges that the intention driver of the oncoming vehicle 51 is to pass the parked vehicle 52 without waiting for the vehicle 50 in question. the vehicle 51 and the subject vehicle 50. The vehicle control unit 26 decelerates the subject vehicle 50 by means of the brake actuator with the deceleration rate determined by the speed determination unit 25 . Then, the process proceeds to step S151.

[0076]

When the location of the oncoming vehicle 51 is in front of the lane change line 60 as viewed from the vehicle 50 in question, and when the speed of the oncoming vehicle 51 does not increase (NO in S141), the process proceeds to S145. When the location of the oncoming vehicle 51 is in front of the lane change line 60 as viewed from the vehicle 50 in question, and when the oncoming vehicle 51 approaches the boundary line 62 indicating the boundary between the lane and the oncoming lane (YES in step S145), the process proceeds to step S143. When the position of the oncoming vehicle 51 is in front of the lane change line 60 as viewed from the vehicle 50 under consideration, and when the oncoming vehicle 51 is not approaching the boundary line 62 (NO in step S145), the speed determination unit 25 judges that the intention of the driver of the oncoming vehicle means 51 is waiting for the subject vehicle 50 to pass the parked vehicle 52. After a predetermined period of time (YES in step S147), the speed determination unit 25 then determines whether to make the subject vehicle 50 maintain the current speed or accelerate to drive the subject vehicle 50 to the passage of the parked vehicle 52 to the oncoming vehicle 51 (in step S149). The reason for executing the processing in step S147 is to confirm that the estimated intent of the driver of the oncoming vehicle 51 has not changed. After processing in step S149, the process proceeds to step S151. The processing in step S151 is the same as the processing in step S123, and duplicate explanations below are not repeated.

[0077]

<Effects of Operation>

As described above, the vehicle control device 1 according to the first embodiment can provide the following operation effects.

[0078]

The lane setting unit 21 sets a virtual lane line 60 running in the lane width direction in the oncoming lane at a location distant from the parked vehicle 52 by a predetermined distance in the direction of travel of the vehicle 50 in question. The stop line setting unit 22 sets the virtual a stop line 61 in a lane at a location remote from the parked vehicle 52 by a predetermined distance in the direction of travel of the oncoming vehicle 51. The driving prohibition area setting unit 23 sets the driving prohibition area R including the lane change line 60 and the stop line 61 on the road. The passing location calculation unit 24 calculates the location P1 at which the subject vehicle 50 and the oncoming vehicle 51 pass each other according to the speed of the subject vehicle 50 and the location and speed of the oncoming vehicle 51. In the case where the passing location P1 is present in of the pass prohibition area R when the location of the oncoming vehicle 51 is located behind the lane line 60 in the direction of travel of the subject vehicle 50 as viewed from the subject vehicle 50, and the speed of the oncoming vehicle 51 is a predetermined speed or higher, or when the location of the oncoming vehicle 51 is in front of the lane change line 60 in the direction of travel of the vehicle 50 in question as viewed from the vehicle 50 in question, and the speed of the oncoming vehicle 51 is increased It appears that the speed detection unit 25 judges that the intention of the driver of the oncoming vehicle 51 is to pass the parked vehicle 52 without waiting for the vehicle 50 in question. stop at stop line 61 to avoid a collision between an oncoming vehicle 51 and the vehicle in question 50.

[0079]

In the case where the pass location P1 is present in the pass prohibition area R, when the location of the oncoming vehicle 51 is located behind the lane change line 60 in the direction of travel of the subject vehicle 50 as viewed from the subject vehicle 50, and the speed of the oncoming vehicle 51 is less than predetermined speed, or when the position of the oncoming vehicle 51 is in front of the lane line 60 in the direction of travel of the subject vehicle 50 as viewed from the subject vehicle 50 and the speed of the oncoming vehicle 51 does not increase, the speed determination unit 25 judges that the intention of the driver of the oncoming vehicle 51 is to wait until the vehicle 50 in question passes the parked vehicle 52. The speed detection unit 25 then determines whether to make the vehicle in question a reasonable means 50 to maintain the current speed or accelerate to cause the subject vehicle 50 to pass the parked vehicle 52 to the oncoming vehicle 51. The vehicle control unit 26 controls the respective actuators 30 to cause the subject vehicle 50 to move at a certain speed. The vehicle control device 1 according to the first embodiment, as described above, judges the intention of the driver of the oncoming vehicle 51, and determines the speed of the subject vehicle 50 according to the estimated intention, so as to avoid sudden braking or unnecessary acceleration or deceleration.

