Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
  • B60W30/14—Adaptive cruise control
  • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
  • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
  • B60W30/095—Predicting travel path or likelihood of collision
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
  • B60W30/18—Propelling the vehicle
  • B60W30/18009—Propelling the vehicle related to particular drive situations
  • B60W30/18163—Lane change; Overtaking manoeuvres
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
  • B60W50/08—Interaction between the driver and the control system
  • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
  • B60W2050/0062—Adapting control system settings
  • B60W2050/0063—Manual parameter input, manual setting means, manual initialising or calibrating means
  • B60W2050/0068—Giving intention of direction, e.g. by indicator lights, steering input
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2300/00—Indexing codes relating to the type of vehicle
  • B60W2300/36—Cycles; Motorcycles; Scooters
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2520/00—Input parameters relating to overall vehicle dynamics
  • B60W2520/10—Longitudinal speed
  • B60W2520/105—Longitudinal acceleration
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2540/00—Input parameters relating to occupants
  • B60W2540/20—Direction indicator values

Definitions

• the acquisition unit 21 acquires the inter-vehicle distance between the motorcycle 1 and the preceding vehicle based on the surrounding environment information of the motorcycle 1, and the execution unit 22 can control the speed of the motorcycle 1 as described above based on the inter-vehicle distance acquired in this way.
• the motorcycle 1 and the preceding vehicle 2 are traveling in lane L1.
• the preceding vehicle 2 is located ahead of the motorcycle 1.
• Lane L2 is an overtaking lane.
• the preceding vehicle 2 is the target of positional relationship adjustment in the positional relationship adjustment operation (e.g., adaptive cruise control).
• the preceding vehicle 2 is a four-wheeled automobile, but the target of positional relationship adjustment in the positional relationship adjustment operation may be a vehicle other than a four-wheeled automobile (e.g., a motorcycle, etc.).
• the reference collision possibility set in the second setting may be higher than the reference collision possibility set in the first setting. That is, the execution unit 22 may set the reference collision possibility higher when the acceleration increasing operation is being performed during the execution of the adaptive cruise control, compared to when the acceleration increasing operation is not being performed. In this case, when the acceleration increasing operation is being performed, the first notification operation is less likely to be performed compared to when the acceleration increasing operation is not being performed. As a result, for example, when the first notification operation is performed while the motorcycle 1 is approaching the preceding vehicle 2, the first notification operation is performed at a later timing.
• step S305 the execution unit 22 determines whether or not the collision possibility of the motorcycle 1 with the preceding vehicle 2 has exceeded a reference collision possibility.
• the possibility of collision in step S305 means, for example, the possibility that when the motorcycle 1 is following the preceding vehicle 2, the motorcycle 1 may come into contact with the preceding vehicle 2 even if the motorcycle 1 decelerates to the minimum deceleration allowed by the adaptive cruise control (i.e., the deceleration with the maximum absolute value).
• step S305 the execution unit 22 executes a calculation based on positional relationship information (such as information on the relative position, relative distance, relative speed, relative acceleration, relative jerk, or passing time difference of the motorcycle 1 with respect to the preceding vehicle 2) which is information on the positional relationship between the motorcycle 1 and the preceding vehicle 2.
• positional relationship information such as information on the relative position, relative distance, relative speed, relative acceleration, relative jerk, or passing time difference of the motorcycle 1 with respect to the preceding vehicle 2
• positional relationship information such as information on the relative position, relative distance, relative speed, relative acceleration, relative jerk, or passing time difference of the motorcycle 1 with respect to the preceding vehicle 2.
• step S305/NO If it is determined that the collision possibility of the motorcycle 1 with the preceding vehicle 2 does not exceed the reference collision possibility (step S305/NO), the control flow shown in Fig. 6 ends. On the other hand, if it is determined that the collision possibility of the motorcycle 1 with the preceding vehicle 2 exceeds the reference collision possibility (step S305/YES), the control flow proceeds to step S306.
• step S305 If the result of step S305 is YES, the execution unit 22 executes the first notification action in step S306, and the control flow shown in FIG. 6 ends.
• the execution unit 22 notifies the rider to request an operation to cancel the adaptive cruise control.
• the operation to cancel the adaptive cruise control include an operation to cancel the adaptive cruise control using the input device 14, or a brake operation to cancel the adaptive cruise control.
• the operation to cancel the adaptive cruise control may also include an operation to rotate the accelerator grip from the unloaded position in a direction opposite to the rotation direction for outputting an acceleration command.
• the execution unit 22 issues a notification to the rider requesting an operation to reduce the acceleration of the motorcycle 1.
