Patent Publication Number: US-2020298843-A1

Title: Vehicle control device, vehicle control method, and storage medium

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
     Priority is claimed on Japanese Patent Application No. 2019-051628, filed Mar. 19, 2019, the content of which is incorporated herein by reference. 
     BACKGROUND 
     Field of the Invention 
     The present invention relates to a vehicle control device, a vehicle control method, and a storage medium. 
     Description of Related Art 
     In recent years, studies of automated vehicle control have been conducted. For example, a driving support technology for deriving a distance or the like between vehicles at the time of passing by and determining whether it is difficult to pass by when an oncoming vehicle is traveling is known. A driving support technology for waiting until an oncoming vehicle passes by a parked vehicle when there is a parked vehicle in front of an own vehicle and a driving support technology for passing a parked vehicle when an oncoming vehicle is decelerating are known (for example, see Japanese Unexamined Patent Application, First Publication No. 2018-106243, Japanese Unexamined Patent Application, First Publication No. 2005-182753, and Japanese Unexamined Patent Application, First Publication No. 2016-011030). 
     SUMMARY 
     However, when a driver performs manual driving without depending on driving support in a situation in which a parked vehicle is in front and an oncoming vehicle is traveling, it is determined whether a driver of the oncoming vehicle gives way in consideration of various situations. When it is determined that the driver gives way, the vehicle travels beyond a center line and passes the parked vehicle. On the other hand, in studies of how vehicles are automatically controlled, control to which determination when a driver performs driving is added has not been sufficiently examined. 
     The present invention is devised in view of such circumstances and an objective of the present invention is to provide a vehicle control device, a vehicle control method, and a storage medium enabling passing by an oncoming vehicle during automated driving to be performed more smoothly. 
     A vehicle control device, a vehicle control method, and a storage medium according to the present invention adopt the following configurations. 
     (1) According to a first aspect of the present invention, a vehicle control device is provided including: a recognizer configured to recognize a surrounding situation of an own vehicle; and a driving controller configured to perform at least one of speed control and steering control of the own vehicle based on the surrounding situation recognized by the recognizer. The driving controller causes the own vehicle to continuously travel forward when the recognizer recognizes that an obstacle and an oncoming vehicle are in a travel direction of the own vehicle and the recognizer recognizes that the oncoming vehicle is moving in a direction away from the own vehicle in a vehicle width direction. 
     (2) In the vehicle control device according to the aspect (1), the driving controller may cause the own vehicle to travel forward so that the own vehicle enters the oncoming lane to avoid the obstacle when the recognizer recognizes that the obstacle and the oncoming vehicle are in the travel direction of the own vehicle and the recognizer recognizes that the oncoming vehicle is moving in the direction away from the own vehicle in the vehicle width direction. 
     (3) In the vehicle control device according to the aspect (1), the driving controller may cause the own vehicle to continuously travel forward when the recognizer recognizes that the obstacle and the oncoming vehicle are in the travel direction of the own vehicle, the recognizer recognizes that the oncoming vehicle is moving in the direction away from the own vehicle in the vehicle width direction, and the recognizer recognizes that the oncoming vehicle is decelerating. 
     (4) In the vehicle control device according to the aspect (1), the driving controller causes the own vehicle to continuously travel forward when the recognizer recognizes that the obstacle and the oncoming vehicle are in the travel direction of the own vehicle, the recognizer recognizes that the oncoming vehicle is moving in the direction away from the own vehicle in the vehicle width direction, and the recognizer recognizes that a driver of the oncoming vehicle recognizes the own vehicle. 
     (5) In the vehicle control device according to the aspect (1), the driving controller may cause the own vehicle to continuously travel forward when the recognizer recognizes that the obstacle and the oncoming vehicle are in the travel direction of the own vehicle, the recognizer recognizes that the oncoming vehicle is moving in the direction away from the own vehicle in the vehicle width direction, and the recognizer recognizes that the obstacle and another avoidance target are not near the oncoming vehicle. 
     (6) In the vehicle control device according to the aspect (1), the driving controller may determine whether to cause the own vehicle to continuously travel forward depending on whether an occupant boards another vehicle which is the obstacle when the recognizer recognizes that the obstacle and the oncoming vehicle are in the travel direction of the own vehicle and the recognizer recognizes that the oncoming vehicle is moving in the direction away from the own vehicle in the vehicle width direction. 
     (7) According to another aspect of the present invention, a vehicle control method is provided causing a computer: to recognize a surrounding situation of an own vehicle; to perform at least one of speed control and steering control of the own vehicle based on the recognized surrounding situation; and to cause the own vehicle to continuously travel forward when it is recognized that an obstacle and an oncoming vehicle are in a travel direction of the own vehicle and it is recognized that the oncoming vehicle is moving in a direction away from the own vehicle in a vehicle width direction. 
     (8) According to still another aspect of the present invention, a computer-readable non-transitory storage medium is provided storing a program causing a computer: to recognize a surrounding situation of an own vehicle; to perform at least one of speed control and steering control of the own vehicle based on the recognized surrounding situation; and to cause the own vehicle to continuously travel forward when it is recognized that an obstacle and an oncoming vehicle are in a travel direction of the own vehicle and it is recognized that the oncoming vehicle is moving in a direction away from the own vehicle in a vehicle width direction. 
     According to the aspects (1) to (8), it is possible to enable passing by an oncoming vehicle during automated driving to be performed more smoothly. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a diagram showing a configuration of a vehicle system in which a vehicle control device according to an embodiment is used. 
         FIG. 2  is a diagram showing a functional configuration of a first controller and a second controller. 
         FIG. 3  is a diagram showing an example of a scenario in which an own vehicle and an oncoming vehicle pass by one another. 
         FIG. 4  is a diagram showing an example of a target trajectory when a stopping vehicle is in a travel direction of the own vehicle. 
         FIG. 5  is a diagram showing an example of Mode 1 at the time of passing. 
         FIG. 6  is a diagram showing an example of Mode 2 at the time of passing. 
         FIG. 7  is a diagram showing an example of a target trajectory when a stopping vehicle and an oncoming vehicle are in a travel direction of the own vehicle. 
         FIG. 8  is a diagram showing an example of Mode 3 at the time of passing. 
         FIG. 9  is a flowchart showing an example of a process by an automated driving control device. 
         FIG. 10  is a flowchart showing the example of the process by the automated driving control device. 
