CN114954441A - Vehicle, vehicle control method, and computer program - Google Patents

Abstract

The invention provides a vehicle, a control method of the vehicle and a computer program, which can avoid contact caused by overtaking. The vehicle 1 includes: a succeeding two-wheel vehicle detection means for detecting a succeeding two-wheel vehicle 9 traveling behind and to the side of the vehicle; a power device that outputs a driving force that rotates the driving wheel; and an automatic drive ECU that controls an output of the power plant based on a driving operation performed by a driver. The automatic driving ECU determines whether or not the driver has a desire to change the traveling lane to the right including a right turn and a right turn, and further determines whether or not the following two-wheeled vehicle 9 has an overtaking operation from the right side of the vehicle based on the detection result of the following two-wheeled vehicle detecting means. When it is determined that both the intention to change the traveling lane and the overtaking operation are present, the automatic driving ECU limits the output of the power plant to be smaller than a request output calculated based on a driving operation performed by the driver.

Description

Vehicle, vehicle control method, and computer program

Technical Field

The invention relates to a vehicle, a control method of the vehicle, and a computer program.

Background

In recent years, contact avoidance devices have been popularized which monitor moving objects around a host vehicle by using a camera, a sensor, or the like, and thereby avoid contact between the host vehicle and another moving object (see, for example, patent documents 1 and 2). These patent documents 1 and 2 disclose the following techniques: when a rear monitoring camera mounted on a vehicle detects a two-wheeled vehicle entering the vehicle sideways at the time of a right turn or a left turn at an intersection, a brake device is operated to stop the vehicle, thereby preventing the two-wheeled vehicle from being involved.

[ Prior art documents ]

[ patent document ]

[ patent document 1] Japanese patent laid-open No. 2018-063708

[ patent document 2] Japanese patent laid-open publication No. 2017-224164

Disclosure of Invention

[ problems to be solved by the invention ]

However, although the contact is rare compared to the contact due to the entanglement as assumed in patent documents 1 and 2, the contact due to overtaking also exists in the contact between the four-wheel vehicle and the two-wheel vehicle. Here, the contact due to overtaking means that, for example, when the four-wheel vehicle as the preceding vehicle decelerates for turning right or turning right, the two-wheel vehicle as the succeeding vehicle tries to get over the preceding vehicle from the right side, and the two vehicles come into contact with each other. However, such contact by overtaking has not been sufficiently studied in the past.

The invention aims to provide a vehicle, a vehicle control method and a computer program, which can avoid contact caused by overtaking.

[ means for solving the problems ]

(1) A vehicle (for example, a vehicle 1 described later) according to the present invention includes: a subsequent straddle-type vehicle detection means (for example, an on-vehicle sensor (Electronic Control Unit) 22, a rear camera Unit 71b, laser radar units 72c, 72d, and 72e, and radar units 73d and 73e, which will be described later) for detecting a subsequent straddle-type vehicle (for example, a subsequent two-wheeled vehicle 9, which will be described later) that is traveling behind and to the side of the host vehicle; a drive force generation device (e.g., a power plant 32 described later) that outputs a drive force that rotates a drive wheel (e.g., a front wheel Wf described later); control means (for example, an automated driving ECU20, a power plant ECU26, and a brake ECU29, which will be described later) for controlling an output of the driving force generation device based on a driving operation performed by a driver; travel lane change intention determination means (for example, an automated driving ECU20 described later) for determining whether or not the driver has a right-turn or right-turn intention; and overtaking operation determination means (for example, an automated driving ECU20 described later) for determining whether or not there is an overtaking operation of the following straddle-type vehicle from the right side of the host vehicle based on a detection result of the following straddle-type vehicle detection means, wherein the control means limits the output of the driving force generation device to be smaller than a request output calculated based on the driving operation when it is determined that both the intention to change the traveling lane and the overtaking operation are present.

(2) In this case, it is preferable that the overtaking operation determination means calculates a degree of risk of contact between the host vehicle and the following straddle-type vehicle based on the driving operation and the detection result of the following straddle-type vehicle detection means, and determines the presence or absence of the overtaking operation based on the degree of risk of contact.

(3) In this case, it is preferable that the overtaking operation determination means calculates, as the contact risk level, a predicted contact time that is a time taken until the host vehicle comes into contact with the following straddle-type vehicle when the output of the driving force generation device is not limited to be smaller than the required output, and determines that the overtaking operation is performed when the predicted contact time is smaller than a predetermined first time threshold.

(4) In this case, it is preferable that the control means stops the drive wheel by operating a brake device (for example, a brake device 33 described later) when the predicted contact time is smaller than a second time threshold smaller than the first time threshold.

(5) In this case, it is preferable that the travel lane change intention determination means determines that the travel lane change intention is present when any one of a first condition that conditions are that the vehicle speed of the host vehicle is equal to or less than a predetermined vehicle speed threshold value and that the steering angle on the right side is equal to or greater than a positive angle threshold value, a second condition that conditions are that the vehicle speed of the host vehicle is equal to or less than the vehicle speed threshold value and that the steering speed is equal to or greater than a positive speed threshold value, and a third condition that conditions are that the vehicle speed of the host vehicle is equal to or less than the vehicle speed threshold value and that the right direction indicator is lit.

