JP2022157639A - Driving support system of saddle-riding type vehicle - Google Patents

Abstract

To provide a driving support system of a saddle-riding type vehicle which can perform stable turning.SOLUTION: A driving support system 1 of a motorcycle includes: an automatic acceleration/deceleration control section 61 which controls an inter-vehicle distance with respect to a vehicle traveling ahead; a travel environment determination section 63 which determines that a curve exists in front of an own vehicle; a target setting section 64 which sets a target inter-vehicle distance in automatic inter-vehicle distance control by the automatic acceleration/deceleration control section 61; and an inter-vehicle distance control finish section 65 which finishes the automatic inter-vehicle distance control by the automatic acceleration/deceleration control section 61 when an ACC continuation condition is not satisfied. When it is determined that the curve exits in front of the own vehicle, the target setting section 64 changes the target inter-vehicle distance to a longer distance side than before it is determined that the curve exists. The ACC continuation condition includes at least one of that an actual inter-vehicle distance reaches the target inter-vehicle distance by the time of reaching the curve and that it can be estimated that the actual inter-vehicle distance reaches the target inter-vehicle distance by the time of reaching the curve.SELECTED DRAWING: Figure 1

Description

The present invention relates to a driving assistance system for a straddle-type vehicle. More specifically, a driving support system for straddle-type vehicles that controls the inter-vehicle distance to the preceding vehicle based on the recognition result of the road conditions in front of the vehicle.

In recent years, driving assistance systems such as ACC (Adoptive Cruise Control) and LKAS (Lane Keeping Assistance System) for motorcycles have become widespread.

In the preceding vehicle follow-up control in the driving support system disclosed in Patent Document 1, when a curve is detected in front of the vehicle, the inter-vehicle distance between the preceding vehicle and the vehicle is lengthened to prevent the vehicle from turning. It controls the acceleration and deceleration of the own vehicle, thereby reducing driver fatigue.

WO2020/202283

By the way, in the preceding vehicle follow-up control, the following distance from the preceding vehicle is lengthened by decelerating the own vehicle. For this reason, as in the driving support system disclosed in Patent Document 1, after detecting a curve in front of the vehicle, when increasing the inter-vehicle distance to the preceding vehicle, there is sufficient time before the vehicle reaches the curve. In some cases, the vehicle cannot be decelerated properly and the required inter-vehicle distance cannot be secured. In such a case, it is necessary to decelerate the own vehicle during turning in order to secure the required inter-vehicle distance. However, with a motorcycle, deceleration during turning poses a considerable risk of overturning.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a driving support system for a saddle-riding vehicle capable of stable turning.

(1) A driving support system for a straddle-type vehicle according to the present invention (for example, a driving support system 1 to be described later) includes road condition recognition means (for example, an external sensor unit 2 to be described later) for recognizing road conditions in front of the vehicle. an inter-vehicle distance control means (for example, an automatic acceleration/deceleration control section 61 to be described later) that controls the inter-vehicle distance to the preceding vehicle based on the recognition result of the road condition recognizing means and follows the preceding vehicle; Driving environment determination means (for example, a driving environment determination unit 63, an external sensor unit 2, a vehicle sensor unit 3, a navigation device 5, which will be described later) that determines the presence of a curve ahead, and inter-vehicle distance control by the inter-vehicle distance control means setting means for setting a target inter-vehicle distance (for example, a target setting unit 64 described later); and termination means for terminating the inter-vehicle distance control when the execution condition is not satisfied (for example, an inter-vehicle distance control termination unit 65 described later). wherein, when it is determined that there is a curve ahead of the vehicle, the setting means changes the target inter-vehicle distance to a longer distance side than before it is determined that the curve exists, and the execution condition is, It includes at least one of the fact that the inter-vehicle distance has reached the target inter-vehicle distance by the time the vehicle reaches the curve or the turning operation is started, and that the inter-vehicle distance can be estimated to reach the target inter-vehicle distance by the time the curve is reached. It is characterized by

(2) In this case, when the inter-vehicle distance control is terminated by the termination means, it is preferable that the inter-vehicle distance control automatically resumes the inter-vehicle distance control after exiting the curve.

(3) In this case, when the inter-vehicle distance control is terminated by the termination means, the driving support system includes a notification means (for example, driver It is preferable to further include a notification unit 66, HMI 4).