         FIG. 11  is a diagram showing an example of a hardware configuration of the automated driving control device according to an embodiment. 
     
    
    
     DESCRIPTION OF EMBODIMENTS 
     Hereinafter, an embodiment of a vehicle control device, a vehicle control method, and a storage medium according to the present invention will be described with reference to the drawings. Hereinafter, a case in which laws and regulations for left-hand traffic are applied will be described. However, when laws and regulations for right-hand traffic are applied, the left and right may be reversed. [Overall configuration]  FIG. 1  is a diagram showing a configuration of a vehicle system  1  in which a vehicle control device according to an embodiment is used. A vehicle in which the vehicle system  1  is mounted is, for example, a vehicle such as a two-wheeled vehicle, a three-wheeled vehicle, or a four-wheeled vehicle. A driving source of the vehicle includes an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, and a combination thereof. The electric motor operates using power generated by a power generator connected to the internal combustion engine or power discharged from a secondary cell or a fuel cell. 
     The vehicle system  1  includes, for example, a camera  10 , a radar device  12 , a finder  14 , an object recognition device  16 , a communication device  20 , a human machine interface (HMI)  30 , a vehicle sensor  40 , a navigation device  50 , a map positioning unit (MPU)  60 , a driving operator  80 , an automated driving control device  100 , a travel driving power output device  200 , a brake device  210 , and a steering device  220 . The devices and units are connected to one another via a multiplex communication line such as a controller area network (CAN) communication line, a serial communication line, or a wireless communication network. The configuration shown in  FIG. 1  is merely exemplary, part of the configuration may be omitted, and another configuration may be further added. 
     The camera  10  is, for example, a digital camera that uses a solid-state image sensor such as a charged coupled device (CCD) or a complementary metal oxide semiconductor (CMOS). The camera  10  is mounted on any portion of a vehicle in which the vehicle system  1  is mounted (hereinafter referred to as an own vehicle M). When the camera  10  images a front side, the camera  10  is mounted on an upper portion of a front windshield, a rear surface of a rearview mirror, and the like. For example, the camera  10  repeatedly images the surroundings of the own vehicle M periodically. The camera  10  may be a stereo camera. 
     The radar device  12  radiates radio waves such as millimeter waves to the surroundings of the own vehicle M and detects radio waves (reflected waves) reflected from an object to detect at least a position (a distance and an azimuth) of the object. The radar device  12  is mounted on any portion of the own vehicle M. The radar device  12  may detect a position and a speed of an object in conformity with a frequency modulated continuous wave (FM-CW) scheme. 
     The finder  14  is a light detection and ranging (LIDAR) finder. The finder  14  radiates light to the surroundings of the own vehicle M and measures scattered light. The finder  14  detects a distance to a target based on a time from light emission to light reception. The radiated light is, for example, pulsed laser light. The finder  14  is mounted on any portions of the own vehicle M. 
     The object recognition device  16  performs a sensor fusion process on detection results from some or all of the camera  10 , the radar device  12 , and the finder  14  and recognizes a position, a type, a speed, and the like of an object. The object recognition device  16  outputs a recognition result to the automated driving control device  100 . The object recognition device  16  may output detection results of the camera  10 , the radar device  12 , and the finder  14  to the automated driving control device  100  without any change. The object recognition device  16  may be excluded from the vehicle system  1 . 
     The communication device  20  communicates with other vehicles around the own vehicle M using, for example, a cellular network, a Wi-Fi network, Bluetooth (registered trademark), dedicated short range communication (DSRC) or the like or communicates with a parking lot management device or various server devices via a wireless base station. 
     The HMI  30  presents various types of information to occupants of the own vehicle M and receives input operations by the occupants. For example, the HMI  30  includes various display devices, speakers, buzzers, touch panels, switches, and keys. 
     The vehicle sensor  40  includes a vehicle speed sensor that detects a speed of the own vehicle M, an acceleration sensor that detects acceleration, a yaw rate sensor that detects angular velocity around a vertical axis, and an azimuth sensor that detects a direction of the own vehicle M. 
     The navigation device  50  includes, for example, a global navigation satellite system (GNSS) receiver  51 , a navigation HMI  52 , and a route determiner  53 . The navigation device  50  retains first map information  54  in a storage device such as a hard disk drive (HDD) or a flash memory. The GNSS receiver  51  specifies a position of the own vehicle M based on signals received from GNSS satellites. The position of the own vehicle M may be specified or complemented by an inertial navigation system (INS) using an output of the vehicle sensor  40 . The navigation HMI  52  includes a display device, a speaker, a touch panel, and a key. The navigation HMI  52  may be partially or entirely common to the above-described HMI  30 . The route determiner  53  determines, for example, a route from a position of the own vehicle M specified by the GNSS receiver  51  (or any input position) to a destination input by an occupant using the navigation HMI  52  (hereinafter referred to as a route on a map) with reference to the first map information  54 . The first map information  54  is, for example, information in which a road shape is expressed by links indicating roads and nodes connected by the links. The first map information  54  may include curvatures of roads and point of interest (POI) information. 
     The route on the map is output to the MPU  60 . The navigation device  50  may perform route guidance using the navigation HMI  52  based on the route on the map. The navigation device  50  may be realized by, for example, a function of a terminal device such as a smartphone or a tablet terminal possessed by an occupant. The navigation device  50  may transmit a present position and a destination to a navigation server via the communication device  20  to acquire the same route as the route on the map from the navigation server. 
     The MPU  60  includes, for example, a recommended lane determiner  61  and retains second map information  62  in a storage device such as an HDD or a flash memory. The recommended lane determiner  61  divides the route on the map provided from the navigation device  50  into a plurality of blocks (for example, divides the route in a vehicle movement direction for each 100 [m]) and determines a recommended lane for each block with reference to the second map information  62 . The recommended lane determiner  61  determines in which lane the vehicle travels from the left. 
     When there is a branching location in the route on the map, the recommended lane determiner  61  determines a recommended lane so that the own vehicle M can travel in a reasonable route to move to a branching destination. 
     The second map information  62  is map information that has higher precision than the first map information  54 . The second map information  62  includes, for example, information regarding the middles of lanes or information regarding boundaries of lanes. The second map information  62  may include road information, traffic regulation information, address information (address and postal number), facility information, and telephone number information. The second map information  62  may be updated frequently by communicating with another device using the communication device  20 . 
