Vehicle, control method of vehicle, and computer program

Abstract

The present application provides a kind of vehicle, the control method of vehicle and computer program, can prevent the sudden change lane of straddle-type vehicle driving in front or side of the vehicle, etc. Vehicle 1 is equipped with: automatic two-wheeled vehicle detection component, detects parallel two-wheeled vehicle 9 driving in front or side of the vehicle;Second vehicle-mounted communication device, can communicate with two-wheeled vehicle communication device mounted on parallel two-wheeled vehicle 9;And automatic driving ECU, based on the detection result of automatic two-wheeled vehicle detection component, determine whether the vehicle exists in the blind angle BR, BL of parallel two-wheeled vehicle 9, and in the case of determining that the vehicle exists in the blind angle BR, BL, send warning notice from the second vehicle-mounted communication device to two-wheeled vehicle communication device mounted on parallel two-wheeled vehicle 9.And, at this time, the automatic driving ECU starts the automatic operation of contact avoidance control in a manner faster than the case of determining that the vehicle does not exist in the blind angle BR, BL, changes the action condition of the contact avoidance control.

Description

Technical Field

[0001] This invention relates to a vehicle, a vehicle control method, and a computer program. Background Technology

[0002] In recent years, there has been a growing trend towards the widespread use of contact avoidance devices. These devices utilize cameras or sensors to monitor moving objects around the vehicle, thereby preventing contact between the vehicle and other moving objects. For example, the contact avoidance device shown in Patent Document 1 informs a communicator mounted on the autonomous two-wheeler (more specifically, a mobile communication terminal held by the driver of the autonomous two-wheeler) when an autonomous two-wheeler is present in the vehicle's blind spot. Therefore, the contact avoidance device shown in Patent Document 1 is particularly effective in preventing the vehicle from being drawn into an autonomous two-wheeler when making a left turn.

[0003] [Existing Technical Documents]

[0004] [Patent Literature]

[0005] [Patent Document 1] Japanese Patent Application Publication No. 2013-156703 Summary of the Invention

[0006] [The problem the invention aims to solve]

[0007] Furthermore, unlike the situation envisioned in Patent Document 1, there are also cases where the vehicle enters the blind spot of the autonomous two-wheeled vehicle. In such cases, the autonomous two-wheeled vehicle may not recognize other vehicles in its blind spot and suddenly change lanes, causing the autonomous two-wheeled vehicle to come into contact with the vehicle. However, this situation has not been studied in detail in the past.

[0008] The purpose of this invention is to provide a vehicle, a vehicle control method, and a computer program that can prevent contact between the vehicle and a straddle-type vehicle caused by a sudden lane change by a straddle-type vehicle traveling in front of or to the side of the vehicle.

[0009] [Technical means to solve the problem]

[0010] (1) The vehicle of the present invention is characterized by comprising: a motorcycle-type vehicle detection component (e.g., an on-board sensor ECU (Electronic Control Unit) described later). The system comprises an electronic control unit (ECU) 22, a camera unit 72, lidar units 72a, 72b, 72d, 72e, and radar units 73a, 73b, 73c), which detects a straddle-type vehicle (e.g., a parallel two-wheeled vehicle 9 described later) traveling in the same direction as the vehicle in front of or to the side of the vehicle; an onboard communication component (e.g., a second onboard communication device 42 and a vehicle-to-vehicle communication ECU 25 described later), which can communicate with a straddle-type vehicle communication device (e.g., a two-wheeled vehicle communication device 91 described later) mounted on the straddle-type vehicle; and a control component (e.g., an autonomous driving ECU 20 described later), which determines whether the vehicle is within the blind spot (e.g., the right blind spot BR and the left blind spot BL described later) of the straddle-type vehicle based on the detection results of the straddle-type vehicle detection component, and sends a warning notification from the onboard communication component to the straddle-type vehicle communication device if it is determined that the vehicle is within the blind spot.

[0011] (2) Preferably, the vehicle further includes: a safe driving support device (e.g., the automatic driving ECU 20 described later), which automatically operates one or more of the vehicle's drive unit (e.g., the power unit 32 described later), braking unit (e.g., the braking unit 33 described later), and steering unit (e.g., the electric power steering unit 31 described later) in response to the satisfaction of predetermined action conditions, so as to avoid or reduce contact between the straddle-type vehicle and the vehicle. When the control unit determines that the vehicle is in the blind spot, it changes the action conditions in a manner that starts the automatic operation faster than when it determines that the vehicle is not in the blind spot.