(4) In this case, when it is determined that there is a curve ahead of the vehicle, the setting means sets the vehicle traveling on the curve to the target inter-vehicle distance before it is determined that the curve exists. It is preferable to change the target inter-vehicle distance by adding a distance necessary to achieve the desired inter-vehicle distance.

(5) In this case, it is preferable that the termination means terminate the inter-vehicle distance control when deceleration of the own vehicle due to the inter-vehicle distance control while the own vehicle is turning is equal to or greater than a deceleration threshold.

(1) In the driving support system according to the present invention, the inter-vehicle distance control means controls the inter-vehicle distance to the preceding vehicle based on the recognition result of the road conditions in front of the own vehicle to follow the preceding vehicle. Further, when it is determined that there is a curve ahead of the vehicle, the vehicle-to-vehicle distance control means changes the target vehicle-to-vehicle distance to a longer distance than before it was determined that the curve exists. By increasing the distance between the vehicle and the vehicle in front during a turn in this way, if the vehicle in front suddenly decelerates during a turn, the vehicle is brought upright and then braked while the vehicle is upright. Since the time can be secured, it is possible to avoid collision with the preceding vehicle and overturn of the own vehicle. Further, in the present invention, after the target inter-vehicle distance is changed to the long distance side as described above, if the inter-vehicle distance does not reach the target inter-vehicle distance by the time the vehicle reaches the curve or the turning operation is started, If the inter-vehicle distance cannot be estimated to reach the target inter-vehicle distance, the inter-vehicle distance control is ended. As a result, it is possible to prevent the vehicle from decelerating due to inter-vehicle distance control while turning, so that stable turning can be performed.

(2) In the driving support system according to the present invention, when the inter-vehicle distance control is terminated by the termination means, the inter-vehicle distance control is automatically resumed after exiting the curve. This is convenient because the driver does not need to operate a switch, button, or the like for commanding execution of inter-vehicle distance control each time inter-vehicle distance control is terminated.

(3) In the driving support system according to the present invention, when the inter-vehicle distance control is terminated by the termination means, the notification means notifies the driver of information indicating that the inter-vehicle distance control will be terminated. This is convenient because the driver can know that the inter-vehicle distance control has ended.

(4) In the driving support system according to the present invention, when it is determined that there is a curve ahead of the vehicle, the setting means sets the distance between the vehicles to the target distance before it is determined that the curve exists. The target vehicle-to-vehicle distance is changed by adding the distance required to keep the vehicle upright. As a result, when the preceding vehicle suddenly decelerates during a turn, it is possible to secure time for the own vehicle to stand upright before braking the own vehicle.

(5) In the driving support system according to the present invention, the ending means ends the inter-vehicle distance control when the deceleration of the own vehicle due to the inter-vehicle distance control while the own vehicle is turning is equal to or greater than the deceleration threshold. . As a result, the risk of overturning during turning can be reduced.

1 is a diagram schematically showing the configuration of a driving support system for a motorcycle according to an embodiment of the present invention; FIG. 4 is a flow chart showing specific procedures of vehicle-to-vehicle distance control and vehicle speed control by a driving support control device; 4 is a flowchart showing a procedure for setting a target inter-vehicle distance; 9 is a flowchart showing a specific procedure of ACC continuation condition determination processing;

A configuration of a driving support system for a straddle-type vehicle according to an embodiment of the present invention will be described below with reference to the drawings.

FIG. 1 is a diagram showing the configuration of a driving support system 1 according to this embodiment. The driving support system 1 is mounted on a motorcycle (not shown) as a straddle-type vehicle. The driving source of this motorcycle may be an internal combustion engine, a rotating electrical machine, or a combination thereof. Also, the power source of the rotating electric machine may be a secondary battery, a capacitor, or a fuel cell. In addition, although the case where the driving assistance system 1 is applied to a motorcycle will be described below, the present invention is not limited to this. The present invention can be applied to straddle-type vehicles such as straddle-type three-wheeled vehicles, straddle-type four-wheeled vehicles, and motorized bicycles, in addition to motorcycles.

The driving assistance system 1 assists the safe driving of the motorcycle by the driver. Among the various driving support functions realized by the driving support system 1, an adaptive cruise control (ACC) function that automatically controls the inter-vehicle distance to the preceding vehicle and follows the preceding vehicle will be described below.