     The driving operator  80  includes, for example, an accelerator pedal, a brake pedal, a shift lever, a steering wheel, a heteromorphic steering wheel, a joystick, and other operators. A sensor that detects whether there is an operation or an operation amount is mounted in the driving operator  80  and a detection result is output to the automated driving control device  100  or some or all of the travel driving power output device  200 , the brake device  210 , and the steering device  220 . 
     The automated driving control device  100  includes, for example, a first controller  120  and a second controller  160 . Each of the first controller  120  and the second controller  160  is realized, for example, by causing a hardware processor such as a central processing unit (CPU) to execute a program (software). Some or all of the constituent elements may be realized by hardware (a circuit unit including circuitry) such as a large scale integration (LSI), an application specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or a graphics processing unit (GPU) or may be realized by software and hardware in cooperation. The program may be stored in advance in a storage device (a storage device including a non-transitory storage medium) such as an HDD or a flash memory of the automated driving control device  100  or may be stored in a storage medium (a non-transitory storage medium) detachably mounted on a DVD, a CD-ROM, or the like so that the storage medium is mounted on a drive device to be installed on the HDD or the flash memory of the automated driving control device  100 . 
       FIG. 2  is a diagram showing a functional configuration of the first controller  120  and the second controller  160 . The first controller  120  includes, for example, a recognizer  130  and an action plan generator  140 . The first controller  120  realizes, for example, a function by artificial intelligence (AI) and a function by a model given in advance in parallel. For example, a function of “recognizing an intersection” may be realized by performing recognition of an intersection by deep learning or the like and recognition based on a condition given in advance (a signal, a road sign, or the like which can be subjected to pattern matching) in parallel, scoring both the recognitions, and performing evaluation comprehensively. Thus, reliability of automated driving is guaranteed. 
     The recognizer  130  recognizes states such as positions, speeds, or acceleration of objects around the own vehicle M based on information input from the camera  10 , the radar device  12 , and the finder  14  via the object recognition device  16 . For example, the positions of the objects are recognized as positions on the absolute coordinates in which a representative point (a center of gravity, a center of a driving shaft, or the like) of the own vehicle M is the origin and are used for control. The positions of the objects may be represented as representative points such as centers of gravity, corners, or the like of the objects or may be represented as expressed regions. A “state” of an object may include acceleration or jerk of the object or an “action state” (for example, whether a vehicle is changing a lane or is attempting to change the lane). 
     The recognizer  130  recognizes, for example, a lane in which the own vehicle M is traveling (a travel lane). For example, the recognizer  130  recognizes the travel lane by comparing patterns of road mark lines (for example, arrangement of solid lines and broken lines) obtained from the second map information  62  with patterns of road mark lines around the own vehicle M recognized from images captured by the camera  10 . The recognizer  130  may recognize a travel lane by mainly recognizing runway boundaries (road boundaries) including road mark lines or shoulders, curbstones, median strips, and guardrails without being limited to road mark lines. In this recognition, the position of the own vehicle M acquired from the navigation device  50  or a process result by INS may be added. The recognizer  130  recognizes temporary stop lines, obstacles, red signals, toll gates, and other road events. 
     The recognizer  130  recognizes a position or a posture of the own vehicle M with respect to the travel lane when the recognizer  130  recognizes the travel lane. For example, the recognizer  130  may recognize a deviation from the middle of a lane of a standard point of the own vehicle M and an angle formed with a line extending along the middle of a lane in the travel direction of the own vehicle M as a relative position and posture of the own vehicle M to the travel lane. Instead of this, the recognizer  130  may recognize a position or the like of the standard point of the own vehicle M with respect to a side end portion (a road mark line or a road boundary) of any travel lane as the relative position of the own vehicle M to the travel lane. 
     The recognizer  130  includes, for example, an obstacle recognizer  131 , an oncoming vehicle recognizer  132 , an avoidance target recognizer  133 , and an oncoming vehicle occupant state recognizer  134 . The details thereof will be described later. 
     The action plan generator  140  generates a target trajectory along which the own vehicle M travels in future automatically (irrespective of an operation of a driver or the like) so that the own vehicle M is traveling along a recommended lane determined by the recommended lane determiner  61  and can handle a surrounding situation of the own vehicle M in principle. The target trajectory includes, for example, a speed component. For example, the target trajectory is expressed by arranging spots (trajectory points) at which the own vehicle M will arrive in sequence. The trajectory point is a spot at which the own vehicle M will arrive for each predetermined travel distance (for example, about several [m]) in a distance along a road. Apart from the trajectory points, target acceleration and a target speed are generated as parts of the target trajectory for each of predetermined sampling times (for example, about a decimal point of a second). The trajectory point may be a position at which the own vehicle M will arrive at the sampling time for each predetermined sampling time. In this case, information regarding the target acceleration or the target speed is expressed according to an interval between the trajectory points. 
     The action plan generator  140  may set an automated driving event when the target trajectory is generated. As the automated driving event, there are a constant speed traveling event, a low speed track traveling event, a lane changing event, a branching event, a joining event, a takeover event, and the like. The action plan generator  140  generates the target trajectory in accordance with an activated event. 
     The action plan generator  140  includes, for example, a passing determiner  141 , a passing travel controller  142 , and a risk potential setter  143 . The details thereof will be described later. 
     The second controller  160  controls the travel driving power output device  200 , the brake device  210 , and the steering device  220  so that the own vehicle M passes along the target trajectory generated by the action plan generator  140  at a scheduled time. 
     The second controller  160  includes, for example, an acquirer  162 , a speed controller  164 , and a steering controller  166 . The acquirer  162  acquires information regarding the target trajectory (trajectory points) generated by the action plan generator  140  and stores the information in a memory (not illustrated). The speed controller  164  controls the travel driving power output device  200  or the brake device  210  based on a speed element incidental to the target trajectory stored in the memory. The steering controller  166  controls the steering device  220  in accordance with a curve state of the target trajectory stored in the memory. Processes of the speed controller  164  and the steering controller  166  are realized, for example, by combining feed-forward control and feedback control. For example, the steering controller  166  performs the feed-forward control in accordance with a curvature of a road in front of the own vehicle M and the feedback control based on separation from the target trajectory in combination. 