[ Effect of the invention ]

(1) In the vehicle of the present invention, the control means limits the output of the driving force generation device to be smaller than the output required based on the driving operation performed by the driver, when the lane change intention determination means determines that the driver has an intention to change the traveling lane to the right and the overtaking operation determination means determines that the following straddle-type vehicle has an overtaking operation from the right side of the own vehicle. Thus, when the vehicle is going to turn right or turn right without recognizing the presence of the following straddle type vehicle that is going to overtake from the right side of the vehicle, the acceleration of the vehicle in the traveling direction is suppressed, and the overtaking time of the following straddle type vehicle from the right side to the vehicle can be obtained. Therefore, according to the present invention, contact due to forcible overtaking of the subsequent straddle-type vehicle can be avoided.

(2) In the vehicle of the present invention, the overtaking operation determination means calculates the degree of risk of contact between the host vehicle and the following straddle-type vehicle based on the driving operation performed by the driver and the detection result of the following straddle-type vehicle detection means, and determines whether or not the overtaking operation is performed by the following straddle-type vehicle based on the degree of risk of contact. Therefore, according to the present invention, the output of the driving force generating device can be limited to be smaller than the required output until the degree of risk of contact of the host vehicle with the subsequent straddle-type vehicle is sufficiently reduced, and thus contact by forcible overtaking of the subsequent straddle-type vehicle can be avoided more reliably.

(3) In the vehicle of the present invention, the overtaking operation determination means calculates, as the degree of risk of contact, a predicted contact time that is required until the host vehicle comes into contact with the following straddle-type vehicle when the output of the driving force generation device is not limited to be smaller than the required output, and determines that overtaking operation is present when the predicted contact time is smaller than a first time threshold. Therefore, according to the present invention, the output of the driving force generation device can be limited at an appropriate timing.

(4) In the vehicle of the present invention, the control means operates the brake device to stop the drive wheel when the predicted contact time is smaller than a second time threshold that is smaller than the first time threshold. That is, in the present invention, the vehicle is stopped after the contact prediction time is smaller than the second time threshold, whereby it is possible to alleviate the discomfort felt by the driver caused by stopping the vehicle against the acceleration operation performed by the driver.

(5) In the vehicle according to the present invention, the intention-to-travel-lane-change determining means determines that there is an intention to travel lane change when any one of a first condition that the vehicle speed of the host vehicle is equal to or less than a vehicle speed threshold and the steering angle is equal to or greater than an angle threshold, a second condition that the vehicle speed of the host vehicle is equal to or less than a vehicle speed threshold and the steering speed is equal to or greater than a speed threshold, and a third condition that the vehicle speed of the host vehicle is equal to or less than the vehicle speed threshold and the right direction indicator is on is satisfied. Thus, since it can be determined that there is a desire to change the traveling lane before the traveling lane of the following straddle-type vehicle, which intends to forcibly overtake from the right side of the host vehicle, is closed by the host vehicle, contact due to forcible overtaking of the following straddle-type vehicle can be avoided more reliably.

Drawings

Fig. 1 is a diagram schematically showing a structure of a vehicle according to an embodiment of the present invention.

Fig. 2 is a diagram showing an example of a relative positional relationship between a host vehicle and a following two-wheeled vehicle traveling around the host vehicle.

Fig. 3 is a flowchart showing a specific procedure of the waiting-subsequent two-wheel vehicle passing control.

Detailed Description

Hereinafter, a structure of a vehicle according to an embodiment of the present invention will be described with reference to the drawings.

Fig. 1 is a diagram schematically showing the structure of a vehicle 1 according to the present embodiment. The upper stage of fig. 1 shows a plan view of the vehicle 1, and the lower stage of fig. 1 shows a side view. In addition, the following description is made for the case where: the vehicle 1 is a four-wheeled vehicle having a so-called right rudder, in which an operator's seat on which an operator sits is provided on the right side in the vehicle width direction as viewed in the traveling direction. The vehicle may be a so-called left-hand steer four-wheeled vehicle in which the driver's seat is provided on the left side in the vehicle width direction as viewed in the traveling direction.

Fig. 2 is a diagram showing an example of a relative positional relationship between the vehicle 1 as a host vehicle and the motorcycle 9 as a straddle-type vehicle that travels around the host vehicle.

As shown in fig. 2, the motorcycle 9 travels in the same traveling lane as the vehicle 1 as a host vehicle, in a direction slightly to the right from behind the host vehicle, and is hereinafter also referred to as a following motorcycle 9. The thick arrow 2a in fig. 2 indicates the traveling lane of the host vehicle assumed by the driver of the vehicle 1. That is, fig. 2 shows the following case: the driver of the vehicle 1 attempts to decelerate the vehicle speed as indicated by a thick arrow 2a, and then turns the vehicle to the right in the opposite lane.