The driving support system 1 includes an external sensor unit 2, a vehicle sensor unit 3, a human machine interface 4 (hereinafter abbreviated as "HMI 4"), a navigation device 5, and a driving support control device. 6, a driving operator 81, a driving force output device 82, and a braking device 83. These devices are connected to each other by multiplex communication lines such as CAN (Controller Area Network) communication lines, serial communication lines, wireless communication networks, and the like.

The external sensor unit 2 includes a camera unit 21, a lidar unit 22, a radar unit 23, an external recognition device 24, and the like.

The camera unit 21 includes, for example, a digital camera using a solid-state imaging device such as CCD (Charge Coupled Devices) or CMOS (Complementary Metal Oxide Semiconductor). The lidar unit 22 includes a lidar (Light Detection and Range (LIDAR)) that detects an object by measuring scattered light from the object against pulsed laser irradiation. The radar unit 23 includes a millimeter wave radar that detects an object by measuring reflected waves from the object against millimeter wave irradiation. The camera unit 21, the rider unit 22, and the radar unit 23 are attached to arbitrary positions of the motorcycle, such as the front windshield and mirrors, facing forward of the vehicle.

The external recognition device 24 performs sensor fusion processing on the detection results of some or all of the camera unit 21, the lidar unit 22, and the radar unit 23, thereby recognizing the position of the road and objects in front of the vehicle, It is a computer that recognizes conditions such as types and speeds (hereinafter collectively referred to as "road conditions"). The external recognition device 24 transmits the recognition result to the driving support control device 6, for example.

The vehicle sensor unit 3 includes a vehicle speed sensor that detects the speed of the own vehicle, a 5-axis or 6-axis inertial measurement device, and the like. The inertial measurement device detects angles or angular velocities and accelerations of three axes (roll axis, pitch axis, and yaw axis) in the vehicle body of the own vehicle. A detection signal from the vehicle sensor unit 3 is sent to the driving support control device 6, for example.

The HMI 4 presents various types of information to the occupants of the own vehicle and accepts input operations by the occupants. The HMI 4 includes various display devices, speakers, buzzers, touch panels, switches, keys, and the like. The occupant can turn on or off the ACC function of the driving support control device 6 by operating the ACC switch provided on the HMI 4 . The HMI 4 is also provided with an ACC function indicator lamp that indicates the state of the ACC function. This ACC function indicator light can be lit in a plurality of modes such as red, green, and white. When the ACC function is on and vehicle-to-vehicle distance control, which will be described later, is being executed, the ACC function indicator light is lit in red. When the ACC function is on and vehicle speed control, which will be described later, is being executed, the ACC function indicator light is green. Also, when the ACC function is temporarily off, that is, when the ACC standby state, the ACC function indicator light is lit in white. Also, when the ACC function is off, the ACC function indicator light is extinguished. Therefore, when the ACC switch is turned on by the passenger, the ACC function indicator light is lit in red, green, or white. Further, when the ACC switch is turned off by the passenger, the ACC function indicator light is extinguished.

The navigation device 5 includes, for example, a GNSS receiver that identifies the current position of the vehicle based on signals received from GNSS (Global Navigation Satellite System) satellites, a storage device that stores map information, and the like. The navigation device 5 transmits information about the current position of the vehicle to the driving support control device 6 together with map information of the current position.

The driving operation element 81 includes an accelerator grip and a brake lever operated by the driver during acceleration and deceleration, a clutch lever and a shift pedal operated by the driver during shift switching, a steering handle operated by the driver during turning, and the operation amounts of these. and a plurality of operation element sensors for detecting the presence or absence of operation. Detection signals of these operation element sensors are transmitted to the driving support control device 6 .

The running driving force output device 82 outputs running driving force for running the vehicle to the driving wheels. The running driving force output device 82 controls the driving force source and the transmission based on the command signal transmitted from the driving force source such as the internal combustion engine or the rotating electric machine, the transmission, and the driving support control device 6, and responds to the command. An electronic control unit or the like is provided to generate corresponding acceleration/deceleration.

The brake device 83 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and a command signal transmitted from the driving support control device 6 to control the electric motor, Equipped with an electronic control unit that generates a braking force according to a command.

The driving assistance control device 6 is a computer responsible for controlling driving assistance functions. The driving support control device 6 includes an automatic acceleration/deceleration control unit 61, a driving environment determination unit 63, a target setting unit 64, and an inter-vehicle distance control as modules for realizing an ACC function and a CC function among a plurality of driving support functions. A termination unit 65 and a driver notification unit 66 are provided.

