JP7123241B2 - Driving support device for saddle type vehicle - Google Patents

Description

The present invention relates to a driving assistance device for a saddle-ride type vehicle.

For example, Patent Literature 1 discloses a method of operating autonomous braking of a saddle-ride type vehicle. In US Pat. No. 5,400,000, a controller identifies triggers for autonomous braking events of the brakes. A controller is in electrical communication with the lidar sensor system. A lidar sensor system includes one or both of the following: One is a lidar perception sensor (eg, camera) operable to detect parameters of rider perception and report rider perception status to the controller. Another is a rider body sensor (eg, a grip sensor) operable to detect parameters of body engagement between the rider and vehicle and report rider body engagement status to the controller.

JP 2018-118716 A

The above prior art discloses how automatic braking is performed according to the rider's condition and the like. However, this configuration is passive depending on the rider's condition, etc., and may limit the braking force of the automatic brake. For this reason, there is a demand for a configuration that secures the braking force of the automatic brake by a preparatory operation that actively affects the rider's condition, etc., when the automatic brake is performed.

SUMMARY OF THE INVENTION Accordingly, the present invention provides a driving support device for a saddle-riding type vehicle that can secure the braking force of the automatic brake by a preparatory operation according to the automatic brake.

As means for solving the above problems, the first aspect of the present invention includes vehicle body behavior generating means (25) for generating behavior in the vehicle body by a prescribed output, and riding posture detection means ( 26), vehicle body behavior detection means (28) for detecting the roll angle of the vehicle body from the upright state, and behavior of at least one of the vehicle body and the rider (J) is suppressed to prompt a change to a brake ready state. The vehicle body behavior generation means (25) and the brake preparation acceleration means (29) are driven based on the brake preparation promotion means (29) and detection information from the riding posture detection means (26) and the vehicle body behavior detection means (28). a control means (27) for controlling, the vehicle body behavior generating means (25) comprising a brake device (BR), a steering device (ST) and a drive device (EN), the control means (27) comprising: When the brake device (BR) is operated without being operated by the rider (J), the brake device (BR) is operated while the brake preparation promotion means (29) is operated to promote the brake preparation. The means (29) includes a vehicle height adjustment device (SU) for increasing or decreasing the vehicle height of the vehicle, and the control means (27) operates the vehicle height adjustment device (SU) to adjust the vehicle height of the vehicle. The brake device (BR) is operated while the height is lowered, and the brake preparation promoting means (29) changes the inclination of the seat (14) on which the rider (J) is seated (SV). The control means (27) operates the seat moving device (SV) to tilt the seat (14) backward and downward, and operates the braking device (BR) to operate the motorcycle ( When 1) decelerates while cornering following the preceding vehicle (1A), the steering device (ST) is also operated to raise the vehicle body.
According to this configuration, when the conditions for automatic brake control are satisfied, the brake preparation promoting means suppresses the behavior of at least one of the rider and the vehicle body, and automatic brake control is performed in a state in which the change to the brake preparation state is promoted. . As a result, the behavior of the rider and the vehicle body due to the automatic braking is suppressed, so the restrictions on the automatic braking can be reduced. Therefore, it is possible to secure the braking force of the automatic brake and reduce the rider's fatigue.
Further, when the conditions for automatic brake control are satisfied, the automatic brake control is performed while the vehicle height is lowered by the vehicle height adjustment device. As a result, the behavior (pitching) of the vehicle body due to the automatic braking is suppressed, so the restrictions on the automatic braking can be reduced. Therefore, it is possible to secure the braking force of the automatic brake and suppress disturbance of the rider's posture.
Further, when the conditions for the automatic brake control are met, the automatic brake control is performed with the seat tilted backward. As a result, the behavior of the driver's body (forward movement) due to the automatic braking is suppressed, so that the restrictions on the automatic braking can be reduced. Therefore, it is possible to secure the braking force of the automatic brake and to suppress the disorder of the rider's posture.
Furthermore, unintended falling of the motorcycle is suppressed, and a change in course of the motorcycle to the inside of the corner due to deceleration during cornering is suppressed.

According to a second aspect of the present invention, in the first aspect, the rider (J) has a brake operator (ba) for operating the brake device (BR), and the control means (27) , when the brake operator (ba) is operated while the brake device (BR) is being operated, the output of the brake device (BR) is increased in response to this operation.
According to this configuration, when the rider operates the brake operator to increase the braking force while the automatic brake is being operated, the output of the brake device is increased in response to this operation. As a result, even during automatic braking, the braking force can be increased according to the rider's intention to increase braking.
According to a third aspect of the present invention, in the second aspect, the control means (27) gives priority to the front wheels (2) by switching the braking force maps of the front and rear wheels.
According to this configuration, even when the rider attempts to add braking force by operating the brake pedal, it is possible to add sufficient braking force.

According to the present invention, there is provided a driving support device for a saddle-ride type vehicle that can secure the braking force of the automatic brake by a preparatory operation according to the automatic brake.

1 is a configuration diagram of a vehicle system according to an embodiment of the present invention; FIG. FIG. 4 is an explanatory diagram showing how the recognition unit of the vehicle system recognizes the relative position and attitude of the vehicle with respect to the driving lane; FIG. 4 is an explanatory diagram showing how a target trajectory is generated based on recommended lanes in the vehicle system; 1 is a left side view of the motorcycle of the embodiment; FIG. Fig. 2 is a configuration diagram of a control device for the motorcycle; 2 is a configuration diagram of the driving support device for the motorcycle. FIG. FIG. 4 is an explanatory diagram showing an example of driving support control for the motorcycle; It is a flowchart which shows an example of the process which a control apparatus performs in the said driving assistance control. It is an explanatory view of the motorcycle viewed from above. It is an explanatory view of the motorcycle viewed from the side. 4 is a flow chart showing an example of processing performed by the control device when detecting the attitude of the rider of the motorcycle. 4 is a flow chart showing an example of processing performed by a control device when generating a preparatory behavior of the motorcycle to perform driving assistance; 4 is a flowchart showing an example of processing performed by the control device when activating brake preparation promoting means of the motorcycle to perform driving assistance. FIG. 4 is an explanatory view of the operation of the seat moving device of the brake preparation prompting means as seen from the side; It is explanatory drawing which shows the application example of the said driving assistance control, (a) shows a comparative example, (b) shows an Example, respectively. It is a flow chart which shows an example of processing which a control device performs in the above-mentioned example of application.

An example of a vehicle system according to this embodiment will be described below with reference to the drawings.
In this embodiment, it is assumed that the vehicle system is applied to an automatic driving vehicle. Here, automatic driving has a degree. The degree of automatic driving can be judged, for example, by a scale such as whether it is below a predetermined standard or above a predetermined standard. The degree of automated driving is less than a predetermined standard, for example, when manual driving is being performed or when only driving support devices such as ACC (Adaptive Cruise Control System) and LKAS (Lane Keeping Assistance System) are operating. is. A driving mode in which the degree of automatic driving is less than a predetermined standard is an example of a "first driving mode." Further, when the degree of automatic driving is higher than a predetermined standard, for example, driving support devices such as ALC (Auto Lane Changing) and LSP (Low Speed Car Passing), which have a higher degree of control than ACC and LKAS, are operating. Alternatively, automatic driving that automatically changes lanes, merges, and branches is being executed. A driving mode in which the degree of automatic driving is equal to or higher than a predetermined standard is an example of a "second driving mode." This predetermined criterion can be set arbitrarily. In the embodiment, it is assumed that the first operation mode is manual operation and the second operation mode is automatic operation.

<Overall system>
FIG. 1 is a configuration diagram of a vehicle system 50 according to the embodiment. The vehicle on which the vehicle system 50 is mounted is, for example, a two-wheeled, three-wheeled, or four-wheeled vehicle, and the drive source thereof is an internal combustion engine such as a gasoline engine or a diesel engine, an electric motor, or a combination thereof. The electric motor operates using electric power generated by a generator connected to the internal combustion engine, or electric power discharged from a secondary battery or a fuel cell.