The vehicle 1 includes: an electric power steering apparatus 31 as a steering apparatus that steers the left and right front wheels Wf; a power plant 32 as a driving force generating device that generates a driving force that rotates the front wheels Wf as driving wheels; a brake device 33 that generates a braking force for stopping the front wheels Wf and the rear wheels Wr; vehicle-mounted communication devices 41 and 42 that communicate with a communication device outside the vehicle by wireless; a lighting device group 5 composed of a plurality of lighting devices visible from the outside of the vehicle; a steering wheel 61 that is steered by a driver; an accelerator pedal 62 that is operated by the driver to accelerate and decelerate; a brake pedal 63 for deceleration operation by the driver; a lighter switch 64 for turning on and off the light of the lighter group 5 by the driver; a sensor unit 7 provided in the vehicle body; and a control unit 2 for controlling various vehicle-mounted devices such as the electric power steering device 31 and the power plant 32 based on a detection signal of the sensor unit 7, a driving operation of the driver, and the like.

The electric power steering device 31 includes: a gear box 31b for coupling the pinion shaft 31a extending from the steering wheel 61 to the left and right front wheels Wf; an electric motor 31c provided in the gear case 31 b; and a steering sensor 31d for detecting a steering angle or a steering speed of the steering wheel 61.

The gear box 31b includes a rack shaft extending in the vehicle width direction and meshing with the pinion shaft 31a, tie rods or the like connecting both ends of the rack shaft to the left and right front wheels Wf, and converts the rotational motion of the steerable wheels 61 caused by the steering operation of the driver into a motion in the vehicle width direction, thereby steering the left and right front wheels Wf in the traveling direction. The electric motor 31c rotates in response to a control signal output from a steering ECU21, described later, of the control unit 2, and generates a driving force for assisting a steering operation by the driver or automatically steering the front wheels Wf. The steering sensor 31d detects the steering angle or steering speed of the steered wheels 61, and transmits a signal corresponding to the detected value to the steering ECU21 of the control unit 2.

The power plant 32 is a driving force generation source that generates driving force that rotates the front wheels Wf as driving wheels in order to advance or retreat the vehicle 1 in the traveling direction. Hereinafter, a case will be described in which an engine that consumes fuel stored in a fuel tank, not shown, to generate a driving force in accordance with a control signal output from the control unit 2 and a transmission that shifts the output of the engine to transmit the output to the front wheels Wf are used as the power plant 32, but the present invention is not limited to this. As the power plant 32, a drive motor that consumes electric power supplied from a high-voltage battery or a fuel cell stack, not shown, and generates driving force for rotating the front wheels Wf may be used in addition to the engine and the transmission.

The brake device 33 includes a disc brake device that generates a braking force for decelerating or stopping rotation of each wheel Wf, Wr by fastening a disc provided on an axle of each wheel Wf, Wr mainly during driving, in accordance with a deceleration operation of a brake pedal 63 by a driver, a control signal output from the control unit 2, and the like, and a parking brake (parking brake) that generates a braking force for maintaining a state in which rotation of each wheel Wr, Wf is stopped mainly during parking.

The group 5 of torches is composed of a front torch 51, a rear torch 52, a direction indicator 53, and the like. The front flasher 51 is constituted by headlights, position lights, and the like provided on both sides in the vehicle width direction in the front portion of the vehicle 1. The rear portion of the vehicle 1 includes a rear lamp 52, and tail lamps, stop lamps, and the like provided on both sides in the vehicle width direction. The direction indicator 53 includes a front right direction indicator provided on the right side as viewed in the traveling direction in the front portion of the vehicle 1, a rear right direction indicator provided on the right side as viewed in the traveling direction in the rear portion of the vehicle 1, a front left direction indicator provided on the left side as viewed in the traveling direction in the front portion of the vehicle 1, and a rear left direction indicator provided on the left side as viewed in the traveling direction in the rear portion of the vehicle 1. The front glow lamp 51, the rear glow lamp 52, and the direction indicator 53 are turned on based on a control signal or the like output from the glow lamp ECU27 of the control unit 2.

The sensor unit 7 includes camera units 71a and 71b, a plurality of (e.g., 5) laser radar units 72a, 72b, 72c, 72d, and 72e, a plurality of (e.g., 5) radar units 73a, 73b, 73c, 73d, and 73e, a gyro sensor 74, and a GPS (Global Positioning System) sensor 75.

The front camera unit 71a is a camera that photographs the front of the vehicle 1. The front camera unit 71a is attached to a vehicle interior side of a roof of the vehicle 1, for example, at a position close to a front window. The rear camera unit 71b is a camera that photographs the rear of the vehicle 1. The rear camera unit 71b is attached to a position closer to the rear window in the cabin inner side of the roof of the vehicle 1, for example. The images captured by these camera units 71a and 71b are transmitted to an on-vehicle sensor ECU22, described later, of the control unit 2.