[0012] [The effects of the invention]

[0013] (1) In the vehicle of the present invention, the control unit determines whether the vehicle is in the blind spot of the straddle-type vehicle based on the detection results of the straddle-type vehicle detection unit that detects the straddle-type vehicle traveling in front of or to the side of the vehicle. If it is determined that the vehicle is in the blind spot, a warning notification is sent from the vehicle communication unit to the straddle-type vehicle communication device. Thus, the straddle-type vehicle can recognize the presence of a vehicle in its blind spot. Therefore, according to the present invention, the driving of the straddle-type vehicle that obstructs the driving of the vehicle (e.g., sudden lane changes) can be prevented, thereby preventing contact between the vehicle and the straddle-type vehicle. Moreover, according to the present invention, the presence of a vehicle in its blind spot can be recognized without equipping the straddle-type vehicle with cameras, lidar, radar, etc., thereby reducing the cost of the straddle-type vehicle.

[0014] (2) The vehicle of the present invention includes: a safe driving support device that, in response to the fulfillment of predetermined operating conditions, automatically operates one or more of the vehicle's drive system, braking system, and steering system to avoid or mitigate contact between the vehicle and the straddle-type vehicle. Furthermore, when the control unit determines that the vehicle is within the blind spot of the straddle-type vehicle, it sends a warning notification to the straddle-type vehicle's communication device and changes the operating conditions more quickly than when the vehicle is not within the blind spot. Therefore, even if the straddle-type vehicle fails to recognize the warning notification and engages in driving that obstructs the vehicle's movement, automatic operation to avoid or mitigate contact can be initiated immediately, thus more reliably preventing contact between the vehicle and the straddle-type vehicle. Attached Figure Description

[0015] Figure 1 This diagram schematically illustrates the structure of a vehicle and driving support system according to one embodiment of the present invention.

[0016] Figure 2 This diagram illustrates an example of the relative positional relationship between this vehicle and an autonomous two-wheeled vehicle traveling around it.

[0017] Figure 3 A flowchart illustrating the specific sequence of blind spot notification control for two-wheeled vehicles. Detailed Implementation

[0018] Hereinafter, the structure of a vehicle and a driving support system including the vehicle according to an embodiment of the present invention will be described with reference to the drawings.

[0019] Figure 1 This diagram schematically illustrates the structure of the vehicle 1 and the driving support system S equipped with the vehicle 1 according to this embodiment. Figure 1 The upper section represents a plan view of vehicle 1. Figure 1 The lower section represents a side view. Furthermore, the following description refers to a four-wheeled vehicle with the driver's seat positioned on the right side of the vehicle width direction when viewed from the direction of travel, also known as a right-hand drive vehicle; however, the invention is not limited to this. The vehicle may also be a four-wheeled vehicle with the driver's seat positioned on the left side of the vehicle width direction when viewed from the direction of travel, also known as a left-hand drive vehicle. The driving support system S consists of the vehicle 1 and at least one automatic two-wheeled vehicle 9, which is a straddle-type vehicle, travels around the vehicle 1 and can wirelessly communicate with the vehicle 1.

[0020] Figure 2 This diagram illustrates an example of the relative positional relationship between vehicle 1 (which is the main vehicle) and an autonomous two-wheeled vehicle 9 traveling around the main vehicle.

[0021] like Figure 2As shown, the automatic two-wheeled vehicle 9 travels in the same direction as the vehicle 1, viewed from its slightly left front. It is also referred to below as the parallel two-wheeled vehicle 9. Furthermore, in Figure 2 In the diagram, BR and BL represent blind spots, which are areas that the driver of the parallel two-wheeled vehicle 9 cannot see directly or via the rearview mirror while facing the direction of travel. Specifically, the right side and a portion of the right rear as viewed from the driver's perspective constitute the right blind spot BR, and the left side and a portion of the left rear as viewed from the driver's perspective constitute the left blind spot BL. Furthermore, in... Figure 2 The text indicates that this vehicle is traveling within the right blind spot BR of the parallel two-wheeled vehicle 9.

[0022] Back Figure 1 The vehicle 1 includes: an electric power steering system 31 as a steering device, which steers the left and right front wheels Wf; a power unit 32 as a drive device, which generates a driving force to rotate the front wheels Wf; a braking device 33, which generates a braking force to stop the front wheels Wf and the rear wheels Wr; vehicle communication devices 41 and 42, which communicate wirelessly with communication devices outside the vehicle; a lighting group 5, which consists of multiple lights visible from outside the vehicle; a steering wheel 61, which is operated by the driver; an accelerator pedal 62, which is operated by the driver for acceleration and deceleration; a brake pedal 63, which is operated by the driver for deceleration; a lighting switch 64, which is operated by the driver to turn the lighting group 5 on and off; a sensor unit 7, which is installed in the vehicle body; and a control unit 2, which controls various vehicle devices such as the electric power steering system 31 or the power unit 32 based on the detection signals of the sensor unit 7 or the driver's driving operations.