[0080]

When the location of the oncoming vehicle 51 is behind the lane line 60 in the direction of travel of the subject vehicle 50, as viewed from the subject vehicle 50, and the speed of the oncoming vehicle 51 is the set speed or higher, or when the location of the oncoming vehicle 51 is located in front of the line 60 change lanes in the direction of travel of the subject vehicle 50 as viewed from the subject vehicle 50 and the speed of the oncoming vehicle 51 increases, the vehicle control unit 26 causes the subject vehicle 50 to decelerate to stop at the stop line 61. This control can prevent passing an oncoming vehicle 51 of a parked vehicle 52 to ensure a smooth ride.

[0081]

The lane setting unit 21 may set the lane 60 based on the location at which the oncoming vehicle 51 may stop. The location at which the oncoming vehicle 51 can stop is the stop line 70 at the crosswalk (actual stop line) as shown, for example, in FIG. 7. Alternatively, the location at which the oncoming vehicle 51 can stop is set just before the location at which the oncoming vehicle 51 enters a place where two or more roads intersect each other, as shown, for example, in FIG. 8 or FIG. 9. Setting the lane change line 60 as described above can control the movement of the vehicle 50 in question, depending on the intent of the driver of the oncoming vehicle 51, which is to slow down to the lane line 60, pass through the lane line 60, or stop at the lane. 60 rebuilding.

[0082]

The change line setting unit 21 may set the change line 60 in accordance with the speed profile. When setting the lane change line 60 using the speed profile, the lane setting unit 21 sets the virtual second stop line 63 in the oncoming lane at a location remote from the parked vehicle 52 at a predetermined distance (second predetermined distance) in the direction of travel of the considered vehicle 50. The lane setting unit 21 obtains or generates a speed profile V3 that causes the oncoming vehicle 51 to stop at the second stop line 63 using the location and speed of the oncoming vehicle 51. The lane setup unit 21 then sets the lane change line 60 at a location at in which the speed related to the speed profile V3 corresponds to the set speed V4 (the second set speed). The speed determination unit 25 judges the intention of the driver of the oncoming vehicle 51 by using the lane change line 60, and determines the speed of the vehicle 50 in question based on the estimated intention. This configuration allows the vehicle 50 in question to be driven in accordance with the intent of the driver of the oncoming vehicle 51.

[0083]

The speed determination unit 25 subtracts the speed related to the speed profile V3 from the speed of the oncoming vehicle 51 to calculate a speed difference for classification to determine whether the speed of the oncoming vehicle 51 is greater than, less than, or substantially the same as the estimated speed, according to the calculated speed difference. This configuration allows the subject vehicle 50 to be controlled according to the intention of the driver of the oncoming vehicle 51 to avoid heavy braking or unnecessary acceleration or deceleration, respectively.

[0084]

The speed determination unit 25 can judge the intention of the driver of the oncoming vehicle 51 according to the positional relationship between the oncoming vehicle 51 and the boundary line 62 indicating the boundary between the lane and the oncoming lane, or according to the acceleration of the oncoming vehicle 51. This configuration allows control the subject vehicle 50 in accordance with the intention of the driver of the oncoming vehicle 51 to avoid sudden braking or unnecessary acceleration or deceleration, respectively.

[0085]

<Modified Example>

The first embodiment is shown above in the case of using the speed and acceleration ratio of the oncoming vehicle 51 in determining the speed of the vehicle 50 under consideration, but is not limited to this case. For example, the speed determination unit 25 can determine the speed of the vehicle 50 in question only using the acceleration rate of the oncoming vehicle 51. In particular, in the case where the pass location P1 is present in the no-pass area R, when the location of the oncoming vehicle 51 is located in front of the line 60 change lanes in the direction of travel of the subject vehicle 50 as viewed from the subject vehicle 50, and when the speed of the oncoming vehicle 51 increases, the speed determination unit 25 may judge that the intention of the driver of the oncoming vehicle 51 is to pass the parked vehicle 52 without waiting for the vehicle 50 in question. The speed detection unit 25 in this case can determine the deceleration rate of the vehicle 50 in question to stop smoothly at the stop line 61 to avoid collision between the oncoming vehicle 51 and the considered vehicle 50.