The vehicle system 50 includes, for example, a camera 51, a radar device 52, a viewfinder 53, an object recognition device 54, a communication device 55, an HMI (Human Machine Interface) 56, a vehicle sensor 57, a navigation device 70, An MPU (Map Positioning Unit) 60 , a driving operator 80 , an automatic driving control device 100 , a driving force output device 200 , a braking device 210 and a steering device 220 are provided. These apparatuses and 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. Note that the configuration shown in FIG. 1 is merely an example, and a part of the configuration may be omitted, or another configuration may be added.

The camera 51 is, for example, a digital camera using a solid-state imaging device such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). The camera 51 is attached to an arbitrary location of a vehicle (hereinafter referred to as own vehicle M) on which the vehicle system 50 is mounted. When imaging the front, the camera 51 is attached to the upper part of the front windshield, the rear surface of the rearview mirror, or the like. In the case of a saddle type vehicle such as a two-wheeled vehicle, the camera 51 is attached to a steering system component or an exterior component on the vehicle body side that supports the steering system component. The camera 51, for example, repeatedly images the surroundings of the own vehicle M periodically. Camera 51 may be a stereo camera.

The radar device 52 radiates radio waves such as millimeter waves around the vehicle M and detects radio waves (reflected waves) reflected by an object to detect at least the position (distance and direction) of the object. The radar device 52 is attached to any location on the own vehicle M. As shown in FIG. The radar device 52 may detect the position and velocity of an object by the FM-CW (Frequency Modulated Continuous Wave) method.

The finder 53 is LIDAR (Light Detection and Ranging). The viewfinder 53 irradiates light around the vehicle M and measures scattered light. The finder 53 detects the distance to the object based on the time from light emission to light reception. The irradiated light is, for example, pulsed laser light. The finder 53 is attached to an arbitrary location of the host vehicle M. As shown in FIG.

The object recognition device 54 performs sensor fusion processing on detection results obtained by some or all of the camera 51, the radar device 52, and the finder 53, and recognizes the position, type, speed, and the like of the object. The object recognition device 54 outputs recognition results to the automatic driving control device 100 . Object recognition device 54 may output the detection result of camera 51, radar device 52, and finder 53 to automatic operation control device 100 as it is. Object recognition device 54 may be omitted from vehicle system 50 .

The communication device 55 uses, for example, a cellular network, a Wi-Fi network, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), or the like, to communicate with other vehicles existing in the vicinity of the own vehicle M, or wirelessly It communicates with various server devices via a base station.

The HMI 56 presents various types of information to the occupant of the own vehicle M, and accepts input operations by the occupant. The HMI 56 includes various display devices, speakers, buzzers, touch panels, switches, keys, and the like.

The vehicle sensor 57 includes a vehicle speed sensor that detects the speed of the vehicle M, an acceleration sensor that detects acceleration, a yaw rate sensor that detects angular velocity about a vertical axis, a direction sensor that detects the direction of the vehicle M, and the like.

The navigation device 70 includes, for example, a GNSS (Global Navigation Satellite System) receiver 71 , a navigation HMI 72 and a route determination section 73 . The navigation device 70 holds first map information 74 in a storage device such as a HDD (Hard Disk Drive) or flash memory. The GNSS receiver 71 identifies the position of the own vehicle M based on the signals received from the GNSS satellites. The position of the own vehicle M may be specified or complemented by an INS (Inertial Navigation System) using the output of the vehicle sensor 57 . The navigation HMI 72 includes a display device, speaker, touch panel, keys, and the like. The navigation HMI 72 may be partially or entirely shared with the HMI 56 described above. For example, the route determination unit 73 determines a route from the position of the own vehicle M specified by the GNSS receiver 71 (or any position that is input) to the destination that is input by the occupant using the navigation HMI 72 (hereinafter referred to as route on the map) is determined with reference to the first map information 74 . The first map information 74 is, for example, information in which road shapes are represented by links indicating roads and nodes connected by the links. The first map information 74 may include road curvature, POI (Point Of Interest) information, and the like. A route on the map is output to the MPU 60 . The navigation device 70 may provide route guidance using the navigation HMI 72 based on the route on the map. The navigation device 70 may be realized by, for example, the function of a terminal device such as a smart phone or a tablet terminal owned by the passenger. The navigation device 70 may transmit the current position and the destination to the navigation server via the communication device 55 and acquire a route equivalent to the route on the map from the navigation server.

The MPU 60 includes, for example, a recommended lane determination unit 61, and holds second map information 62 in a storage device such as an HDD or flash memory. The recommended lane determining unit 61 divides the route on the map provided from the navigation device 70 into a plurality of blocks (for example, by dividing each block by 100 [m] with respect to the traveling direction of the vehicle), and refers to the second map information 62. Determine recommended lanes for each block. The recommended lane decision unit 61 decides which lane to drive from the left. The recommended lane determination unit 61 determines a recommended lane so that the vehicle M can travel a rational route to the branch when there is a branch on the route on the map.

The second map information 62 is map information with higher precision than the first map information 74 . The second map information 62 includes, for example, lane center information or lane boundary information. Further, the second map information 62 may include road information, traffic regulation information, address information (address/zip code), facility information, telephone number information, and the like. The second map information 62 may be updated at any time by the communication device 55 communicating with other devices.

The driving controls 80 include, for example, accelerator pedals (and grips), brake pedals (and levers), shift levers (and pedals), steering wheels (and bar handles), modified steering wheels, joysticks, and other controls. A sensor that detects the amount of operation or the presence or absence of operation is attached to the driving operation element 80, and the detection result is applied to the automatic driving control device 100, or the driving force output device 200, the brake device 210, and the steering device. 220 to some or all of them.

Automatic operation control device 100 is provided with the 1st control part 120 and the 2nd control part 160, for example. The first control unit 120 and the second control unit 160 are each implemented by a hardware processor such as a CPU (Central Processing Unit) executing a program (software). Some or all of these components are hardware (circuits) such as LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), and GPU (Graphics Processing Unit). (including circuitry), or by cooperation of software and hardware.

The 1st control part 120 is provided with the recognition part 130 and the action plan production|generation part 140, for example. The first control unit 120, for example, realizes in parallel a function based on AI (Artificial Intelligence) and a function based on a model given in advance. For example, the "recognition of intersections" function performs recognition of intersections by deep learning, etc., and recognition based on predetermined conditions (signals that can be pattern-matched, road markings, etc.) in parallel. It may be realized by scoring and evaluating comprehensively. This ensures the reliability of automated driving.

The recognition unit 130 recognizes the position and speed of an object (another vehicle, etc.) in the vicinity of the host vehicle M based on information input from the camera 51, the radar device 52, and the viewfinder 53 via the object recognition device 54. Recognize the state of acceleration, etc. The position of the object is recognized, for example, as a position on absolute coordinates with a representative point (the center of gravity, the center of the drive shaft, etc.) of the host vehicle M as the origin, and used for control. The position of an object may be represented by a representative point such as the center of gravity or a corner of the object, or may be represented by a represented area. The "state" of the object may include acceleration or jerk of the object, or "behavioral state" (eg, whether it is changing lanes or about to change lanes).

Further, the recognition unit 130 recognizes, for example, the lane in which the host vehicle M is traveling (running lane). For example, the recognition unit 130 recognizes a pattern of road markings obtained from the second map information 62 (for example, an array of solid lines and broken lines) and road markings around the vehicle M recognized from the image captured by the camera 51. The driving lane is recognized by comparing with the pattern of Note that the recognition unit 130 may recognize the driving lane by recognizing road boundaries (road boundaries) including road division lines, road shoulders, curbs, medians, guardrails, etc., not limited to road division lines. . In this recognition, the position of the own vehicle M acquired from the navigation device 70 and the processing result by the INS may be taken into consideration. The recognition unit 130 also recognizes stop lines, obstacles, red lights, toll gates, and other road events.

