Vehicle controller

Abstract

To enable the proper execution of collision mitigation control for vehicles.SOLUTION: A controller 30 includes: a recognition unit 33 that recognizes objects present around a vehicle 1 based on external information acquired by external sensors equipped on the vehicle; a first prediction unit 34 that predicts the movement trajectory of a traffic participant moving around the vehicle when the traffic participant is recognized as an object; a second prediction unit 35 that predicts an own vehicle's movement trajectory, which is the movement trajectory of the vehicle 1; and a collision suppression control unit 36 that predicts the traffic participant's stopping position when the traffic participant's trajectory intersects with the vehicle's trajectory, and executes collision suppression control based on the predicted stopping position when it determines that there is a possibility of the vehicle colliding with the traffic participant.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a vehicle control device. [Background technology]

[0002] In recent years, efforts to provide access to sustainable transportation systems that take into consideration vulnerable traffic participants have been gaining momentum. As part of these efforts, research and development is being conducted on driver assistance technologies and autonomous driving technologies for mobile vehicles (such as automobiles) to improve traffic safety and convenience.

[0003] One driving assistance technology is, for example, deceleration control, which slows down the vehicle and / or collision mitigation control (also called "CMBS (Collision Mitigation Brake System)"), which issues a predetermined warning to the vehicle occupants when it is determined that the vehicle may collide with an obstacle.

[0004] Patent Document 1 listed below discloses a technology that identifies a first oncoming vehicle that satisfies both a first condition that the speed of the oncoming vehicle traveling in the oncoming lane is equal to or lower than a judgment speed for determining a stopped state, and a second condition that the predicted path of the oncoming vehicle intersects with the path of the vehicle itself; and if it is determined that a second oncoming vehicle traveling behind the first oncoming vehicle in the oncoming lane exists, vehicle control is performed to allow the first oncoming vehicle to make way, but if it is determined that a second oncoming vehicle does not exist, the above vehicle control is not performed. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Patent Publication No. 2021-064033 Summary of the Invention [Problem to be solved by the invention]

[0006] However, the above-described conventional technology has room for improvement in terms of appropriately executing collision prevention control in a vehicle.

[0007] The present invention provides a vehicle control device that enables appropriate execution of collision prevention control in a vehicle and improves vehicle safety, thereby improving traffic safety and contributing to the development of a sustainable transportation system. [Means for solving the problem]

[0008] One aspect of the present invention is A vehicle control device that controls a vehicle, a recognition unit that recognizes objects present around the vehicle based on surrounding information of the vehicle acquired by an external sensor provided in the vehicle; a first prediction unit that predicts a movement trajectory of a traffic participant moving around the vehicle when the traffic participant is recognized as the object; a second prediction unit that predicts a host vehicle trajectory, which is a trajectory of the vehicle; a collision prevention control unit that executes collision prevention control based on the predicted movement trajectory of the traffic participant and the movement trajectory of the host vehicle; Equipped with The collision prevention control unit When a first movement trajectory, which is the movement trajectory of one of the traffic participants, intersects with the host vehicle movement trajectory, determining whether or not an obstacle exists on the first movement trajectory beyond a first point where the first movement trajectory intersects with the host vehicle movement trajectory; When it is determined that the obstacle exists, predicting a stopping position of the one traffic participant based on the position of the obstacle and the one movement trajectory; executing the collision prevention control when it is determined that there is a possibility that the vehicle will collide with the one traffic participant based on the predicted stopping position; A vehicle control device. [Effects of the Invention]

[0009] According to the present invention, it is possible to provide a vehicle control device that is capable of appropriately executing collision prevention control in a vehicle and improving the safety of the vehicle. [Brief explanation of the drawings]

[0010] [Figure 1] FIG. 1 is a diagram showing a vehicle 1 controlled by a control device 30 which is an embodiment of a vehicle control device of the present invention. [Figure 2] FIG. 2 is a diagram showing an example of an operation concept of collision prevention control by the control device 30. As shown in FIG. [Figure 3] FIG. 3 is a diagram illustrating a first example of the operation of the vehicle 1. In FIG. [Figure 4] FIG. 4 is a timing chart showing an example of a more detailed operation of the vehicle 1 in the first example shown in FIG. [Figure 5] FIG. 5 is a diagram showing a second example and a third example of the operation of the vehicle 1. In FIG. DETAILED DESCRIPTION OF THE INVENTION

[0011] An embodiment of a vehicle control device of the present invention will be described in detail below with reference to the drawings. The drawings should be viewed in the direction indicated by the reference numerals. The following embodiment does not limit the invention described in the claims, and not all combinations of features described in the embodiment are necessarily essential to the invention. Two or more of the features described in the embodiment may be combined arbitrarily. Furthermore, in the following, identical or similar elements will be denoted by identical or similar reference numerals, and their description may be omitted or simplified as appropriate.

[0012] [Vehicle configuration] FIG. 1 is a diagram showing a vehicle 1 controlled by a control device 30, which is one embodiment of a vehicle control device of the present invention. The vehicle 1 shown in FIG. 1 is an automobile having a drive source and wheels including drive wheels driven by the power of the drive source and steerable wheels (neither of which is shown). For example, the vehicle 1 is a four-wheel automobile having a pair of left and right front wheels and rear wheels. The drive source of the vehicle 1 may be an electric motor, an internal combustion engine such as a gasoline engine or a diesel engine, or a combination of an electric motor and an internal combustion engine. Furthermore, the drive source of the vehicle 1 may drive a pair of left and right front wheels, a pair of left and right rear wheels, or all four wheels, i.e., a pair of left and right front wheels and rear wheels. Either one of the front wheels or the rear wheels may be steerable wheels, or both may be steerable wheels.

[0013] As shown in FIG. 1, the vehicle 1 includes a sensor group 10, a navigation device 20, a control device 30, an EPS system (electric power steering system) 40, a communication unit 50, a driving force control system 60, a braking force control system 70, an operation input unit 80, and an alarm device 90.

[0014] The sensor group 10 acquires various detection values ​​related to the vehicle 1 or the surroundings of the vehicle 1. The detection values ​​acquired by the sensor group 10 are sent to the control device 30 and used for control of the vehicle 1 by the control device 30 (for example, collision prevention control, which will be described later).

[0015] The sensor group 10 includes, for example, a front camera 11a, a rear camera 11b, a left side camera 11c, a right side camera 11d, a front sonar group 12a, a rear sonar group 12b, a left side sonar group 12c, and a right side sonar group 12d. These cameras and sonar groups can function as external sensors that acquire surrounding information that represents the situation around the vehicle 1.