[0086]

In the case where the pass location P1 is present in the pass prohibition area R, when the location of the oncoming vehicle 51 is located in front of the lane change line 60 in the direction of travel of the subject vehicle 50 as viewed from the subject vehicle 50, and when the speed of the oncoming vehicle 51 does not increase , the speed determination unit 25 may judge that the intention of the driver of the oncoming vehicle 51 is to wait for the vehicle 50 in question to pass the parked vehicle 52. The speed determination unit 25 in this case may determine whether to cause the vehicle 50 in question to keep the current speed or accelerate to bring the vehicle 50 in question to pass the parked vehicle 52 to the oncoming vehicle 51. The vehicle control device 1 in accordance with the modified In this example, as described above, judges the intention of the driver of the oncoming vehicle 51 only by using the acceleration rate of the oncoming vehicle 51 to determine the speed of the considered vehicle 50 according to the estimated intention. This avoids sudden braking or unnecessary acceleration or deceleration.

[0087]

Second Embodiment

The second embodiment of the present invention is described below with reference to FIG. 13-16. The same elements described in the first embodiment are designated by the same reference numerals, and duplicate explanations are not given below. The following explanations are mainly concerned with other points. The second embodiment is illustrated by a case in which the travel location P1 is assumed to be in the travel prohibition area R.

[0088]

As shown in FIG. 13, the vehicle control device 2 according to the second embodiment further includes a speed threshold setting unit 27 and a speed comparison unit 28. The vehicle control device 2 differs from the vehicle control device 1 according to the first embodiment in that it does not include a lane setting unit 21 or a stop line setting unit 22 .

[0089]

The speed threshold setting block 27 sets the speed threshold used in the speed comparison block 28 . In particular, as shown in FIG. 14, the speed threshold setting unit 27 generates a speed profile that causes the oncoming vehicle 51 to stop in front of the parked vehicle 52 after starting to decelerate at a constant rate of deceleration from a location (which may be the current location) of the oncoming vehicle 51. The speed related to the speed profile generated by the speed threshold setting unit 27, the greater the distance between the parked vehicle 52 and the oncoming vehicle 51.

[0090]

The speed threshold setting unit 27 sets the speed threshold based on the generated speed profile. In particular, as shown in FIG. 15, the speed threshold setting unit 27 sets the speed profile related speed as the speed threshold corresponding to the position of the oncoming vehicle 51 distant from the parked vehicle 52 by a predetermined distance (distance L3). The set speed threshold in the example shown in FIG. 15 is V10. Fig. 16 illustrates another example in which the speed threshold setting unit 27 sets the speed profile related speed as the speed threshold corresponding to the location of the oncoming vehicle 51 distant from the parked vehicle 52 by a predetermined distance (distance L4). The set speed threshold in the example shown in FIG. 16 is V11. The examples described above satisfy the relations L3˃L4 and V10˃V11. Thus, the speed threshold is higher the greater the distance between the parked vehicle 52 and the oncoming vehicle 51.

[0091]

The speed comparison unit 28 compares the speed threshold set by the speed threshold setting unit 27 with the speed of the oncoming vehicle 51. In the example illustrated in FIG. 15, in the case where the pass location P1 is present in the pass prohibition area R, the speed comparison unit 28 compares the speed threshold value V10 corresponding to the location of the oncoming vehicle 51 distant from the parked vehicle 52 by the distance L3 with the speed of the oncoming vehicle 51, corresponding to the location of the oncoming vehicle 51 removed from the parked vehicle 52 at a distance L3. The speed comparison unit 28 outputs the comparison result to the speed determination unit 25 .

[0092]

When the speed of the oncoming vehicle 51 is the speed threshold V10 or more, the speed determination unit 25 judges that the intention of the driver of the oncoming vehicle 51 is to pass the parked vehicle 52 without waiting for the vehicle 50 in question. In this case, determines the amount of deceleration of the subject vehicle 50 to stop smoothly at the stop line 61 to avoid a collision between the oncoming vehicle 51 and the subject vehicle 50.