[0023] The electric power steering system 31 includes: a gearbox 31b, which connects a pinion shaft 31a extending from the steering wheel 61 to the left and right front wheels Wf; an electric motor 31c, which is installed in the gearbox 31b; and a steering sensor 31d, which detects the steering angle or steering speed of the steering wheel 61.

[0024] The gearbox 31b includes a rack shaft extending along the vehicle width direction and meshing with a pinion shaft 31a, and tie rods connecting the two ends of the rack shaft to the left and right front wheels Wf. It converts the rotational motion of the steering wheels 61 caused by the driver's steering operation into motion along the vehicle width direction, thereby turning the left and right front wheels Wf in the direction of travel. The electric motor 31c rotates according to a control signal output from the steering ECU 21 (described later in the control unit 2), generating a driving force to assist the driver's steering operation or to automatically steer the front wheels Wf. The steering sensor 31d detects the steering angle or steering speed of the steering wheels 61 and sends a signal corresponding to the detected value to the steering ECU 21 of the control unit 2.

[0025] The power unit 32 is a source of driving force, generating a driving force that rotates the front wheels Wf, which are the drive wheels, in order to make the vehicle 1 move forward or backward in the direction of travel. The following description uses an engine and a transmission as the power unit 32. The engine generates driving force corresponding to a control signal output from the control unit 2 by consuming fuel stored in a fuel tank (not shown). The transmission changes the speed of the engine's output and transmits it to the front wheels Wf, but the invention is not limited to this. In addition to an engine and a transmission, a drive motor that consumes electricity supplied by a high-voltage battery or fuel cell stack (not shown) to generate the driving force that rotates the front wheels Wf can also be used as the power unit 32.

[0026] The braking device 33 includes a disc brake and a parking brake. The disc brake, based on the driver's deceleration operation on the brake pedal 63 or the control signal output from the control unit 2, mainly tightens the discs on the axles of each wheel Wf and Wr during driving, thereby generating braking force to decelerate or stop the rotation of each wheel Wf and Wr. The parking brake mainly generates braking force to maintain the state of stopping the rotation of each wheel Wr and Wf when the vehicle is stopped.

[0027] The lighting group 5 consists of front lights 51, rear lights 52, and turn indicators 53. The front lights 51 consist of headlights or position lights located on both sides of the front of the vehicle 1 in the vehicle width direction. The rear lights 52 consist of taillights or brake lights located on both sides of the rear of the vehicle 1 in the vehicle width direction. The turn indicators 53 include: a front right turn indicator located on the right side of the front of the vehicle 1 when viewed along the direction of travel; a rear right turn indicator located on the right side of the rear of the vehicle 1 when viewed along the direction of travel; a front left turn indicator located on the left side of the front of the vehicle 1 when viewed along the direction of travel; and a rear left turn indicator located on the left side of the rear of the vehicle 1 when viewed along the direction of travel. These front lights 51, rear lights 52, and turn indicators 53 are illuminated based on control signals output from the lighting ECU 27 of the control unit 2.

[0028] The sensor unit 7 includes a camera unit 71, multiple (e.g., 5) lidar units 72a, 72b, 72c, 72d, 72e, multiple (e.g., 5) radar units 73a, 73b, 73c, 73d, 73e, a gyroscope sensor 74, and a GPS (Global Positioning System) sensor 75.

[0029] Camera unit 71 is a camera that captures images of the front of vehicle 1. For example, camera unit 71 is mounted on the roof of vehicle 1, inside the vehicle, near the front window. Images captured by camera unit 71 are sent to the on-board sensor ECU 22 of control unit 2 (described later).

[0030] LiDAR units 72a to 72e are Light Detection and Ranging (LIDAR) units that detect objects around vehicle 1 by measuring the scattered light from an object illuminated by a pulsed laser. The first LiDAR unit 72a is positioned at the right corner of the front of vehicle 1 along the direction of travel, detecting objects slightly to the right of the front of vehicle 1. The second LiDAR unit 72b is positioned at the left corner of the front of vehicle 1 along the direction of travel, detecting objects slightly to the left of the front of vehicle 1. The third LiDAR unit 72c is positioned at the center of the rear of vehicle 1 in the width direction, detecting objects behind vehicle 1. The fourth LiDAR unit 72d is positioned at the rear of the right side of vehicle 1, detecting objects slightly behind and to the right of vehicle 1. The fifth LiDAR unit 72e is positioned at the rear of the left side of vehicle 1, detecting objects slightly behind and to the left of vehicle 1. The detection signals from these LiDAR units 72a to 72e are sent to the onboard sensor ECU 22 of control unit 2.