[0016] The front camera 11a, rear camera 11b, left side camera 11c, and right side camera 11d output image data of surrounding images obtained by capturing images of the surroundings of the vehicle 1 to the control device 30. For example, the front camera 11a, rear camera 11b, left side camera 11c, and right side camera 11d repeatedly capture images of the surroundings of the vehicle 1 at a predetermined cycle. The surrounding images captured by the front camera 11a, rear camera 11b, left side camera 11c, and right side camera 11d are also referred to as the front image, rear image, left side image, and right side image, respectively. An image composed of the left side image and the right side image is also referred to as a lateral image.

[0017] The front sonar group 12a, rear sonar group 12b, left side sonar group 12c, and right side sonar group 12d emit sound waves around the vehicle 1 and receive reflected sound from other objects to obtain information including the distance to the other objects and the direction in which the other objects are located (direction relative to the vehicle 1).

[0018] The front sonar group 12a includes, for example, four sonars. The sonars of the front sonar group 12a are provided, for example, diagonally forward left, forward left, forward right, and diagonally forward right of the vehicle 1, respectively. The rear sonar group 12b includes, for example, four sonars. The sonars of the rear sonar group 12b are provided, for example, diagonally rear left, rear left, rear right, and diagonally rear right of the vehicle 1, respectively. The left lateral sonar group 12c includes, for example, two sonars. The sonars of the left lateral sonar group 12c are provided, for example, at the front left side and rear left side of the vehicle 1, respectively. The right lateral sonar group 12d includes, for example, two sonars. The sonars of the right lateral sonar group 12d are provided, for example, at the front right side and rear right side of the vehicle 1, respectively.

[0019] In addition to or instead of the sonar group 12a, 12b, 12c, and 12d, the vehicle 1 may be provided with a radar device that emits radio waves (for example, so-called millimeter wave radio waves) around the vehicle 1 and receives reflected waves from other objects to obtain information including the distance to the other objects and the direction in which the other objects are located.

[0020] Furthermore, the sensor group 10 includes wheel sensors 13a and 13b, a vehicle speed sensor 14, and an operation detection unit 15. The wheel sensors 13a and 13b detect rotation angles θa and θb of wheels (not shown), respectively. The wheel sensors 13a and 13b may be configured as angle sensors or displacement sensors. The wheel sensors 13a and 13b output detection pulses each time the wheels rotate a predetermined angle. The detection pulses output from the wheel sensors 13a and 13b can be used to calculate the wheel rotation angles and wheel rotation speeds. The travel distance of the vehicle 1 can be calculated based on the wheel rotation angles. The wheel sensor 13a detects, for example, the rotation angle θa of the left rear wheel. The wheel sensor 13b detects, for example, the rotation angle θb of the right rear wheel.

[0021] The vehicle speed sensor 14 detects the traveling speed of the vehicle 1 and outputs the detected traveling speed of the vehicle 1 to the control device 30. The vehicle speed sensor 14 detects the traveling speed of the vehicle 1 based on, for example, the rotation of a countershaft of the transmission.

[0022] The operation detection unit 15 detects an operation performed using the operation input unit 80 (for example, an operation by the driver of the vehicle 1), and outputs the detected operation to the control device 30. A part or all of the operation input unit 80 may be shared with the input device of the touch panel 21 described later.

[0023] The navigation device 20 identifies the current position of the vehicle 1 using, for example, a Global Positioning System (GPS), and provides the user with a route from the current position of the vehicle 1 to the destination. The navigation device 20 has, for example, a storage device (not shown) that includes a map information database.

[0024] The navigation device 20 is also equipped with a touch panel 21 and a speaker 22. The touch panel 21 is configured by integrating a display device (e.g., a liquid crystal display) capable of displaying images with an input device capable of receiving input of information, and functions as a display device controlled by the control device 30 and an input device that receives input of various information to the control device 30. In other words, the touch panel 21 displays various screens under the control of the control device 30, and inputs various commands received from the user to the control device 30. The speaker 22 outputs various guidance messages by voice under the control of the control device 30.

[0025] The EPS system 40 includes a steering angle sensor 41, a torque sensor 42, an EPS motor 43, a resolver 44, and an EPS ECU (Electronic Control Unit) 45. The steering angle sensor 41 detects the steering angle θst of a steering wheel 46. The torque sensor 42 detects the torque TQ applied to the steering wheel 46. The EPS motor 43 applies a driving force or a reaction force to a steering column 47 connected to the steering wheel 46, thereby assisting in the operation of the steering wheel 46 (in other words, steering). The resolver 44 detects the rotation angle θm of the EPS motor 43.

[0026] The EPS ECU 45 includes, for example, an input / output unit, a calculation unit, and a storage unit (none of which are shown), and is responsible for overall control of the EPS system 40. The EPS ECU 45 also outputs information indicating the steering angle θst of the steering wheel 46 detected by the steering angle sensor 41 to the control device 30. The EPS ECU 45 may also output information indicating the steering speed ω of the steering wheel 46 to the control device 30. The steering speed ω can be obtained, for example, by differentiating the steering angle θst with respect to time.

[0027] The communication unit 50 is a communication interface that communicates with the external device 2 under the control of the control device 30. That is, the control device 30 can communicate with the external device 2 via the communication unit 50. Examples of the external device 2 include a driver's terminal device (e.g., a smartphone) and a server device managed by the manufacturer of the vehicle 1. Note that, for communication between the vehicle 1 and the external device 2, a mobile communication network such as a cellular line, WI-FI (registered trademark), Bluetooth (registered trademark), etc. can be used.

[0028] The driving force control system 60 includes a driving ECU 61 and is configured to be able to control the driving force of the vehicle 1. The driving ECU 61 includes, for example, an input / output unit, a calculation unit, and a storage unit (none of which are shown), and controls the driving force of the vehicle 1 by controlling the internal combustion engine, electric motor, and the like, which are the driving sources of the vehicle 1, based on an operation of an accelerator pedal 62 provided on the vehicle 1 (hereinafter also referred to as "accelerator operation") and instructions from the control device 30.

[0029] The braking force control system 70 includes a braking ECU 71 and is configured to be able to control the braking force of the vehicle 1. The braking ECU 71 includes, for example, an input / output unit, a calculation unit, and a storage unit (none of which are shown), and controls the braking force of the vehicle 1 by controlling a brake device (not shown) of the vehicle 1 based on an operation of a brake pedal 72 provided on the vehicle 1 (hereinafter also referred to as a "brake operation") or an instruction from the control device 30. The brake device of the vehicle 1 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, and an electric motor that generates hydraulic pressure in the cylinder. The braking ECU 71 generates a braking force corresponding to the brake operation by controlling the electric motor of the brake device based on the brake operation or an instruction from the control device 30.