When the ACC function is on, the automatic acceleration/deceleration control unit 61 sets a target distance to the preceding vehicle specified based on the recognition result of the road condition by the external recognition device 24, which is sequentially set by the target setting unit 64. The driving force output device 82 and the brake device 83 are operated so that the inter-vehicle distance is maintained, and the inter-vehicle distance control to follow the preceding vehicle is executed. Further, when the automatic acceleration/deceleration control unit 61 cannot recognize the preceding vehicle based on the recognition result of the road condition by the external recognition device 24 although the ACC function is on, the vehicle speed specified by the vehicle sensor unit 3 is , the vehicle speed control is executed to operate the driving force output device 82 and the brake device 83 so as to achieve the set vehicle speed preset by the driver.

The driving environment determination unit 63 determines whether the vehicle is traveling on a curve or whether there is a curve ahead of the vehicle. The driving environment determination unit 63 determines the road condition recognition result by the external recognition device 24, the detection result of the vehicle sensor unit 3, and all or all of the vehicle position information and map information transmitted from the navigation device 5. , it is determined whether the vehicle is traveling on a curve or whether there is a curve ahead of the vehicle. A result of the determination by the driving environment determination section 63 is transmitted to the target setting section 64 and the inter-vehicle distance control termination section 65 .

The target setting unit 64 sets a target inter-vehicle distance in inter-vehicle distance control by the automatic acceleration/deceleration control unit 61 when the ACC function is on. More specifically, the target setting unit 64 sets the target inter-vehicle distance based on the road condition recognition result by the external recognition device 24 , the determination result by the driving environment determination unit 63 , and the detection result by the vehicle sensor unit 3 . Further, the target setting unit 64 sets the target vehicle speed in the vehicle speed control by the automatic acceleration/deceleration control unit 61 when the external recognition device 24 cannot recognize the preceding vehicle. The target setting unit 64 transmits information about the set target inter-vehicle distance and target vehicle speed to the automatic acceleration/deceleration control unit 61 .

The inter-vehicle distance control termination unit 65 determines whether or not a predetermined ACC continuation condition is met, and sets the value of the ACC standby flag to "0" or "1" based on the determination result of whether or not the ACC continuation condition is met. Here, the ACC standby flag is a flag that clearly indicates that at least the inter-vehicle distance control is temporarily suspended.

The driver notification unit 66 notifies the driver of various types of information via the HMI 4 while the vehicle is running. More specifically, when the ACC function is temporarily turned off by the inter-vehicle distance control termination unit 65, the driver notification unit 66 uses the HMI 4 to notify the driver of a predetermined warning message, It switches the lighting mode of the ACC function indicator lamp.

FIG. 2 is a flow chart showing a specific procedure of inter-vehicle distance control and vehicle speed control by the driving support control device 6. As shown in FIG. The processing shown in FIG. 2 is performed by the driving support control device 6 at a predetermined control cycle while the ACC switch provided in the HMI 4 is turned on, that is, while the driver indicates the intention to turn on the ACC function. It is executed repeatedly under Each step shown in FIG. 2 is realized by the driving assistance control device 6 executing a computer program stored in a storage device (not shown) while the ACC switch is turned on.

First, in step ST1, the driving support control device 6 acquires the recognition result of the road condition in front of the vehicle by the external recognition device 24, and proceeds to step ST2. In step ST2, the automatic acceleration/deceleration control unit 61 determines whether or not there is a vehicle ahead in front of the vehicle based on the recognition result of the road condition in front of the vehicle acquired in step ST1.

If the determination result in step ST2 is NO, that is, if there is no preceding vehicle that can be followed, the automatic acceleration/deceleration control section 61 proceeds to step ST3.

In step ST3, the target setting section 64 sets the target vehicle speed used in vehicle speed control, and proceeds to step ST4. Here, the target setting unit 64 sets, for example, a set vehicle speed preset by the driver as the target vehicle speed.

In step ST4, the automatic acceleration/deceleration control unit 61 instructs acceleration/deceleration based on a known feedback algorithm so that the vehicle speed of the own vehicle specified by the vehicle sensor unit 3 becomes the target vehicle speed set by the processing in step ST3. Calculate the value and move to step ST5.

