WO2020194708A1

WO2020194708A1 - Saddle riding-type vehicle

Info

Publication number: WO2020194708A1
Application number: PCT/JP2019/013779
Authority: WO
Inventors: 拡前田; 由幸黒羽
Original assignee: 本田技研工業株式会社
Priority date: 2019-03-28
Filing date: 2019-03-28
Publication date: 2020-10-01
Also published as: JPWO2020194708A1; JP7138239B2

Abstract

This saddle riding-type vehicle is provided with: a rear-side vehicle recognizing unit (54) that recognizes a rear-side vehicle (B1) of an own vehicle (M); a brake device (150) that applies brake force to wheels (11, 12) of the own vehicle (M); and a control unit (400) that controls the brake device (510) on the basis of the recognition result of the rear-side vehicle recognizing unit (54), wherein the control unit (400) actuates the brake device (510) when the rear-side vehicle (B1) is determined to collide with the own vehicle (M) in a state in which the speed of the own vehicle (M) is no greater than a predetermined value.

Description

Saddle-type vehicle

The present invention relates to a saddle-riding vehicle.

In a saddle-riding vehicle, there is a technology to reduce the influence of a collision when the own vehicle approaches an object in front. For example, Patent Document 1 describes a forward travel sensor that detects an obstacle in a travel path, and a controller that can operate to execute an autonomous braking event of a motorcycle based on receiving a signal from the forward travel sensor. A motorcycle equipped with, is disclosed. In this motorcycle, the autonomous braking event, once activated, involves ABS to maximize the deceleration rate and bring the motorcycle to a complete stop.

Japanese Patent Application Laid-Open No. 2018-118716

By the way, there is an event in which a saddle-riding vehicle is hit by a vehicle such as a four-wheeled vehicle approaching from behind at the time of stopping, including the state immediately before stopping. Since it is difficult for the driver of a saddle-riding vehicle to recognize the existence of a vehicle approaching from behind, the vehicle is suddenly impacted. Further, even if the driver of a saddle-riding vehicle can recognize the existence of a vehicle approaching from behind, it is difficult to take action in preparation for a collision. Therefore, there is a problem of reducing contact damage when the vehicle collides with a vehicle behind when stopped.

The present invention provides a saddle-riding type vehicle that can reduce contact damage when a vehicle collides with a rear vehicle when stopped.

(1) One aspect of the saddle-riding vehicle according to the present invention includes a rear vehicle recognition unit (54) that recognizes the rear vehicle (B1) of the own vehicle (M) and wheels (11,) of the own vehicle (M). The control is provided with a brake device (510) that applies a braking force to the 12) and a control unit (400) that controls the brake device (510) based on the recognition result of the rear vehicle recognition unit (54). The unit (400) operates the braking device (510) when it is determined that the rear vehicle (B1) collides with the own vehicle (M) when the speed of the own vehicle (M) is equal to or less than a predetermined value. , Characterized by.

According to this aspect, when the rear vehicle collides with the own vehicle that is moving forward at the complete stop or immediately before the stop, the drag force against the rear vehicle can be generated in the own vehicle. Therefore, it is possible to prevent the own vehicle from moving forward due to insufficient drag against a collision from the rear and disturbing the posture of the vehicle body. Therefore, it is possible to reduce the contact damage when the vehicle collides with the vehicle behind when the vehicle is stopped.

(2) In the saddle-riding vehicle according to the aspect (1), the control unit (400) is driven by the braking device (510) according to the relative speed of the rear vehicle (B1) with respect to the own vehicle (M). The magnitude of the braking force may be set.

The magnitude of the impact applied to the own vehicle changes depending on the relative speed at the time of the collision of the rear vehicle. Therefore, by configuring as described above, it is possible to apply an appropriate braking force to the wheels according to the magnitude of the impact applied to the own vehicle. Therefore, it is possible to more reliably suppress the disturbance of the posture of the vehicle body when the rear vehicle collides.

(3) In the saddle-riding vehicle according to the aspect (1) or (2), the control unit (400) gives priority to the rear wheel (12) to apply a braking force to the braking device (510). May be controlled.

By configuring as described above, braking force is applied only to the front wheels, and it is possible to prevent the rear part of the vehicle body from being lifted due to a collision of a rear vehicle. Therefore, it is possible to more reliably suppress the posture of the vehicle body from being disturbed.

(4) In the saddle-riding vehicle according to any one of (1) to (3) above, the control unit (400) uses the control unit (400) after the rear vehicle (B1) collides with the own vehicle (M). The braking device (510) may be controlled so as to reduce the braking force applied to the wheels (11, 12) while the own vehicle (M) is moving forward.

By configuring as described above, it is possible to suppress slippage due to wheel lock while the own vehicle is being pushed by the vehicle behind. Therefore, it is possible to more reliably suppress the disturbance of the posture of the vehicle body when the rear vehicle collides.

(5) In the saddle-riding vehicle according to the aspect (4), the control unit (400) reduces the braking force applied to the wheels (11, 12) and then applies the braking force to the wheels (11, 12). The braking device (510) may be controlled so as to increase the braking force applied.

By configuring as described above, the own vehicle can be stopped more quickly by increasing the braking force applied to the wheels when the rear vehicle decelerates and begins to move away from the own vehicle.

(6) In the saddle-riding vehicle according to any one of (1) to (5) above, the front object recognition unit (54) that recognizes the object (B2) in front of the own vehicle (M) and the steering wheel A steering device (520) that changes the direction of the wheels (11) is further provided, and the control unit (400) determines that the rear vehicle (B1) collides with the own vehicle (M), and the front When it is determined that the object (B2) exists in front of the own vehicle (M) based on the recognition result of the object recognition unit (54), the steering wheel (11) is steered. The device (520) may be controlled.

By configuring as described above, even if the own vehicle moves forward due to a collision of the rear vehicle, the own vehicle can move diagonally forward. Therefore, it is possible to prevent the own vehicle from colliding with an object in front. Therefore, it is possible to reduce the contact damage when the vehicle collides with the vehicle behind when the vehicle is stopped.