[0030] The notification device 90 includes, for example, an MID (Multi Information Display) 91 and a buzzer 92.

[0031] The MID 91 is configured by a display device (for example, a liquid crystal display) capable of displaying images, and is provided in a position (for example, in the meter panel of the vehicle 1) that is visible to an occupant (i.e., the driver) seated in the driver's seat of the vehicle 1. The MID 91 displays various screens under the control of the control device 30. As an example, when the control device 30 executes collision prevention control described below, the MID 91 may display an alert image that alerts the driver that there is a possibility that the vehicle 1 will collide with an obstacle and / or that an instruction to apply the brakes is required. The MID 91 may also be used as the display device of the touch panel 21.

[0032] The buzzer 92 outputs a predetermined alarm sound to the occupants of the vehicle 1 in accordance with the control of the control device 30. As an example, the buzzer 92 outputs a predetermined warning sound as the alarm sound, indicating that there is a possibility that the vehicle 1 will collide with an obstacle, when the control device 30 executes collision prevention control, which will be described later. The buzzer 92 may be shared with the speaker 22.

[0033] [Control device] The control device 30 is a device (computer) that controls the entire vehicle 1 based on information input from the sensor group 10, navigation device 20, EPS system 40, communication unit 50, driving force control system 60, braking force control system 70, etc.

[0034] The control device 30 includes, for example, an input / output unit 31, a control unit 32, and a storage unit 37. The input / output unit 31 is an interface that inputs and outputs data between the inside and outside of the control device 30 in accordance with the control of the control unit 32. The storage unit 37 is configured, for example, by a non-volatile storage medium such as a flash memory, and stores various information (for example, data and programs) for controlling the operation of the vehicle 1.

[0035] The control unit 32 is configured by a processor such as a CPU (Central Processing Unit), and controls each component included in the vehicle 1 by executing a program stored in a memory unit 37 or the like. In this embodiment, the control unit 32 includes a recognition unit 33, a first prediction unit 34, a second prediction unit 35, and a collision prevention control unit 36 ​​as functional units realized by the processor executing the program.

[0036] The recognition unit 33 recognizes objects around the vehicle 1 and recognizes their positions based on surrounding information acquired by the sensor group 10 (e.g., cameras 11a to 11d and sonar group 12a to 12d). For example, the recognition unit 33 recognizes obstacles, road shapes, traffic lights, guardrails, lane marks, and traffic participants other than the vehicle 1, and recognizes their positions. Here, examples of traffic participants include automobiles (including motorcycles) and pedestrians. More specifically, the recognition unit 33 recognizes traffic participants such as other vehicles (e.g., oncoming vehicles) moving around the vehicle 1 and pedestrians. Note that when multiple traffic participants are present around the vehicle 1, the recognition unit 33 recognizes each of the multiple traffic participants.

[0037] When a traffic participant moving around the vehicle 1 is recognized by the recognition unit 33, the first prediction unit 34 predicts the movement trajectory of the traffic participant (in other words, a route that the traffic participant may move in the future). Furthermore, when multiple traffic participants are recognized by the recognition unit 33, the first prediction unit 34 predicts, for example, the movement trajectory of each traffic participant. The movement trajectory of a traffic participant can be predicted based on, for example, either or both of the speed vector of the traffic participant and the orientation of the traffic participant (more specifically, the direction in which the front of the traffic participant is facing).

[0038] The second prediction unit 35 predicts the host vehicle trajectory, which is the trajectory of the vehicle 1. The host vehicle trajectory can be predicted based on, for example, either one or both of the velocity vector and traveling direction of the vehicle 1.

[0039] The collision prevention control unit 36 ​​executes collision prevention control based on the movement trajectories of the traffic participants predicted by the first prediction unit 34 and the movement trajectory of the vehicle itself predicted by the second prediction unit 35. More specifically, the collision prevention control unit 36 ​​executes collision prevention control when it determines that there is a possibility that the vehicle 1 will collide with a traffic participant based on the predicted movement trajectories of the traffic participants and the movement trajectory of the vehicle itself. For example, the collision prevention control unit 36 ​​may determine that there is a possibility that the vehicle 1 will collide with a traffic participant when a movement trajectory that is the movement trajectory of a traffic participant intersects with the movement trajectory of the vehicle itself.

[0040] The collision prevention control includes, for example, deceleration control for decelerating the vehicle 1, and / or notification control for issuing a predetermined notification (for example, a notification that there is a possibility of a collision) to an occupant of the vehicle 1 (for example, the driver) via a notification device 90 provided in the vehicle 1. When there is a possibility of the vehicle 1 colliding with a traffic participant, such collision prevention control is automatically executed, thereby preventing the vehicle 1 from colliding with the traffic participant and improving the safety of the vehicle 1.

[0041] Furthermore, in this embodiment, when a first movement trajectory, which is the movement trajectory of a traffic participant, intersects with the host vehicle movement trajectory, the collision prevention control unit 36 ​​determines whether an obstacle exists on the first movement trajectory beyond a first point where the first movement trajectory and the host vehicle movement trajectory intersect. If it is determined that such an obstacle exists, the collision prevention control unit 36 ​​predicts the stopping position of the traffic participant based on the position of the obstacle and the first movement trajectory. Then, if the collision prevention control unit 36 ​​determines that there is a possibility that the vehicle 1 will collide with the traffic participant based on the predicted stopping position of the traffic participant (hereinafter also referred to as the "predicted stopping position"), it executes collision prevention control.

[0042] As an example, in this case, the collision prevention control unit 36 ​​may determine that there is a possibility that the vehicle 1 will collide with a traffic participant on the condition that the TTC (Time To Collision) between the vehicle 1 and the predicted stopping position is equal to or less than a threshold. The TTC between the vehicle 1 and the predicted stopping position can be calculated, for example, by dividing the distance from the current position of the vehicle 1 to the predicted stopping position by the traveling speed of the vehicle 1.

[0043] That is, if an obstacle exists on one movement trajectory, it is considered that the one traffic participant will stop in the future due to the obstacle. Therefore, if an obstacle exists on one movement trajectory beyond a first point where the one movement trajectory and the host vehicle movement trajectory intersect, the collision prevention control unit 36 ​​determines whether or not there is a possibility that the vehicle 1 will collide with the one traffic participant based on a predicted stopping position where the one traffic participant may stop due to the obstacle, and executes collision prevention control if it determines that there is a possibility of collision.