The laser radar units 72a to 72e are each a laser radar (LIDAR) for measuring scattered Light from a subject irradiated with laser Light emitted in a pulse shape, thereby detecting the subject around the vehicle 1. The first laser radar unit 72a is provided on the right-hand side as viewed in the direction of travel in the front portion of the vehicle 1, and detects an object slightly to the front right of the periphery of the vehicle 1. The second laser radar unit 72b is provided on the left-hand side in the front portion of the vehicle 1 as viewed in the traveling direction, and detects an object slightly to the left of the front of the periphery of the vehicle 1. The third laser radar unit 72c is provided at the center in the vehicle width direction in the rear portion of the vehicle 1, and detects an object behind the periphery of the vehicle 1. The fourth laser radar unit 72d is provided on the rear side in the right side portion of the vehicle 1, and detects an object slightly behind the periphery of the vehicle 1 on the right side. The fifth laser radar unit 72e is provided on the rear side in the left side portion of the vehicle 1, and detects an object slightly behind the left side portion of the periphery of the vehicle 1. Detection signals of these laser radar units 72a to 72e are sent to the in-vehicle sensor ECU22 of the control unit 2.

Each of the radar units 73a to 73e is a microwave radar, and detects an object around the vehicle 1 by measuring a reflected wave from the object with respect to the microwave irradiation. The first radar unit 73a is provided on the right-hand side as viewed in the direction of travel in the front portion of the vehicle 1, and detects an object slightly to the front right of the periphery of the vehicle 1. The second radar unit 73b is provided on the left-hand side in the front portion of the vehicle 1 as viewed in the traveling direction, and detects an object slightly to the left of the front of the periphery of the vehicle 1. The third radar unit 73c is provided at the center in the vehicle width direction in the front portion of the vehicle 1, and detects an object ahead of the periphery of the vehicle 1. The fourth radar unit 73d is provided on the right-hand side as viewed in the traveling direction in the rear portion of the vehicle 1, and detects an object slightly to the right behind the periphery of the vehicle 1. The fifth radar unit 73e is provided on the left-hand side as viewed in the traveling direction in the rear portion of the vehicle 1, and detects an object slightly to the left behind the periphery of the vehicle 1. Detection signals of the radar units 73a to 73e are sent to the in-vehicle sensor ECU22 of the control unit 2.

The gyro sensor 74 transmits a signal corresponding to a rotational motion of the vehicle 1 to a navigation ECU24, which will be described later, of the control unit 2. The GPS sensor 75 sends a signal corresponding to the current position of the vehicle 1 to the navigation ECU24 of the control unit 2.

The first in-vehicle communication device 41 wirelessly communicates with a server that provides map information, traffic information, or the like, acquires these pieces of information, and transmits them to the navigation ECU24 of the control unit 2. The second vehicle-mounted communication device 42 performs inter-vehicle communication with a communication device mounted on another vehicle (not shown) that travels around the vehicle 1 by wireless, and directly exchanges information between the vehicle 1 and the other vehicle.

The control unit 2 includes a plurality of ECUs 20 to 29 communicably connected via an in-vehicle network. Each of the ECUs 20 to 29 is a computer, and includes a processor represented by a CPU (Central Processing Unit), a memory device such as a semiconductor memory, and an interface with an external device. The memory devices of the ECUs 20 to 29 store computer programs executed by the processors, data used by the processors for processing, and the like. Each ECU 20-29 may also include a plurality of processors, memory devices, interfaces, and the like. Hereinafter, the functions of the ECUs 20 to 29 will be described. The number of ECUs and the functions of the ECUs 20 to 29 may be designed as appropriate, and may be further subdivided or integrated as compared with the present embodiment.

The automated driving ECU20 is a computer mainly responsible for control related to automated driving of the vehicle 1. During the automatic driving, at least one of steering, acceleration, deceleration, and the like of the vehicle 1 is automatically controlled. Here, specific examples of the automated driving control performed by the automated driving ECU20 include: lane keeping control, lane departure suppression control (lane departure suppression control), lane change control, preceding vehicle following control, collision-reduction brake control, false start suppression control, and waiting-for-follow-up two-wheeled vehicle overtaking control.

The lane maintenance control is one of position control of the vehicle 1 for a lane, and is control for causing the vehicle 1 to automatically (independently of a driving operation by a driver) travel on a travel track set in the lane. The lane departure suppression control is one of position controls of the vehicle 1 in the lane, and detects a white line or a center separation zone, and automatically steers the vehicle so that the vehicle 1 does not cross the white line or the center separation zone. As such, the lane departure suppression control and the lane keeping control have different functions.

The lane change control is control for automatically moving the vehicle 1 from the lane in which the vehicle 1 is traveling to the adjacent lane. The preceding vehicle following control is control for automatically following another vehicle traveling ahead of the vehicle 1. The collision reduction braking control is a control for supporting collision avoidance by automatic braking when the possibility of collision with an obstacle in front of the vehicle 1 is high. The false start suppression control is control for limiting acceleration of the vehicle 1 and suppressing a sudden start when the acceleration operation by the driver is equal to or more than a predetermined amount in the stopped state of the vehicle 1.