(7) In the saddle-riding vehicle according to the aspect (6), the control unit (400) rolls the steering wheel (11) on the roadside zone (R) side or the road shoulder side close to the own vehicle (M). The steering device (520) may be controlled so as to steer.

By configuring as described above, it is possible to let the own vehicle escape to the roadside zone or shoulder where other vehicles are unlikely to exist. Therefore, it is possible to prevent the own vehicle from colliding with surrounding objects. Therefore, it is possible to reduce the contact damage when the vehicle collides with the vehicle behind when the vehicle is stopped.

(8) In the saddle-riding vehicle according to the embodiment (6), the control unit (400) is in a direction in which a pedestrian (W) and an object (B2) in front of the control unit (400) do not exist when viewed from the own vehicle (M). The steering device (520) may be controlled so as to steer the steering wheel (11).

With the above configuration, it is possible to prevent the own vehicle from colliding with pedestrians and objects in front of it. Therefore, it is possible to reduce the contact damage when the vehicle collides with the vehicle behind when the vehicle is stopped.

(9) In the saddle-riding vehicle according to the aspect (6), the control unit (400) is in a direction in which the oncoming vehicle (B4) and the object (B2) in front of the control unit (400) do not exist when viewed from the own vehicle (M). The steering device (520) may be controlled so as to steer the steering wheel (11).

By configuring as described above, it is possible to prevent the own vehicle from colliding with an oncoming vehicle and an object in front of it. Therefore, it is possible to reduce the contact damage when the vehicle collides with the vehicle behind when the vehicle is stopped.

According to the above-mentioned saddle-riding type vehicle, it is possible to reduce contact damage when the vehicle collides with a rear vehicle when stopped.

It is a block diagram of the driving support system which concerns on embodiment. It is a figure which shows the state which the relative position and posture of the own vehicle with respect to the traveling lane are recognized by the own vehicle position recognition part. It is a figure which shows how the target trajectory is generated based on a recommended lane. It is a left side view of the motorcycle of 1st Embodiment. It is a flowchart which shows the flow of processing by a braking control part. It is a figure which shows the scene which it is determined that the rear vehicle collides with the own vehicle. It is a figure which shows an example of the scene which avoids in a safe direction when the own vehicle collides with the rear vehicle. It is a figure which shows an example of the scene which avoids in a safe direction when the own vehicle collides with the rear vehicle. It is a figure which shows an example of the scene which avoids in a safe direction when the own vehicle collides with the rear vehicle. It is a figure which shows an example of the scene which avoids in a safe direction when the own vehicle collides with the rear vehicle.

Hereinafter, an example of the driving support system for the saddle-riding vehicle of the present embodiment will be described with reference to the drawings. In the embodiment, it is assumed that the driving support system is applied to the autonomous driving vehicle. Autonomous driving is a type of driving assistance in which a vehicle runs in a state that does not require operation by the driver in principle. Here, there is a degree of driving support. For example, the degree of driving support includes the first degree of driving assistance by operating a driving support device such as ACC (Adaptive Cruise Control System) or LKAS (Lane Keeping Assistance System), and the first degree of driving assistance. The degree of control is also high, and the driver automatically controls at least one of acceleration / deceleration or steering of the vehicle without operating the driver of the vehicle to perform automatic driving, but the driver has some degree of control. A second degree that imposes a peripheral monitoring obligation, and a third degree that has a higher degree of control than the second degree and does not impose a peripheral monitoring obligation on the driver (or imposes a lower peripheral monitoring obligation than the second degree). And there is. In the present embodiment, the second degree and the third degree of driving support correspond to automatic driving.

<Overall configuration>
FIG. 1 is a configuration diagram of a driving support system according to the first embodiment.
The vehicle equipped with the driving support system 1 shown in FIG. 1 is a saddle-riding vehicle such as a two-wheeled vehicle or a three-wheeled vehicle. The prime mover of a vehicle is an internal combustion engine such as a gasoline engine, an electric motor, or a combination of an internal combustion engine and an electric motor. The electric motor operates by using the electric power generated by the generator connected to the internal combustion engine or the electric power generated by the secondary battery or the fuel cell.

For example, the driving support system 1 includes a camera 51, a radar device 52, a finder 53, an object recognition device 54 (rear vehicle recognition unit, front object recognition unit), a communication device 55, and an HMI (Human Machine Interface) 56. , Vehicle sensor 57, navigation device 60, MPU (Map Positioning Unit) 70, driving operator 80, driver monitoring camera 90, control device 100, traveling driving force output device 500, and braking device 510. And a steering device 520 and a line-of-sight guidance unit 530. These devices and devices are connected to each other by multiple communication lines such as CAN (Controller Area Network) communication lines, serial communication lines, wireless communication networks, and the like. 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 a digital camera that uses a solid-state image sensor such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). The camera 51 is attached to an arbitrary position of the vehicle (hereinafter, own vehicle M) on which the driving support system 1 is mounted. The camera 51 periodically and repeatedly images the periphery of the own vehicle M, for example. The camera 51 may be a stereo camera.

The radar device 52 radiates radio waves such as millimeter waves around the own vehicle M, and also detects radio waves (reflected waves) reflected by the object to detect at least the position (distance and direction) of the object. The radar device 52 is attached to an arbitrary position of the own vehicle M. The radar device 52 may detect the position and speed of the object by the FM-CW (Frequency Modulated Continuous Wave) method.

The finder 53 is a LIDAR (Light Detection and Ringing). The finder 53 irradiates the periphery of the own vehicle M with light and measures the scattered light. The finder 53 detects the distance to the target based on the time from light emission to light reception. The light to be irradiated is, for example, a pulsed laser beam. The finder 53 is attached to an arbitrary position of the own vehicle M.

The object recognition device 54 performs sensor fusion processing on the detection results of a part or all of the camera 51, the radar device 52, and the finder 53 to determine the position, type, speed, and the like of the objects around the own vehicle M. recognize. The object recognition device 54 recognizes at least an object in front of the own vehicle M and a vehicle behind the own vehicle M. The object recognition device 54 outputs the recognition result to the control device 100. The object recognition device 54 may output the detection results of the camera 51, the radar device 52, and the finder 53 to the control device 100 as they are.

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 (inter-vehicle communication). ) Or communicate with various server devices via a wireless base station.