[0044] According to the configuration of this embodiment, it is possible to execute collision prevention control in anticipation of a traffic participant stopping at a predicted stop position in the future. This allows the timing of executing collision prevention control to be earlier than when collision prevention control is executed after a traffic participant that has stopped due to an obstacle is about to collide with the vehicle 1. Therefore, it is possible to prevent the vehicle 1 from colliding with the traffic participant from an earlier timing, thereby improving the safety of the vehicle 1. This, in turn, can improve traffic safety and contribute to the development of a sustainable transportation system.

[0045] More specifically, when the predicted stop position overlaps with the vehicle's movement trajectory, for example, the collision prevention control unit 36 ​​executes collision prevention control when it determines that the vehicle 1 may collide with a traffic participant based on the predicted stop position. This enables the timing of executing collision prevention control to be accelerated when there is a possibility of a collision between the vehicle 1 and a traffic participant that has stopped at the predicted stop position.

[0046] Furthermore, when the collision prevention control unit 36 ​​determines that there is no obstacle on the one movement trajectory beyond the first point where the one movement trajectory and the host vehicle movement trajectory intersect, and determines that there is a possibility that the vehicle 1 will collide with the one traffic participant based on the current position of the one traffic participant, the collision prevention control unit 36 ​​executes collision prevention control. That is, in this case, the collision prevention control unit 36 ​​determines whether there is a possibility that the vehicle 1 will collide with the one traffic participant based on the current position of the one traffic participant instead of the predicted stop position.

[0047] As an example, in this case, the collision prevention control unit 36 ​​may determine that there is a possibility that the vehicle 1 will collide with the one traffic participant on the condition that the TTC between the vehicle 1 and the one traffic participant is equal to or less than a threshold. The TTC between the vehicle 1 and the one traffic participant can be calculated, for example, by dividing the distance from the current position of the vehicle 1 to the current position of the one traffic participant by the relative speed between the vehicle 1 and the one traffic participant.

[0048] In this way, when there is no obstacle on the one movement trajectory and it is considered that the one traffic participant can proceed smoothly, the control device 30 does not advance the timing of executing the collision prevention control, so that the collision prevention control can be executed when there is a possibility that the one traffic participant will actually collide with the vehicle 1. Therefore, it is possible to prevent the collision prevention control from being executed excessively.

[0049] In addition, if an obstacle may exist in the future on a certain movement trajectory beyond the first point, the collision prevention control unit 36 ​​may predict a predicted stopping position based on the obstacle, and determine whether or not there is a possibility that the vehicle 1 will collide with a certain traffic participant based on the predicted stopping position.

[0050] For example, the collision prevention control unit 36 ​​may determine that an obstacle exists on the first movement trajectory beyond the first point when a second point where the first movement trajectory intersects with another movement trajectory, which is the movement trajectory of another traffic participant different from the first traffic participant, exists on the first movement trajectory beyond the first point. Then, when it is determined that an obstacle exists due to the existence of such a second point, the collision prevention control unit 36 ​​may predict a predicted stop position based on the second point and the first movement trajectory.

[0051] According to this configuration, it is possible to execute collision prevention control in anticipation of a traffic participant stopping at a predicted stop position in the future due to another traffic participant that may be on the same movement path in the future. This allows the timing of executing collision prevention control to be earlier than when collision prevention control is executed after a traffic participant that has stopped due to another traffic participant is about to collide with the vehicle 1. Therefore, collision of the vehicle 1 with the traffic participant can be prevented from an earlier timing, thereby improving the safety of the vehicle 1.

[0052] [Collision prevention control operating concept] Next, an example of an operation concept of collision prevention control by the control device 30 will be described with reference to Fig. 2. That is, the control device 30 may execute (i.e., operate) collision prevention control as described below.

[0053] For example, when vehicle 1 is going straight through an intersection, there is an oncoming vehicle A that is turning (e.g., turning right) at the intersection (step S1: YES), and the oncoming vehicle A is traveling (e.g., the traveling speed of oncoming vehicle A is 10 km / h or more) (step S2: YES).

[0054] In such a case, the control device 30 determines whether or not there is a possibility that the vehicle 1 will collide with the oncoming vehicle A, for example, based on the TTC between the vehicle 1 and the oncoming vehicle A. Then, when it determines that there is a possibility that the vehicle 1 will collide with the oncoming vehicle A, for example, because the TTC between the vehicle 1 and the oncoming vehicle A is equal to or less than a threshold value (step S3: YES), the control device 30 activates collision prevention control (step S4).

[0055] On the other hand, if it is determined that there is no possibility of vehicle 1 colliding with oncoming vehicle A at this time, control device 30 determines whether oncoming vehicle A may come into contact with a pedestrian (hereinafter also referred to as a "crossing pedestrian") crossing the road ahead of which oncoming vehicle A will turn. If it is determined that oncoming vehicle A may come into contact with a crossing pedestrian at the end of its turn (step S5: YES), control device 30 determines whether a predicted stopping position of oncoming vehicle A due to the crossing pedestrian is on the vehicle's movement trajectory. If it is determined that the predicted stopping position of oncoming vehicle A is on the vehicle's movement trajectory (step S6: YES), control device 30 activates collision prevention control (step S4).

[0056] Furthermore, if it is determined that oncoming vehicle A will not come into contact with a crossing pedestrian at the turning point (step S5: NO), or if it is determined that the predicted stopping position of oncoming vehicle A is not on the vehicle's movement path (step S6: NO), the control device 30 determines whether vehicle 1 will reach the passing point within a predetermined time after oncoming vehicle A passes on the vehicle's movement path (step S7). Then, if it is determined that vehicle 1 will reach the passing point within a predetermined time (for example, 1 sec) after oncoming vehicle A passes (step S7: YES), the control device 30 activates collision prevention control (step S4).

[0057] In other words, the control device 30 (more specifically, the collision prevention control unit 36) activates the collision prevention control, for example, when the movement path of the oncoming vehicle A and the movement path of the host vehicle intersect, and when it is predicted that the vehicle 1 will reach the first point where the movement path of the oncoming vehicle A and the movement path of the host vehicle intersect within a predetermined time after the oncoming vehicle A reaches the first point. In this way, when the oncoming vehicle A passes along the movement path of the host vehicle and the vehicle 1 reaches the passing point within a predetermined time, activating the collision prevention control prevents the vehicle 1 from getting too close to the oncoming vehicle A, thereby improving the safety of the vehicle 1. In other words, when there is a possibility that the oncoming vehicle A and the vehicle 1 will approach each other at a distance less than an appropriate distance, executing the collision prevention control can prevent a collision between the oncoming vehicle A and the vehicle 1, thereby improving the safety of the vehicle 1.