The recognition unit 130 recognizes the position and posture of the own vehicle M with respect to the driving lane when recognizing the driving lane.
FIG. 2 is a diagram showing an example of how the recognition unit 130 recognizes the relative position and orientation of the own vehicle M with respect to the driving lane L1. For example, the recognizing unit 130 calculates the deviation OS of the reference point (for example, the center of gravity) of the host vehicle M from the lane center CL and the angle θ formed with the line connecting the lane center CL in the traveling direction of the host vehicle M. , as the relative position and attitude of the host vehicle M with respect to the driving lane L1. Alternatively, the recognizing unit 130 detects the position of the reference point of the vehicle M with respect to one of the side edges (road division line or road boundary) of the driving lane L1. It may be recognized as a position.

Returning to FIG. 1, in principle, the action plan generation unit 140 drives the recommended lane determined by the recommended lane determination unit 61, and further, allows the own vehicle M to automatically respond to the surrounding conditions of the own vehicle M. A target trajectory to be traveled in the future is automatically generated (independent of the driver's operation). The target trajectory includes, for example, velocity elements. For example, the target trajectory is represented by arranging points (trajectory points) that the host vehicle M should reach in order. A trajectory point is a point to be reached by the own vehicle M for each predetermined travel distance (for example, about several [m]) along the road. ) are generated as part of the target trajectory. Also, the trajectory point may be a position that the vehicle M should reach at each predetermined sampling time. In this case, the information on the target velocity and target acceleration is represented by the intervals between the trajectory points.

The action plan generator 140 may set an automatic driving event when generating the target trajectory. Automatic driving events include, for example, a constant-speed driving event in which the vehicle travels in the same driving lane at a constant speed, a follow-up driving event in which the vehicle follows the preceding vehicle, a lane change event in which the vehicle M changes its driving lane, and a road event. There are a branching event in which the own vehicle M travels in a desired direction at a branching point, a merging event in which the owning vehicle M merges at a merging point, and an overtaking event in which a preceding vehicle is overtaken. The action plan generator 140 generates a target trajectory according to the activated event.

FIG. 3 is a diagram showing how the target trajectory is generated based on the recommended lanes. As illustrated, the recommended lanes are set so that it is convenient to travel along the route to the destination. The action plan generation unit 140 activates a lane change event, a branch event, a merge event, etc. when the vehicle reaches a predetermined distance (which may be determined according to the type of event) before the recommended lane change point. During the execution of each event, if an obstacle has to be avoided, an avoidance trajectory is generated as shown.

Returning to FIG. 1, the second control unit 160 controls the running driving force output device 200, the brake device 210, and the steering device 220 .

The second control unit 160 includes an acquisition unit 162, a speed control unit 164, and a steering control unit 166, for example. The acquisition unit 162 acquires information on the target trajectory (trajectory point) generated by the action plan generation unit 140 and stores it in a memory (not shown). Speed control unit 164 controls running driving force output device 200 or brake device 210 based on the speed element associated with the target trajectory stored in the memory. The steering control unit 166 controls the steering device 220 according to the curve of the target trajectory stored in the memory. The processing of the speed control unit 164 and the steering control unit 166 is realized by, for example, a combination of feedforward control and feedback control. As an example, the steering control unit 166 performs a combination of feedforward control according to the curvature of the road ahead of the host vehicle M and feedback control based on deviation from the target trajectory.

The running driving force output device 200 outputs running driving force (torque) for the own vehicle M to run to the driving wheels. Traveling driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, and a transmission, and an ECU (Electronic Control Unit) that controls these. The ECU controls the above configuration in accordance with information input from the second control unit 160 or information input from the operation operator 80 .

The brake device 210 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 brake ECU. The brake ECU controls the electric motors according to information input from the second control unit 160 or information input from the driving operator 80 so that brake torque corresponding to the braking operation is output to each wheel. The brake device 210 may include, as a backup, a mechanism that transmits hydraulic pressure generated by operating a brake operator included in the operation operator 80 to the cylinders via a master cylinder. The brake device 210 is not limited to the configuration described above, and is an electronically controlled hydraulic brake device that controls the actuator according to information input from the second control unit 160 to transmit the hydraulic pressure of the master cylinder to the cylinder. good too.

The steering device 220 includes, for example, a steering ECU and an electric motor. The electric motor, for example, applies force to a rack and pinion mechanism to change the orientation of the steered wheels. The steering ECU drives the electric motor according to information input from the second control unit 160 or information input from the driving operator 80 to change the direction of the steered wheels.

<Whole vehicle>
Next, a motorcycle, which is an example of a straddle-type vehicle according to the present embodiment, will be described. Note that directions such as front, rear, left, and right in the following description are the same as directions in the vehicle described below unless otherwise specified. An arrow FR indicating the front of the vehicle and an arrow UP indicating the upper side of the vehicle are shown at appropriate places in the drawings used in the following description.

As shown in FIG. 4, the front wheel 2, which is the steered wheel of the motorcycle 1, is supported by the lower ends of a pair of left and right front forks 3. As shown in FIG. Upper portions of the left and right front forks 3 are steerably supported by a head pipe 6 at a front end portion of a vehicle body frame 5 via a steering stem 4 . The steering stem 4 includes a steering shaft 4c inserted through and supported by the head pipe 6 so as to be rotatable about its axis, and upper and lower bridge members (a top bridge 4a and a bottom bridge 4b) fixed to the upper and lower ends of the steering shaft 4c. , is equipped with A bar-type handlebar 20 is attached to at least one of the upper portion (top bridge 4a) of the steering stem 4 and the left and right front forks 3 . The steering wheel 20 includes a pair of left and right grips 20a that a rider (driver) J holds. In the figure, reference numeral 4S indicates a steering mechanism including the steering stem 4 and the left and right front forks 3, and reference numeral ST indicates a steering system including the steering mechanism 4S and the steering actuator 43 (see FIG. 5).

A rear wheel 7, which is a driving wheel of the motorcycle 1, is supported by the rear end of a swing arm 8 extending in the front-rear direction on the lower side of the rear portion of the vehicle body. A front end portion of the swing arm 8 is supported by a pivot portion 9 in the front-rear intermediate portion of the vehicle body frame 5 so as to be vertically swingable. A rear cushion 8a is arranged between the front portion of the swing arm 8 and the front-rear middle portion of the body frame 5. As shown in FIG.

The left and right front forks 3 and the rear cushion 8a of the motorcycle 1 are equipped with jacks (not shown). Adjustable. The symbol SU in the drawing indicates a vehicle height adjustment device including the left and right front forks 3 and the rear cushion 8a.

The body frame 5 supports an engine (internal combustion engine) 10 as a prime mover. The engine 10 has a cylinder 12 erected above a front portion of a crankcase 11 . A fuel tank 13 that stores fuel for the engine 10 is arranged above the engine 10 . A seat 14 is arranged behind the fuel tank 13 on which passengers (driver and rear passenger) are seated. A pair of left and right steps 14s on which the rider J puts his feet is arranged on both left and right sides below the seat 14 . A front cowl 15 supported by the body frame 5 is attached to the front part of the vehicle body. A screen 16 is provided on the front upper side of the front cowl 15 . A meter device 17 is arranged inside the front cowl 15 . A side cover 18 is attached to the side of the vehicle body below the seat 14 . A rear cowl 19 is attached to the rear portion of the vehicle body.

Here, the motorcycle 1 includes a seat moving device SV that tilts the seat 14 forward and backward. The seat moving device SV tilts the seat 14 so that the front and rear ends of the seat 14 are raised and lowered. The seat moving device SV may have a function of tilting the right and left ends of the seat 14 so as to move it up and down. The seat moving device SV has an actuator (not shown) that tilts the seat 14 .