The HMI 56 presents various information to the driver of the own vehicle M and accepts input operations by the driver. 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 own vehicle M, an acceleration sensor that detects the acceleration, a yaw rate sensor that detects the angular velocity around the vertical axis, an orientation sensor that detects the direction of the own vehicle M, and the like.

The navigation device 60 includes, for example, a GNSS (Global Navigation Satellite System) receiver 61, a navigation HMI 62, and a route determination unit 63. The navigation device 60 holds the first map information 64 in a storage device such as an HDD (Hard Disk Drive) or a flash memory. The GNSS receiver 61 identifies the position of the own vehicle M based on the signal received from the GNSS satellite. 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 62 includes a display device, a speaker, a touch panel, keys, and the like. The navigation HMI 62 may be partially or wholly shared with the above-mentioned HMI 56. The route determination unit 63, for example, has a route from the position of the own vehicle M (or an arbitrary position input) specified by the GNSS receiver 61 to the destination input by the occupant using the navigation HMI 62 (hereinafter,). The route on the map) is determined with reference to the first map information 64. The first map information 64 is information in which the road shape is expressed by, for example, a link indicating a road and a node connected by the link. The first map information 64 may include road curvature, POI (Point Of Interest) information, and the like. The route on the map is output to the MPU 70. The navigation device 60 may provide route guidance using the navigation HMI 62 based on the route on the map. The navigation device 60 may be realized by, for example, the function of a terminal device such as a smartphone or a tablet terminal owned by an occupant. The navigation device 60 may transmit the current position and the destination to the navigation server via the communication device 55, and may acquire a route equivalent to the route on the map from the navigation server.

The MPU 70 includes, for example, a recommended lane determination unit 71. The MPU 70 holds the second map information 72 in a storage device such as an HDD or a flash memory. The recommended lane determination unit 71 divides the route on the map provided by the navigation device 60 into a plurality of blocks (for example, divides the route every 100 [m] with respect to the vehicle traveling direction), and refers to the second map information 72. Determine the recommended lane for each block. The recommended lane determination unit 71 determines which lane to drive from the left. When the recommended lane determination unit 71 has a branch point on the route on the map, the recommended lane determination unit 71 determines the recommended lane so that the own vehicle M can travel on a reasonable route to proceed to the branch destination.

The second map information 72 is more accurate map information than the first map information 64. The second map information 72 includes, for example, information on the center of the lane, information on the boundary of the lane, and the like. Further, the second map information 72 may include road information, traffic regulation information, address information (address / zip code), facility information, telephone number information, and the like. The second map information 72 may be updated at any time by the communication device 55 communicating with another device.

The driving operator 80 includes, for example, an accelerator grip, an operator such as a brake pedal, a brake lever, a shift pedal, and a steering handle. A sensor for detecting the amount of operation or the presence or absence of operation is attached to the operation operator 80. The detection result of the sensor is output to a part or all of the control device 100, the traveling driving force output device 500, the brake device 510, and the steering device 520.

The driver monitoring camera 90 is arranged at a position where the driver sitting on the seat can be imaged. For example, the driver surveillance camera 90 is attached to the front portion of the own vehicle M. The driver monitoring camera 90, for example, takes an image of the face of the driver sitting on the seat. The driver surveillance camera 90 is a digital camera that uses a solid-state image sensor such as a CCD or CMOS. The driver monitoring camera 90 periodically images the driver, for example. The captured image of the driver monitoring camera 90 is output to the control device 100.

The control device 100 includes a master control unit 110, a driving support control unit 200, an automatic driving control unit 300, and a braking control unit 400. The master control unit 110 may be integrated into either the operation support control unit 200 or the automatic operation control unit 300.

The master control unit 110 switches the degree of driving support and controls the HMI 56. For example, the master control unit 110 includes a switching control unit 120, an HMI control unit 130, an operator state determination unit 140, and an occupant condition monitoring unit 150. The switching control unit 120, the HMI control unit 130, the operator state determination unit 140, and the occupant condition monitoring unit 150 are each realized by executing a program by a processor such as a CPU (Central Processing Unit). In addition, some or all of these functional parts may be realized by hardware such as LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), or software. And may be realized by the cooperation of hardware.

The switching control unit 120 switches the degree of driving support based on, for example, an operation signal input from a predetermined switch included in the HMI 56. Further, the switching control unit 120 cancels the driving support and manually operates the vehicle based on, for example, an operation of instructing the driving controller 80 such as the accelerator grip, the brake pedal, the brake lever, and the steering handle to accelerate, decelerate, or steer. You may switch to.

The switching control unit 120 may switch the degree of driving support based on the action plan generated by the action plan generation unit 330 described later. For example, the switching control unit 120 may end the driving support at the scheduled end point of the automatic driving defined by the action plan.

The HMI control unit 130 causes the HMI 56 to output a notification or the like related to switching the degree of driving support. Further, the HMI control unit 130 switches the content to be output to the HMI 56 when a predetermined event for the own vehicle M occurs. Further, the HMI control unit 130 may output the information regarding the determination result by one or both of the operator state determination unit 140 and the occupant condition monitoring unit 150 to the HMI 56. Further, the HMI control unit 130 may output the information received by the HMI 56 to one or both of the operation support control unit 200 and the automatic operation control unit 300.

The operator state determination unit 140 is, for example, in a state in which the steering handle included in the operation operator 80 is being operated (specifically, when an intentional operation is actually performed, a state in which the steering wheel can be immediately operated, or (It shall indicate the gripping state).

The occupant condition monitoring unit 150 monitors the driver's condition based on the image captured by the driver monitoring camera 90. The occupant condition monitoring unit 150 monitors that the driver is continuously monitoring the traffic conditions in the surrounding area. The occupant condition monitoring unit 150 acquires the driver's face image from the image captured by the driver monitoring camera 90, and recognizes the driver's line-of-sight direction from the acquired face image. For example, the occupant condition monitoring unit 150 may recognize the line-of-sight direction of the occupant from the image captured by the driver monitoring camera 90 by deep learning using a neural network or the like.