[0058] On the other hand, if the vehicle 1 reaches the passing point after a predetermined time has elapsed after the oncoming vehicle A has passed on the vehicle's movement path (step S7: NO), the control device 30 does not activate the collision prevention control (step S8).When the vehicle 1 is going straight through an intersection and there is no oncoming vehicle A turning at the intersection (step S1: NO), the control device 30 also does not activate the collision prevention control (step S8).

[0059] Furthermore, even if an oncoming vehicle A is present but is not traveling (step S2: NO) and is not stopped on the vehicle's travel path (step S9: NO), the control device 30 does not activate the collision prevention control (step S8). On the other hand, if the oncoming vehicle A is stopped on the vehicle's travel path (step S9: YES), the control device 30 activates the collision prevention control (step S4).

[0060] [First example of vehicle operation] Next, a first example of a specific operation of the vehicle 1 will be described with reference to FIGS.

[0061] In FIG. 3, road R1 is a one-lane road consisting of two lanes, L1 and L2, separated by a center line CL. Vehicle 1 is traveling in one lane, L1, from the bottom to the top in FIG. 3. In addition, an oncoming vehicle Tgt1, as one traffic participant, is present in the other lane, L2. More specifically, in the example shown in FIG. 3, an intersection IS is located ahead of vehicle 1, and the oncoming vehicle Tgt1 is about to turn right at the intersection IS. In addition, a pedestrian Tgt2, as another traffic participant, is about to cross road R2 on which the oncoming vehicle Tgt1 is traveling after turning right.

[0062] In such a case, while the vehicle 1 is traveling on the road R1, the control device 30 predicts the other vehicle movement trajectory Orb1, which is the movement trajectory of the oncoming vehicle Tgt1, and the own vehicle movement trajectory Orb2, which is the movement trajectory of the vehicle 1, and determines whether there is an obstacle on the other vehicle movement trajectory Orb1 beyond the first point P1 where the other vehicle movement trajectory Orb1 and the own vehicle movement trajectory Orb2 intersect.

[0063] In this example, the control device 30 determines that an obstacle exists on the other vehicle movement trajectory Orb1 beyond the first point P1 because the second point P2, where the obstacle movement trajectory Orb3, which is the movement trajectory of the crossing pedestrian Tgt2, intersects with the other vehicle movement trajectory Orb1, is located on the other vehicle movement trajectory Orb1 beyond the first point P1.

[0064] In such a case, the control device 30 predicts a stopping position SP of the oncoming vehicle Tgt1 caused by the crossing pedestrian Tgt2 (hereinafter also referred to as "predicted stopping position SP") based on the second point P2 and the other vehicle movement trajectory Orb1. For example, the control device 30 predicts, as the predicted stopping position SP, a predetermined area (for example, an area that can contain a normal-sized automobile) based on a position on the other vehicle movement trajectory Orb1 that is a predetermined distance d1 (for example, 1 [m]) before the second point P2.

[0065] 3, for example, assume that at least a portion of the predicted stop position SP overlaps with the host vehicle movement trajectory Orb2. In such a case, the control device 30 activates collision prevention control when the TTC between the vehicle 1 and the predicted stop position SP becomes equal to or less than a threshold. More specifically, for example, the control device 30 executes notification control when the TTC between the vehicle 1 and the predicted stop position SP becomes equal to or less than a first threshold, and executes deceleration control in addition to the notification control when the TTC becomes equal to or less than a second threshold that is smaller than the first threshold. Note that these thresholds are set in advance by, for example, the manufacturer of the vehicle 1.

[0066] In this way, when the oncoming vehicle Tgt1 may come into contact with the crossing pedestrian Tgt2 at the turning point, by activating the collision prevention control based on the TTC between the vehicle 1 and the predicted stopping position SP of the oncoming vehicle Tgt1 caused by the crossing pedestrian Tgt2 becoming equal to or less than the threshold, the timing of executing the collision prevention control can be made earlier than when the collision prevention control is activated after the oncoming vehicle Tgt1, which has stopped at the predicted stopping position SP, and the vehicle 1 are actually about to collide. In other words, the collision prevention control can be activated in anticipation of the oncoming vehicle Tgt1 stopping at the predicted stopping position SP in the future. Therefore, the vehicle 1 can be prevented from colliding with the oncoming vehicle Tgt1 from an earlier timing, thereby improving the safety of the vehicle 1.

[0067] On the other hand, if it is determined that there is no obstacle on the other vehicle movement trajectory Orb1, such as when there is no crossing pedestrian Tgt2, the control device 30 activates the collision prevention control, for example, when the TTC between the vehicle 1 and the oncoming vehicle Tgt1 becomes equal to or less than a threshold. In other words, if there is no obstacle on the other vehicle movement trajectory Orb1, it is expected that the oncoming vehicle Tgt1 will proceed smoothly without stopping (turn right in the example shown in FIG. 3). Therefore, in such a case, by activating the collision prevention control at the conventional timing, the control device 30 can prevent the collision prevention control from being activated excessively and prevent a collision between the vehicle 1 and the oncoming vehicle Tgt1.

[0068] FIG. 4 is a timing chart showing an example of a more detailed operation of the vehicle 1 (in other words, the control device 30) in the first example shown in FIG.

[0069] In FIG. 4, V_ego is the traveling speed of vehicle 1. V1_tgt is the traveling speed of oncoming vehicle Tgt1. V2_tgt is the moving speed of crossing pedestrian Tgt2. Tgt1 Collision Judgment is a collision judgment flag between oncoming vehicle Tgt1 and an obstacle (here, crossing pedestrian Tgt2). Tgt1ToTgt2 TTC is the TTC between oncoming vehicle Tgt1 and crossing pedestrian Tgt2. EgoToTgt1 TTC is the TTC between vehicle 1 and oncoming vehicle Tgt1 (for example, when Tgt1 Collision Judgment is "0") or predicted stopping position SP (for example, when Tgt1 Collision Judgment is "1"). CMBS Trigger is the operation trigger of collision suppression control. Note that in FIG. 4, solid lines in each item represent examples according to this embodiment, and dashed lines in each item represent conventional examples.