The motorcycle 1 includes a front wheel brake body 2B, a rear wheel brake body 7B, and a brake actuator 42 (see FIG. 5). The front wheel brake body 2B and the rear wheel brake body 7B are hydraulic disc brakes, respectively. The motorcycle 1 is of a by-wire type in which a front wheel brake main body 2B and a rear wheel brake main body 7B are electrically linked with brake operating elements ba such as a brake lever 2a and a brake pedal 7a (see FIG. 9) operated by the rider J. Makes up the braking system. Reference numeral BR in the drawing denotes a brake device including the front and rear brake main bodies 2B, 7B and the brake actuator 42. As shown in FIG.

Here, the brake device BR is a combined brake system (CBS) that interlocks the front and rear brake bodies 2B and 7B to generate braking force for the front and rear wheels even when one of the brake lever 2a and the brake pedal 7a is operated. ). In addition, the brake device BR is an antilock brake system (ABS) that appropriately controls the slip rate of the front and rear wheels by reducing the brake pressure according to the slip state of the front and rear wheels when the front and rear brake main bodies 2B and 7B are operated. ).

FIG. 5 is a configuration diagram of the main parts of the motorcycle 1 according to this embodiment.
The motorcycle 1 includes a control device 23 that controls the operation of various devices 22 based on detection information acquired from various sensors 21 . The control device 23 is configured as, for example, an integrated or multiple electronic control unit (ECU: Electronic Control Unit). At least a part of the control device 23 may be realized by cooperation of software and hardware. The control device 23 includes a fuel injection control section, an ignition control section, and a throttle control section that control the operation of the engine 10 . The motorcycle 1 constitutes a by-wire engine control system that electrically links auxiliary equipment such as the throttle device 48 and an accelerator operator such as an accelerator grip operated by the rider J.

Various sensors 21 include a throttle sensor 31, a wheel speed sensor 32, a brake pressure sensor 33, a vehicle body acceleration sensor 34, a steering angle sensor 35, a steering torque sensor 36, a boarding sensor 37, an external detection camera 38, and an occupant detection camera 39. including.
Various sensors 21 detect various operation inputs of the rider J and various states of the motorcycle 1 and the rider. Various sensors 21 output various detection information to the control device 23 .

The throttle sensor 31 detects an operation amount (acceleration request) of an accelerator operator such as a throttle grip.
The wheel speed sensors 32 are provided for the front and rear wheels 2 and 7, respectively. Information detected by the wheel speed sensor 32 is used for control such as ABS and traction control. Information detected by the wheel speed sensor 32 may be used as vehicle speed information to be transmitted to the meter device 17 .
The brake pressure sensor 33 detects the operating force (deceleration request) of the brake operator ba such as the brake lever 2a and the brake pedal 7a.

The vehicle body acceleration sensor 34 is a 5-axis or 6-axis IMU (Inertial Measurement Unit), and detects the angle (or angular velocity) and acceleration of the 3 axes (roll axis, pitch axis, yaw axis) in the vehicle body. . Hereinafter, the vehicle body acceleration sensor 34 may be called IMU34.
The steering angle sensor 35 is, for example, a potentiometer provided on the steering shaft 4c, and detects the turning angle (steering angle) of the steering shaft 4c with respect to the vehicle body.

Also referring to FIG. 4, the steering torque sensor 36 is, for example, a magnetostrictive torque sensor provided between the steering wheel 20 and the steering shaft 4c. input). The steering torque sensor 36 is an example of a load sensor that detects the steering force input to the steering wheel 20 (steering operator).

In the embodiment, the steering shaft 4c that rotatably supports the steering wheel 20 is the same as the steering shaft 4c that rotatably supports the front wheel 2. As shown in FIG.
Here, the steering mechanism 4</b>S of the embodiment is a general term for a structure that is provided between the steering wheel 20 and the front wheels 2 (steered wheels) to transmit the rotation of the steering wheel 20 to the front wheels 2 . The steering wheel rotation shaft and the steering shaft (front wheel rotation shaft) may be configured to be the same as each other, or may be provided separately from each other or may be provided on separate shafts. When the steering wheel turning shaft and the steering shaft are separate shafts, the steering mechanism 4S includes a structure that interlocks the steering wheel turning shaft and the steering shaft.

A riding sensor 37 detects whether or not the rider J is in a normal riding posture. The riding sensor 37 includes, for example, a seat sensor 14d arranged on the seat 14 to detect whether or not the rider J is seated, and a left and right grip sensor 20c arranged on the left and right grips 20a of the steering wheel 20 to detect whether or not the rider J is gripping the seat. , left and right step sensors 14c arranged on the left and right steps 14s to detect whether or not the rider J puts his/her foot on the step sensor 14c.

Also referring to FIG. 9, the grip sensor 20c includes a load sensor such as a piezoelectric sensor that detects the magnitude and direction of the load caused by gripping by the rider J, and an acceleration sensor that measures the vibration frequency of the grip 20a. ing. Information detected by the grip sensor 20 c is input to the control device 23 .
The step sensor 14c similarly includes a load sensor for detecting the magnitude and direction of the load caused by the rider J's foot placement, and an acceleration sensor for measuring the vibration frequency of the step 14s. Information detected by the step sensor 14 c is input to the control device 23 .
The seat sensor 14d includes a load sensor such as a piezoelectric sensor that detects the magnitude and direction of the load caused by the rider J sitting on the seat. Information detected by the sheet sensor 14 d is input to the control device 23 .

The control device 23 detects that the rider J is in a driving state corresponding to one-handed driving based on the left-right difference in gripping load detected by the grip sensor 20c. The "driving state corresponding to one-handed driving" is a state in which the riding posture is not normal, and the posture of the rider J is likely to be disturbed due to the behavior of the vehicle body. The control device 23 determines that the rider J is in an incorrect riding posture when the left-right difference in the magnitude of the gripping load is greater than or equal to a predetermined threshold value. At this time, if automatic control, such as automatic braking or automatic steering, is performed to cause the behavior of the vehicle body, the posture of the rider J is disturbed, which easily leads to fatigue. When the control device 23 determines that the rider J is in an incorrect riding posture, it takes measures such as reducing the output of automatic braking and automatic steering. As a result, disturbance of rider J's posture is suppressed.

The control device 23 also uses the difference between the left and right grip vibrations detected by the grip sensor 20c to detect that the rider J is in a driving state corresponding to one-handed driving. That is, since the relationship between the engine speed and the grip vibration frequency differs depending on whether or not the grip 20a is held, one-handed driving can be detected based on the left-right difference in grip vibration.
By using the grip load and vibration frequency, it is possible to accurately detect that the rider J is in a driving state corresponding to one-handed driving.

Here, even if the rider J is holding the left and right grips 20a, for example, in a state where the rider J looks back or stretches out his arms and legs, the rider J is not in a normal driving posture, similar to one-handed driving. I can say. The control device 23 detects not only the magnitude of the gripping load detected by the grip sensor 20c, but also the direction of the gripping load. That is, the control device 23 detects that the rider J is not normal even when the direction of the gripping load changes due to the twisting of the body of the rider J or when the direction of the gripping load changes due to stretching. Determine that you are in a driving position. In this case as well, the control device 23 suppresses the disturbance of the posture of the rider J by taking measures such as lowering the output of the automatic control. The direction of the gripping load may be set with the vertically downward direction as the reference direction, or may be set by learning the direction of the gripping load during normal running without automatic control.

When it is detected that the rider J is in an irregular driving posture, a warning may be given to the rider J by, for example, activating the warning means 49, which will be described later. Further, when it is detected that the rider J is in an irregular driving posture, it is possible to disable or invalidate the operations related to the acceleration of the motorcycle 1 (operations that hinder deceleration) such as opening the throttle and shifting up. good. In this case, similar to the warning to the rider J, notification may be made to the rider J's visual, auditory and tactile senses.