The driving support control unit 200 executes the first degree of driving support. The driving support control unit 200 executes, for example, ACC, LKAS, or other driving support control. For example, when the driving support control unit 200 executes the ACC, the driving support control unit 200 moves forward with the own vehicle M based on the information input from the camera 51, the radar device 52, and the finder 53 via the object recognition device 54. The traveling driving force output device 500 and the braking device 510 are controlled so that the vehicle travels while keeping the distance between the vehicle and the vehicle constant. That is, the driving support control unit 200 performs acceleration / deceleration control (speed control) based on the inter-vehicle distance from the vehicle in front. Further, when executing the LKAS, the driving support control unit 200 controls the steering device 520 so that the own vehicle M travels while maintaining (lane keeping) the traveling lane in which the vehicle is currently traveling. That is, the driving support control unit 200 performs steering control for maintaining the lane. The type of driving support of the first degree may include various controls other than automatic driving (second degree and third degree) that do not require an operation on the driving operator 80.

The automatic driving control unit 300 executes the driving support of the second degree and the third degree. The automatic operation control unit 300 includes, for example, a first control unit 310 and a second control unit 350. Each of the first control unit 310 and the second control unit 350 is realized by, for example, a hardware processor such as a CPU executing a program (software). In addition, some or all of these components may be realized by hardware such as LSI, ASIC, FPGA, GPU, or may be realized by collaboration between software and hardware.

The first control unit 310 includes, for example, a recognition unit 320 and an action plan generation unit 330. The first control unit 310, for example, realizes a function by AI (Artificial Intelligence) and a function by a model given in advance in parallel. For example, in the "intersection recognition" function, recognition of an intersection by deep learning or the like and recognition based on predetermined conditions (pattern matching signals, road markings, etc.) are executed in parallel, and both are executed in parallel. On the other hand, it may be realized by scoring and comprehensively evaluating. This ensures the reliability of autonomous driving.

The recognition unit 320 recognizes states such as the position, speed, and acceleration of surrounding vehicles based on the information input from the camera 51, the radar device 52, and the finder 53 via the object recognition device 54. The positions of peripheral vehicles are recognized as, for example, positions on absolute coordinates with the representative point (center of gravity, center of drive shaft, etc.) of the own vehicle M as the origin, and are used for control. The position of the peripheral vehicle may be represented by a representative point such as the center of gravity or a corner of the peripheral vehicle, or may be represented by the represented area. The "state" of the surrounding vehicle may include the acceleration or jerk of the object, or the "behavioral state" (eg, whether or not the vehicle is changing lanes or is about to change lanes).

Further, the recognition unit 320 recognizes, for example, the lane (traveling lane) in which the own vehicle M is traveling. For example, the recognition unit 320 has a road marking line pattern (for example, an arrangement of a solid line and a broken line) obtained from the second map information 72 and a road marking line around the own vehicle M recognized from the image captured by the camera 51. By comparing with the pattern of, the traveling lane is recognized. The recognition unit 320 may recognize the traveling lane by recognizing not only the road marking line but also the running road boundary (road boundary) including the road marking line, the shoulder, the curb, the median strip, the guardrail, and the like. .. In this recognition, the position of the own vehicle M acquired from the navigation device 60 or the processing result by the INS may be added. In addition, the recognition unit 320 recognizes a stop line, an obstacle, a red light, a tollgate, other road events, and the like.

When recognizing the traveling lane, the recognition unit 320 recognizes the position and orientation of the own vehicle M with respect to the traveling lane.
FIG. 2 is a diagram showing an example of how the recognition unit recognizes the relative position and posture of the own vehicle with respect to the traveling lane.
As shown in FIG. 2, the recognition unit 320 is, for example, a line connecting the deviation OS of the reference point (for example, the center of gravity) of the own vehicle M from the central CL of the traveling lane and the central CL of the traveling lane in the traveling direction of the own vehicle M. The angle θ formed with respect to the traveling lane L1 may be recognized as the relative position and orientation of the own vehicle M with respect to the traveling lane L1. Alternatively, the recognition unit 320 sets the position of the reference point of the own vehicle M with respect to any side end (road marking line or road boundary) of the traveling lane L1 relative to the traveling lane. It may be recognized as a position.

As shown in FIG. 1, the action plan generation unit 330 generates an action plan for driving the own vehicle M by automatic driving. In principle, the action plan generation unit 330 travels in the recommended lane determined by the recommended lane determination unit 71, and the own vehicle M automatically (driver) so as to be able to respond to the surrounding conditions of the own vehicle M. Generate a target track to run in the future (regardless of the operation of). The target trajectory includes, for example, a position element that determines the position of the own vehicle M in the future and a speed element that determines the speed and acceleration of the own vehicle M in the future. For example, the action plan generation unit 330 determines a plurality of points (track points) that the own vehicle M should reach in order as position elements of the target track. The track point is a point to be reached by the own vehicle M for each predetermined mileage (for example, about several [m]). The predetermined mileage may be calculated, for example, by the road distance when traveling along the route. Further, the action plan generation unit 330 determines the target speed and the target acceleration for each predetermined sampling time (for example, about 0 comma several seconds) as the speed elements of the target trajectory. Further, the track point may be a position to be reached by the own vehicle M at the sampling time for each predetermined sampling time. In this case, the target velocity and target acceleration are determined by the sampling time and the interval between the orbital points.

The action plan generation unit 330 may set an event for automatic driving when generating a target trajectory. Examples of the automatic driving event include a constant speed driving event in which the vehicle travels in the same lane at a constant speed, a following driving event in which the vehicle follows the vehicle in front, and a lane change event in which the vehicle M changes the traveling lane. There are a branching event in which the own vehicle M travels in a desired direction at a branch point on the road, a merging event in which the own vehicle M merges at the merging point, an overtaking event in which the preceding vehicle overtakes, and the like. The action plan generation unit 330 generates a target trajectory according to the activated event.

FIG. 3 is a diagram showing how a target trajectory is generated based on the recommended lane.
As shown in FIG. 3, the recommended lane is set so as to be convenient for traveling along the route to the destination. When the action plan generation unit 330 approaches a predetermined distance before the recommended lane switching point (may be determined according to the type of event), the action plan generation unit 330 activates a lane change event, a branch event, a merging event, and the like. If it becomes necessary to avoid an obstacle during the execution of each event, an avoidance trajectory is generated as shown in the figure.