[0031] Radar units 73a to 73e are millimeter-wave radars that detect objects around vehicle 1 by measuring the reflected waves from objects irradiated with millimeter waves. The first radar unit 73a is positioned at the right corner of the front of vehicle 1 along the direction of travel, detecting objects slightly to the right of the front of vehicle 1. The second radar unit 73b is positioned at the left corner of the front of vehicle 1 along the direction of travel, detecting objects slightly to the left of the front of vehicle 1. The third radar unit 73c is positioned at the center of the front of vehicle 1 in the vehicle width direction, detecting objects in front of vehicle 1. The fourth radar unit 73d is positioned at the right corner of the rear of vehicle 1 along the direction of travel, detecting objects slightly to the right of the rear of vehicle 1. The fifth radar unit 73e is positioned at the left corner of the rear of vehicle 1 along the direction of travel, detecting objects slightly to the left of the rear of vehicle 1. The detection signals from these radar units 73a to 73e are sent to the onboard sensor ECU 22 of control unit 2.

[0032] The gyroscope sensor 74 sends a signal corresponding to the rotational movement of the vehicle 1 to the navigation ECU 24 of the control unit 2 (described later). The GPS sensor 75 sends a signal corresponding to the current position of the vehicle 1 to the navigation ECU 24 of the control unit 2.

[0033] The first vehicle-mounted communication device 41 wirelessly communicates with a server that provides map information or traffic information, obtains this information, and sends it to the navigation ECU 24 of the control unit 2. The second vehicle-mounted communication device 42 wirelessly communicates with the two-wheeled vehicle communication device 91 mounted on a parallel two-wheeled vehicle 9 traveling around the vehicle 1, and exchanges information between the vehicle 1 and the parallel two-wheeled vehicle 9.

[0034] The control unit 2 includes multiple ECUs 20-29 that are communicatively connected via an in-vehicle network. Each ECU 20-29 is a computer that includes a processor (represented by a CPU), memory devices such as semiconductor memory, and interfaces for external devices. The memory devices of each ECU 20-29 store computer programs executed by the processor or data processed by the processor. Each ECU 20-29 may also have multiple processors, memory devices, and interfaces. The functions of each ECU 20-29 will be described below. Furthermore, the number of ECUs and the functions of each ECU 20-29 can be appropriately designed, and can be further subdivided or integrated than in this embodiment.

[0035] The autonomous driving ECU 20 is a computer primarily responsible for controls related to the autonomous driving of vehicle 1. In autonomous driving, it automatically controls at least one of the following: steering, acceleration / deceleration, and vehicle-to-vehicle communication with other vehicles. Specific examples of autonomous driving controls performed by the autonomous driving ECU 20 include: lane keeping control, lane departure mitigation control (road departure mitigation control), lane change control, following vehicle control, contact avoidance control, false start mitigation control, and blind spot warning control for two-wheeled vehicles.

[0036] Lane keeping control is one type of position control for vehicle 1 within a lane, ensuring that vehicle 1 travels automatically (without driver intervention) along a designated path within the lane. Lane departure mitigation control, another type of position control for vehicle 1 within a lane, detects white lines or the central divider and automatically steers the vehicle 1 to prevent it from crossing these lines or dividers. Therefore, lane departure mitigation control and lane keeping control have different functions.

[0037] Lane change control refers to the control that automatically moves vehicle 1 from its current lane to an adjacent lane. Follow-the-leader control refers to the control that automatically follows other vehicles traveling in front of vehicle 1. Accidental start suppression control refers to the control that limits the acceleration of vehicle 1 and suppresses sudden starts when the driver's acceleration operation exceeds a predetermined amount while vehicle 1 is stationary.

[0038] The so-called contact avoidance control is control in which, when predetermined action conditions are met related to the possibility of contact with an object (obstacle, or other vehicle including a parallel two-wheeled vehicle 9) in front of or to the side of vehicle 1, at least one or more of the power unit 22, braking device 33, and electric power steering device 31 are automatically operated to avoid or mitigate contact between the object and the vehicle. In this contact avoidance control, the automatic driving ECU 20 calculates a predicted contact time as the time until the object contacts the vehicle based on the detection results such as the position and speed of the object or the distance from the vehicle to the object obtained by the on-board sensors ECU 22, and initiates the automatic operation in response to the predicted contact time being below a predetermined contact time threshold (i.e., the action conditions are met).