As shown in fig. 2, the control for waiting for overtaking of the following two-wheeled vehicle is: when the driver detects a passing action of the succeeding two-wheeled vehicle 9 from the right side of the host vehicle (bold arrows 2b and 2c in fig. 2) when the driver has a right-handed lane change intention including a right turn and the succeeding two-wheeled vehicle 9 is present around the host vehicle with respect to the host vehicle 1, the acceleration of the host vehicle is suppressed until the passing of the succeeding two-wheeled vehicle 9 is completed in order to avoid the contact between the succeeding two-wheeled vehicle 9 and the vehicle 1.

The steering ECU21 is a computer mainly responsible for the control of the electric power steering apparatus 31. The steering ECU21 inputs a control signal generated based on the steering angle or the steering speed detected by the steering sensor 31d to the electric motor 31c, thereby assisting the steering operation of the steering wheel 61 by the driver. When the driving state of the vehicle 1 is the automatic driving, the steering ECU21 inputs a control signal generated in accordance with a command from the automatic driving ECU20 to the electric motor 31c, generates a driving force for automatically steering the front wheels Wf, and controls the traveling direction of the vehicle 1.

The in-vehicle sensor ECU22 controls the camera units 71a, 71b, the laser radar units 72a to 72e, and the radar units 73a to 73e of the sensor unit 7 that detect objects around the vehicle 1, and performs information processing using the detection results of these unit units 71a, 71b, 72a to 72e, and 73a to 73 e.

More specifically, the in-vehicle sensor ECU22 may detect the position of an object (an obstacle or another vehicle including the following two-wheeled vehicle 9) around the vehicle, detect the distance from the vehicle to the object, detect the speed of the object, extract the contour of the object, or extract a lane line (white line, etc.) on the road by analyzing the images captured by the camera units 71a and 71b or the detection signals of the laser radar units 72a to 72e and the radar units 73a to 73 e. Therefore, in the present embodiment, the vehicle detecting means for detecting the following straddle-type vehicle 9 traveling in the same direction as the host vehicle behind and to the side of the host vehicle is constituted by the in-vehicle sensor ECU22, the rear camera unit 71b, the laser radar units 72c, 72d, and 72e, and the radar units 73d and 73 e.

The navigation ECU24 is a computer that controls the gyro sensor 74, the GPS sensor 75, and the first vehicle-mounted communication device 41, and performs information processing of the detection results or the communication results of these gyro sensor 74, GPS sensor 75, and first vehicle-mounted communication device 41. More specifically, the navigation ECU24 acquires the current lane of travel, the current travel position, and the like of the vehicle 1 from the detection results of the gyro sensor 74 and the GPS sensor 75 and the database 78 of map information constructed in the storage device. The navigation ECU24 may search for a route from the current position to the destination based on the map information, the traffic information, and the like acquired via the first in-vehicle communication device 41.

The vehicle-to-vehicle communication ECU25 is a computer mainly responsible for the control of the second on-vehicle communication device 42. When the mobile unit 9 is present around the vehicle 1 and the mobile unit 9 mounts a communication device capable of inter-vehicle communication with the second on-vehicle communication device 42 by wireless, the inter-vehicle communication ECU25 transmits various information to the two-vehicle communication device 91 via wireless communication with the second on-vehicle communication device 42.

The power plant ECU26 is a computer primarily responsible for control of the power plant 32. The power plant ECU26 controls the output of the engine based on the acceleration/deceleration operation of the accelerator pedal 62 by the driver and the acceleration suppression command transmitted from the automated driving ECU20, and switches the gear position of the transmission based on information such as the vehicle speed detected by a vehicle speed sensor, not shown. When the driving state of the vehicle 1 is the automated driving, the power plant ECU26 automatically controls the power plant 32 based on a command from the automated driving ECU20 to control acceleration and deceleration of the vehicle 1.

The lighter ECU27 is a computer primarily responsible for the control of the lighter cluster 5. The ignitor ECU27 turns on or off various igniters constituting the ignitor group 5 in accordance with the operation of turning on and off the ignitor switch 64 by the driver while the vehicle 1 is traveling. When the driving state of the vehicle 1 is the automatic driving, the lighting device ECU27 turns on or off various lighting devices constituting the lighting device group 5 based on a command from the automatic driving ECU 20.

The brake ECU29 is a computer that is mainly responsible for controlling the brake device 33 or the parking lock mechanism of the transmission. The brake ECU29 controls the disc brake device based on the deceleration operation of the brake pedal 63 by the driver and the stop command sent from the automated steering ECU 20. When the driving state of the vehicle 1 is the automated driving, the brake ECU29 automatically controls the disc brake device based on a command from the automated driving ECU20 to decelerate and stop the vehicle 1. When the vehicle 1 is parked, the brake device ECU29 operates the parking brake based on the operation of a parking brake button, not shown, by the driver, and operates a parking lock mechanism provided in the transmission based on the operation of a shift lever, not shown, by the driver. Therefore, in the present embodiment, the control means for operating the power plant 32, the brake device 33, and the like based on the driving operation of the accelerator pedal 62 or the brake pedal 63 by the driver or the detection result obtained by the following saddle-ride type vehicle detecting means is constituted by the autopilot ECU20, the power plant ECU26, the brake device ECU29, and the like.