Returning to FIG. 1, the second control unit 350 has a traveling driving force output device 500, a brake device 510, so that the own vehicle M passes the target trajectory generated by the action plan generation unit 330 at the scheduled time. And controls the steering device 520.

The second control unit 350 includes, for example, an acquisition unit 352, a speed control unit 354, and a steering control unit 356. The acquisition unit 352 acquires the information of the target trajectory (orbit point) generated by the action plan generation unit 330 and stores it in a memory (not shown). The speed control unit 354 controls the traveling driving force output device 500 or the brake device 510 based on the speed element associated with the target trajectory stored in the memory. The steering control unit 356 controls the steering device 520 according to the degree of bending of the target trajectory stored in the memory. The processing of the speed control unit 354 and the steering control unit 356 is realized by, for example, a combination of feedforward control and feedback control. As an example, the steering control unit 356 executes a combination of feedforward control according to the curvature of the road in front of the own vehicle M and feedback control based on the deviation from the target trajectory.

The braking control unit 400 controls the braking device 510 and the steering device 520, which will be described later, based on the recognition result of the object recognition device 54. The braking control unit 400 includes a collision determination unit 410, a brake control unit 420, a safety direction determination unit 430, and a steering control unit 440.

The collision determination unit 410 determines the existence of a vehicle behind the own vehicle M (rear vehicle B1) and an object in front of the own vehicle M based on the recognition result of the object recognition device 54. The collision determination unit 410 determines whether or not the rear vehicle B1 of the own vehicle M collides with the own vehicle M while the own vehicle M is completely stopped or is moving forward immediately before the stop. The collision determination unit 410 determines whether or not the rear vehicle B1 collides with the own vehicle M based on the speed, deceleration, traveling direction, etc. of the own vehicle M and the rear vehicle B1. Further, the collision determination unit 410 predicts the relative speed of the rear vehicle B1 with respect to the own vehicle M at the time of collision, based on the speed, deceleration, traveling direction, etc. of the own vehicle M and the rear vehicle B1. The collision determination unit 410 outputs a first braking command to the brake control unit 420 based on the predicted relative speed of the rear vehicle B1 at the time of collision.

The collision determination unit 410 determines whether or not the rear vehicle B1 has collided with the own vehicle M, for example, based on the recognition result of the object recognition device 54 and the detection result of the vehicle sensor 57. The collision determination unit 410 outputs a second braking command to the brake control unit 420 based on the determination result of the collision of the rear vehicle B1 with the own vehicle M.

The brake control unit 420 controls the brake device 510 based on the first braking command received from the collision determination unit 410. The brake control unit 420 sets the magnitude of the braking force of the wheels according to the predicted speed of the rear vehicle B1 at the time of collision. The brake control unit 420 controls the brake device 510 so as to give the braking force preferentially to the rear wheels. In other words, when the braking force is applied to the wheels, the brake control unit 420 controls the braking device 510 so as to apply the braking force to at least the rear wheels.

The brake control unit 420 reduces the braking force applied to the wheels after the rear vehicle B1 collides with the own vehicle M based on the second braking command received from the collision determination unit 410. In this case, the brake control unit 420 calculates the magnitude of the braking force to be reduced according to the predicted speed at the time of the collision of the rear vehicle B1 or the actual speed at the time of the collision of the rear vehicle B1. For example, the brake control unit 420 reduces the braking force applied to the wheels so that the wheels do not lock. The brake control unit 420 may increase the braking force in a situation where the own vehicle M can be decelerated after reducing the braking force applied to the wheels. A situation in which the own vehicle M can be decelerated is, for example, a state in which the own vehicle M is not pushed by the rear vehicle B1.

The safety direction determination unit 430 determines the direction in which the own vehicle M can safely travel (hereinafter referred to as the safety direction) based on the recognition result of the object recognition device 54. The safe direction is a direction in which contact with an object in front of the own vehicle M can be avoided. The safety direction determination unit 430 outputs a steering command based on the safety direction determination result to the steering control unit 440.

The steering control unit 440 controls the steering device 520 based on the steering command received from the safety direction determination unit 430. The steering control unit 440 adjusts the steering direction (direction of the front wheels) and the steering angle in response to the steering command.

The traveling driving force output device 500 outputs a traveling driving force (torque) for the own vehicle M to travel to the drive wheels. The traveling driving force output device 500 includes, for example, a combination of an internal combustion engine, an electric motor, a transmission, and the like, and an ECU (Electronic Control Unit) that controls them. The ECU controls the above configuration according to the information input from the second control unit 350 or the information input from the operation operator 80.

The brake device 510 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 motor according to the information input from the speed control unit 354 of the second control unit 350 or the brake control unit 420 of the braking control unit 400, or the information input from the operation operator 80, and performs the braking operation. The brake torque according to the above is output to each wheel. The brake device 510 may include, as a backup, a mechanism for transmitting the hydraulic pressure generated by the operation of the brake lever or the brake pedal included in the operation operator 80 to the cylinder via the master cylinder. The brake device 510 is not limited to the configuration described above, and is an electronically controlled hydraulic brake device that controls the actuator according to the information input from the second control unit 350 to transmit the hydraulic pressure of the master cylinder to the cylinder. May be good.

The steering device 520 includes, for example, a steering ECU and an electric motor. The electric motor changes the direction of the steering wheels (front wheels), for example. The steering ECU drives and steers the electric motor according to the information input from the steering control unit 356 of the second control unit 350 or the steering control unit 440 of the braking control unit 400, or the information input from the operation controller 80. Change the direction of the wheel.

<Whole vehicle>
Next, the structure of the saddle-riding vehicle equipped with the driving support system 1 of the present embodiment will be described. The orientations of the front, rear, left, right, etc. in the following description shall be the same as the orientations in the vehicle described below unless otherwise specified. Further, in the appropriate place in the figure used in the following description, an arrow FR indicating the front of the vehicle, an arrow LH indicating the left side of the vehicle, and an arrow UP indicating the upper part of the vehicle are shown.