[0039] The so-called blind spot notification control for two-wheeled vehicles is as follows: when there is a parallel two-wheeled vehicle 9 in front of or to the side of vehicle 1, vehicle 1 is located in the blind spots BR and BL of the parallel two-wheeled vehicle 9 (refer to...). Figure 2 In the event of a collision between the vehicle and the parallel two-wheeled vehicle 9, a warning notification is sent from the vehicle to the parallel two-wheeled vehicle 9 via vehicle-to-vehicle communication to prevent potential contact. Furthermore, the specific sequence of the blind spot notification control for the two-wheeled vehicle will be discussed below. Figure 3 A detailed explanation will be provided.

[0040] The steering ECU 21 is a computer primarily responsible for controlling the electric power steering system 31. The steering ECU 21 assists the driver in steering the wheels 61 by inputting control signals generated based on the steering angle or steering speed detected by the steering sensor 31d to the electric motor 31c. Furthermore, when the vehicle 1 is in automatic driving mode, the steering ECU 21 generates driving force for automatic steering of the front wheels Wf by inputting control signals generated according to instructions from the automatic driving ECU 20 to the electric motor 31c, thereby controlling the direction of travel of the vehicle 1.

[0041] The vehicle sensor ECU22 controls the camera unit 71, lidar units 72a-72e and radar units 73a-73e in the sensor unit 7 to detect objects around the vehicle 1, and processes the information from the detection results of these units 71, 72a-72e and 73a-73e.

[0042] More specifically, the vehicle-mounted sensor ECU22 can analyze images captured by the camera unit 71 or detection signals from the lidar units 72a-72e and radar units 73a-73e to detect the position of objects (obstacles and other vehicles, including parallel two-wheeled vehicles 9), the distance from the vehicle to the object, the speed of the object, extract the outline of the object, or extract lane dividers (white lines, etc.) on the road. Therefore, in this embodiment, the straddle-type vehicle detection component for detecting straddle-type vehicles traveling in the same direction as the vehicle in front of or to the side of the vehicle consists of the vehicle-mounted sensor ECU22, the camera unit 71, lidar units 72a, 72b, 72d, 72e, and radar units 73a-73c.

[0043] The navigation ECU 24 is a computer that controls the gyroscope sensor 74, GPS sensor 75, and the first vehicle communication device 41, and processes the information from the detection or communication results of these sensors. More specifically, the navigation ECU 24 obtains the current route and current driving position of the vehicle 1 based on the detection results of the gyroscope sensor 74 and GPS sensor 75 or from a map information database 78 built in storage devices. Furthermore, the navigation ECU 24 can also perform path exploration from the current location to the destination based on map information or traffic information obtained via the first vehicle communication device 41.

[0044] The vehicle-to-vehicle communication ECU 25 is a computer primarily responsible for controlling the second vehicle-mounted communication device 42. When parallel two-wheeled vehicles 9 exist around the vehicle 1, and these vehicles 9 are equipped with two-wheeled vehicle communication devices 91 that can wirelessly communicate with the second vehicle-mounted communication device 42, the vehicle-to-vehicle communication ECU 25 transmits various information wirelessly to the two-wheeled vehicle communication device 91 via the second vehicle-mounted communication device 42. Therefore, in this embodiment, the vehicle-to-vehicle communication component capable of communicating with the two-wheeled vehicle communication device 91 mounted on the parallel two-wheeled vehicles 9 surrounding the vehicle consists of the vehicle-to-vehicle communication ECU 25 and the second vehicle-mounted communication device 42.

[0045] The power unit ECU 26 is a computer primarily responsible for controlling the power unit 32. The power unit ECU 26 controls the engine output based on the driver's acceleration / deceleration operations on the accelerator pedal 62, or switches the transmission gears based on information such as vehicle speed detected by a vehicle speed sensor (not shown). Furthermore, when the vehicle 1 is in automatic driving mode, the power unit ECU 26 automatically controls the power unit 32 based on instructions from the automatic driving ECU 20, controlling the acceleration and deceleration of the vehicle 1.

[0046] The lighting ECU 27 is the computer primarily responsible for controlling the lighting group 5. While the vehicle 1 is in motion, the lighting ECU 27 activates or deactivates the various lights constituting the lighting group 5 based on the driver's operation of the lighting switch 64. Furthermore, when the vehicle 1 is in automatic driving mode, the lighting ECU 27 activates or deactivates the various lights constituting the lighting group 5 based on instructions from the automatic driving ECU 20.