• An example of an operation to reduce the acceleration of the motorcycle 1 is an operation to reduce the amount of accelerator operation (for example, an operation to rotate the accelerator grip in a direction that reduces the amount of accelerator grip operation).
• the execution unit 22 performs the first notification operation by displaying an image on the display device 13.
• the first notification operation is not limited to this example and may be realized by various other methods.
• the notification in the first notification operation may be performed by display, as in the above example using the display device 13.
• the notification by display in the first notification operation may be performed by using the display device 13 mounted on the motorcycle 1, or may be performed by using a display device mounted on clothing worn by the rider (for example, a helmet, etc.).
• the first notification operation may be performed by sound.
• the first notification operation may be performed by using a sound output device mounted on the motorcycle 1 or a sound output device mounted on clothing worn by the rider (for example, a helmet, etc.).
• the first notification operation may be performed by vibration.
• the first notification operation may be performed by using a vibration generating device mounted on the motorcycle 1, or may be performed by using a vibration generating device mounted on clothing worn by the rider (for example, a helmet, etc.).
• step S302 is determined to be NO (that is, if it is determined that the acceleration increasing operation is not being performed)
• the process proceeds to step S402.
• step S402 the execution unit 22 switches the setting of the perceptibility of the notification in the first notification operation to the first setting.
• step S302 is determined to be YES (that is, if it is determined that the acceleration increasing operation is being performed)
• the process proceeds to step S403.
• step S4. In 3 the execution unit 22 switches the setting of the perceptibility of the notification in the first notification action to the second setting.
• the perceptibility set in the second setting may be weaker than the perceptibility set in the first setting. That is, when the acceleration increasing operation is being executed during the execution of the adaptive cruise control, the execution unit 22 may weaken the perceptibility of the notification in the first notification operation, compared to when the acceleration increasing operation is not being executed.
• the perceptibility of the notification in the first notification operation may be weakened by narrowing the display range, lowering the display luminance, changing the display color, or the like.
• the perceptibility of the notification in the first notification operation may be weakened by reducing the volume of the sound, lowering the pitch of the sound, or the like.
• the strength of the vibration may be weakened. By doing so, it is possible to weaken the perceptibility of the notification in the first notification action.
• the execution unit 22 changes the reference collision possibility depending on whether or not an acceleration increasing operation is being performed while the adaptive cruise control is being executed.
• the execution unit 22 may lower the reference collision possibility compared to when the acceleration increasing operation is not being performed.
• the dashed arrow A2 in the example of Fig. 3 when the acceleration increasing operation is being performed but the rider hesitates to overtake the preceding vehicle 2 and does not overtake, the first notification operation is performed at an earlier timing. Therefore, it is possible to further improve safety.
• the execution unit 22 may weaken the perceptibility of the notification in the first notification operation when an acceleration increasing operation is being executed during execution of adaptive cruise control, compared to when an acceleration increasing operation is not being executed. This makes it possible to weaken the perceptibility of the notification in the first notification operation when the rider intends to overtake the leading vehicle 2 and an acceleration increasing operation is being executed. Therefore, when an acceleration increasing operation is being executed, even if the rider intends to overtake the leading vehicle 2, the first notification operation is executed. This helps prevent the rider's concentration from decreasing.
• Fig. 8 is a flowchart showing an example of a process flow related to the second reporting operation performed by the control device 20.
• the control flow shown in Fig. 8 is executed when the adaptive cruise control mode is executed.
• Step S501 in Fig. 8 corresponds to the start of the control flow shown in Fig. 8.
• Step S504 in Fig. 8 corresponds to the end of the control flow shown in Fig. 8.
• step S502 the execution unit 22 determines whether or not an acceleration increasing operation is being executed.
• step S502/NO If it is determined that the acceleration increasing operation is not being performed (step S502/NO), the control flow shown in Fig. 8 ends. On the other hand, if it is determined that the acceleration increasing operation is being performed (step S502/YES), the process proceeds to step S503.
• step S503 the execution unit 22 executes the second notification action, and the control flow shown in FIG. 8 ends.
• the acceleration increasing operation is notified to the rider.
• the execution unit 22 notifies the rider that the acceleration increasing operation is being performed.
• the execution unit 22 notifies the rider of information on the control parameters of the acceleration increasing operation in the second notification operation.
• the control parameters of the acceleration increasing operation include various parameters used to control the acceleration increasing operation, and may include, for example, the required acceleration and upper limit acceleration of the acceleration increasing operation.