     Referring back to  FIG. 1 , the travel driving power output device  200  outputs a travel driving force (torque) for traveling the vehicle to a driving wheel. The travel driving power output device  200  includes, for example, a combination of an internal combustion engine, an electric motor and a transmission, and an electronic controller (ECU) controlling these units. The ECU controls the foregoing configuration in accordance with information input from the second controller  160  or information input from the driving operator  80 . 
     The brake device  210  includes, for example, a brake caliper, a cylinder that transmits a hydraulic pressure to the brake caliper, an electronic motor that generates a hydraulic pressure to the cylinder, and a brake ECU. The brake ECU controls the electric motor in accordance with information input from the second controller  160  or information input from the driving operator  80  such that a brake torque in accordance with a brake operation is output to each wheel. The brake device  210  may include a mechanism that transmits a hydraulic pressure generated in response to an operation of the brake pedal included in the driving operator  80  to the cylinder via a master cylinder as a backup. The brake device  210  is not limited to the above-described configuration and may be an electronic control type hydraulic brake device that controls an actuator in accordance with information input from the second controller  160  such that a hydraulic pressure of the master cylinder is transmitted to the cylinder. 
     The steering device  220  includes, for example, a steering ECU and an electric motor. 
     The electric motor works a force to, for example, a rack and pinion mechanism to change a direction of a steering wheel. The steering ECU drives the electric motor to change the direction of the steering wheel in accordance with information input from the second controller  160  or information input from the driving operator  80 . [Function of recognizer  130 ]  FIG. 3  is a diagram showing an example of a scenario in which the own vehicle M and an oncoming vehicle pass by one another. A travel lane L 1  is a travel lane in which the own vehicle M is traveling and an oncoming lane L 2  is an oncoming lane of the travel lane L 1 . The travel lane L 1  and the oncoming lane L 2  are adjacent with a center line CL interposed therebetween. The center line CL is a center line beyond which driving is not banned from passing. A road shoulder S 1  is a road shoulder of the travel lane L 1  and a road shoulder S 2  is a road shoulder of the oncoming lane L 2 . 
     An outside (an end of a road) of the road shoulder S 1  is a road mark line E 1  and an outside (an end of a road) of the road shoulder S 2  is a road mark line E 2 . A vehicle width direction is assumed to be X and a travel direction of each lane is assumed to be Y. A stopping vehicle P which has stopped on the travel lane L 1  is in a travel direction Y(F) of the own vehicle M. 
     The stopping vehicle P is an example of an obstacle which is on the travel lane L 1 . An oncoming vehicle Q traveling in an opposite direction to the own vehicle M and an avoidance target R of the oncoming vehicle Q are on the oncoming lane L 2  which is in the travel direction Y(F) of the own vehicle M. Examples of the avoidance target R include a falling object and an animal&#39;s carcass. 
     The obstacle recognizer  131  recognizes obstacles which are in front of the own vehicle M and on the travel lane L 1 . Examples of the obstacles include other vehicles which have stopped (for example, the stopping vehicle P), a bicycle which has stopped, a falling object, an animal&#39;s carcass, and a road cone disposed in a construction site or the like. 
     The obstacles may include a bicycle, a pedestrian, and the like which are traveling. Hereinafter, an example in which an obstacle is the stopping vehicle P will be described. For example, when the obstacle recognizer  131  recognizes that a tail lamp (a brake lamp, a hazard lamp, or the like) of another vehicle blinks, the obstacle recognizer  131  determines that an obstacle is a stopping vehicle. The obstacle recognizer  131  may recognize a speed of the obstacle and may determine that the obstacle has stopped when the recognized speed is equal to or less than a predetermined value. 
     When the recognized obstacle is a vehicle, the obstacle recognizer  131  may recognize that an occupant boards the vehicle. Here, the obstacle recognizer  131  may recognizes whether a boarding position of the occupant is on the side of a road shoulder or the side of a center line. 
     The oncoming vehicle recognizer  132  recognizes the oncoming vehicle Q which is traveling from the front of the own vehicle M in the opposite direction of the travel direction of the own vehicle M along the oncoming lane L 2 . The oncoming vehicle recognizer  132  recognizes that the oncoming vehicle Q is moving a direction away from the own vehicle M in a vehicle width direction X or recognizes a sign or the like indicated using a headlight. The details will be described below. 
     The avoidance target recognizer  133  recognizes an avoidance target R which is on the oncoming lane L 2  and in the travel direction of the oncoming vehicle Q. 
     The oncoming vehicle occupant state recognizer  134  recognizes that a driver of the oncoming vehicle Q recognizes the own vehicle M. For example, when the oncoming vehicle occupant state recognizer  134  recognizes an occupant sitting on a driver seat among occupants of the oncoming vehicle Q as a driver and a time in which the eyes or the face of the recognized driver face the own vehicle M is greater than a predetermined length (several seconds), the oncoming vehicle occupant state recognizer  134  recognizes that the driver of the oncoming vehicle Q recognizes the own vehicle M. For example, the oncoming vehicle occupant state recognizer  134  acquires a facial image of an occupant in an image obtained by imaging the oncoming vehicle Q, estimates a direction of the visual line from a relative position or the like of the eyes in the acquired facial image, and recognizes whether the occupant sees the own vehicle M in the direction of the own vehicle M. The oncoming vehicle occupant state recognizer  134  may recognize that the driver of the oncoming vehicle Q recognizes the own vehicle M when the oncoming vehicle occupant state recognizer  134  recognizes a sign such as passing indicated using a headlight by the oncoming vehicle Q. 
     An obstacle recognized by the obstacle recognizer  131  is an avoidance target of the own vehicle M which is on the travel lane L 1  and an avoidance target recognized by the avoidance target recognizer  133  is an obstacle of the oncoming vehicle Q which is on the oncoming lane L 2 . Accordingly, the obstacle recognizer  131  and the avoidance target recognizer  133  can recognize an obstacle or an avoidance target using the same scheme. For example, the obstacle recognizer  131  and the avoidance target recognizer  133  recognize an object located on a road as an obstacle or an avoidance target except for text, signs, or the like printed on the road. 
     [Function of Action Plan Generator  140 ] 
     The passing determiner  141  determines a mode at the time of passing an obstacle based on a recognition result by the obstacle recognizer  131 , the oncoming vehicle recognizer  132 , or the avoidance target recognizer  133 . The mode at the time of passing an obstacle includes Modes 1 to 3 to be described below. In accordance with a mode determined by the passing determiner  141 , the passing travel controller  142  performs passing travel control of the own vehicle M. 