[0070] During the period from time t0 to time t1, an oncoming vehicle Tgt1 is stopped at the intersection IS (for example, waiting to turn right). Also, a crossing pedestrian Tgt2 is moving as indicated by arrow 400, and a vehicle 1 is also traveling as indicated by arrow 401.

[0071] At time t1, the oncoming vehicle Tgt1 starts turning (for example, making a right turn) (see arrow 402 in FIG. 4), causing the traveling speed V1_tgt of the oncoming vehicle Tgt1 to become greater than 0 [km / h]. Thereafter, at time t2, when the oncoming vehicle Tgt1 is turning and reaches a predetermined speed or greater, the control device 30 determines whether the other vehicle movement trajectory Orb1 of the oncoming vehicle Tgt1 is turning and the obstacle movement trajectory Orb3 of the crossing pedestrian Tgt2 intersects (in other words, whether an obstacle exists on the other vehicle movement trajectory Orb1). If the control device 30 determines that the other vehicle movement trajectory Orb1 and the obstacle movement trajectory Orb3 intersect, it sets a collision determination flag (Tgt1 Collision Judgment) between the oncoming vehicle Tgt1 and the obstacle (for example, to "1").

[0072] When the flag for determining a collision between the oncoming vehicle Tgt1 and an obstacle is set in this manner, the control device 30 predicts a predicted stopping position SP of the oncoming vehicle Tgt1. In the example shown in Fig. 4, the control device 30 performs a process for predicting the predicted stopping position SP during the period from time t2 to time t3.

[0073] Then, when the control device 30 predicts the predicted stopping position SP, it calculates the TTC between the vehicle 1 and the predicted stopping position SP and determines whether this TTC is equal to or less than a first threshold value, and further whether it is equal to or less than a second threshold value.

[0074] 4, at time t4, the TTC between the vehicle 1 and the predicted stopping position SP becomes equal to or less than the first threshold, so the control device 30 turns on the collision prevention control activation trigger (CMBS Trigger). Therefore, the control device 30 activates the notification control of the collision prevention control from time t4. In this way, the control device 30 can execute the collision prevention control (notification control in this case) from time t4, in anticipation of the oncoming vehicle Tgt1 stopping at the predicted stopping position SP in the future due to the crossing pedestrian Tgt2.

[0075] 4, the driver immediately initiates braking in response to the notification (alarm) issued by the notification control from time t4, and so V_ego, which is the traveling speed of vehicle 1, begins to decrease immediately after time t4. As a result, EgoToTgt1 TTC, which is the TTC between vehicle 1 and oncoming vehicle Tgt1, does not become equal to or less than the second threshold (i.e., deceleration control is not performed), and vehicle 1 stops at time t6, thereby avoiding a collision between vehicle 1 and oncoming vehicle Tgt1.

[0076] In contrast, in the conventional example, the collision prevention control activation trigger (CMBS Trigger) is not established until time t5 when the TTC between the oncoming vehicle Tgt1 that is actually stopped at the predicted stop position SP and the vehicle 1 becomes equal to or less than the first threshold. Therefore, compared to the example of this embodiment, the start of the collision prevention control is delayed, and, for example, the TTC between the vehicle 1 and the oncoming vehicle Tgt1 is more likely to become equal to or less than the second threshold (i.e., deceleration control is more likely to occur).

[0077] In this way, according to the example of this embodiment, the timing of executing collision prevention control can be made earlier than in the conventional example, in which collision prevention control is executed only when the oncoming vehicle Tgt1 and vehicle 1 are actually on the verge of colliding, thereby improving the safety of vehicle 1.

[0078] [Second and third examples of vehicle operation] Next, second and third examples of the operation of the vehicle 1 will be described with reference to Fig. 5. The following description will focus on differences from the first example described above, and descriptions of commonalities with the first example will be omitted or simplified as appropriate. The operations of the oncoming vehicle Tgt1 and the crossing pedestrian Tgt2 in the second and third examples are the same as those in the first example.

[0079] 5, d10 is the width of the lane L1 on which the vehicle 1 is traveling at the point where the predicted stopping position SP overlaps with the host vehicle movement trajectory Orb2. d11 is the distance from the left edge L1a of the lane L1 to the right edge SPa of the predicted stopping position SP, in other words, the widthwise distance of the overlapping portion of the lane L1 and the predicted stopping position SP. d12 is the distance from the right edge SPa of the predicted stopping position SP to the center line CL of the road R1, in other words, the distance obtained by subtracting d11, the widthwise distance of the overlapping portion of the lane L1 and the predicted stopping position SP, from d10, the width of the lane L1 (i.e., d12 = d10 - d11).

[0080] In the second and third examples, as in the first example described above, the control device 30 predicts the other vehicle trajectory Orb1 and the host vehicle trajectory Orb2, for example, when the vehicle 1 is traveling on road R1. If the other vehicle trajectory Orb1 and the host vehicle trajectory Orb2 intersect, the control device 30 determines whether an obstacle, such as a second point P2 intersecting with the obstacle trajectory Orb3, exists on the other vehicle trajectory Orb1 beyond a first point P1 where the other vehicle trajectory Orb1 and the host vehicle trajectory Orb2 intersect. If it is determined that such an obstacle exists, the control device 30 predicts the predicted stopping position SP of the oncoming vehicle Tgt1.

[0081] As a second example, when d10 is equal to or less than a predetermined value, the control device 30 (more specifically, the collision prevention control unit 36) may execute collision prevention control if it determines, based on the predicted stopping position SP, that there is a possibility that the vehicle 1 will collide with the oncoming vehicle Tgt1. More specifically, when d10 is equal to or less than the predetermined value, the control device 30 may execute collision prevention control based on the TTC between the vehicle 1 and the predicted stopping position SP, and when d10 is greater than the predetermined value, the control device 30 may execute collision prevention control based on the TTC between the vehicle 1 and the oncoming vehicle Tgt1. Here, the predetermined value is, for example, a value that is sufficiently larger than the dimension D of the vehicle 1 in the vehicle width direction.

[0082] That is, when d10 is equal to or less than a predetermined value, it is considered that there is no space in the lane L1 for the vehicle 1 to avoid the oncoming vehicle Tgt1 that has stopped at the predicted stopping position SP. Therefore, in such a case, the safety of the vehicle 1 can be improved by advancing the timing of execution of the collision prevention control. On the other hand, when d10 is sufficiently larger than the dimension D of the vehicle 1 in the vehicle width direction (that is, when d10 >> D), it is considered that there is enough space in the lane L1 for the vehicle 1 to avoid the oncoming vehicle Tgt1 that has stopped at the predicted stopping position SP. Therefore, in such a case, it is possible to prevent the collision prevention control from being executed excessively by not advancing the timing of execution of the collision prevention control.