Fig. 3 is a flowchart showing a specific procedure of the waiting-subsequent two-wheel vehicle passing control. The process shown in fig. 3 is repeatedly executed by the automated driving ECU20 at predetermined cycles while the vehicle 1 is traveling. The steps shown in fig. 3 are realized by the automated driving ECU20 executing a computer program stored in a memory device, not shown, while the vehicle 1 is traveling.

First, in step ST1, autopilot ECU20 determines whether or not there is a following two-wheeled vehicle 9 traveling in the same direction as the host vehicle behind or to the side of the host vehicle, based on the detection result of the following straddle-type vehicle detecting means. If the determination result at step ST1 is NO, the automated driving ECU20 does not transmit the acceleration suppression command (see step ST6 described later) and the stop command (see step ST8 described later) to the power plant ECU26 and the brake ECU29, and ends the processing shown in fig. 3. Therefore, when the following motorcycle 9 is not present, the power plant 32 outputs a request output calculated based on the acceleration/deceleration operation of the accelerator pedal 26 by the driver under the control of the power plant ECU26 and the brake ECU29, and the brake device 33 generates a braking force corresponding to the deceleration operation of the brake pedal 63 by the driver. If the determination result at step ST1 is YES, the automatic ECU20 proceeds to step ST 2.

Next, in step ST2, autopilot ECU20 determines whether or not the position of subsequent two-wheeled vehicle 9 is within a predetermined determination distance from the vehicle to the rear side in the traveling direction based on the detection result of the subsequent straddle-type vehicle detecting means. If the determination result at step ST2 is negative, the automated driving ECU20 does not transmit the acceleration suppression command and the stop command to the power plant ECU26 and the brake ECU29, ends the processing shown in fig. 3, and if yes, proceeds to step ST 3.

Next, in step ST3, the automated driving ECU20 determines whether the driver has a right travel lane change intention. The right travel lane change intention means an intention of a driver turning the vehicle right or turning the vehicle right. More specifically, the automated driving ECU20 determines that the driver has a right-traveling lane change intention when at least any one of a first condition that the vehicle speed of the host vehicle is equal to or less than a predetermined vehicle speed threshold value and the steering angle on the right side is equal to or more than a positive angle threshold value, a second condition that the vehicle speed of the host vehicle is equal to or less than a vehicle speed threshold value and the steering speed is equal to or more than a positive speed threshold value, and a third condition that the vehicle speed of the host vehicle is equal to or less than a vehicle speed threshold value and the right direction indicator is on is satisfied. If the determination result at step ST3 is negative (i.e., if the driver has no intention to change the right traveling lane), the automated driving ECU20 does not transmit the acceleration suppression command and the stop command to the power plant ECU26 and the brake ECU29, and ends the processing shown in fig. 3, and if yes (i.e., if the driver has an intention to change the right traveling lane), the routine proceeds to step ST 3. Therefore, in the present embodiment, the travel lane change intention determining means for determining whether or not the driver has an intention to change the right travel lane is configured by the automated driving ECU 20.

Next, in steps ST4 and ST5, the automated driving ECU20 determines whether or not the following two-wheeled vehicle 9 has overtaking operation from the right side of the vehicle, based on the detection result of the following straddle-type vehicle detecting means. More specifically, the automated driving ECU20 calculates a predicted contact time corresponding to the degree of risk of contact between the host vehicle and the following two-wheeled vehicle 9 based on the driving operation of the steering wheel 61, the accelerator pedal 62, and the brake pedal 63 by the driver and the detection result of the following straddle-type vehicle detection means (see step ST4), and determines whether or not the following two-wheeled vehicle 9 has overtaking operation based on the calculated predicted contact time (see step ST 5).

The predicted contact time is a time taken until the vehicle comes into contact with the following two-wheeled vehicle 9, assuming that the output of the power plant 32 is not limited to be smaller than the required output calculated based on the acceleration/deceleration operation of the accelerator pedal 62 by the driver. In step ST4, the automated driving ECU20 calculates the future position of the following two-wheeled vehicle 9 based on the detection result of the following straddle-type vehicle detection means, calculates the future position of the own vehicle based on the driving operation of the steering wheel 61, the accelerator pedal 62, and the brake pedal 63 by the driver, and compares the future positions of the following two-wheeled vehicle 9 and the own vehicle to calculate the predicted contact time.