[0047] The braking system ECU 29 is a computer primarily responsible for controlling the braking system 33 or the parking locking mechanism of the transmission. The braking system ECU 29 controls the disc brake based on the driver's deceleration operation on the brake pedal 63. Furthermore, when the vehicle 1 is in automatic driving mode, the braking system ECU 29 automatically controls the disc brake based on instructions from the automatic driving ECU 20, controlling the deceleration and stopping of the vehicle 1. Moreover, when the vehicle 1 is parked, the braking system ECU 29 activates the parking brake based on the driver's operation of the parking brake button (not shown) and activates the parking locking mechanism located on the transmission based on the driver's operation of the gear shift lever (not shown).

[0048] The parallel two-wheeled vehicle 9 includes: a two-wheeled vehicle communication device 91, which can wirelessly communicate with a second vehicle-mounted communication device 42 of the vehicle 1; and a notification device 92 connected to the two-wheeled vehicle communication device 91. The notification device 92 informs the driver of the content of the information received by the two-wheeled vehicle communication device 91 in a form recognizable to the driver of the parallel two-wheeled vehicle 9. Hereinafter, the use of an indicator as the notification device 92 will be described, which displays a message corresponding to the information received by the two-wheeled vehicle communication device 91 or illuminates a warning light, but the present invention is not limited thereto. The notification device 92 may also be a headgear that generates a sound corresponding to the information received by the two-wheeled vehicle communication device 91. Furthermore, the notification device 92 may also be a vibration device that independently vibrates the left and right handlebars of the parallel two-wheeled vehicle 9 in a form corresponding to the information received by the two-wheeled vehicle communication device 91.

[0049] Figure 3 This is a flowchart illustrating the specific sequence of blind spot notification control for two-wheeled vehicles. Figure 3 The processing shown is repeatedly executed by the autonomous driving ECU 20 at predetermined cycles while the vehicle 1 is in motion. Furthermore, in Figure 3 The steps shown are implemented while the vehicle 1 is in motion by executing a computer program stored in a storage device (not shown) by the automatic driving ECU 20.

[0050] First, in step ST1, the autonomous driving ECU 20, based on the detection results of the motorcycle detection component, determines whether there is a parallel two-wheeled vehicle 9 traveling in the same direction as the vehicle in front of or to the side of the vehicle. The autonomous driving ECU 20 terminates if the determination result of step ST1 is negative (NO). Figure 3 The process shown proceeds to step ST2 if the condition is (YES).

[0051] Next, in step ST2, the autonomous driving ECU 20, based on the detection results of the motorcycle-type vehicle detection component, determines whether at least a portion of the vehicle exists within the right blind spot BR or left blind spot BL of the parallel two-wheeled vehicle 9 detected in step ST1. If the determination result in step ST2 is negative, the autonomous driving ECU 20 determines that the parallel two-wheeled vehicle 9 can recognize the presence of the vehicle, and the process ends. Figure 3 The process is as shown. Furthermore, if the determination result of the autonomous driving ECU 20 in step ST2 is yes, it proceeds to step ST3.

[0052] Next, in step ST3, the autonomous driving ECU 20 determines that at least a part of the vehicle is located within either the right blind spot BR or the left blind spot BL of the parallel two-wheeled vehicle 9. It then sends a warning notification from the second vehicle communication device 42 to the two-wheeled vehicle communication device 91 mounted on the parallel two-wheeled vehicle 9, informing the driver that the vehicle is located within either the right blind spot BR or the left blind spot BL of the parallel two-wheeled vehicle 9, and proceeds to step ST4. Furthermore, the warning notification sent from the second vehicle communication device 42 to the two-wheeled vehicle communication device 91 preferably includes information indicating whether the vehicle is located within the right blind spot BR or the left blind spot BL of the parallel two-wheeled vehicle 9. By receiving the warning notification from the two-wheeled vehicle communication device 91 of the parallel two-wheeled vehicle 9, the informing device 92 displays a message corresponding to the received warning notification or illuminates a warning light, thereby informing the driver of the parallel two-wheeled vehicle 9 that another vehicle is present in either the right blind spot BR or the left blind spot BL. Furthermore, when using a vibration device that vibrates the handlebars of the parallel two-wheeled vehicle 9 as the notification device 92, it is preferable to vibrate the right rudder of the parallel two-wheeled vehicle 9 in response to receiving a warning notification that another vehicle is present in the right blind spot BR, and to vibrate the left rudder of the parallel two-wheeled vehicle 9 in response to receiving a warning notification that another vehicle is present in the left blind spot BL. Thus, the driver of the parallel two-wheeled vehicle 9 can identify which blind spot BR or BL is present without taking their eyes off the indicator.