Returning to FIGS. 4 and 5, the external detection camera 38 images the situation in front of the vehicle. The external detection camera 38 is provided, for example, at the front end of the vehicle body (for example, the front end of the front cowl 15). An image captured by the external detection camera 38 is transmitted to, for example, the control device 23 and is subjected to appropriate image processing to become desired image data, which is used for various controls. That is, the information from the external detection camera 38 is used to recognize the position, type, speed, etc. of the object in the detection direction, and based on this recognition, driving assist control, automatic driving control, etc. of the vehicle are performed.

For example, the external detection camera 38 may be a camera that captures not only visible light but also invisible light such as infrared rays. As an external detection sensor instead of the external detection camera 38, not only an optical sensor such as a camera but also a radio wave sensor such as a radar using infrared rays or microwaves such as millimeter waves may be used. A configuration including a plurality of sensors such as a stereo camera instead of a single sensor may be used. A configuration using both a camera and a radar may be used.

The occupant detection camera 39 is, for example, a digital camera using a solid-state imaging device such as CCD or CMOS, like the external detection camera 38 . The occupant detection camera 39 is provided inside the front cowl 15 or above the rear cowl 19, for example. The occupant detection camera 39 periodically and repeatedly captures the head and upper body of the rider J, for example. The image captured by the occupant detection camera 39 is transmitted to, for example, the control device 23 and used for driving assist control, automatic driving control, and the like of the vehicle.

The motorcycle 1 has a steering actuator 43 , a steering damper 44 and a warning means 49 in addition to the engine control means 45 and the brake actuator 42 .
The engine control means 45 includes a fuel injection device 46, an ignition device 47, a throttle device 48, and the like. That is, the engine control means 45 includes an auxiliary machine that drives the engine 10 . Reference character EN in the figure denotes a drive system including the engine 10 and auxiliary machines.

The brake actuator 42 supplies hydraulic pressure to the front wheel brake body 2B and the rear wheel brake body 7B to operate them according to the operation of the brake operator ba. The brake actuator 42 also serves as a control unit for CBS and ABS.
The steering actuator 43 outputs steering torque to the steering shaft 4c. The steering actuator 43 operates the electric motor according to the information detected by the steering torque sensor 36 to apply assist torque to the steering shaft 4c.

The steering damper 44 is arranged, for example, in the vicinity of the head pipe 6, and applies a damping force in the steering direction (rotational direction about the steering shaft 4c) to the steering system including the steering wheel 20. As shown in FIG. The steering damper 44 is, for example, an electronically controlled damper with a variable damping force, and its operation is controlled by the control device 23 . The steering damper 44 reduces the damping force applied to the steering system, for example, when the motorcycle 1 is stopped or at low vehicle speeds, and increases the damping force applied to the steering system when the motorcycle 1 is at medium to high vehicle speeds. The steering damper 44 may be either a vane type or a rod type as long as the damping force is variable under the control of the control device 23 .

The warning means 49 warns the rider J, for example, when it is determined that the rider J is not in a prescribed riding posture. The warning means 49 gives rider J a visual, auditory or tactile warning. For example, the warning means 49 includes an indicator lamp, a display device, a speaker, a vibrator, and the like. Indicator lamps and display devices are arranged, for example, in the meter device 17 . The speaker is installed in, for example, a helmet, and is connected wirelessly or by wire to an audio signal output section provided in the control device 23 . The vibrators are arranged at the parts where the body of the rider J in a prescribed riding posture contacts, such as the seat 14, knee grips (fuel tank 13, side cover 18, etc.), grips 20a and steps 14s.

<Driving support device>
Next, an example of the driving support device for the motorcycle 1 of this embodiment will be described.
As shown in FIG. 6, the driving support device 24 of the present embodiment includes vehicle body behavior generating means 25 for generating a behavior of the vehicle body by prescribed output, riding posture detection means 26 for detecting the riding posture of the rider J, and a vehicle body. vehicle body behavior detection means 28 for detecting the roll angle from the upright state; brake preparation promotion means 29 for suppressing the behavior of at least one of the vehicle body and the rider J to promote a change to the brake preparation state; and control means 27 for driving and controlling the vehicle body behavior generation means 25 and the brake preparation acceleration means 29 based on the detection information of the vehicle body behavior detection means 28 .

The vehicle body behavior generating means 25 includes, for example, a brake device BR, a steering device ST and a drive device EN.
The brake device BR includes front and rear brake main bodies 2B, 7B and a brake actuator 42 . The brake device BR is operated by at least one of the operation of the brake operator ba and the control of the control means 27 to generate a specified braking force.
The steering device ST includes a steering mechanism 4S and a steering actuator 43. As shown in FIG. The steering device ST is operated by at least one of the operation of the steering operator and the control of the control means 27 to generate a specified steering force.
The drive device EN includes engine accessories such as the throttle device 48 . The engine accessory is operated by at least one of the operation of the accelerator operator and the control of the control means 27, and causes the engine 10 to generate a prescribed driving force.

The riding posture detection means 26 includes, for example, a riding sensor 37 and an occupant detection camera 39 .
The boarding sensor 37 includes a grip sensor 20c, a step sensor 14c and a seat sensor 14d.
The occupant detection camera 39 detects movements (movement amounts) of the rider J's head and upper body, for example. The occupant detection camera 39 may detect the body movement of the rear passenger in addition to the body movement of the rider J.

The vehicle body behavior detection means 28 includes, for example, a vehicle body acceleration sensor (IMU) 34 . In particular, the IMU 34 detects the angles (or angular velocities) and accelerations of the roll axis, pitch axis, and yaw axis of the vehicle body, including the roll angle from the upright state of the vehicle body.
The brake preparation prompting means 29 includes, for example, a vehicle height adjusting device SU and a seat moving device SV. The vehicle height adjustment device SU suppresses pitching of the vehicle body by lowering the vehicle height of the motorcycle 1 when performing acceleration and deceleration such as automatic braking control.

Referring to FIG. 14, the seat moving device SV moves the center of gravity G of the rider J rearward by tilting the upper surface (seating surface) of the seat 14 forward and upward during automatic brake control, and shifts the center of gravity G of the rider J backward during braking. restrain forward movement of the body. The seat moving device SV may tilt the upper surface (seating surface) of the seat 14 so that the outside of the corner is lifted during automatic steering control. In this case, the center of gravity G of the rider J is moved to the inside of the corner to facilitate maintenance of the vehicle body bank state.
The control means 27 is, for example, the control device 23 . At least a part of the control means 27 may be implemented by cooperation of software and hardware.

FIG. 7 is an explanatory diagram showing an example of driving support control, and FIG. 8 is a flowchart showing an example of processing performed by the control device 23 in the driving support control. The control flow of this embodiment shown in FIG. 8 and others is repeatedly executed at a prescribed control cycle (1 to 10 msec) when the main switch of the motorcycle 1 is turned on.

The driving support control shown in FIGS. 7 and 8 is control during cornering when only a driving support device such as ACC (Adaptive Cruise Control System) or LKAS (Lane Keeping Assistance System) is in operation. The control device 23 supports cornering by recognizing a bend in the driving lane, based on information about the front of the vehicle captured by the external detection camera 38, for example.

First, the control device 23 determines whether or not the motorcycle 1 is entering a corner (step S11). In this example, when the motorcycle 1 starts to lean after decelerating, it is determined that the vehicle is entering a corner. At least one of deceleration and leaning of the vehicle body may be controlled by the rider J or automatically controlled. If YES in step S11 (when the vehicle is entering a corner), the process proceeds to step S12. In step S12, the engine accessories are operated by throttle-by-wire to reduce the driving force of the engine 10 (for example, switch to a low output map for cornering). If NO in step S11 (not at the time of corner entry), the process is once terminated.

Next, the control device 23 determines whether or not the motorcycle 1 is in a steady turning state (step S13). The "steady turning state" is, for example, a state in which the bank angle and the vehicle speed are in constant balance and the vehicle is making a steady circular turn, which is detected by the IMU 34 and the vehicle speed sensor. If the determination in step S13 is YES (a steady turning state has been established), the process proceeds to step S14 to keep the driving force of the engine 10 constant (partial throttle). If NO in step S13 (the vehicle is not in a steady turning state), the process is once terminated.