In step ST5, the automated driving ECU20 compares the predicted contact time calculated in step ST4 with a predetermined first time threshold, thereby determining whether or not the following two-wheeled vehicle 9 has overtaking operation. More specifically, in step ST5, the automated driving ECU20 determines whether the predicted contact time is smaller than a first time threshold. If the determination result at step ST5 is negative (if the predicted contact time is equal to or greater than the first time threshold), the automatic ECU20 determines that the following two-wheeled vehicle 9 is not overtaking, and ends the processing shown in fig. 3. If the determination result at step ST5 is yes (the predicted time of contact is < the first time threshold), the automatic driving ECU20 determines that the following two-wheeled vehicle 9 has overtaking operation, and proceeds to step ST 6. Therefore, in the present embodiment, the overtaking operation determination means for determining whether or not the overtaking operation of the following two-wheeled vehicle 9 from the right side of the vehicle is performed based on the detection result of the subsequent straddle-type vehicle detection means is constituted by the automatic driving ECU 20.

Next, in step ST6, the automated driving ECU20 sends an acceleration suppression command to the power plant ECU26, and the process proceeds to step ST 7. The power plant ECU26, in response to receiving the acceleration suppression command, limits the output of the power plant 32 to be smaller than the required output calculated based on the acceleration and deceleration operation of the accelerator pedal 62 by the driver. This suppresses acceleration of the vehicle to the right.

Next, in step ST7, autopilot ECU20 determines whether the predicted contact time is less than a second time threshold defined as being less than the first time threshold. The automated driving ECU20 ends the processing shown in fig. 3 when the determination result in step ST7 is no, and proceeds to step ST8 when the determination result in step ST7 is yes.

Next, in step ST8, the autopilot ECU20 sends a stop command to the brake ECU29 to more reliably avoid contact between the vehicle and the following two-wheeled vehicle 9, and the process shown in fig. 3 is ended. In response to receiving the stop command, brake ECU29 operates brake device 33 to stop the rotation of the drive wheels. This stops the vehicle from traveling to the right.

According to the vehicle 1 and the control method thereof of the present embodiment, the following effects are exhibited.

(1) In the vehicle 1, the automated driving ECU20 transmits an acceleration suppression command to the power plant ECU26 when it is determined that the driver has a right-traveling lane change intention and it is determined that the following two-wheeled vehicle 9 has a passing operation from the right side of the vehicle, and the power plant ECU26 limits the output of the power plant 32 to be smaller than the request output based on the driving operation by the driver in response to receiving the acceleration suppression command. Thus, when the driver does not recognize the presence of the following two-wheeled vehicle 9 attempting to overtake the vehicle from the right side of the vehicle and attempts to turn the vehicle right or turn right, the acceleration of the vehicle in the traveling direction is suppressed, and the overtaking time of the following two-wheeled vehicle 9 to the vehicle from the right side can be obtained. Therefore, according to the vehicle 1, contact due to forcible overtaking of the succeeding two-wheeled vehicle 9 can be avoided.

(2) In the vehicle 1, the automated driving ECU20 calculates the degree of risk of contact between the host vehicle and the following two-wheeled vehicle 9 based on the driving operation performed by the driver and the detection result of the following saddle-type vehicle detection means, and determines whether or not there is an overtaking operation of the following two-wheeled vehicle 9 based on the degree of risk of contact. Therefore, according to the vehicle 1, the output of the power plant 32 can be limited to be smaller than the required output until the degree of risk of contact between the host vehicle and the succeeding motorcycle 9 is sufficiently reduced, and thus contact due to forced overtaking of the succeeding motorcycle 9 can be avoided more reliably.

(3) In the vehicle 1, the automated driving ECU20 calculates, as the degree of risk of contact, the predicted contact time that is required until the host vehicle comes into contact with the following two-wheeled vehicle 9 without limiting the output of the power plant 32 to be smaller than the required output, and determines that there is a passing maneuver if the predicted contact time is smaller than the first time threshold. Therefore, according to the vehicle 1, the output of the power plant 32 can be limited at an appropriate timing.

(4) In the vehicle 1, the automated driving ECU20 operates the brake device 33 to stop the drive wheels Wf when the predicted contact time is shorter than a second time threshold that is shorter than the first time threshold. That is, in the vehicle 1, the vehicle is stopped after the predicted contact time is smaller than the second time threshold, whereby it is possible to alleviate the sense of incongruity felt by the driver caused by stopping the vehicle 1 against the acceleration operation of the accelerator pedal 62 by the driver.

(6) In the vehicle 1, the automated driving ECU20 determines that there is a desire to change the traveling lane when any one of a first condition that the vehicle speed of the host vehicle is equal to or less than a vehicle speed threshold and the steering angle is equal to or greater than an angle threshold, a second condition that the vehicle speed of the host vehicle is equal to or less than a vehicle speed threshold and the steering speed is equal to or greater than a speed threshold, and a third condition that the vehicle speed of the host vehicle is equal to or less than a vehicle speed threshold and the right direction indicator is on is satisfied. Thus, it can be determined that there is a desire to change the traveling lane before the traveling lane of the following two-wheeled vehicle 9, which intends to overtake the vehicle forcibly from the right side of the host vehicle, is closed by the host vehicle, and thus, it is possible to more reliably avoid contact due to the forcible overtaking of the following two-wheeled vehicle 9.