In step ST5, the driver notification unit 66 lights the ACC function indicator lamp provided in the HMI 4 in green to indicate that the vehicle speed control is being executed, and proceeds to step ST15.

On the other hand, if the determination result in step ST2 is YES, that is, if there is a preceding vehicle that can be followed, the automatic acceleration/deceleration control section 61 proceeds to step ST7. In step ST7, the target setting unit 64 sets the target inter-vehicle distance according to the procedure described later with reference to FIG. 3, and proceeds to step ST8.

In step ST8, the automatic acceleration/deceleration control section 61 sets the actual inter-vehicle distance between the preceding vehicle and the own vehicle calculated based on the recognition result acquired in step ST1 by the target setting section 64 in step ST7. An acceleration/deceleration instruction value is calculated based on a known feedback algorithm so as to achieve the target inter-vehicle distance, and the process proceeds to step ST9.

In step ST9, the inter-vehicle distance control termination unit 65 executes ACC continuation condition determination processing for setting the value of the ACC standby flag to "0" or "1" based on the determination result of the success or failure of the ACC continuation condition, which will be described later. , the process proceeds to step ST10. A specific procedure of this ACC continuation condition determination process will be described later with reference to FIG.

At step ST10, the automatic acceleration/deceleration control section 61 determines whether or not the value of the ACC standby flag is "1". When the determination result in step ST10 is NO, the automatic acceleration/deceleration control section 61 proceeds to step ST11.

In step ST11, the driver notification unit 66 lights the ACC function indicator lamp provided in the HMI 4 in red to indicate that the inter-vehicle distance control is being executed, and proceeds to step ST15. At step ST15, the automatic acceleration/deceleration control unit 61 executes vehicle-to-vehicle distance control or vehicle speed control, and ends the processing shown in FIG. More specifically, the automatic acceleration/deceleration control unit 61 operates the driving force output device 82 and the brake device 83 based on the acceleration/deceleration instruction value calculated in step ST4 or step ST8, and performs the processing shown in FIG. finish.

On the other hand, when the determination result in step ST10 is YES, the automatic acceleration/deceleration control section 61 proceeds to step ST12. In step ST12, the driver notification unit 66 lights the ACC function indicator light in white to indicate that the ACC function is temporarily off, and ends the processing shown in FIG. As described above, when the value of the ACC standby flag is "1", the automatic acceleration/deceleration control unit 61 ends the processing shown in FIG. do. Therefore, when the ACC function indicator light is lit in white, the driving force output device 82 and the brake device 83 are operated by the driver.

FIG. 3 is a flow chart showing the procedure for setting the target inter-vehicle distance.
First, in step ST21, the target setting unit 64 acquires the vehicle speed of the preceding vehicle and the actual inter-vehicle distance between the preceding vehicle and the own vehicle based on the recognition result of the road condition in front of the own vehicle acquired in step ST1. Then, the process moves to step ST22.

In step ST22, the target setting section 64 calculates a basic value for the target inter-vehicle distance based on the vehicle speed of the preceding vehicle acquired in step ST21, and proceeds to step ST23. The target setting unit 64 sets the base value to a larger value as the vehicle speed of the preceding vehicle increases. That is, the target setting unit 64 increases the target inter-vehicle distance as the vehicle speed of the preceding vehicle increases.

In step ST23, the driving environment determination section 63 determines whether or not the vehicle is traveling on a curve. When the determination result in step ST23 is NO, the driving environment determination unit 63 proceeds to step ST24. At step ST24, the driving environment determination unit 63 determines whether or not there is a curve ahead of the vehicle. When the determination result in step ST24 is YES, the driving environment determination unit 63 proceeds to step ST27.

If the determination result in step ST24 is NO, that is, if the vehicle is not traveling on a curve and there is no curve ahead of the vehicle, in other words, the vehicle is traveling on a straight line. If there is, the process moves to step ST25. In step ST25, the target setting unit 64 sets the basic value calculated in step ST22 as the target inter-vehicle distance, and proceeds to step ST8 in FIG.

On the other hand, if the determination result of step ST23 is YES, that is, if the vehicle is traveling on a curve, the driving environment determination unit 63 proceeds to the process of step ST26. At step ST26, the target setting unit 64 calculates the current bank angle of the vehicle based on the detection signal from the vehicle sensor unit 3, and furthermore, based on this bank angle, the target setting unit 64 calculates the current bank angle for the time required for the vehicle to stand upright. The corresponding upright required time is calculated, and the process proceeds to step ST28.