FIG. 4 is a left side view showing the motorcycle of the first embodiment.
As shown in FIG. 4, the motorcycle 10 is a saddle-riding vehicle equipped with the driving support system 1 of the embodiment. The motorcycle 10 mainly includes a front wheel 11 which is a steering wheel, a rear wheel 12 which is a driving wheel, and a vehicle body frame 20 which supports a prime mover 13 (an engine in the illustrated example). In the following description, the front wheels 11 and the rear wheels 12 may be collectively referred to as

wheels

11 and 12.

The front wheel 11 is steerably supported by the vehicle body frame 20 via a steering mechanism. The steering mechanism includes a front fork 14 that supports the front wheels 11 and a steering stem 15 that supports the front fork 14. A steering handle 16 held by the driver J is attached to the upper part of the steering stem 15. The front wheels 11 are braked by the braking device 510.

The rear wheel 12 is supported by the rear end of the swing arm 17 extending in the front-rear direction at the rear of the vehicle. The front end portion of the swing arm 17 is supported by the vehicle body frame 20 so as to be able to swing up and down. The rear wheel 12 is braked by the braking device 510.

The vehicle body frame 20 rotatably supports the steering stem 15 by a head pipe 21 provided at the front end portion. In addition to the prime mover 13 described above, the vehicle body frame 20 supports the seat 22 on which the driver J sits, the left and right steps 23 on which the driver J rests his / her feet, the fuel tank 24 arranged in front of the seat 22, and the like. There is. A front cowl 25 supported by the vehicle body frame 20 is mounted on the front portion of the vehicle. A meter device 30 is arranged inside the front cowl 25.

<Function of braking control unit>
Hereinafter, the function of the braking control unit 400 according to the present embodiment will be described with reference to FIGS. 5 to 10. This processing flow is repeatedly executed in a state where the speed of the own vehicle M is equal to or less than the first predetermined value, that is, in a state where the vehicle is completely stopped or is moving forward immediately before the stop, regardless of whether or not the driving support is executed. The state of moving forward immediately before stopping is, for example, a state in which the own vehicle M is decelerating and the speed of the own vehicle M is 5 km / h or less.

FIG. 5 is a flowchart showing a processing flow by the braking control unit. FIG. 6 is a diagram showing a scene in which it is determined that the rear vehicle collides with the own vehicle.
As shown in FIG. 5, in step S10, the collision determination unit 410 determines whether or not there is a rear vehicle B1 that collides with the own vehicle M. When there is a rear vehicle B1 that collides with the own vehicle M (S10: YES), the braking control unit 400 shifts to the process of step S20. When there is no rear vehicle colliding with the own vehicle M (S10: NO), the braking control unit 400 ends a series of processes.

In step S20, the collision determination unit 410 determines whether or not the relative speed of the rear vehicle B1 with respect to the own vehicle M is equal to or greater than the second predetermined value. The second predetermined value may be fixedly set, or may be determined according to the traveling direction of the rear vehicle B1 and the like. When the relative speed of the rear vehicle B1 is lower than the second predetermined value (S20: NO), the collision determination unit 410 outputs the first braking command to the brake control unit 420 (step S30). When the relative speed of the rear vehicle B1 is equal to or higher than the second predetermined value (S20: YES), the braking control unit 400 does not operate the braking device 510 and shifts to the process of step S40. That is, the braking control unit 400 sets the braking force of the

wheels

11 and 12 to 0 when the relative speed of the rear vehicle B1 is equal to or higher than the second predetermined value.

In step S30, when the brake control unit 420 receives the first braking command from the collision determination unit 410, the brake control unit 420 controls the brake device 510 so as to apply braking force to the

wheels

11 and 12. At this time, the brake control unit 420 determines the

wheels

11 and 12 to be braked according to the relative speed of the rear vehicle B1 at the time of collision. The brake control unit 420 brakes only the rear wheels 12 when the relative speed of the rear vehicle B1 at the time of collision is smaller than a predetermined reference (see FIG. 6). The brake control unit 420 brakes the front wheels 11 and the rear wheels 12 when the relative speed of the rear vehicle B1 at the time of collision is larger than a predetermined reference. The magnitude of the braking force applied to the front wheels 11 or the rear wheels 12 may be finely set according to the relative speed of the rear vehicle B1 at the time of collision. Subsequently, the braking control unit 400 shifts to the process of step S40.

In step S40, the safety direction determination unit 430 determines whether or not an object exists in front of the own vehicle M. Specifically, the safety direction determination unit 430 determines whether or not an object exists in the traveling direction of the own vehicle M. When there is no object in front of the own vehicle M (S40: NO), the braking control unit 400 ends a series of processes. When an object exists in front of the own vehicle M (S40: YES), the braking control unit 400 shifts to the process of step S50.

In step S50, the safety direction determination unit 430 determines the safety direction. When the safety direction is on the right side (S50: YES), the steering control unit 440 controls the steering device 520 so as to steer the front wheels 11 to the right side (step S60). Subsequently, the braking control unit 400 shifts to the process of step S80. When the safety direction is not on the right side (S50: NO), that is, when the safety direction is on the left side, the steering control unit 440 controls the steering device 520 so as to steer the front wheels 11 to the left side (step S70). Subsequently, the braking control unit 400 shifts to the process of step S80.

Here, an example of determining the safety direction in the safety direction determination unit 430 will be described. In the following example, a case where another vehicle (front vehicle B2) exists in the traveling direction of the own vehicle M will be described as an example.

7 to 10 are views showing an example of a scene in which the own vehicle avoids in the safe direction when the own vehicle collides with a vehicle behind. In each figure, the reference numeral LL indicates a road marking line.
As shown in FIG. 7, when only the front vehicle B2 exists as an object in front of the own vehicle M, the safety direction determination unit 430 determines that the side of the road outside line OL on the side closer to the own vehicle M is the safe direction. In other words, the safety direction determination unit 430 determines the roadside zone R side (or road shoulder side) close to the own vehicle M as the safety direction.

Further, as shown in FIG. 8, when the pedestrian W is present on the side of the front vehicle B2, the safety direction determination unit 430 determines the side where the pedestrian W does not exist with respect to the front vehicle B2 as the safe direction. ..