[0093]

When the speed of the oncoming vehicle 51 is less than the speed threshold V10, the speed determination unit 25 judges that the intention of the driver of the oncoming vehicle 51 is to wait for the vehicle 50 in question to pass the parked vehicle 52. The speed determination unit 25 in this case determines whether to cause the subject vehicle 50 to maintain the current speed or accelerate to drive the subject vehicle 50 to pass the parked vehicle 52 to the oncoming vehicle 51. The vehicle control device 2 according to the second embodiment, as described above, judges the intention of the driver of the oncoming vehicle means 51 and determines the speed of the vehicle 50 in question according to the estimated intent to avoid sudden braking or unnecessary acceleration or deceleration.

[0094]

In the second embodiment, the drive prohibition area setting unit 23 sets the drive prohibition area R without using the lane change line 60 or the stop line 61. a road including a parked vehicle 52 (refer to FIG. 14).

[0095]

<Modified example 1>

The modified example 1 according to the second embodiment is described below. The vehicle control device 2 is illustrated above without the lane setting unit 21, but is not limited to this case. The vehicle control device 2 may include a lane setting unit 21 .

[0096]

When the vehicle control device 2 includes the lane setting unit 21, the speed comparison unit 28 can compare the speed threshold with the speed of the oncoming vehicle 51 by using the lane line 60 . Specifically, the speed comparison unit 28 compares the speed threshold with the speed of the oncoming vehicle 51 when the location of the oncoming vehicle 51 is behind the lane line 60 in the direction of travel of the vehicle 50 in question as viewed from the vehicle 50 in question. with the result of the comparison being the same as described above, and duplicate explanations are not repeated further. The vehicle control device 2 according to the modified example 1, as described above, judges the intention of the driver of the oncoming vehicle 51, and determines the speed of the concerned vehicle 50 according to the judged intention, so as to avoid sudden braking or unnecessary acceleration or deceleration.

[0097]

<Modified example 2>

The modified example 2 according to the second embodiment is described below. The vehicle control device 2 according to the modified example 2 also includes a lane setting unit 21 . The vehicle control device 2 according to Modified Example 2 has functions similar to those of the vehicle control device 2 according to Modified Example 1. The vehicle control device 2 according to Modified Example 2 judges the intention of the driver of the oncoming vehicle 51 using the acceleration rate of the oncoming vehicle 51 in addition to the speed of an oncoming vehicle 51.

[0098]

In particular, in the case where the pass location P1 is present in the pass prohibition area R, when the location of the oncoming vehicle 51 is located in front of the lane change line 60 in the direction of travel of the subject vehicle 50 as viewed from the subject vehicle 50, and when the speed of the oncoming vehicle 51 increases, the speed determination unit 25 may judge that the intention of the driver of the oncoming vehicle 51 is to pass the parked vehicle 52 without waiting for the vehicle 50 in question. The speed determination unit 25 in this case may determine the amount of deceleration of the vehicle 50 under consideration. to stop smoothly at the stop line 61 to avoid a collision between the oncoming vehicle 51 and the vehicle in question 50.

[0099]

In the case where the pass location P1 is present in the pass prohibition area R, when the location of the oncoming vehicle 51 is located in front of the lane change line 60 in the direction of travel of the subject vehicle 50 as viewed from the subject vehicle 50, and when the speed of the oncoming vehicle 51 does not increase , the speed determination unit 25 may judge that the intention of the driver of the oncoming vehicle 51 is to wait for the vehicle 50 in question to pass the parked vehicle 52. The speed determination unit 25 in this case may determine whether to cause the vehicle 50 in question to keep the current speed or accelerate to bring the vehicle 50 in question to pass the parked vehicle 52 to the oncoming vehicle 51. The vehicle control device 2 according to the modified In this example 2, as described above, evaluates the intention of the driver of the oncoming vehicle 51 to determine the speed of the considered vehicle 50 according to the estimated intention. This avoids sudden braking or unnecessary acceleration or deceleration, respectively.

[0100]

<Modified Example 3>

The modified example 3 according to the second embodiment is described below. The vehicle control device 2 according to the modified example 3 also includes a lane setting unit 21 . The vehicle control device 2 according to Modified Example 3 has functions similar to those of the vehicle control device 2 according to Modified Example 1. The vehicle control device 2 according to Modified Example 3 judges the intention of the driver of the oncoming vehicle 51 by using the speed and acceleration rate of the oncoming vehicle. means 51 from the front side of the change lane 60 .