On the other hand, if the determination result of step ST24 is YES, that is, if there is a curve ahead of the vehicle, the driving environment determination section 63 proceeds to the process of step ST27. In step ST27, the target setting unit 64 calculates the curvature of the curve existing in front of the vehicle based on the recognition result of the road condition acquired in step ST1, the current position of the vehicle and map information acquired by the navigation device 5, and the like. estimating the radius of curvature, calculating the expected bank angle of the vehicle when traveling on a curve that exists in front of the vehicle based on this radius of curvature, and further calculating the time required to stand upright based on this expected bank angle; Move to ST28.

In step ST28, the target setting unit 64 causes the vehicle running on the target curve to stand upright, based on the time required for upright erection calculated in step ST26 or step ST27 and the vehicle speed transmitted from the vehicle sensor unit 3. The distance required for standing upright corresponding to the distance required for standing is calculated, and the process proceeds to step ST29.

In step ST29, the target setting unit 64 sets the target inter-vehicle distance by adding the required upright distance calculated in step ST28 to the basic value calculated in step ST22, and proceeds to step ST8 in FIG.

As described above, according to the processing shown in FIG. 3, when it is determined that there is a curve ahead of the vehicle, the target setting unit 64 sets the target inter-vehicle distance (that is, the basic value (equivalent to ), the required distance for erecting the vehicle running on the curve in front of the vehicle is added to change the target inter-vehicle distance to the long distance side.

FIG. 4 is a flowchart showing a specific procedure of ACC continuation condition determination processing.
First, in step ST41, the inter-vehicle distance control ending section 65 determines whether or not the acceleration/deceleration instruction value calculated in step ST30 is a negative value indicating a deceleration instruction. If the determination result in step ST41 is NO, that is, if the control instruction based on the inter-vehicle distance control is an acceleration instruction, the inter-vehicle distance control ending section 65 determines that the risk of overturning is small, and proceeds to step ST42. In step ST42, the automatic acceleration/deceleration control unit 61 sets the value of the ACC standby flag to "0" so as to continue the vehicle-to-vehicle distance control, and proceeds to the process of step ST10 in FIG.

On the other hand, if the determination result in step ST41 is YES, that is, if the control instruction based on the inter-vehicle distance control is a deceleration instruction, the inter-vehicle distance control ending section 65 proceeds to step ST44. At step ST44, the driving environment determination unit 63 determines whether or not the vehicle is traveling on a curve. When the determination result in step ST44 is NO, the driving environment determination unit 63 proceeds to step ST45. In step ST45, the driving environment determination section 63 determines whether or not there is a curve ahead of the vehicle. If the determination result in step ST45 is NO, that is, if the vehicle is not traveling on a curve and there is no curve ahead of the vehicle, in other words, the vehicle is traveling on a straight line. If there is, it is determined that the risk of overturning is small, and the process proceeds to step ST42 to continue the vehicle-to-vehicle distance control.

On the other hand, if the determination result in step ST45 is YES, that is, if the control instruction based on the inter-vehicle distance control is an instruction to decelerate and there is a curve ahead of the vehicle, the inter-vehicle distance control ending section 65 proceeds to step ST50. .

In step ST50, the inter-vehicle distance control termination unit 65 determines whether or not the ACC continuation condition is satisfied. Here, the ACC continuation condition is that the actual inter-vehicle distance reaches the target inter-vehicle distance by the time the vehicle reaches a curve that exists in front of the vehicle or the start of turning operation, and that the actual inter-vehicle distance reaches the target inter-vehicle distance by the time the vehicle reaches the curve. and/or can be estimated to reach The inter-vehicle distance control ending unit 65 sets the actual inter-vehicle distance between the preceding vehicle and the own vehicle calculated based on the recognition result obtained in step ST1 and the distance to the target curve entrance, which is set in step ST29. Based on the target inter-vehicle distance obtained and the vehicle speed of the own vehicle transmitted from the vehicle sensor unit 3, it is determined whether or not the above ACC continuation condition is satisfied. If the determination result in step ST50 is YES, that is, if the ACC continuation condition is satisfied, the inter-vehicle distance control termination unit 65 determines that the risk of overturning is small, and continues to execute the inter-vehicle distance control. Move to ST42.