     The passing determiner  141  may determine whether passing is possible before a mode at the time of passing is determined. When it is determined that the passing is possible, the passing determiner  141  determines a mode at the time of passing. For example, the passing determiner  141  determines whether the own vehicle M will travel beyond the center line CL at the time of passing the stopping vehicle P from the right side based on a recognition result of the obstacle recognizer  131  (the length of the travel lane L 1  in the vehicle width direction X and the length of the stopping vehicle P in the vehicle width direction X) and the length of the own vehicle M in the vehicle width direction X. When the own vehicle M will not travel beyond the center line CL at the time of passing the stopping vehicle P from the right side, the passing determiner  141  determines that the passing is possible in a state in which there is the oncoming vehicle. 
     Conversely, when the own vehicle will travel beyond the center line CL at the time of passing the stopping vehicle P from the right side, the passing determiner  141  determines whether the center line CL is a center line beyond which driving is not banned from passing based on a shape or color of the center line CL. When the center line CL is the center line beyond which driving is not banned from passing, the passing determiner  141  determines that passing is possible in a state in which there is no oncoming vehicle. Conversely, when the center line CL is a center line beyond which driving is banned from passing, the passing determiner  141  determines that no passing is possible in any case. 
     When the recognizer  130  recognizes that an obstacle is on the travel lane L 1 , the passing travel controller  142  performs passing travel control in which an obstacle is passed to travel. As a condition that the passing travel control is performed, a condition that the passing determiner  141  determines that passing is possible may be included. Hereinafter, the example in which an obstacle has stopped has been described. However, the same applies even when an obstacle moving in the same direction as a travel direction of the own vehicle M is passed or when an obstacle moving an opposite direction to a travel direction of the own vehicle M is avoided and passed. 
     The passing travel controller  142  generates a target trajectory used for the own vehicle M to pass an obstacle based on the size of an object when the recognizer  130  recognizes that the obstacle is on the travel lane L 1 .  FIG. 4  is a diagram showing an example of a target trajectory when the stopping vehicle P is in a travel direction of the own vehicle M. In the example of  FIG. 4 , it is assumed that the stopping vehicle P is in a travel direction of the own vehicle M on the travel lane L 1  alone. The stopping vehicle P alone is, for example, a stopping vehicle which is distant from another stopping vehicle by a predetermined distance (for example, about several [m] or more). In the example of  FIG. 4 , the own vehicle M is assumed to perform passing driving to pass the right side of the stopping vehicle P. 
     For example, when the recognizer  130  recognizes the stopping vehicle P which is in the travel direction of the own vehicle M, the passing travel controller  142  sets a contact-estimated region Pa in which it is estimated that there is a likelihood of contact with the stopping vehicle P based on contour information of the stopping vehicle P. The contour information is, for example, information indicating contour of the stopping vehicle P recognized by the obstacle recognizer  131 . The passing travel controller  142  generates a target trajectory K 1  for passing the stopping vehicle P without contact with the set contact-estimated region Pa. 
     First, the passing travel controller  142  provisionally sets the target trajectory K 1  for passing a center (for example, a center of gravity G) of the own vehicle M and generates a left offset trajectory KL 1  in which the provisionally set target trajectory K 1  is offset by a distance D 1  to the left end of the own vehicle M in the horizontal direction (a road width direction: the X direction in the drawing). Then, when the stopping vehicle P is passed from the right side, the passing travel controller  142  generates the target trajectory K 1  so that a distance between the left offset trajectory KL 1  and the contact-estimated region Pa is equal to or greater than a minimum interval B 1 . 
     The passing travel controller  142  may generate a right offset trajectory KR 1  in which the provisionally set target trajectory K 1  is offset by a distance D 2  to the right vehicle wheels of the own vehicle M in the horizontal direction in addition to the left offset trajectory KL 1 . The distances D 1  and D 2  may be the same value or may be different values. The passing travel controller  142  generates the target trajectory K 1  so that a distance between the left offset trajectory KL 1  and the contact-estimated region Pa is equal to or greater than the minimum interval B 1  and the right offset trajectory KR 1  is not beyond the road mark line E 2 . Thus, the own vehicle M can pass the stopping vehicle P without traveling out of a road. 
     The risk potential setter  143  generates a map (not illustrated) indicating a region in which the own vehicle M is prohibited from traveling or a probability from the present to the future of traffic participants (pedestrians or other vehicles) being present based on a recognition result of the recognizer  130  and calculates a risk potential by searching the map in accordance with the target trajectory. The risk potential is a value indicating a region in which there is a likelihood (probability) of traffic participants being nearby in the travel direction of the own vehicle M and a region in which there is a likelihood (probability) of an area in which the own vehicle M is banned from traveling, or the like from the present to the future being present. The risk potential is calculated as 0 in a region in which an existence probability of traffic participants is low and is calculated as an increasing positive value as the existence probability becomes higher. 
     (Mode 1 at Time of Passing) 
       FIG. 5  is a diagram showing an example of Mode 1 at the time of passing. First, the obstacle recognizer  131  recognizes that the stopping vehicle P is on the travel lane L 1  and the oncoming vehicle recognizer  132  recognizes that the oncoming vehicle Q is not traveling on the oncoming lane L 2 . In this case, the passing determiner  141  determines Mode 1 as the mode at the time of passing the obstacle P. Mode 1 is a mode in which the own vehicle M continuously travels forward and passes the obstacle without stopping the own vehicle M behind the stopping vehicle P. For example, the passing travel controller  142  generates the above-described target trajectory K 1  and causes the own vehicle to travel along the target trajectory K 1 . Specifically, the own vehicle M generates the target trajectory K 1  at time al. At time t 12 , the own vehicle M travels beyond the center line CL and passes the right side of the stopping vehicle P. At time t 13 , the own vehicle M returns to the travel lane L 1  and travels along the lane. 
     (Mode 2 at Time of Passing) 
       FIG. 6  is a diagram showing an example of Mode 2 at the time of passing. First, the obstacle recognizer  131  recognizes that the stopping vehicle P is on the travel lane L 1  and the oncoming vehicle recognizer  132  recognizes that the oncoming vehicle Q is traveling on the oncoming lane L 2 . In this case, the passing determiner  141  determines whether the oncoming vehicle Q intends to give way to the own vehicle M. For example, when the recognizer  130  recognizes that the oncoming vehicle Q performs an action to give way to the own vehicle M, the passing determiner  141  determines that the oncoming vehicle Q intends to give way to the own vehicle M. 