• the information on the control parameters may include the value of the control parameter itself, information indicating the magnitude of the value of the control parameter in stages, and the like. Note that, in addition to notifying the rider that the acceleration increasing operation is being performed in the second notification operation, the execution unit 22 may also notify the rider of information on the control parameters of the acceleration increasing operation.
• the execution unit 22 performs the notification in the second notification operation by displaying on the display device 13.
• the notification in the second notification operation is not limited to this example and can be realized by various other methods.
• the notification in the second notification operation may be performed by sound, vibration, or by causing instantaneous deceleration of the motorcycle 1, similar to the notification in the first notification operation.
• the notification in the second notification operation may be performed by using a device mounted on the motorcycle 1, or a device mounted on clothing worn by the rider (such as a helmet, for example), similar to the notification in the first notification operation.
• the notification in the second notification operation may be achieved by combining a plurality of methods.
• the second notification operation may be executed when it is determined that the acceleration increasing operation is being executed in the future (specifically, in the near future).
• the rider may activate the blinker on the overtaking lane side, and the acceleration increasing operation may be executed after a predetermined time has elapsed from the time when it is determined that the rider has the intention to overtake the preceding vehicle 2.
• the execution unit 22 may execute the second notification operation after it is determined that the rider has the intention to overtake the preceding vehicle 2 and before the acceleration increasing operation is executed.
• the execution unit 22 may notify the rider that the acceleration increasing operation will be executed in the second notification operation, instead of notifying the rider that the acceleration increasing operation is being executed.
• the execution unit 22 of the control device 20 executes a second notification operation to notify the rider of the acceleration increasing operation. This allows the rider to drive while being aware of the operating status of the acceleration increasing operation. Therefore, the rider can easily drive according to his/her intention.
• Fig. 9 is a flow chart showing an example of a process flow related to setting of an upper limit acceleration performed by the control device 20.
• the control flow shown in Fig. 9 is executed when the adaptive cruise control mode is executed.
• Step S601 in Fig. 9 corresponds to the start of the control flow shown in Fig. 9.
• Step S605 in Fig. 9 corresponds to the end of the control flow shown in Fig. 9.
• step S602 the execution unit 22 determines whether or not an acceleration increasing operation is being executed.
• step S602/NO If it is determined that the acceleration increasing operation is not being performed (step S602/NO), the process proceeds to step S603. Then, in step S603, the execution unit 22 switches the setting of the upper limit acceleration of the adaptive cruise control mode to the first setting. On the other hand, if it is determined that the acceleration increasing operation is being performed (step S602/YES), the process proceeds to step S604. Then, in step S604, the execution unit 22 switches the setting of the upper limit acceleration of the adaptive cruise control mode to the second setting. After step S603 or step S604, the control flow shown in Fig. 9 ends.
• an upper acceleration limit is set, and the execution unit 22 limits the acceleration of the motorcycle 1 in the adaptive cruise control to less than the upper acceleration limit.
• the upper acceleration limit set in the second setting is higher than the upper acceleration limit set in the first setting. In other words, when an acceleration increasing operation is being performed while adaptive cruise control is being performed, the execution unit 22 sets the upper acceleration limit higher than when an acceleration increasing operation is not being performed.
• the upper acceleration limit set in the second setting may be a fixed value, or may be a value that changes depending on various parameters (e.g., the vehicle speed of the motorcycle 1, etc.).
• the execution unit 22 of the control device 20 sets the upper limit acceleration higher than when the acceleration increasing operation is not being performed. This makes it possible to increase the ability to increase the acceleration by the acceleration increasing operation. Therefore, it is possible to more effectively support the rider in overtaking the preceding vehicle 2.
• the control device 20 includes an execution unit 22 that executes a positional relationship adjustment operation (adaptive cruise control in the above example) that automatically controls the speed of the motorcycle 1 so that the positional relationship between the motorcycle 1 and the preceding vehicle 2 of the motorcycle 1 approaches a target positional relationship.
• the execution unit 22 executes a first notification operation to notify the rider of the motorcycle 1 if the possibility of the collision of the motorcycle 1 with the preceding vehicle 2 exceeds a reference collision possibility during the execution of the positional relationship adjustment operation, and executes an acceleration increasing operation to increase the acceleration of the motorcycle 1 if it is determined that the rider has an intention to overtake the preceding vehicle 2, and changes the first notification operation depending on whether the acceleration increasing operation is being executed or not.