[0101]

In particular, in the case where the pass location P1 is present in the pass prohibition area R, when the location of the oncoming vehicle 51 is located in front of the lane change line 60 in the direction of travel of the subject vehicle 50 as viewed from the subject vehicle 50, and when the speed of the oncoming vehicle 51 is a threshold speed or higher, or the speed of the oncoming vehicle 51 increases, the speed determination unit 25 may judge that the intention of the driver of the oncoming vehicle 51 is to pass the parked vehicle 52 without waiting for the vehicle 50 in question. Unit 25 determining the speed in this case can determine the amount of deceleration of the considered vehicle 50 to smoothly stop at the stop line 61 to avoid collision between the oncoming vehicle 51 and the considered vehicle ohm 50.

[0102]

In the case where the pass location P1 is present in the pass prohibition area R, when the location of the oncoming vehicle 51 is located in front of the lane change line 60 in the direction of travel of the subject vehicle 50 as viewed from the subject vehicle 50, when the speed of the oncoming vehicle 51 is less than the threshold value speed, and when the speed of the oncoming vehicle 51 does not increase, the speed determination unit 25 may judge that the intention of the driver of the oncoming vehicle 51 is to wait for the vehicle 50 in question to pass the parked vehicle 52. The speed determination unit 25 in this the case may determine whether to cause the subject vehicle 50 to maintain its current speed or accelerate to cause the subject vehicle 50 to pass the parked vehicle 52 to oncoming vehicles 51. The vehicle control device 2 according to the modified example 3, as described above, evaluates the intention of the driver of the oncoming vehicle 51 to determine the speed of the vehicle 50 in question according to the estimated intention. This avoids sudden braking or unnecessary acceleration or deceleration, respectively.

[0103]

The respective functions described above in the respective embodiments 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 include an application specific integrated circuit (ASIC) configured to perform the functions described above and a device such as a circuit component. The vehicle control devices described above can improve computer performance.

[0104]

Although the present invention has been described above with reference to the respective embodiments, it should be understood that the present invention is not intended to be limited to the descriptions and drawings forming part of this disclosure. Various alternative implementations, examples and technical applications will be obvious to those skilled in the art according to this disclosure.

[0105]

For example, the respective embodiments are illustrated above for the case of a straight road, but may also apply to the case of a curved road.

LIST OF REFERENCES

[0106]

1, 2 VEHICLE CONTROL DEVICE

10 GPS RECEIVER

11 SENSOR

12 CARTOGRAPHIC DATABASE

20 CONTROLLER

21 UNIT INSTALLATION OF THE LINE OF RESTRUCTION

22 STOP LINE SETTING UNIT

23 NO ENTRY AREA SETTING UNIT

24 PATH POSITION CALCULATION BLOCK

25 SPEED DETECTION UNIT

26 VEHICLE CONTROL UNIT

27 SPEED THRESHOLD SETTING BLOCK

28 SPEED COMPARISON UNIT

30 ACTUATOR.

Claims (82)