Further, when the determination result of step ST50 is NO, the inter-vehicle distance control ending section 65 proceeds to step ST51. In step ST51, the inter-vehicle distance control end unit 65 sets the value of the ACC standby flag to "1" in order to end the inter-vehicle distance control in response to determining that the ACC continuation condition is not satisfied, and step ST52. move to In step ST52, the driver notification unit 66 alerts the driver that the ACC function has been temporarily turned off in response to the fact that the ACC continuation condition is no longer satisfied, and that there is a curve ahead. , the HMI 4 is used to notify the driver of a warning message such as "ACC function canceled" or "Watch out for the curve ahead", and the process proceeds to step ST10 in FIG.

On the other hand, if the determination result of step ST44 is YES, that is, if the control instruction based on the inter-vehicle distance control is a deceleration instruction and the vehicle is traveling on a curve, the following distance control ending section 65 proceeds to step ST60.

In step ST60, the inter-vehicle distance control ending section 65 determines whether or not the absolute value of the acceleration/deceleration command value, which is a negative value, is the deceleration command value, and whether or not this deceleration command value is equal to or greater than a predetermined deceleration threshold. . If the determination result in step ST60 is NO, that is, if the deceleration instruction value by the inter-vehicle distance control while the vehicle is turning is less than the deceleration threshold, the vehicle-to-vehicle distance control termination unit 65 reduces the risk of overturning. It is judged to be small, and the process proceeds to step ST42 in order to continue the vehicle-to-vehicle distance control.

Further, when the determination result of step ST60 is YES, the inter-vehicle distance control ending section 65 proceeds to step ST61. In step ST61, the inter-vehicle distance control end unit 65 sets the value of the ACC standby flag to "1" in order to end the inter-vehicle distance control in response to determining that the deceleration instruction value is equal to or greater than the deceleration threshold. set and move to step ST62. In step ST62, the driver notification unit 66 temporarily turns off the ACC function in response to the fact that the deceleration instruction value during turning has become equal to or greater than the deceleration threshold, and that there is a preceding vehicle in front of the vehicle. In order to call the driver's attention to the existence of the vehicle, the HMI 4 is used to notify the driver of a warning message such as "The ACC function has been canceled" or "Be careful of the distance between the vehicle and the vehicle ahead." , the process proceeds to step ST10.

According to the ACC continuation condition determination processing shown in FIG. When the ACC function is temporarily turned off in response to the fact that the deceleration command value in is equal to or greater than the deceleration threshold value (see step ST61), then in response to passing through the target curve (i.e., step ST44 and when the determination result in step ST45 is NO), the ACC function is automatically restored.

The driving support system 1 for a straddle-type vehicle according to this embodiment has the following effects.
(1) In the driving support system 1, when the ACC function is on, the automatic acceleration/deceleration control unit 61 automatically controls the inter-vehicle distance to the preceding vehicle based on the recognition result of the road conditions in front of the vehicle. Execute control to follow the preceding vehicle. Further, when it is determined that there is a curve ahead of the vehicle, the automatic acceleration/deceleration control unit 61 changes the target inter-vehicle distance to the longer distance side than before it was determined that this curve exists. By increasing the distance between the vehicle and the vehicle in front during a turn in this way, if the vehicle in front suddenly decelerates during a turn, the vehicle is brought upright and then braked while the vehicle is upright. Since the time can be secured, it is possible to avoid collision with the preceding vehicle and overturn of the own vehicle. Further, in the driving support system 1, after changing the target inter-vehicle distance to the long distance side as described above, if the actual inter-vehicle distance does not reach the target inter-vehicle distance by the time the curve is reached or the turning operation is started, If it cannot be estimated that the actual inter-vehicle distance will reach the target inter-vehicle distance by time, the inter-vehicle distance control is terminated. As a result, it is possible to prevent the vehicle from decelerating due to inter-vehicle distance control while the vehicle is turning, so that stable turning can be performed.

(2) In the driving support system 1, the automatic acceleration/deceleration control unit 61 automatically restores the ACC function after exiting the curve when the inter-vehicle distance control termination unit 65 temporarily turns off the ACC function. This is convenient because the driver does not have to operate the ACC switch each time the ACC function is turned off by the inter-vehicle distance control termination unit 65 .