Next, the control device 23 determines whether or not the motorcycle 1 is in a corner rising state (step S15). In this example, when the external detection camera 38 recognizes the exit of the corner, it is determined that the corner rises. In the case of YES in step S15 (when the corner rises), the process proceeds to step S16. In step S16, the engine accessories are operated by throttle-by-wire to increase the driving force of the engine 10 (for example, to return to the state before the driving force decreased). As a result, the vehicle smoothly transitions to acceleration from the time the corner rises. In the case of NO in step S15 (not when the corner is rising), the process is once terminated.

In the cornering of the motorcycle 1, it is often the case that the driving force of the engine is lowered when entering a corner, and the driving force of the engine 10 is used during turning to stabilize the turning motion. On the other hand, when following the vehicle in front, if the vehicle turns at a constant vehicle speed, the rider J may feel uncomfortable, which may affect the attractiveness of the product.

Therefore, by automatically controlling the driving force of the engine 10 as described above within a range that does not affect the vehicle speed, the rider J can realize steering performance that does not make the rider feel uncomfortable, thereby improving the attractiveness of the product.
The driving support control described above enables cornering of the motorcycle 1 without any operation by the rider J. However, it is possible to give priority to the operation intention of the rider J and intervene in the operation by the rider J even during control. It is possible.

Here, the motorcycle 1 drives the steering actuator 43 to generate a steering assist force around the steering shaft 4c. The strength of this assist force is such that it does not impede rider J's steering operation.

For example, when the motorcycle 1 is running in an upright state, if a clockwise steering assist force is generated around the steering shaft 4c, the following effects occur. That is, in the motorcycle 1, an action (roll assist force) is generated to roll the vehicle body leftward (opposite to the steering direction). In other words, reverse steering (reverse steering) causes the vehicle to bank.

After that, as the bank angle increases, the reverse steering is canceled, and the front wheels 2 are steered toward the bank side, thus entering a self-steering state. When the bank angle and the steering angle reach predetermined angles according to the vehicle speed and the like, the vehicle starts turning while maintaining the bank angle and the steering angle.

For example, when the motorcycle 1 rolls (banks) the vehicle body to the left and turns, if a counterclockwise (same side as the roll direction) steering assist force is generated around the steering shaft 4c, the following effects occur. . In other words, in the motorcycle 1, an action is produced to raise the vehicle body to the right (opposite side to the steering direction). In other words, the further turning of the steering mechanism 4S produces an action of returning the vehicle body to the upright state.

When the motorcycle 1 is banked (when the bank angle is increased), the control means 27 drives the steering actuator 43 so that the rate of increase (increase rate) of the bank angle (roll angle) is less than a predetermined threshold. to control. By limiting the speed at which the bank angle increases, the tilting of the motorcycle 1 becomes gentle, making it easier to control the vehicle body.

When the motorcycle 1 is raised from the banked state (when the bank angle is decreased), the control means 27 does not limit the bank angle decrease speed, thereby facilitating the return of the vehicle body to the upright state. As a result, the behavior of the vehicle body can be suppressed in the banked state of the vehicle body, and it is possible to quickly transition to acceleration at the end of cornering or the like.

9 and 10, when the rider J is in the normal driving posture, prescribed downward loads F1 and F2 are input to the left and right grips 20a and left and right steps 14s, respectively.
On the other hand, rider J sometimes twists his body to look back, or stands up and stretches his hands and feet while holding the handlebars. Not constant. Moreover, the vibration frequency of the grip 20a and the step 14s changes as the input load changes. These points are also used to detect the riding posture of the rider J.

FIG. 11 is a flowchart showing an example of processing performed by the control device 23 when detecting the posture of the rider J. As shown in FIG.
In this example, the controller 23 detects the magnitude of the load and the lateral difference detected by the grip sensor 20c and the step sensor 14c, as well as the vibration frequency (step S21). (step S22). If YES in step S22 (regular driving posture), driving assistance is performed with a predetermined standard output (step S23). If NO in step S22 (not normal driving posture), driving assistance is performed with a low output that is lower than the standard output (step S24).

FIG. 12 is a flow chart showing an example of the processing performed by the control device 23 when the preparatory behavior is generated and the driving assistance is performed.
In this example, the control device 23 causes the vehicle body behavior generating means 25 to generate a preparatory behavior with a preparatory output lower than the standard output (step S31). Next, it is determined whether or not the behavior of the rider J with respect to the preparatory behavior is appropriate (whether or not changes in the load on the grip 20a and the step 14s are within the expected range) (step S32). If YES in step S32 (the behavior of rider J is appropriate), it is determined that rider J is in a condition to withstand the vehicle body behavior that will occur from now on, and driving assistance is performed with the standard output (step S33). If NO in step S32 (the behavior of rider J is not appropriate), it is determined that the posture of rider J will be greatly disturbed by the vehicle body behavior that will occur from now on, and driving assistance is performed at the low output (step S34).

FIG. 13 is a flow chart showing an example of the processing performed by the control device 23 when the brake preparation promoting means 29 is operated to perform driving assistance, and FIG. It is an explanatory view seen from.
In this example, the control device 23 determines whether or not the conditions for driving assistance are met (step S41). If YES in step S41 (conditions for driving assistance are met), the brake preparation promoting means 29 is operated (step S42), and then driving assistance is performed (step S43). The brake preparation prompting means 29 operates for at least one of suppressing the vehicle body behavior that will occur and making it easier for the vehicle body rider J to endure the vehicle body behavior. For the former purpose, the brake preparation prompting means 29 operates the vehicle height adjustment device SU to lower the vehicle height of the motorcycle 1 . For the latter purpose, the brake preparation promoting means 29 operates the seat moving device SV to move the center of gravity G of the rider J rearward.

Here, since the rider J concentrates on supporting the change in posture due to deceleration with his/her arms during the automatic braking, it becomes difficult to add braking force by operating the brake lever 2a. Therefore, it is conceivable to operate the brake pedal 7a with the foot in order to add braking force, but it is usually difficult to obtain sufficient braking force. That is, when the vehicle decelerates, the rear wheel contact pressure is low, making it difficult to increase the rear wheel braking force. Even if a front-rear interlocking brake system is provided, it is difficult to increase the braking force of the front wheels 2 because braking is normally performed preferentially to the rear wheels 7 when the brake pedal 7a is operated.

Therefore, in the present embodiment, when the rider J performs a braking operation during automatic braking, the front wheel braking force is controlled by, for example, switching the braking force maps of the front and rear wheels regardless of which brake operating element ba is operated. 2 is prioritized and braking is applied. Thus, even when the rider J attempts to add braking force by operating the brake pedal 7a, it is possible to add sufficient braking force.

Depending on the operation of the automatic brake control and the automatic steering control, the posture of the rider J is disturbed, which easily leads to fatigue. Therefore, the position of the center of gravity of the rider J is estimated by, for example, using the seat sensor 14d or by comparing with the difference from the standard value (estimated value) of the vehicle behavior, and the amount of control intervention is determined based on the movement of the center of gravity position. may be adjusted. That is, when it is determined that the movement of the center of gravity position of the rider J is large, the amount of control intervention may be reduced. Further, the behavior (displacement amount) of the rider J may be detected using the occupant detection camera 39, and the amount of control intervention may be reduced when the behavior of the rider J is large.

FIG. 15 is an explanatory diagram showing an application example of driving support control, and FIG. 16 is a flow chart showing an example of processing performed by the control device 23 in the application example.
As shown in FIG. 15(a), when the motorcycle 1 is cornering following the vehicle 1A in front by ACC (Adaptive Cruise Control System), if the vehicle 1A in front decelerates, Your vehicle will also slow down. At that time, if the motorcycle 1 is in a banked state, the bank angle increases as the vehicle decelerates, and the course may move toward the inside of the corner (indicated by the dashed arrow in the figure). In this case, the course is normally corrected by the operation of the rider J, but the rider J's effort is required.