1. A method for driving a vehicle, comprising the steps of: determine the location of a fixed object on the road on which the considered vehicle is moving; determine the speed of the considered vehicle; determine the location and speed of an oncoming vehicle moving in a direction opposite to the direction of movement of the considered vehicle, on the oncoming lane adjacent to the lane on which the considered vehicle is moving; setting the area on the road, given in the direction of the extension of the road, including a fixed object; calculating a passage location at which the subject vehicle and the oncoming vehicle pass each other according to the speed of the subject vehicle and the location and speed of the oncoming vehicle; set the threshold value of the speed the higher, the greater the distance between the stationary object and the oncoming vehicle; cause the subject vehicle to slow down when the speed of the oncoming vehicle corresponding to the location of the oncoming vehicle at a predetermined distance from the stationary object is greater than or equal to the speed threshold corresponding to the location of the oncoming vehicle at a predetermined distance from the stationary object, in the case of when the location of the passage is present within the said area; and cause the vehicle in question to maintain speed or accelerate when the speed of the oncoming vehicle, corresponding to the location of the oncoming vehicle at a predetermined distance from the stationary object, is less than the speed threshold corresponding to the location of the oncoming vehicle, at a predetermined distance from the stationary object, in the case when the location of the driveway is present within the said area. 2. A method for driving a vehicle, comprising the steps of: determine the location of a fixed object on the road on which the considered vehicle is moving; determine the speed of the considered vehicle; determine the location and speed of an oncoming vehicle moving in a direction opposite to the direction of movement of the considered vehicle, on the oncoming lane adjacent to the lane on which the considered vehicle is moving; setting a virtual lane line running in the lane width direction in the oncoming lane at a location remote from the stationary object at a predetermined distance in the direction of travel of the vehicle in question; setting a virtual stop line in a traffic lane at a location remote from a stationary object at a predetermined distance in the direction of movement of an oncoming vehicle; setting an area on the road defined between said lane change line and said stop line to include said lane change line and said stop line; calculating a passage location at which the subject vehicle and the oncoming vehicle pass each other according to the speed of the subject vehicle and the location and speed of the oncoming vehicle; causing the subject vehicle to slow down when the location of the oncoming vehicle is in front of said lane change in the direction of travel of the subject vehicle as viewed from the subject vehicle, and the speed of the oncoming vehicle is increased, in the case where the passing location is present in said area; and cause the subject vehicle to maintain speed or accelerate when the position of the oncoming vehicle is in front of said lane change in the direction of travel of the subject vehicle, as viewed from the subject vehicle, and the speed of the oncoming vehicle is not increased, in the case where the passing location is present within the mentioned area. 3. The method of driving a vehicle according to claim 1, further comprising the steps of: setting a virtual lane line running in the lane width direction in the oncoming lane at a location remote from the stationary object at a predetermined distance in the direction of travel of the vehicle in question; wherein, in the case where the passage location is present within said area, the vehicle in question is made to slow down when the location of the oncoming vehicle is behind said lane change in the direction of movement of the considered vehicle, as viewed from the considered vehicle, and the speed of the oncoming vehicle, corresponding to the location of the oncoming vehicle at a predetermined distance from the stationary object is greater than or equal to the speed threshold corresponding to the location of the oncoming vehicle at a predetermined distance from the stationary object, and in the case where the passing location is present within said area, the subject vehicle is forced to maintain speed or accelerate when the location of the oncoming vehicle is beyond said lane change in the direction of travel of the subject vehicle as seen from the subject vehicle, and the speed of the oncoming vehicle , corresponding to the location of the oncoming vehicle at a given distance from the stationary object, is less than the threshold speed value corresponding to the location of the oncoming vehicle at a given distance from the stationary object. 4. The method of driving a vehicle according to claim 3, in which: in a case where a passing location is present within said area, the subject vehicle is caused to slow down when the location of the oncoming vehicle is in front of said lane change in the direction of travel of the subject vehicle as viewed from the subject vehicle, and the speed of the oncoming vehicle increases; and in the case where the passing location is present within said area, the vehicle in question is made to maintain speed or accelerate when the location of the oncoming vehicle is in front of said lane change in the direction of travel of the considered vehicle as viewed from the considered vehicle, and the speed of the oncoming vehicle does not increase. 