(3) In the driving support system 1, the driver notification unit 66 notifies the driver of a warning message when the inter-vehicle distance control termination unit 65 temporarily turns off the ACC function. This is convenient because the driver can know that the ACC function has been temporarily turned off.

(4) In the driving support system 1, when it is determined that there is a curve ahead of the vehicle, the target setting unit 64 sets this curve to the basic value corresponding to the target inter-vehicle distance before it is determined that this curve exists. is set as the target distance between vehicles by adding the distance required for standing upright of the running own vehicle. As a result, when the preceding vehicle suddenly decelerates during a turn, it is possible to secure time for the own vehicle to stand upright before braking the own vehicle.

(5) In the driving support system 1, the inter-vehicle distance control end unit 65 performs the ACC function when the deceleration instruction value of the own vehicle by the inter-vehicle distance control while the own vehicle is turning is equal to or greater than the deceleration threshold. exit. As a result, the risk of overturning during turning can be reduced.

As mentioned above, although one Embodiment of this invention was described, this invention is not limited to this. Detailed configurations may be changed as appropriate within the scope of the present invention.

For example, in the above-described embodiment, when the ACC continuation condition is not satisfied during execution of inter-vehicle distance control (see step ST50 in FIG. 4), or when the deceleration instruction value during turning is equal to or greater than the deceleration threshold ( (See step ST60 in FIG. 4), the ACC function, that is, both the inter-vehicle distance control and the vehicle speed control are temporarily turned off, but the present invention is not limited to this. For example, when the ACC continuation condition is not satisfied during execution of the inter-vehicle distance control, or when the deceleration instruction value during turning is equal to or greater than the deceleration threshold, the inter-vehicle distance control being executed is terminated, and the vehicle speed control may be performed.

1... Driving support system 2... External sensor unit (road condition recognition means, driving environment determination means)
21... Camera unit 22... Lidar unit 23... Radar unit 24... External recognition device 3... Vehicle sensor unit (driving environment determination means)
4 ... HMI (notification means)
5...Navigation device (driving environment determination means)
6... Driving support control device 61... Automatic acceleration/deceleration control unit (inter-vehicle distance control means)
63 ... Driving environment determination unit (driving environment determination means)
64 ... Goal setting unit (setting means)
65 Inter-vehicle distance control termination unit (termination means)
66... Driver notification unit (notification means)
81... Driving operator 82... Driving force output device 83... Brake device

Claims (5)

road condition recognition means for recognizing road conditions in front of the vehicle;
inter-vehicle distance control means for controlling the inter-vehicle distance to the preceding vehicle based on the recognition result of the road condition recognizing means to follow the preceding vehicle;
A driving support system for a straddle-type vehicle, comprising: driving environment determination means for determining whether a curve exists in front of the vehicle;
setting means for setting a target inter-vehicle distance in inter-vehicle distance control by the inter-vehicle distance control means;
terminating means for terminating the inter-vehicle distance control when an execution condition is not satisfied;
When it is determined that there is a curve ahead of the vehicle, the setting means changes the target inter-vehicle distance to a longer distance than before it is determined that the curve exists,
The execution condition is
The inter-vehicle distance reaches the target inter-vehicle distance before reaching the curve or starting the turning operation;
A driving support system for a straddle-type vehicle, characterized by including at least one of: estimating that the inter-vehicle distance will reach the target inter-vehicle distance by the time the vehicle reaches a curve. 2. The straddle-type vehicle according to claim 1, wherein, when the inter-vehicle distance control is terminated by the termination means, the inter-vehicle distance control automatically resumes the inter-vehicle distance control after exiting the curve. driving assistance system. 3. The straddle-type vehicle according to claim 1, further comprising notification means for notifying a driver of information indicating that the inter-vehicle distance control is to be terminated when the inter-vehicle distance control is terminated by the termination means. Vehicle driving assistance system. When it is determined that there is a curve ahead of the vehicle, the setting means adds a distance required to keep the vehicle running on the curve upright to the target inter-vehicle distance before it is determined that the curve exists. 4. The driving support system for a straddle-type vehicle according to claim 1, wherein the target vehicle-to-vehicle distance is changed by adding . 5. The termination means terminates the inter-vehicle distance control when deceleration of the vehicle due to the inter-vehicle distance control while the vehicle is turning is equal to or greater than a deceleration threshold. A driving support system for a straddle-type vehicle according to any one of .

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