[0053] Next, in step ST4, the autonomous driving ECU 20 determines that at least a part of the vehicle exists within the blind spots BR and BL of the parallel two-wheeled vehicle 9. It then initiates the automatic operation of the contact avoidance control faster than if the vehicle were not determined to exist within the blind spots BR and BL. After temporarily changing the operating conditions of this automatic operation, it terminates the operation. Figure 3The process is illustrated below. More specifically, the autonomous driving ECU 20 temporarily changes the contact time threshold, which is a threshold relative to the predicted contact time, to a value larger than the usual value. Thus, even if the parallel two-wheeled vehicle fails to recognize the warning notice and drives in a way that obstructs the vehicle's movement, automatic operation to avoid or mitigate contact can be initiated immediately, thereby more reliably preventing contact between the vehicle and the parallel two-wheeled vehicle 9.

[0054] The vehicle 1 and its control method according to this embodiment achieve the following effects.

[0055] (1) In vehicle 1, the autonomous driving ECU 20 determines whether the vehicle exists within the blind spots BR and BL of the parallel two-wheeled vehicle 9 based on the detection results of the straddle-type vehicle detection unit that detects the parallel two-wheeled vehicle 9 traveling in front of or to the side of the vehicle. If it determines that the vehicle exists within the blind spots BR and BL, it sends a warning notification from the second vehicle communication device 42 to the two-wheeled vehicle communication device 91. Thus, the parallel two-wheeled vehicle 9 can recognize the presence of vehicle 1 within its own blind spots BR and BL. Therefore, according to vehicle 1, actions by the parallel two-wheeled vehicle 9 that would obstruct the vehicle's movement (e.g., sudden lane changes) can be prevented, thus preventing contact between the vehicle and the parallel two-wheeled vehicle 9. Moreover, according to this embodiment, the presence of vehicle 1 within its own blind spots BR and BL can be recognized without equipping the autonomous two-wheeled vehicle 9 with cameras, lidar, or radar, thus reducing the cost of the autonomous two-wheeled vehicle 9.

[0056] (2) Vehicle 1 is equipped with an automatic driving ECU 20 that, in response to predetermined operating conditions, automatically operates one or more of the vehicle's power unit 32, braking device 33, and electric power steering device 31 to avoid or mitigate contact between the parallel two-wheeled vehicle 9 and the vehicle itself. Furthermore, when the automatic driving ECU 20 determines that the vehicle is within the blind spots BR and BL of the parallel two-wheeled vehicle 9, it sends a warning notification to the two-wheeled vehicle communication device 91 and changes the operating conditions more quickly than when the vehicle is determined not to be within the blind spots BR and BL of the parallel two-wheeled vehicle 9. Therefore, even if the parallel two-wheeled vehicle 9 fails to recognize the warning notification and engages in driving that obstructs the vehicle's movement, automatic operation to avoid or mitigate contact can be initiated immediately, thus more reliably preventing contact between the vehicle and the parallel two-wheeled vehicle 9.

[0057] The above description illustrates one embodiment of the present invention, but the invention is not limited thereto. Appropriate modifications to the details can be made within the scope of the invention's intent.

[0058] The described embodiment uses an automatic two-wheeled vehicle as an example of a straddle-type vehicle, but the present invention is not limited thereto. Besides automatic two-wheeled vehicles, straddle-type vehicles also include straddle-type three-wheeled vehicles or bicycles with prime movers.

[0059] In the described embodiment, a second vehicle-mounted communication device 42, which can communicate with the two-wheeled vehicle communication device 91 via direct wireless means, was used as the vehicle-mounted communication component to send warning notifications to the two-wheeled vehicle communication device 91 mounted on the parallel two-wheeled vehicle 9. However, the present invention is not limited thereto. Although it takes longer than vehicle-to-vehicle communication using the second vehicle-mounted communication device 42, the warning notification can also be sent to the two-wheeled vehicle communication device 91 via a server (not shown).