5. The method of driving a vehicle according to claim 3, in which: in the case where the passing location is present within said area, the vehicle in question is caused to slow down when the location of the oncoming vehicle is in front of said lane change lane in the direction of travel of the considered vehicle, as seen from the considered vehicle, and the speed of the oncoming vehicle is greater than or equal to speed threshold, or the speed of an oncoming vehicle increases; and in the case where the location of the passage is present within said area, the subject vehicle is forced to maintain speed or accelerate when the location of the oncoming vehicle is in front of said lane change in the direction of travel of the subject vehicle, as viewed from the subject vehicle, the speed of the oncoming vehicle is less speed threshold, and the speed of the oncoming vehicle does not increase. 6. The method of driving a vehicle according to any one of paragraphs. 1-4, further comprising the steps of: setting a virtual lane line running in the lane width direction in the oncoming lane at a location remote from the stationary object at a predetermined distance in the direction of travel of the vehicle in question; setting a virtual stop line in a traffic lane at a location remote from a stationary object at a predetermined distance in the direction of movement of an oncoming vehicle; and setting an area on the road defined between said lane change line and said stop line to include said lane change line and said stop line, wherein the passage location at which the considered vehicle and the oncoming vehicle pass each other is calculated in accordance with the speed of the considered vehicle and the location and speed of the oncoming vehicle, in the case where the passing location is present within said area, the vehicle in question is caused to slow down when the location of the oncoming vehicle is behind said lane change in the direction of travel of the considered vehicle, as seen from the considered vehicle, and the speed of the oncoming vehicle is greater than or equal to a given speed, or when the location of the oncoming vehicle is in front of said lane change in the direction of travel of the vehicle in question, as viewed from the vehicle in question, and the speed of the oncoming vehicle increases, and in the case where the passing location is present within said area, the subject vehicle is forced to maintain speed or accelerate when the location of the oncoming vehicle is beyond said lane change in the direction of travel of the subject vehicle as seen from the subject vehicle, and the speed of the oncoming vehicle less than the predetermined speed, or when the location of the oncoming vehicle is in front of said lane change in the direction of travel of the considered vehicle, as viewed from the considered vehicle, and the speed of the oncoming vehicle does not increase. 7. The method of controlling a vehicle according to claim 6, wherein, in the case where the location of the passage is present within said area, the vehicle in question is made to slow down to stop at said stop line when the location of the oncoming vehicle is beyond said lane change line in the direction of travel of the considered vehicle, as viewed from the considered vehicle, and the speed of the oncoming vehicle is greater than or equal to the specified speed, or when the location of the oncoming vehicle is in front of said lane change in the direction of travel of the considered vehicle, as viewed from the considered vehicle, and the speed of the oncoming vehicle increases. 8. The vehicle control method according to claim 6 or 7, wherein said lane change line is set in accordance with a location where an oncoming vehicle can stop. 9. The method of driving a vehicle according to claim 8, further comprising the steps of: setting a virtual second stop line in the oncoming lane at a location remote from the stationary object at a second predetermined distance in the direction of travel of the considered vehicle; and receiving or generating a speed profile that causes the oncoming vehicle to stop at said second stop line, in accordance with the location and speed of the oncoming vehicle, wherein said lane change line is set at a location where the speed related to the speed profile is the second predetermined speed. 10. The vehicle control method according to claim 8, wherein when the actual stop line is present behind a stationary object in the oncoming lane, said lane change line is set at a location corresponding to the actual stop line. 11. The method of driving a vehicle according to claim 8, wherein when a location at which two or more roads intersect with each other is present behind a fixed object, said lane change line is set directly in front of the location at which an oncoming vehicle enters the intersection . 12. The method of driving a vehicle according to claim 9, further comprising the step of: subtracting the speed related to the speed profile from the speed of the oncoming vehicle to calculate the speed difference when the location of the oncoming vehicle is behind said lane change in the direction of travel of the considered vehicle as viewed from the considered vehicle, wherein the vehicle in question is made to slow down when the speed difference is greater than or equal to the first predetermined value, the vehicle in question is caused to maintain speed or accelerate when the speed difference is less than the second predetermined value, and the vehicle in question is caused to maintain speed or accelerate when the speed difference is less than the first predetermined value and greater than or equal to the second predetermined value. 