     When the passing determiner  141  determines that the oncoming vehicle Q intends to give way to the own vehicle M, the passing determiner  141  determines Mode M 2  as the mode at the time of passing the obstacle. Mode 2 is a mode in which the own vehicle M continuously travels forward and passes the obstacle while checking a positional relation with the oncoming vehicle Q without stopping the own vehicle M behind the stopping vehicle P. For example, the passing travel controller  142  generates the target trajectory K 2  to be described below and causes the own vehicle M to travel along the target trajectory K 2 . Specifically, at time t 21 , the own vehicle M recognizes the oncoming vehicle Q. Thereafter, at time t 22 , the own vehicle M recognizes that the oncoming vehicle Q is moving in a direction away from the own vehicle M in the vehicle width direction X. Then, at time t 23 , the own vehicle M generates the target trajectory K 2 . The target trajectory K 2  is a trajectory in which the own vehicle M enters the oncoming lane L 2  from the travel lane L 1  beyond the center line CL and advances while avoiding the stopping vehicle P. At time t 24 , the own vehicle M travels beyond the center line CL and passes the right side of the stopping vehicle P. At time t 25 , the own vehicle M returns to the travel lane L 1  to travel along the lane and the oncoming vehicle Q passes by the stopping vehicle P. 
     An “action” to give way to the own vehicle M″ includes, for example, movement of the oncoming vehicle Q in a direction away from the own vehicle M in the vehicle width direction X (for example, the direction X(R)). Here, the passing determiner  141  may determine whether a movement amount by which the oncoming vehicle Q moves in the direction away from the own vehicle M is equal to or greater than a first threshold. When the movement amount is equal to or greater than the first threshold, the passing determiner  141  determines that the oncoming vehicle Q intends to give way to the own vehicle M. Conversely, when the movement amount is less than the first threshold, the passing determiner  141  determines that the oncoming vehicle Q has no intention to give to way to the own vehicle M. 
     The present invention is not limited thereto and the “action” to give way to the own vehicle M″ includes a case in which the oncoming vehicle Q is moving in a direction away from the own vehicle M in the vehicle width direction X and it is recognized that a speed of the oncoming vehicle Q is decelerating (for example, the speed of the oncoming vehicle Q is equal to or less than a second threshold) or a case in which the oncoming vehicle Q is moving in a direction away from the own vehicle M in the vehicle width direction X and a sign indicating a permission to travel (allowing the own vehicle M to go ahead) by the oncoming vehicle Q using a headlight is recognized. The sign indicating the permission to travel using the headlight includes, for example, lowering the headlight, turning off the headlight, and passing. 
     The “action to give way to the own vehicle M” may include a case in which the oncoming vehicle Q is moving in a direction away from the own vehicle M in the vehicle width direction X and it is recognized that the driver of the oncoming vehicle Q recognizes the own vehicle M or a case in which the oncoming vehicle Q is moving in a direction away from the own vehicle M in the vehicle width direction X and it is recognized that an obstacle or another avoidance target R is not near the oncoming vehicle Q. 
     Even when it is determined that the oncoming vehicle Q intends to give way to the own vehicle M, the passing determiner  141  may determine whether to cause the own vehicle M to continuously travel forward depending on whether an occupant boards the stopping vehicle P. For example, when the obstacle recognizer  131  recognizes that the occupant boards the stopping vehicle P or when it is recognized that an occupant boards on a seat on the side of the center line of the stopping vehicle P, the passing determiner  141  determines that the own vehicle M is not allowed to continuously travel forward. Conversely, when the obstacle recognizer  131  recognizes that an occupant does not board the stopping vehicle P or when it is recognized that an occupant does not board on a seat on the side of the center line despite the recognition of the occupant in the stopping vehicle P, the passing determiner  141  determines that the own vehicle M is caused to continuously travel forward. 
     Conversely, when it is determined that the oncoming vehicle Q has no intention to give way to the own vehicle M, the passing determiner  141  determines Mode 3 as the mode at the time of passing the stopping vehicle P. Although the details will be described below, in Mode 2 at the time of passing, travel control in which the own vehicle M passes the stopping vehicle P while continuously traveling forward is performed. In Mode 3 at the time of passing, travel control in which the own vehicle M passes the stopping vehicle P after temporarily stopping without continuously travel forward is performed. In Modes 2 and 3 at the time of passing the stopping vehicle P, the own vehicle M may travel beyond the center line CL and pass the stopping vehicle P. When the own vehicle M can pass the stopping vehicle P and travel without traveling beyond the center line CL, the own vehicle M may pass the stopping vehicle P without traveling beyond the center line CL. 
       FIG. 7  is a diagram showing an example of a target trajectory when the stopping vehicle P and the oncoming vehicle Q are in a travel direction of the own vehicle M. In the example of  FIG. 7 , it is assumed that the stopping vehicle P is alone in a travel direction of the own vehicle M on the travel lane L 1  and the oncoming vehicle Q is alone in a travel direction of the own vehicle M on the oncoming lane L 2 . The oncoming vehicle Q alone is, for example, an oncoming vehicle which is distant from another oncoming vehicle by a predetermined distance (for example, several [m] or more). In the example of  FIG. 7 , the own vehicle M is assumed to perform passing driving to pass the right side of the stopping vehicle P earlier than the oncoming vehicle Q. 
     For example, when the recognizer  130  recognizes the stopping vehicle P which is in the travel direction of the own vehicle M, the passing travel controller  142  sets a contact-estimated region Pa in which it is estimated that there is a likelihood of contact with the stopping vehicle P based on contour information of the stopping vehicle P. When the recognizer  130  recognizes that the oncoming vehicle Q is in the travel direction of the own vehicle M, the passing travel controller  142  sets a contact-estimated region Qa in which it is estimated that there is a likelihood of contact with the oncoming vehicle Q based on contour information of the oncoming vehicle Q. When the oncoming vehicle Q is moving, the passing travel controller  142  estimates a position of the oncoming vehicle Q at a time point at which the own vehicle M passes by the oncoming vehicle Q based on a movement speed of the oncoming vehicle Q and sets the contact-estimated region Qa corresponding to the estimated position. 