That is, acceleration/deceleration during cornering causes not only behavior in the pitch direction, but also behavior in the roll direction due to the adjustment of the vehicle bank angle. Therefore, the rider J's effort required for vehicle body control is greater than during straight running. On the other hand, the control device 23 assists the adjustment of the acceleration/deceleration and the bank angle during cornering, so that the fatigue of the rider J can be reduced.

As shown in FIG. 15(b), in this application example, when the motorcycle 1 is decelerating while cornering following the preceding vehicle 1A, the steering device ST is also operated to (maintain or reduce the bank angle). This prevents the motorcycle 1 from falling unintentionally, and prevents the course of the motorcycle 1 from changing to the inside of the corner due to deceleration during cornering.

As shown in FIG. 16, in this application example, the control device 23 first determines whether or not the motorcycle 1 has a bank (step S51). If YES (there is a bank) in step S51, the process proceeds to step S52 to determine whether or not the motorcycle 1 is decelerating. If YES (with deceleration) in step S52, the process proceeds to step S53, and steering assist is used to raise the vehicle body. If NO (no bank, no deceleration) in steps S51 and S52, the process is once terminated.

As described above, the driving support device for a saddle-riding type vehicle in the above-described embodiment includes the riding sensor 37 that detects the riding posture of the rider J, the vehicle body behavior generation means 25 that generates vehicle body behavior based on a prescribed output, a control means 27 for driving and controlling the vehicle body behavior generating means 25, wherein the control means 27 operates the vehicle body behavior generating means 25 without depending on the operation of the rider J, the rider detected by the riding sensor 37. The vehicle body behavior generating means 25 is operated according to J's riding posture.
According to this configuration, the automatic control is activated according to the riding posture of the rider J when the conditions for the automatic control, such as the automatic braking control and the automatic steering control, which generate the behavior of the vehicle body by the prescribed output are met. As a result, if Rider J is in an unorthodox driving posture such as one-handed driving, and it is expected that the posture of Rider J will be greatly disturbed by the body behavior of the automatic control, the automatic control will be turned off or the output will be reduced. can be handled. As a result, the disturbance of the posture of the rider J can be suppressed.

Further, in the driving support system for a saddle-riding type vehicle, the vehicle body behavior generating means 25 is provided with a brake device BR for braking the own vehicle, and the control means 27 operates the brake device BR independently of the rider J's operation. When activated, the braking device BR is activated according to the riding posture of the rider J detected by the riding sensor 37 .
According to this configuration, when the conditions for the automatic brake control are met, the automatic brake is turned on/off or the degree of operation is adjusted according to the riding posture of the rider J. As a result, when the rider J is in an incorrect driving posture and it is expected that the posture of the rider J will be greatly disturbed by the behavior of the vehicle body due to the automatic braking, it is possible to take measures such as reducing the output of the automatic braking. As a result, the disturbance of the posture of the rider J can be suppressed.

Further, in the driving support system for a saddle-riding type vehicle, the vehicle body behavior generating means 25 includes a steering device ST for steering the own vehicle, and the control means 27 controls the steering device ST independently of the rider J's operation. When operating, the steering device ST is operated according to the riding posture of the rider J detected by the riding sensor 37 .
According to this configuration, when the conditions for automatic steering control are satisfied, the automatic steering is turned on and off or the degree of operation is adjusted according to the rider J's riding posture. As a result, when the rider J is in an incorrect driving posture and it is expected that the posture of the rider J will be greatly disturbed by the behavior of the vehicle body due to the automatic steering, it is possible to take measures such as reducing the output of the automatic steering. As a result, the disturbance of the posture of the rider J can be suppressed.

The driving support device for a saddle-riding type vehicle includes a steering wheel 20 that is steered by the rider J, and the boarding sensor 37 is arranged on the grip 20a of the steering wheel 20 to detect the gripping state of the rider J. A sensor 20c is provided, and the control means 27 operates the vehicle body behavior generating means 25 according to the gripping state of the rider J detected by the grip sensor 20c.
According to this configuration, the automatic control is turned on/off or the degree of operation is adjusted according to the state of gripping the handlebar grip 20a by the rider J. As a result, when the rider J is in an incorrect driving posture and it is expected that the posture of the rider J will be greatly disturbed by the behavior of the vehicle body under automatic control, it is possible to take measures such as lowering the output of the automatic control. As a result, the disturbance of the posture of the rider J can be suppressed.

Further, in the driving support device for a saddle type vehicle, the steering wheel 20 has a pair of left and right grips 20a, and the riding sensor 37 is a pair of left and right grip sensors 20c arranged on each of the pair of left and right grips 20a. , and the control means 27 operates the vehicle body behavior generating means 25 in accordance with the difference between the left and right grip states of the rider J detected by the pair of left and right grip sensors 20c.
According to this configuration, the automatic control is turned on and off or the degree of operation is adjusted according to the difference between the left and right grips 20a held by the rider J. As a result, when the rider J is in an incorrect driving posture and it is expected that the posture of the rider J will be greatly disturbed by the behavior of the vehicle body under automatic control, it is possible to take measures such as lowering the output of the automatic control. As a result, the disturbance of the posture of the rider J can be suppressed.

Further, in the driving support device for a saddle-riding type vehicle, the grip sensor 20c detects the direction of load applied to the grip 20a, and the control means 27 controls the vehicle body according to the direction of load detected by the grip sensor 20c. Behavior generating means 25 is activated.
According to this configuration, the automatic control is turned on/off or the degree of operation is adjusted according to the direction of the load applied to the grip 20a of the handle 20 by the rider J. As a result, when the rider J is in an incorrect driving posture and it is expected that the posture of the rider J will be greatly disturbed by the behavior of the vehicle body under automatic control, it is possible to take measures such as lowering the output of the automatic control. As a result, the disturbance of the posture of the rider J can be suppressed.

In the driving support device for a saddle-riding type vehicle, the grip sensor 20c detects the vibration frequency of the grip 20a, and the control means 27 adjusts the vibration frequency of the vehicle body according to the vibration frequency detected by the grip sensor 20c. Behavior generating means 25 is activated.
According to this configuration, the automatic control is turned on/off or the degree of operation is adjusted according to the change in the vibration frequency depending on whether or not the grip 20a of the handle 20 is gripped by the rider J. As a result, when the rider J is in an incorrect driving posture and it is expected that the posture of the rider J will be greatly disturbed by the behavior of the vehicle body under automatic control, it is possible to take measures such as lowering the output of the automatic control. As a result, the disturbance of the posture of the rider J can be suppressed.

Further, the driving support device for a saddle type vehicle includes a step 14s on which the rider J puts his/her foot, the riding sensor 37 includes a step sensor 14c arranged on the step 14s, and the control means 27 controls the step sensor 14c. The vehicle body behavior generating means 25 is operated in accordance with the foot placement state of the rider J detected by the step sensor 14c.
According to this configuration, the automatic control is turned on/off or the degree of operation is adjusted according to the state of the rider J's foot placement on the step 14s. As a result, if rider J is in an unorthodox driving posture such as removing his foot from step 14s, and it is expected that rider J's posture will be greatly disturbed by the body behavior of the automatic control, the output of automatic control is reduced. etc. becomes possible. As a result, the disturbance of the posture of the rider J can be suppressed.

Further, in the driving support device for a saddle type vehicle, a pair of left and right steps 14s are provided on both sides of the vehicle body, and the ride sensor 37 includes a pair of left and right step sensors 14c arranged on each of the pair of left and right steps 14s. , the control means 27 operates the vehicle body behavior generating means 25 in accordance with the difference between the left and right foot placement states of the rider J detected by the pair of left and right step sensors 14c.
According to this configuration, the automatic control is turned on/off or the degree of operation is adjusted according to the difference between the left and right of the rider's foot placement on the step 14s. As a result, when the rider J is in an incorrect driving posture and it is expected that the posture of the rider J will be greatly disturbed by the behavior of the vehicle body under automatic control, it is possible to take measures such as lowering the output of the automatic control. As a result, the disturbance of the posture of the rider J can be suppressed.