• the first notification operation can be executed taking into consideration that the acceleration increasing operation is being executed. Therefore, the notification during the positional relationship adjustment operation of the motorcycle 1 can be optimized.
• the execution unit 22 lowers the reference collision possibility compared to when the acceleration increasing operation is not being performed.
• the dashed arrow A2 in the example of Fig. 3 when the acceleration increasing operation is being performed but the rider hesitates to overtake the preceding vehicle 2 and does not overtake, the first notification operation is performed at an earlier timing. Therefore, safety can be further improved.
• the execution unit 22 increases the reference collision possibility compared to when the acceleration increasing operation is not being performed. This makes it possible to make the first notification operation less likely to be performed when the rider intends to overtake the preceding vehicle 2 and the acceleration increasing operation is being performed. Therefore, it is possible to suppress a decrease in the rider's concentration caused by the first notification operation being unnecessarily performed even though the rider intends to overtake the preceding vehicle 2 during the acceleration increasing operation.
• the execution unit 22 changes the perceptibility of the notification in the first notification operation depending on whether an acceleration increasing operation is being performed during execution of a positional relationship adjustment operation (adaptive cruise control in the above example).
• a positional relationship adjustment operation adaptive cruise control in the above example.
• the execution unit 22 weakens the perceptibility of the notification in the first notification operation compared to when the acceleration increasing operation is not being executed. This makes it possible to weaken the perceptibility of the notification in the first notification operation when the rider intends to overtake the preceding vehicle 2 and an acceleration increasing operation is being executed. Therefore, even if the rider intends to overtake the preceding vehicle 2 during the execution of the acceleration increasing operation, the rider's concentration will not decrease due to the execution of the first notification operation. can be suppressed.
• the execution unit 22 executes a second notification operation to notify the rider of the acceleration increasing operation.
• a second notification operation to notify the rider of the acceleration increasing operation. This allows the rider to drive while understanding the operating status of the acceleration increasing operation. Therefore, the rider can easily drive according to his/her intention.
• the execution unit 22 notifies the rider of the control parameter information of the acceleration increasing operation in the second notification operation. This allows the rider to drive in a state where the rider understands the control parameter information of the acceleration increasing operation. Therefore, it is possible to appropriately facilitate driving according to the rider's intention.
• the execution unit 22 limits the acceleration of the motorcycle 1 to an upper limit acceleration or less during the positional relationship adjustment operation (in the above example, adaptive cruise control), and when the acceleration increasing operation is being performed during the positional relationship adjustment operation, the upper limit acceleration is made higher than when the acceleration increasing operation is not being performed. This makes it possible to increase the ability to increase the acceleration by the acceleration increasing operation. Therefore, it is possible to more effectively support the rider in overtaking the preceding vehicle 2.
• the execution unit 22 issues a notification to the rider in the first notification operation, requesting the rider to cancel the positional relationship adjustment operation (in the above example, adaptive cruise control). This allows the motorcycle 1 to avoid contact with the preceding vehicle 2, improving safety.
• the execution unit 22 issues a notification to the rider in the first notification operation requesting the rider to operate to reduce the acceleration of the motorcycle 1. This allows the motorcycle 1 to avoid contact with the preceding vehicle 2, improving safety.
• the present invention is not limited to the description of the embodiment.
• only a part of the embodiment may be implemented.
• the control flow of FIG. 6 and the control flow of FIG. 7 may be used in combination. That is, the execution unit 22 may change both the reference collision possibility and the perceptibility of the notification in the first notification operation depending on whether the acceleration increasing operation is performed during the positional relationship adjustment operation (in the above example, adaptive cruise control). Also, for example, at least one of the control flow of FIG. 8 and the control flow of FIG. 9 may not be executed.

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• Engineering & Computer Science (AREA)
• Automation & Control Theory (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Human Computer Interaction (AREA)
• Traffic Control Systems (AREA)
• Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

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Citations (3)

• 2023
  • 2023-12-30 JP JP2024568659A patent/JPWO2024147072A1/ja active Pending
  • 2023-12-30 WO PCT/IB2023/063405 patent/WO2024147072A1/ja not_active Ceased
  • 2023-12-30 EP EP23847760.8A patent/EP4647309A1/en active Pending

Patent Citations (3)

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