While one embodiment of the present invention has been described above, the present invention is not limited to this. The detailed structure can be appropriately modified within the scope of the gist of the present invention.

In the above embodiment, the motorcycle is described as an example of the saddle-ride type vehicle, but the present invention is not limited to this. The saddle-ride type vehicle includes, in addition to a motorcycle, a saddle-ride type three-wheeled vehicle, a bicycle with a prime mover, and the like.

Reference numerals

1: vehicle with a steering wheel

2: control unit

20: automatic driving ECU (control Unit, Lane Change intention determining Unit, overtaking operation determining Unit)

21: steering ECU

22: vehicle sensor ECU (subsequent bestriding type vehicle detection component)

26: power equipment ECU (control unit)

29: brake ECU (control unit)

31: electric power steering apparatus

32: power equipment (Driving force generating device)

33: brake device

61: steering wheel

62: accelerator pedal

63: brake pedal

7: sensor unit

71 a: front camera unit

71 b: rear camera unit (subsequent bestriding vehicle detecting component)

72a, 72 b: laser radar unit

72c, 72d, 72 e: laser radar unit (subsequent bestriding vehicle detection component)

73a, 73b, 73 c: radar unit

73d, 73 e: radar unit (subsequent bestriding type vehicle detecting component)

9: successor two-wheel vehicle

Claims (7)

1. A vehicle is provided with:

a subsequent straddle-type vehicle detection means for detecting a subsequent straddle-type vehicle traveling behind and to the side of the vehicle;

a driving force generating device that outputs a driving force for rotating the driving wheel; and

a control member that controls an output of the driving force generation device based on a driving operation performed by a driver, the vehicle being characterized by comprising:

a lane change intention determining unit configured to determine whether or not the driver has a right lane change intention including a right turn and a right turn; and

overtaking operation determination means for determining whether or not there is overtaking operation of the subsequent straddle-type vehicle from the right side of the host vehicle based on a detection result of the subsequent straddle-type vehicle detection means,

the control means limits the output of the driving force generation device to be smaller than a request output calculated based on the driving operation when it is determined that both the intention to change the traveling lane and the overtaking operation are present.

2. The vehicle of claim 1,

the overtaking operation determination means calculates a degree of risk of contact between the host vehicle and the following saddle-type vehicle based on the driving operation and the detection result of the following saddle-type vehicle detection means, and determines the presence or absence of the overtaking operation based on the degree of risk of contact.

3. The vehicle of claim 2,

the overtaking operation determination means calculates, as the contact risk level, a predicted contact time that is a time taken until the host vehicle comes into contact with the following straddle-type vehicle without limiting the output of the driving force generation device to be smaller than the required output, and determines that the overtaking operation is performed when the predicted contact time is smaller than a predetermined first time threshold.

4. The vehicle of claim 3,

the control means stops the drive wheel by operating a brake device in a case where the predicted contact time is smaller than a second time threshold that is smaller than the first time threshold.

5. The vehicle according to any one of claims 1 to 4,

the travel lane change intention determination means determines that the travel lane change intention is present when any one of a first condition, a second condition, and a third condition is satisfied,

the first condition is that the vehicle speed of the vehicle is equal to or less than a predetermined vehicle speed threshold value and the steering angle with the right side being positive is equal to or more than a positive angle threshold value,

the second condition is that the vehicle speed of the host vehicle is equal to or less than the vehicle speed threshold value and the steering speed is equal to or more than a positive speed threshold value,

the third condition is that the vehicle speed of the host vehicle is equal to or less than the vehicle speed threshold value and the right direction indicator is on.

6. A control method for a vehicle, the vehicle comprising:

a subsequent straddle-type vehicle detection unit that detects a subsequent straddle-type vehicle traveling behind and to the side of the vehicle; and

a driving force generation device that outputs a driving force for rotating a driving wheel, and the vehicle control method is characterized by comprising:

judging whether the driver has a desire of changing a traveling lane to the right, including right turning and right turning;

determining whether or not there is an overtaking operation of the subsequent straddle-type vehicle from the right side of the host vehicle based on a detection result of the subsequent straddle-type vehicle detecting means; and

when it is determined that both the intention to change the traveling lane and the overtaking operation are present, the output of the driving force generation device is limited to be smaller than a request output calculated based on the driving operation performed by the driver.

7. A computer program for causing an onboard computer of a vehicle to execute the steps of:

a subsequent straddle-type vehicle detection means for detecting a subsequent straddle-type vehicle traveling behind and to the side of the vehicle; and

a driving force generating device for outputting a driving force for rotating the driving wheel, and

the steps are as follows:

judging whether the driver has a desire of changing a traveling lane to the right, including right turning and right turning;

determining whether or not there is an overtaking operation of the subsequent straddle-type vehicle from the right side of the host vehicle based on a detection result of the subsequent straddle-type vehicle detecting means; and

when it is determined that both the intention to change the traveling lane and the overtaking operation are present, the output of the driving force generation device is limited to be smaller than a request output calculated based on the driving operation performed by the driver.

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