     The passing travel controller  142  passes the stopping vehicle P without contact with the set contact-estimated region Pa and subsequently generates the target trajectory K 2  for passing by the oncoming vehicle Q without contact with the set contact-estimated region Qa. 
     First, the passing travel controller  142  provisionally sets the target trajectory K 2  for passing a center (for example, a center of gravity G) of the own vehicle M and generates a left offset trajectory KL 2  in which the provisionally set target trajectory K 2  is offset by the distance D 1  to the left end of the own vehicle M in the horizontal direction (a road width direction: the X direction in the drawing). The passing travel controller  142  generates a right offset trajectory KR 2  in which the provisionally set target trajectory K 2  is offset by the distance D 2  to the right vehicle wheels of the own vehicle M in the horizontal direction in addition to the left offset trajectory KL 2 . Then, the passing travel controller  142  generates the target trajectory K 2  so that a distance between the left offset trajectory KL 2  and the contact-estimated region Pa is equal to or greater than the minimum interval B 1  and a distance between the right offset trajectory KR 2  and the contact-estimated region Qa is equal to or greater than a minimum interval B 2 . Thus, the own vehicle M can pass the stopping vehicle P so that the minimum intervals to the stopping vehicle P and the oncoming vehicle Q are equal to or greater than B 1  and B 2  and pass by the oncoming vehicle Q. The minimum intervals B 1  and B 2  may be the same value or may be different values. 
     (Mode 3 at Time of Passing) 
       FIG. 8  is a diagram showing an example of Mode 3 at the time of passing. First, the obstacle recognizer  131  recognizes that the stopping vehicle P is on the travel lane L 1  and the oncoming vehicle recognizer  132  recognizes that the oncoming vehicle Q is traveling on the oncoming lane L 2 . In this case, the passing determiner  141  determines whether the oncoming vehicle Q intends to give way to the own vehicle M. In the example of  FIG. 8 , it is assumed that the oncoming vehicle Q is coming straightly in the middle of the oncoming lane L 2  and does not perform an action to avoid to the side of the road shoulder S 2 . Therefore, the passing determiner  141  determines that the oncoming vehicle Q has no intention to give way to the own vehicle M. 
     When the passing determiner  141  determines that the oncoming vehicle Q has no intention to give way to the own vehicle M, the passing determiner  141  determines Mode 3 as the mode at the time of passing the obstacle. Mode 3 is a mode in which the own vehicle M stops behind the stopping vehicle P and passes the stopping vehicle P after the oncoming vehicle Q passes. Specifically, at time t 31 , the own vehicle M recognizes the oncoming vehicle Q. 
     Thereafter, at time t 32 , the own vehicle M recognizes that the oncoming vehicle Q is not moving in the direction away from the own vehicle M in the vehicle width direction X. Then, at time t 33 , the own vehicle M generates the target trajectory K 1 , travels along the target trajectory K 1 , and temporarily stops before traveling beyond the center line CL. At time t 34 , the oncoming vehicle Q passes by the stopping vehicle P. Thereafter, at time t 35 , the own vehicle M travels beyond the center line CL and passes the right side of the stopping vehicle P. At time t 36 , the own vehicle M returns to the travel lane L 1  and travels along the lane. 
     [Flowchart] 
       FIGS. 9 and 10  are flowcharts showing an example of a process by the automated driving control device  100 . First, the obstacle recognizer  131  determines whether to recognize that an obstacle is on the travel lane L 1  (step S 101 ). When it is recognized that the obstacle is on the travel lane L 1 , the oncoming vehicle recognizer  132  determines whether to recognize that an oncoming vehicle is on the oncoming lane L 2  (step S 102 ). When it is not recognized that the oncoming vehicle is on the oncoming lane L 2 , the passing determiner  141  determines Mode 1 as a passing method at the time of passing the obstacle. Then, the passing travel controller  142  permits to travel beyond the center line CL (or passes closely to the center line CL) (step S 103 ), generates the target trajectory K 1  and performs passing travel control in which the own vehicle M travels beyond the center line (step S 104 ). The passing travel controller  142  determines whether the own vehicle M can travel without traveling beyond the center line CL based on a vehicle width size (that is, a space in which the own vehicle M can travel near the obstacle) in which the travel lane L 1  is unoccupied. Then, when the own vehicle M cannot travel without traveling beyond the center line CL while avoiding the obstacle, the passing travel controller  142  permits to travel beyond the center line CL. When the own vehicle M can travel without traveling beyond the center line CL while avoiding the obstacle, the passing travel controller  142  permits to pass closely to the center line CL. 
     Conversely, when it is recognized in step S 102  that the oncoming vehicle is on the oncoming lane L 2 , the flowchart transitions to  FIG. 10  and the passing determiner  141  determines whether the recognizer  130  recognizes that the oncoming vehicle Q is moving in the direction away from the own vehicle M in the vehicle width direction X (step S 151 ). When the recognizer  130  recognizes that the oncoming vehicle Q is moving in the direction away from the own vehicle M in the vehicle width direction X, the passing determiner  141  determines whether the recognizer  130  recognizes that the oncoming vehicle Q is decelerating (step S 152 ). When the recognizer  130  recognizes that the oncoming vehicle Q is decelerating, the passing determiner  141  determines whether the recognizer  130  recognizes that an occupant of the oncoming vehicle Q recognizes the own vehicle M (step S 153 ). When the recognizer  130  recognizes that the occupant of the oncoming vehicle Q recognizes the own vehicle M, the passing determiner  141  determines whether or not a recognized result by the recognizer  130  indicating that the avoidance target R is not near the oncoming vehicle Q (step S 154 ). 
     When the recognizer  130  recognizes in step S 154  that the recognizer  130  recognizes that the avoidance target R is not near the oncoming vehicle Q, the process returns to  FIG. 9  and the passing determiner  141  determines Mode 2 as the passing method at the time of passing the obstacle. Then, the passing travel controller  142  permits to travel beyond the center line CL (or pass closely to the center line CL) in the state in which there is the oncoming vehicle Q (step S 106 ). The risk potential setter  143  sets a risk potential when the oncoming vehicle intends to give way (step S 107 ). Then, the passing travel controller  142  generates the target trajectory K 2  and performs the passing travel control to travel beyond the center line (step S 104 ). 