[0083] As a third example, when d12 is equal to or less than a predetermined value, the control device 30 (more specifically, the collision prevention control unit 36) may execute collision prevention control if it determines, based on the predicted stop position SP, that there is a possibility that the vehicle 1 will collide with the oncoming vehicle Tgt1. More specifically, when d12 is equal to or less than the predetermined value, the control device 30 may execute collision prevention control based on the TTC between the vehicle 1 and the predicted stop position SP, and when d12 is greater than the predetermined value, the control device 30 may execute collision prevention control based on the TTC between the vehicle 1 and the oncoming vehicle Tgt1. Here, the predetermined value is set in advance based on, for example, the dimension D of the vehicle 1 in the vehicle width direction. As a specific example, it may be a value obtained by adding a predetermined margin (for example, 50 cm) to the dimension D of the vehicle 1 in the vehicle width direction.

[0084] That is, when d12 is equal to or less than a predetermined value, it is considered difficult for the vehicle 1 to proceed while avoiding the oncoming vehicle Tgt1 stopped at the predicted stopping position SP without straying from the lane L1. Therefore, in such a case, the safety of the vehicle 1 can be improved by advancing the timing of execution of the collision prevention control. On the other hand, when d12 is sufficiently large (for example, when d12>D), it is considered possible for the vehicle 1 to proceed while avoiding the oncoming vehicle Tgt1 stopped at the predicted stopping position SP without straying from the lane L1. Therefore, in such a case, it is possible to prevent the collision prevention control from being excessively executed by not advancing the timing of execution of the collision prevention control.

[0085] Although one embodiment of the present invention has been described above, it goes without saying that the present invention is not limited to such an embodiment. It is clear that a person skilled in the art can conceive of various modifications or alterations within the scope of the claims, and it is understood that these also naturally fall within the technical scope of the present invention. Furthermore, the components of the above-described embodiment may be combined in any manner as long as they do not deviate from the spirit of the invention.

[0086] For example, in the above-described embodiment, a four-wheeled automobile is exemplified as a vehicle, but the present disclosure is not limited to this. A vehicle to which the technology of the present disclosure can be applied may also be a two-wheeled automobile (a so-called motorcycle).

[0087] This specification describes at least the following items. Note that the components in parentheses correspond to those in the above-described embodiment, but are not limited to these.

[0088] (1) A vehicle control device (control device 30) for controlling a vehicle (vehicle 1), a recognition unit (recognition unit 33) that recognizes objects present around the vehicle based on surrounding information of the vehicle acquired by an external sensor (sensor group 10) equipped in the vehicle; a first prediction unit (first prediction unit 34) that predicts the movement trajectories of traffic participants (oncoming vehicle A, oncoming vehicle Tgt1, crossing pedestrian Tgt2) moving around the vehicle when the traffic participants are recognized as the objects; and a second prediction unit (second prediction unit 35) that predicts a host vehicle movement trajectory (host vehicle movement trajectory Orb2) that is a movement trajectory of the vehicle; a collision prevention control unit (collision prevention control unit 36) that executes collision prevention control based on the predicted movement trajectory of the traffic participant and the movement trajectory of the vehicle; Equipped with The collision prevention control unit When one movement trajectory (other vehicle movement trajectory Orb1) that is the movement trajectory of one of the traffic participants intersects with the host vehicle movement trajectory, determine whether or not an obstacle (obstacle movement trajectory Orb3) exists on the one movement trajectory beyond a first point (first point P1) where the one movement trajectory intersects with the host vehicle movement trajectory; If it is determined that the obstacle exists, predicting a stopping position (predicted stopping position SP) of the one traffic participant based on the position of the obstacle and the one movement trajectory; executing the collision prevention control when it is determined that there is a possibility that the vehicle will collide with the one traffic participant based on the predicted stopping position; Vehicle control device.

[0089] If an obstacle exists on a moving trajectory, which is the trajectory of a moving traffic participant, the traffic participant is likely to stop due to the obstacle in the future. According to (1), when it is determined that the moving trajectory intersects with the host vehicle's moving trajectory and that an obstacle exists on the moving trajectory beyond a first point where the moving trajectory intersects with the host vehicle's moving trajectory, the system predicts the stopping position of the traffic participant based on the obstacle, and if it determines that the vehicle may collide with the moving participant based on the stopping position, it executes collision prevention control. This allows the system to execute collision prevention control in anticipation of the moving participant stopping at a stopping position based on the obstacle on the moving trajectory in the future. This allows the system to execute collision prevention control earlier than when collision prevention control is executed after the moving participant stops at the stopping position and the vehicle is actually on the verge of colliding with the moving participant, thereby improving vehicle safety. This ultimately improves traffic safety and contributes to the development of a sustainable transportation system.

[0090] (2) The vehicle control device according to (1), The collision prevention control unit If a second point (second point P2) where another movement trajectory (obstacle movement trajectory Orb3) that is the movement trajectory of another traffic participant among the traffic participants and the one movement trajectory intersects is present on the one movement trajectory beyond the first point, it is determined that the obstacle exists; When it is determined that the obstacle exists because the second point exists, the stopping position is predicted based on the second point and the one movement trajectory. Vehicle control device.

[0091] According to (2), collision prevention control can be performed in anticipation of a traffic participant stopping at a stopping position due to another traffic participant that may be on the same movement trajectory in the future, so the timing of executing collision prevention control can be advanced, thereby improving vehicle safety.

[0092] (3) The vehicle control device according to (1) or (2), The collision prevention control unit When it is determined that the obstacle does not exist, if it is determined that there is a possibility that the vehicle will collide with the one traffic participant based on the current position of the one traffic participant, execute the collision prevention control. Vehicle control device.

[0093] According to (3), when there are no obstacles on a certain movement trajectory and it is considered that a certain traffic participant can proceed smoothly, the timing of executing collision prevention control can be prevented from being made earlier, and excessive execution of collision prevention control can be prevented.

[0094] (4) A vehicle control device according to any one of (1) to (3), The collision prevention control unit and when the stop position overlaps with the vehicle movement trajectory, if it is determined based on the stop position that there is a possibility that the vehicle will collide with the one traffic participant, execute the collision prevention control. Vehicle control device.

[0095] According to (4), when there is a possibility of a collision between a traffic participant stopped at a stop position and the vehicle, the timing of executing collision prevention control can be made earlier.