13. The method of driving a vehicle according to claim 9, further comprising the step of: comparing the speed of the oncoming vehicle during a predetermined time with the speed related to the speed profile during a predetermined time when the position of the oncoming vehicle is behind said lane change in the direction of movement of the considered vehicle, as viewed from the considered vehicle, wherein the subject vehicle is caused to slow down when the speed of the oncoming vehicle for a predetermined time exceeds the speed related to the speed profile for a predetermined time, and the subject vehicle is caused to maintain speed or accelerate when the speed of the oncoming vehicle for a predetermined time is less than the speed related to the speed profile for a predetermined time. 14. The method of driving a vehicle according to claim 9, further comprising the steps of: calculating an average of the speeds of the oncoming vehicle during a given time and an average of speeds related to the speed profile for a given time when the position of the oncoming vehicle is behind said lane change in the direction of travel of the vehicle in question, as viewed from the vehicle in question; and subtracting the average value of the speeds related to the speed profile during a given time from the average value of the speeds of an oncoming vehicle during a given time to calculate the second speed difference, wherein the vehicle in question is made to slow down when the second speed difference is greater than or equal to the third predetermined value, the vehicle in question is caused to maintain speed or accelerate when the second speed difference is less than the fourth predetermined value, and the vehicle in question is caused to maintain speed or accelerate when the second speed difference is less than the third predetermined value and greater than or equal to the fourth predetermined value. 15. The method of driving a vehicle according to any one of paragraphs. 6-14, in which: the vehicle in question is made to slow down when the location of the oncoming vehicle is in front of said lane change in the direction of travel of the vehicle in question as viewed from the vehicle in question, and the speed of the oncoming vehicle increases, or the oncoming vehicle approaches the boundary line indicating the boundary between the lane traffic and the oncoming lane; and the subject vehicle is forced to maintain speed or accelerate when the location of the oncoming vehicle is in front of said lane change line in the direction of travel of the subject vehicle as viewed from the subject vehicle and the speed of the oncoming vehicle does not increase or the oncoming vehicle does not approach the boundary line . 16. The method of driving a vehicle according to any one of paragraphs. 6-14, in which: the subject vehicle is caused to slow down when the location of the oncoming vehicle is in front of said lane change in the direction of travel of the subject vehicle as viewed from the subject vehicle, and the acceleration rate of the oncoming vehicle is a predetermined acceleration rate or more; the subject vehicle is caused to maintain speed when the location of the oncoming vehicle is in front of said lane change in the direction of travel of the subject vehicle as viewed from the subject vehicle, and the acceleration rate of the oncoming vehicle is less than the predetermined acceleration rate; and the subject vehicle is forced to accelerate when the position of the oncoming vehicle is in front of said lane change in the direction of travel of the subject vehicle as viewed from the subject vehicle, and the acceleration rate of the oncoming vehicle does not reach the predetermined acceleration rate within the predetermined time. 17. The method of driving a vehicle according to claim 15, in which: the subject vehicle is caused to slow down when the position of the oncoming vehicle is in front of said lane change in the direction of travel of the subject vehicle as viewed from the subject vehicle, and the distance between the boundary line and the oncoming vehicle is the third predetermined distance or shorter; the subject vehicle is forced to maintain speed when the position of the oncoming vehicle is in front of said lane change in the direction of travel of the subject vehicle as viewed from the subject vehicle, and the distance between the boundary line and the oncoming vehicle is longer than the third predetermined distance; and the vehicle in question is forced to accelerate when the location of the oncoming vehicle is in front of said lane change in the direction of travel of the vehicle in question as viewed from the vehicle in question, and the distance between the boundary line and the oncoming vehicle does not fall below the third predetermined distance within the predetermined time. 18. A vehicle control device, comprising: a first sensor configured to determine the location of a stationary object on the road on which the subject vehicle is traveling; a second sensor configured to determine the speed of the vehicle in question; a third sensor configured to determine the location of an oncoming vehicle moving in a direction opposite to that of the subject vehicle in an oncoming lane adjacent to the lane on which the subject vehicle is traveling; a fourth sensor configured to detect the speed of an oncoming vehicle; and a controller configured to control the motion state of the considered vehicle in accordance with the data determined by the first sensor, the second sensor, the third sensor and the fourth sensor, wherein the controller is configured to: setting an area on the road defined in the direction of the continuation of the road, including a stationary object; calculating a passage location at which the subject vehicle and the oncoming vehicle pass each other according to the speed of the subject vehicle and the location and speed of the oncoming vehicle; setting the threshold value of the speed is the higher, the greater the distance between the stationary object and the oncoming vehicle; causing the vehicle in question to slow down when the speed of the oncoming vehicle corresponding to the location of the oncoming vehicle at a predetermined distance from the stationary object is greater than or equal to the speed threshold corresponding to the location of the oncoming vehicle at a predetermined distance from the stationary object, in the case when the location of the passage is present within the said area; and forcing the vehicle in question to maintain speed or accelerate when the speed of the oncoming vehicle corresponding to the location of the oncoming vehicle at a predetermined distance from the stationary object is less than the speed threshold corresponding to the location of the oncoming vehicle at a predetermined distance from the stationary object, in the case when the location of the driveway is present within the said area.

Images