     Conversely, when the recognizer  130  does not recognize in step S 151  that the oncoming vehicle Q is moving in the direction away from the own vehicle M in the vehicle width direction X, when the recognizer  130  does not recognize in step S 152  that the oncoming vehicle Q is decelerating, when the recognizer  130  does not recognize in step S 153  that the occupant of the oncoming vehicle Q recognizes the own vehicle M, or when the recognizer  130  does not recognize in step S 154  that the avoidance target R is not near the oncoming vehicle Q, the passing determiner  141  determines Mode 3 as the passing method at the time of passing the obstacle. Then, the passing travel controller  142  bans the own vehicle M from traveling beyond the center line CL (or passing closely the center line CL) in the state in which there is the oncoming vehicle Q (step S 108 ). The risk potential setter  143  sets a risk potential when the oncoming vehicle has no intention to give way (step S 109 ). Then, the passing travel controller  142  generates the target trajectory K 1 , causes the own vehicle M to travel along the target trajectory K 1 , and causes the own vehicle M to temporarily stop before traveling beyond the center line CL. After the oncoming vehicle Q passes by the own vehicle M, the passing travel controller  142  causes the own vehicle M to travel again along the target trajectory K 1  (step S 110 ). 
     The risk potential corresponding to the oncoming vehicle Q when the oncoming vehicle intends to give way is lower than the risk potential when the oncoming vehicle has no intention to give way. 
     In the flowchart, the example in which when the positive results are determined in all of steps S 151  to S 154 , the passing travel controller  142  permits the own vehicle to travel beyond the center line CL in the state where there is the oncoming vehicle Q has been described, but the present invention is not limited thereto. For example, when the positive result is determined in at least one of steps S 151  to S 154 , the passing travel controller  142  may permit the own vehicle to travel beyond the center line CL in the state in which there is the oncoming vehicle Q and may cause the own vehicle M to continuously travel forward. When the negative result is determined in at least one of steps S 151  to S 154 , the passing travel controller  142  may ban the own vehicle M from traveling beyond the center line CL in the state in which there is the oncoming vehicle Q and may cause the own vehicle M to stop traveling forward. 
     For example, when the recognizer  130  recognizes that the stopping vehicle P and the oncoming vehicle Q are in the travel direction of the own vehicle M, the recognizer  130  recognizes that the oncoming vehicle Q is moving in the direction away from the own vehicle M in the vehicle width direction X, and the recognizer  130  recognizes that the oncoming vehicle Q is decelerating, the automated driving control device  100  causes the own vehicle M to continuously travel forward. In other words, when the recognizer  130  recognizes that the stopping vehicle P and the oncoming vehicle Q are in the travel direction of the own vehicle M, the recognizer  130  recognizes that the oncoming vehicle Q is moving in the direction away from the own vehicle M in the vehicle width direction X, and the recognizer  130  does not recognize that the oncoming vehicle Q is decelerating, the automated driving control device  100  causes the own vehicle M not to continuously travel forward. 
     When the recognizer  130  recognizes that the stopping vehicle P and the oncoming vehicle Q are in the travel direction of the own vehicle M, the recognizer  130  recognizes that the oncoming vehicle Q is moving in the direction away from the own vehicle M in the vehicle width direction X, and the recognizer  130  recognizes that the driver of the oncoming vehicle Q recognizes the own vehicle M, the automated driving control device  100  causes the own vehicle M to continuously travel forward. In other words, when the recognizer  130  recognizes that the stopping vehicle P and the oncoming vehicle Q are in the travel direction of the own vehicle M, the recognizer  130  recognizes that the oncoming vehicle Q is moving in the direction away from the own vehicle M in the vehicle width direction X, and the recognizer  130  does not recognize that the driver of the oncoming vehicle Q recognizes the own vehicle M, the automated driving control device  100  causes the own vehicle M not to continuously travel forward. 
     As described above, when the recognizer  130  recognizes that the stopping vehicle P and the oncoming vehicle Q are in the travel direction of the own vehicle M, the recognizer  130  recognizes that the oncoming vehicle Q is moving in the direction away from the own vehicle M in the vehicle width direction X, and the recognizer  130  recognizes that the avoidance target R is not near the oncoming vehicle Q, the automated driving control device  100  causes the own vehicle M to continuously travel forward. In other words, when the recognizer  130  recognizes that the stopping vehicle P and the oncoming vehicle Q are in the travel direction of the own vehicle M, the recognizer  130  recognizes that the oncoming vehicle Q is moving in the direction away from the own vehicle M in the vehicle width direction X, and the recognizer  130  recognizes that the avoidance target R is near the oncoming vehicle Q, the automated driving control device  100  causes the own vehicle M not to continuously travel forward. 
     [Hardware Configuration] 
       FIG. 11  is a diagram showing an example of a hardware configuration of the automated driving control device  100  according to an embodiment. As illustrated, the automated driving control device  100  is configured such that a communication controller  100 - 1 , a CPU  100 - 2 , a random access memory (RAM)  100 - 3  that is used as a working memory, a read-only memory (ROM)  100 - 4  that stores a boot program or the like, a storage device  100 - 5  such as a flash memory or a hard disk drive (HDD), a drive device  100 - 6 , and the like are connected to each other via an internal bus or a dedicated communication line. The communication controller  100 - 1  performs communication with constituent element other than the automated driving control device  100 . The storage device  100 - 5  stores a program  100 - 5   a  that is executed by the CPU  100 - 2 . The program is loaded on the RAM  100 - 3  by a direct memory access (DMA) controller (not illustrated) to be executed by the CPU  100 - 2 . Thus, some or all of the first controller  120  and the second controller  160  are realized. 
     The above-described embodiment can be expressed as a vehicle control device including a storage device that stores a program and a hardware processor, the vehicle control device causing the hardware processor to execute the program stored in the storage device, to recognize a surrounding situation of an own vehicle; to perform at least one of speed control and steering control of the own vehicle based on the recognized surrounding situation; and to cause the own vehicle to continuously travel forward when a recognizer recognizes that an obstacle and an oncoming vehicle are in a travel direction of the own vehicle and the recognizer recognizes that the oncoming vehicle is moving in a direction away from the own vehicle in a vehicle width direction. 
     While preferred embodiments of the invention have been described and illustrated above, it should be understood that these are exemplary of the invention and are not to be considered as limiting. Additions, omissions, substitutions, and other modifications can be made without departing from the spirit or scope of the present invention. Accordingly, the invention is not to be considered as being limited by the foregoing description, and is only limited by the scope of the appended claims.