Further, as shown in FIG. 9, when the safety direction determination unit 430 has an object such as another vehicle B3 within a predetermined range on the side of the road outside line OL on the side closer to the own vehicle M, the safety direction determination unit 430 refers to the vehicle in front B2. The side opposite to the object is determined to be the safe direction.

Further, as shown in FIG. 10, when the oncoming vehicle B4 exists within a predetermined range, the safety direction determination unit 430 determines the side where the oncoming vehicle B4 does not exist as the safe direction. The predetermined range may be fixedly set, or may be determined according to the speed of the oncoming vehicle B4, the speed at the time of collision of the rear vehicle B1, the traveling direction, and the like.

Returning to FIG. 6, in step S80, the collision determination unit 410 determines whether or not the rear vehicle B1 has collided with the own vehicle M. When the rear vehicle B1 collides with the own vehicle M (S80: YES), the collision determination unit 410 outputs a second braking command to the brake control unit 420 (step S90). When the rear vehicle B1 does not collide with the own vehicle M (S80: YES), the collision determination unit 410 repeats the process of step S80.

In step S90, when the brake control unit 420 receives the second braking command from the collision determination unit 410, the brake control unit 420 controls the brake device 510 so as to reduce the braking force applied to the

wheels

11 and 12. For example, the brake control unit 420 sets the magnitude of the braking force to be reduced so that the difference before and after the braking force is reduced becomes smaller as the speed of the rear vehicle B1 at the time of collision increases. Subsequently, the braking control unit 400 shifts to the process of step S100.

In step S100, the brake control unit 420 determines whether or not the own vehicle M can be decelerated. For example, the brake control unit 420 determines that the own vehicle M can be decelerated when the distance between the own vehicle M and the rear vehicle B1 begins to increase. Further, for example, the brake control unit 420 determines that the own vehicle M can be decelerated when a predetermined time elapses after the rear vehicle B1 collides with the own vehicle M. When it is possible to decelerate the own vehicle M (S100: YES), the brake control unit 420 controls the brake device 510 so as to increase the braking force applied to the wheels 11 and 12 (step S110), and a series of series. End the process. When it is impossible to decelerate the own vehicle M (S100: NO), the brake control unit 420 repeats the process of step S100 by the brake control unit 420.

As described above, the motorcycle 10 of the present embodiment includes an object recognition device 54 that recognizes the vehicle B1 behind the own vehicle M, and a brake device 510 that applies a braking force to the

wheels

11 and 12 of the own vehicle M. A braking control unit 400 that controls the brake device 510 based on the recognition result of the object recognition device 54 is provided. The braking control unit 400 operates the braking device 510 when it is determined that the rear vehicle B1 collides with the own vehicle M when the speed of the own vehicle M is equal to or less than the first predetermined value.
According to this configuration, when the rear vehicle B1 collides with the own vehicle M that is moving forward at the complete stop or immediately before the stop, the drag force against the rear vehicle B1 can be generated in the own vehicle M. Therefore, it is possible to prevent the own vehicle M from moving forward due to insufficient drag against a collision from the rear and disturbing the posture of the vehicle body. Therefore, it is possible to reduce the contact damage when the vehicle collides with the rear vehicle B1 when stopped.

Further, the braking control unit 400 sets the magnitude of the braking force by the braking device 510 according to the relative speed of the rear vehicle B1 with respect to the own vehicle M.
Here, the magnitude of the impact applied to the own vehicle M changes depending on the relative speed at the time of the collision of the rear vehicle B1. Therefore, by configuring as described above, it is possible to apply an appropriate braking force to the

wheels

11 and 12 according to the magnitude of the impact applied to the own vehicle M. Therefore, it is possible to more reliably suppress the disturbance of the posture of the vehicle body when the rear vehicle B1 collides.

Further, the braking control unit 400 controls the braking device 510 so as to give priority to the rear wheel 12 to apply the braking force.
According to this configuration, braking force is applied only to the front wheels 11 to prevent the rear portion of the vehicle body from being lifted by the collision of the rear vehicle B1. Therefore, it is possible to more reliably suppress the posture of the vehicle body from being disturbed.

Further, the braking control unit 400 controls the braking device 510 so as to reduce the braking force applied to the

wheels

11 and 12 while the own vehicle M is moving forward after the rear vehicle B1 collides with the own vehicle M. ..
According to this configuration, slippage due to locking of the

wheels

11 and 12 can be suppressed while the own vehicle M is collided with and pushed by the rear vehicle B1. Therefore, it is possible to more reliably suppress the disturbance of the posture of the vehicle body when the rear vehicle B1 collides.

Further, the braking control unit 400 controls the braking device 510 so as to decrease the braking force applied to the

wheels

11 and 12 and then increase the braking force applied to the

wheels

11 and 12.
According to this configuration, when the rear vehicle B1 decelerates and starts to move away from the own vehicle M, the own vehicle M can be stopped more quickly by increasing the braking force applied to the

wheels

11 and 12.

Further, the motorcycle 10 further includes an object recognition device 54 that recognizes an object (such as the front vehicle B2) in front of the own vehicle M, and a steering device 520 that changes the direction of the front wheels 11. When the braking control unit 400 determines that the rear vehicle B1 collides with the own vehicle M and determines that an object exists in front of the own vehicle M based on the recognition result of the object recognition device 54, the front wheel 11 is set. The steering device 520 is controlled so as to steer.
According to this configuration, even when the own vehicle M moves forward due to the collision of the rear vehicle B1, the own vehicle M can move diagonally forward. Therefore, it is possible to prevent the own vehicle M from colliding with an object in front. Therefore, it is possible to reduce the contact damage when the vehicle collides with the rear vehicle B1 when stopped.

Further, the braking control unit 400 controls the steering device 520 so as to steer the front wheels 11 toward the roadside band R side (or road shoulder side) close to the own vehicle M.
According to this configuration, the own vehicle M can escape to the roadside zone R (or the road shoulder) where another vehicle is unlikely to exist. Therefore, it is possible to prevent the own vehicle M from colliding with a surrounding object. Therefore, it is possible to reduce the contact damage when the vehicle collides with the rear vehicle B1 when stopped.