[0096] (5) The vehicle control device according to (4), The collision prevention control unit When a distance (d12) obtained by subtracting the overlapping portion (d11) with the stop position from the width (d10) of the lane (lane L1) on which the vehicle is traveling at a point where the stop position overlaps with the vehicle movement trajectory is equal to or less than a predetermined value, and when it is determined based on the stop position that there is a possibility that the vehicle will collide with the one traffic participant, the collision prevention control is executed. Vehicle control device.

[0097] According to (5), if the distance obtained by subtracting the overlapping portion with the stopping position from the width of the lane on which the vehicle is traveling at the point where the stopping position overlaps with the vehicle's movement trajectory is equal to or less than a predetermined value, it is considered difficult for the vehicle to proceed while avoiding a traffic participant stopped at the stopping position without going out of the lane. According to (5), in such cases, the timing for executing collision prevention control can be accelerated, thereby improving vehicle safety.

[0098] (6) The vehicle control device according to (5), The predetermined value is set based on a dimension (D) of the vehicle in a vehicle width direction. Vehicle control device.

[0099] According to (6), if the distance obtained by subtracting the overlapping portion with the stopping position from the width of the lane on which the vehicle is traveling at the point where the stopping position overlaps with the vehicle's movement trajectory is equal to or less than a predetermined value set based on the vehicle's widthwise dimension, it is considered difficult for the vehicle to proceed while avoiding a traffic participant stopped at the stopping position without going out of the lane. According to (6), in such cases, the timing for executing collision prevention control can be accelerated, thereby improving vehicle safety.

[0100] (7) A vehicle control device according to any one of (1) to (6), The collision prevention control includes deceleration control for decelerating the vehicle and / or notification control for issuing a predetermined notification to an occupant of the vehicle via a notification device provided in the vehicle. Vehicle control device.

[0101] According to (7), when it is determined that there is a possibility that the vehicle will collide with a traffic participant, collision prevention control is executed, including deceleration control to slow down the vehicle and / or notification control to issue a predetermined notification to the vehicle occupants via an alarm device equipped in the vehicle, thereby preventing the vehicle from colliding with a traffic participant and improving the safety of the vehicle.

[0102] (8) A vehicle control device according to any one of (1) to (7), The collision prevention control unit further executing the collision prevention control when the one movement trajectory and the host vehicle movement trajectory intersect and when it is predicted that the vehicle will reach the first point within a predetermined time after the one traffic participant reaches the first point; Vehicle control device.

[0103] When a movement trajectory intersects with the movement trajectory of the vehicle itself, and when the vehicle is predicted to reach a first point where the movement trajectory intersects with the movement trajectory of the vehicle itself within a predetermined time after the arrival of the traffic participant at the first point, the traffic participant and the vehicle may approach each other with a distance less than appropriate. According to (8), when there is a possibility that the traffic participant and the vehicle may approach each other with a distance less than appropriate, the collision between the traffic participant and the vehicle may be prevented by executing collision prevention control, thereby improving the safety of the vehicle. [Explanation of symbols]

[0104] 1 vehicle 10 Sensor group (external sensors) 30 Control device (vehicle control device) 33 Recognition part 34 First Prediction Section 35 Second Prediction Section 36 Collision prevention control unit D dimension d10 width L1 lane Orb1 Other vehicle movement trajectory (first movement trajectory) Orb2 Vehicle movement trajectory Orb3 Obstacle movement trajectory (other movement trajectory) P1 First point P2 Second point SP Predicted stop position (stop position) Tgt1 Oncoming vehicle (traffic participant) Tgt2 Crossing pedestrian (obstacle)

Claims

1. A vehicle control device that controls a vehicle, a recognition unit that recognizes objects present around the vehicle based on surrounding information of the vehicle acquired by an external sensor provided in the vehicle; a first prediction unit that predicts a movement trajectory of a traffic participant moving around the vehicle when the traffic participant is recognized as the object; a second prediction unit that predicts a host vehicle trajectory, which is a trajectory of the vehicle; a collision prevention control unit that executes collision prevention control based on the predicted movement trajectory of the traffic participant and the movement trajectory of the host vehicle; Equipped with The collision prevention control unit When a first movement trajectory, which is the movement trajectory of one of the traffic participants, intersects with the host vehicle movement trajectory, determining whether or not an obstacle exists on the first movement trajectory beyond a first point where the first movement trajectory intersects with the host vehicle movement trajectory; When it is determined that the obstacle exists, predicting a stopping position of the one traffic participant based on the position of the obstacle and the one movement trajectory; executing the collision prevention control when it is determined that there is a possibility that the vehicle will collide with the one traffic participant based on the predicted stopping position; Vehicle control device.

2. The vehicle control device according to claim 1, The collision prevention control unit determining that the obstacle exists when a second point at which the one movement trajectory intersects with another movement trajectory, which is the movement trajectory of another traffic participant among the traffic participants, exists on the one movement trajectory beyond the first point; When it is determined that the obstacle exists because the second point exists, the stopping position is predicted based on the second point and the one movement trajectory. Vehicle control device.

3. The vehicle control device according to claim 1, The collision prevention control unit When it is determined that the obstacle does not exist, if it is determined that there is a possibility that the vehicle will collide with the one traffic participant based on the current position of the one traffic participant, execute the collision prevention control. Vehicle control device.

4. The vehicle control device according to claim 1, The collision prevention control unit and when the stop position overlaps with the vehicle movement trajectory, if it is determined based on the stop position that there is a possibility that the vehicle will collide with the one traffic participant, execute the collision prevention control. Vehicle control device.

5. The vehicle control device according to claim 4, The collision prevention control unit and when a distance obtained by subtracting the overlapping portion of the stop position from the width of the lane on which the vehicle is traveling at a point where the stop position overlaps with the vehicle movement trajectory is equal to or less than a predetermined value, if it is determined based on the stop position that there is a possibility that the vehicle will collide with the one traffic participant, executes the collision prevention control. Vehicle control device.

6. The vehicle control device according to claim 5, The predetermined value is set based on a dimension of the vehicle in a vehicle width direction. Vehicle control device.

7. The vehicle control device according to claim 1, The collision prevention control includes deceleration control for decelerating the vehicle and / or notification control for issuing a predetermined notification to an occupant of the vehicle via a notification device provided in the vehicle. Vehicle control device.

8. The vehicle control device according to claim 1, The collision prevention control unit further executing the collision prevention control when the one movement trajectory and the host vehicle movement trajectory intersect and when it is predicted that the vehicle will arrive at the first point within a predetermined time after the one traffic participant arrives at the first point; Vehicle control device.

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