Further, in the driving support device for a saddle type vehicle, the step sensor 14c detects the direction of load on the step 14s, and the control means 27 adjusts the vehicle body according to the direction of load detected by the step sensor 14c. Behavior generating means 25 is activated.
According to this configuration, the automatic control is turned on/off or the degree of operation is adjusted according to the direction of the load applied by the rider J to the step 14s. As a result, when the rider J is in an incorrect driving posture and it is expected that the posture of the rider J will be greatly disturbed by the behavior of the vehicle body under automatic control, it is possible to take measures such as lowering the output of the automatic control. As a result, the disturbance of the posture of the rider J can be suppressed.

Further, in the driving support device for the saddle type vehicle, the step sensor 14c detects the vibration frequency of the step 14s, and the control means 27 adjusts the vibration frequency of the vehicle body according to the vibration frequency detected by the step sensor 14c. Behavior generating means 25 is activated.
According to this configuration, the automatic control is turned on/off or the degree of operation is adjusted according to the change in the vibration frequency depending on the presence or absence of the load placed on the step 14s by the rider J. As a result, when the rider J is in an incorrect driving posture and it is expected that the posture of the rider J will be greatly disturbed by the behavior of the vehicle body under automatic control, it is possible to take measures such as lowering the output of the automatic control. As a result, the disturbance of the posture of the rider J can be suppressed.

Further, in the driving support device for a saddle-riding type vehicle, when the control means 27 operates the vehicle body behavior generating means 25 without depending on the operation of the rider J, first, the vehicle body behavior generating means 25 is set to the predetermined original position. The output value is set according to the change in at least one of the gripping state and the stepping state caused by this low output.
According to this configuration, when the conditions for automatic control, such as automatic brake control and automatic steering control, that cause the vehicle body to behave with a prescribed output are met, the preparatory behavior with low output is generated. At this time, the degree (strength) of the automatic control is set according to the change in at least one of the state of gripping by the rider J and the state of placing the foot on the step. As a result, if rider J is in an unorthodox driving posture such as driving with one hand or taking his feet off the step, and it is expected that rider J's posture will be greatly disturbed by the body behavior of the automatic control, the automatic It is possible to take measures to lower the control output. As a result, the disturbance of the posture of the rider J can be suppressed.

Further, the driving support device for a saddle-riding type vehicle includes brake preparation promoting means 29 that suppresses the behavior of at least one of the vehicle body and the rider J due to the operation of the brake device BR and promotes a change to a brake preparation state, The control means 27 operates the brake device BR while the brake preparation promoting means 29 is operated.
According to this configuration, when the conditions for the automatic brake control are satisfied, the brake preparation promoting means 29 is operated and then the automatic brake is operated, whereby the behavior of at least one of the vehicle body and the rider J is controlled by the brake preparation promoting means 29. and promotes a change to the brake ready state. As a result, the disturbance of the posture of the rider J can be suppressed.

Further, in the driving support device for a saddle-riding type vehicle, the brake preparation promoting means 29 includes a vehicle height adjustment device SU for increasing or decreasing the vehicle height of the motorcycle 1, and the control means 27 controls the vehicle height adjustment device SU. is operated to lower the vehicle height, the brake device BR is operated.
According to this configuration, when the conditions for automatic brake control are satisfied, the vehicle height of the motorcycle 1 is lowered and then the automatic brake is activated, thereby suppressing the behavior (pitching) of the vehicle body. As a result, the disturbance of the posture of the rider J can be suppressed.

Further, in the driving support device for a saddle-riding type vehicle, the brake preparation prompting means 29 includes a seat moving device SV for changing the inclination of the seat 14 on which the passenger is seated, and the control means 27 controls the seat moving device SV. is actuated to tilt the seat 14 backward, and the brake device BR is actuated.
According to this configuration, when the conditions for the automatic brake control are met, the seat 14 is tilted backward and the automatic brake is activated, thereby suppressing the body behavior (forward movement) of the rider J. As a result, the disturbance of the posture of the rider J can be suppressed.

Further, in the driving support device for the saddle type vehicle, the rider J is provided with a brake operator ba for operating the brake device BR. When the brake operator ba is operated, the output of the brake device BR is increased in response to this operation.
According to this configuration, when the rider J operates the brake operator ba to increase the braking force while the automatic brake is being operated, the output of the brake device is increased in response to this operation. As a result, the braking force can be increased according to the intention of the rider J to apply more brakes even during the automatic braking operation.

The present invention is not limited to the above embodiments, and may be configured to detect the rider's riding posture in cooperation with sensors installed on the rider's helmet, clothes, or the like.
The saddle type vehicle includes all types of vehicles in which the driver straddles the vehicle body, not only motorcycles (including motorized bicycles and scooter type vehicles), but also three-wheeled vehicles (one front wheel and two rear wheels). , including vehicles with two front wheels and one rear wheel) or vehicles with four wheels.
The configuration in the above embodiment is an example of the present invention, and various modifications, such as replacing the constituent elements of the embodiment with known constituent elements, are possible without departing from the gist of the present invention.

1 Motorcycle (saddle type vehicle)
1A Vehicle in front 2a Brake lever 3 Front fork 4S Steering mechanism 7a Brake pedal 8a Rear cushion 10 Engine 14 Seat 14c Step sensor 14d Seat sensor 14s Step 20 Steering wheel 20a Grip 20c Grip sensor 24 Driving support device 25 Body behavior generating means 26 Passenger posture Detection Means 27 Control Means 28 Passenger Behavior Detection Means 29 Brake Preparation Promoting Means 37 Boarding Sensor 39 Passenger Detection Camera 43 Steering Actuator BR Brake Device EN Driving Device ST Steering Device SU Vehicle Height Adjusting Device SV Seat Moving Device ba Brake Operator J Rider

Claims (3)

a vehicle body behavior generating means (25) for generating a vehicle body behavior by a specified output;
riding posture detection means (26) for detecting the riding posture of the rider (J);
vehicle body behavior detection means (28) for detecting a roll angle from the upright state of the vehicle body;
brake preparation promoting means (29) that suppresses the behavior of at least one of the vehicle body and the rider (J) and promotes a change to a brake preparation state;
a control means (27) for driving and controlling the vehicle body behavior generation means (25) and the brake preparation acceleration means (29) based on detection information from the riding posture detection means (26) and the vehicle body behavior detection means (28); with
The vehicle body behavior generating means (25) includes a braking device (BR), a steering device (ST) and a driving device (EN),
When operating the brake device (BR) without depending on the operation of the rider (J), the control means (27) controls the brake device (BR) while the brake preparation prompting means (29) is activated. to activate the
The braking preparation promotion means (29) includes a vehicle height adjustment device (SU) for increasing or decreasing the vehicle height of the own vehicle,
The control means (27) operates the vehicle height adjustment device (SU) to lower the vehicle height of the own vehicle, and operates the brake device (BR),
The braking preparation prompting means (29) includes a seat moving device (SV) that changes the inclination of the seat (14) on which the rider (J) sits,
The control means (27) operates the seat moving device (SV) to tilt the seat (14) backward and downward, and operates the brake device (BR),
A saddle-riding type vehicle in which the steering device (ST) is operated at the same time as the motorcycle (1) is decelerating during cornering while following the preceding vehicle (1A) to raise the vehicle body. Driving assistance device. The rider (J) has a brake operator (ba) for operating the brake device (BR),
When the brake operator (ba) is operated while the brake device (BR) is being operated, the control means (27) controls the output of the brake device (BR) in response to this operation. 2. The driving support device for a straddle-type vehicle according to claim 1, wherein the saddle-ride type vehicle is raised. 3. The driving support device for a straddle-type vehicle according to claim 2, wherein said control means (27) applies braking preferentially to front wheels (2) by switching braking force maps for front and rear wheels.

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