Further, the braking control unit 400 controls the steering device 520 so as to steer the front wheels 11 in a direction in which the pedestrian W and the object in front do not exist when viewed from the own vehicle M.
According to this configuration, it is possible to prevent the own vehicle M from colliding with the pedestrian W and an object in front of it. Therefore, it is possible to reduce the contact damage when the vehicle collides with the rear vehicle B1 when stopped.

Further, the braking control unit 400 controls the steering device 520 so as to steer the front wheels 11 in a direction in which the oncoming vehicle B4 and the object in front do not exist when viewed from the own vehicle M.
According to this configuration, it is possible to prevent the own vehicle M from colliding with the oncoming vehicle B4 and the object in front. Therefore, it is possible to reduce the contact damage when the vehicle collides with the rear vehicle B1 when stopped.

The present invention is not limited to the above-described embodiment described with reference to the drawings, and various modifications can be considered within the technical scope thereof.
For example, in the above embodiment, the application of the driving support system 1 to a motorcycle has been described as an example, but the present invention is not limited to this. Saddle-riding vehicles to which the driving support system 1 is applied include all vehicles in which the driver straddles the vehicle body, and not only motorcycles but also three wheels (one front and two rear wheels, two front wheels and rear wheels). Vehicles (including one-wheeled vehicles) are also included.

Further, the driving support system 1 of the above embodiment can execute so-called automatic driving, but is not limited to this. That is, the driving support system of the present invention may be applied to a vehicle that always requires operation by the driver when traveling.

Further, in the above embodiment, an example in which the braking control unit 400 performs a series of processing in a state where the speed of the own vehicle M is equal to or less than the first predetermined value has been described, but the present invention is not limited to this. The braking control unit 400 may perform the same processing as that of the above-described embodiment only when the own vehicle M is completely stopped. Even in this case, the same action and effect as those of the above-described embodiment are obtained.

Further, in the above embodiment, in the process of step S90, when the brake control unit 420 receives the second braking command from the collision determination unit 410, the brake device 510 reduces the braking force applied to the

wheels

11 and 12. Is in control. That is, the brake control unit 420 controls the brake device 510 so as to reduce the braking force applied to the

wheels

11 and 12 when the rear vehicle B1 collides with the own vehicle M. However, it is not limited to this. For example, the brake control unit 420 may control the brake device 510 so as to reduce the braking force applied to the

wheels

11 and 12 when the slip of the

wheels

11 and 12 is detected. Further, the processing of steps S80 to S110 described above may not be performed.

Further, in the above embodiment, the object recognition device 54 recognizes the position of an object around the own vehicle M based on the detection results of the camera 51, the radar device 52, and the finder 53, but the present invention is not limited to this. .. For example, the object recognition device 54 may recognize the existence of another vehicle existing in the vicinity of the own vehicle M by V2X communication (for example, vehicle-to-vehicle communication, road-to-vehicle communication, etc.) using the communication device 55.

Further, in the above embodiment, the rear vehicle recognition unit that recognizes the vehicle behind the own vehicle M and the front object recognition unit that recognizes the object in front of the own vehicle M are integrated as the object recognition device 54. Not limited to this. These functional units may be provided independently.

In addition, it is possible to replace the components in the above-described embodiment with well-known components as appropriate without departing from the spirit of the present invention.

11 Front wheels (wheels, steering wheels)
12 Rear wheels (wheels)
54 Object recognition device (rear vehicle recognition unit, front object recognition unit)
400 Braking control unit (control unit)
510 Brake device 520 Steering device B1 Rear vehicle B2 Front vehicle (object in front)
B4 Oncoming vehicle M Own vehicle R Roadside zone W Pedestrian

Claims

The rear vehicle recognition unit (54) that recognizes the rear vehicle (B1) of the own vehicle (M),
A braking device (510) that applies braking force to the wheels (11, 12) of the own vehicle (M), and
A control unit (400) that controls the brake device (510) based on the recognition result of the rear vehicle recognition unit (54).
With
When the control unit (400) determines that the rear vehicle (B1) collides with the own vehicle (M) when the speed of the own vehicle (M) is equal to or less than a predetermined value, the control unit (400) applies the brake device (510). To operate,
A saddle-riding vehicle that features this.
The control unit (400) sets the magnitude of the braking force by the braking device (510) according to the relative speed of the rear vehicle (B1) with respect to the own vehicle (M).
The saddle-riding vehicle according to claim 1.
The control unit (400) controls the brake device (510) so as to give braking force to the rear wheels (12) in preference to the rear wheels (12).
The saddle-riding vehicle according to claim 1 or 2.
The control unit (400) is applied to the wheels (11, 12) in a state where the own vehicle (M) is moving forward after the rear vehicle (B1) collides with the own vehicle (M). Control the braking device (510) to reduce power,
The saddle-riding vehicle according to any one of claims 1 to 3.
The control unit (400) reduces the braking force applied to the wheels (11, 12), and then increases the braking force applied to the wheels (11, 12). Control,
The saddle-riding vehicle according to claim 4.
A front object recognition unit (54) that recognizes an object (B2) in front of the own vehicle (M), and
A steering device (520) that changes the direction of the steering wheel (11) and
With more
The control unit (400) determines that the rear vehicle (B1) collides with the own vehicle (M), and based on the recognition result of the front object recognition unit (54), the front of the own vehicle (M). The steering device (520) is controlled so as to steer the steering wheel (11) when it is determined that the object (B2) is present.
The saddle-riding vehicle according to any one of claims 1 to 5.
The control unit (400) controls the steering device (520) so as to steer the steering wheel (11) to the roadside zone (R) side or the road shoulder side close to the own vehicle (M).
The saddle-riding vehicle according to claim 6.
The control unit (400) steers the steering wheel (11) in a direction in which a pedestrian (W) and an object (B2) in front of the vehicle (M) do not exist when viewed from the own vehicle (M). Control (520),
The saddle-riding vehicle according to claim 6.
The control unit (400) steers the steering wheel (11) in a direction in which the oncoming vehicle (B4) and the object (B2) in front of the vehicle (M) do not exist when viewed from the own vehicle (M). Control (520),
The saddle-riding vehicle according to claim 6.