[0060] Figure Labels

[0061] S: Driving Support System

[0062] 1: Vehicle

[0063] 2: Control Unit

[0064] 20: Automated driving ECU (control unit, safe driving support device)

[0065] 22: On-board sensor ECU (motorcycle detection component)

[0066] 25: Vehicle-to-vehicle communication ECU (Electronic Control Unit)

[0067] 31: Electric power steering (steering mechanism)

[0068] 32: Power equipment (drive unit)

[0069] 33: Braking device

[0070] 41: First vehicle-mounted communication device

[0071] 42: Second vehicle-mounted communication device (vehicle-mounted communication component)

[0072] 7: Sensor Unit

[0073] 71: Camera Unit (Motorcycle Detection Component)

[0074] 72a, 72b, 72d, 72e: LiDAR unit (scroller vehicle detection component)

[0075] 73a, 73b, 73c: Radar unit (detection component for motorcycle-type vehicles)

[0076] 9: Parallel two-wheeled vehicles (horseback riding type)

[0077] 91: Two-wheeled vehicle communication device (horse-riding vehicle communication device)

[0078] 92: Notification device

[0079] BR, BL: Blind Spot

Claims

1. A vehicle comprising: a straddle-type vehicle detecting means that detects a straddle-type vehicle traveling in the same direction as the host vehicle in front of or aside of the host vehicle; and a vehicle-mounted communication means that is capable of communicating with a straddle-type vehicle communication device mounted on the straddle-type vehicle, and characterized by comprising: a control means that determines whether the host vehicle is present within a right blind spot or a left blind spot of the straddle-type vehicle based on a detection result of the straddle-type vehicle detecting means, and transmits a warning notification from the vehicle-mounted communication means to the straddle-type vehicle communication device in a case where it is determined that the host vehicle is present within the right blind spot or the left blind spot, wherein the warning notification contains information indicating which of the right blind spot or the left blind spot the host vehicle is present within, and wherein the control means informs a driver of the straddle-type vehicle that the host vehicle is present within the right blind spot or the left blind spot by transmitting the warning notification to the straddle-type vehicle communication device. Further comprising: a safe driving support device that automatically operates any one or more of a drive device, a brake device, and a steering device of the host vehicle in response to a predetermined action condition being satisfied, to avoid or mitigate contact between the straddle-type vehicle and the host vehicle. The control means changes the action condition in a manner that the automatic operation is started faster in a case where it is determined that the host vehicle is present within the blind spot than in a case where it is determined that the host vehicle is not present within the blind spot.

3. A control method of a vehicle comprising: a straddle-type vehicle detecting means that detects a straddle-type vehicle traveling in the same direction as the host vehicle in front of or aside of the host vehicle; and a vehicle-mounted communication means that is capable of communicating with a straddle-type vehicle communication device mounted on the straddle-type vehicle, and characterized by comprising the steps of: determining whether the host vehicle is present within a right blind spot or a left blind spot of the straddle-type vehicle based on a detection result of the straddle-type vehicle detecting means; and informing a driver of the straddle-type vehicle that the host vehicle is present within the right blind spot or the left blind spot by transmitting a warning notification from the vehicle-mounted communication means to the straddle-type vehicle communication device in a case where it is determined that the host vehicle is present within the right blind spot or the left blind spot, wherein the warning notification contains information indicating which of the right blind spot or the left blind spot the host vehicle is present within.

4. A storage device storing a computer program for causing a vehicle-mounted computer of a vehicle comprising: a straddle-type vehicle detecting means that detects a straddle-type vehicle traveling in the same direction as the host vehicle in front of or aside of the host vehicle; and a vehicle-mounted communication means that is capable of communicating with a straddle-type vehicle communication device mounted on the straddle-type vehicle, to execute the steps of: determining whether the host vehicle is present within a right blind spot or a left blind spot of the straddle-type vehicle based on a detection result of the straddle-type vehicle detecting means; and informing a driver of the straddle-type vehicle that the host vehicle is present within the right blind spot or the left blind spot by transmitting a warning notification from the vehicle-mounted communication means to the straddle-type vehicle communication device in a case where it is determined that the host vehicle is present within the right blind spot or the left blind spot, wherein the warning notification contains information indicating which of the right blind spot or the left blind spot the host vehicle is present within.

2. The vehicle of claim 1, wherein ​ ​ ​ ​ ​ ​ ​ ​ ​ The straddle-type vehicle detection means detects a straddle-type vehicle traveling in the same direction as the host vehicle in front of or beside the host vehicle. ​ ​ ​ ​ In a case where it is determined that the own vehicle exists in the right or left dead angle, the driver of the straddle-type vehicle is informed that the own vehicle exists in the right or left dead angle by transmitting a warning notification from the in-vehicle communication means to the straddle-type vehicle communication device, the warning notification including information indicating which of the right and left dead angles the own vehicle exists in.

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