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
  • B60W30/17—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle with provision for special action when the preceding vehicle comes to a halt, e.g. stop and go
• • 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
  • B60W30/18027—Drive off, accelerating from standstill
• • 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
  • 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
  • B60W2520/12—Lateral speed
  • B60W2520/125—Lateral 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
  • B60W2520/00—Input parameters relating to overall vehicle dynamics
  • B60W2520/16—Pitch
• • 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
  • B60W2520/18—Roll
• • 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
  • B60W2540/18—Steering angle
• • 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
  • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
  • B60W2720/10—Longitudinal speed
  • B60W2720/106—Longitudinal acceleration

Definitions

• This disclosure relates to a control device and a control method that can improve the safety of a lean vehicle.
• Patent Document 1 discloses a driver assistance system that warns the rider of a motorcycle that the rider is approaching an obstacle inappropriately based on information detected by a sensor device that detects an obstacle in the direction of travel or substantially in the direction of travel.
• a positional relationship adjustment operation that adjusts the positional relationship between the vehicle and an object (e.g., a target vehicle) to a target positional relationship. Furthermore, in the positional relationship adjustment operation, there is a technology that automatically decelerates and stops the vehicle, and causes the vehicle to automatically start when a start trigger signal is acquired. It is possible to apply such a positional relationship adjustment operation to a lean vehicle.
• the vehicle body posture is more likely to change than in a four-wheeled automobile, and the vehicle body behavior is more likely to become unstable when the vehicle starts automatically. Therefore, it is desirable to improve the safety of the lean vehicle.
• the present invention has been made against the background of the above-mentioned problems, and provides a control device and a control method that can improve the safety of lean vehicles.
• a control device is a control device that controls the behavior of a lean vehicle, and includes an execution unit that executes a positional relationship adjustment operation that adjusts the positional relationship between the lean vehicle and an object to a target positional relationship based on ambient environment information about the lean vehicle, and in the positional relationship adjustment operation, the execution unit sequentially executes a stop phase that automatically decelerates and stops the lean vehicle, and a start phase that causes the lean vehicle to automatically start as a start trigger signal is acquired, and changes the start phase based on start resistance information.
• a control method is a control method for controlling the behavior of a lean vehicle, wherein an execution unit of a control device executes a positional relationship adjustment operation for adjusting a positional relationship between the lean vehicle and an object to a target positional relationship based on surrounding environment information of the lean vehicle, and in the positional relationship adjustment operation, the execution unit sequentially executes a stop phase for automatically decelerating and stopping the lean vehicle, and a start phase for automatically starting the lean vehicle as a start trigger signal is acquired, and changes the start phase based on start resistance information.
• an execution unit of the control device executes a positional relationship adjustment operation for adjusting a positional relationship between a lean vehicle and an object so as to become a target positional relationship based on surrounding environment information of the lean vehicle, and in the positional relationship adjustment operation, the execution unit executes a stop phase for automatically decelerating and stopping the lean vehicle, and a start phase for automatically starting the lean vehicle in response to acquisition of a start trigger signal.
• the starting phase is sequentially executed, and the starting phase is changed based on the starting resistance information. This allows the starting phase to be optimized according to the resistance of the lean vehicle to starting. Therefore, the safety of the lean vehicle can be improved.
• Figure 1 Schematic diagram showing the general configuration of a lean vehicle according to an embodiment of the present invention.
• FIG. 2 is a block diagram showing an example of the functional configuration of a control device according to an embodiment of the present invention.
• FIG. 3 A flowchart showing an example of the flow of a first process performed by a control device according to an embodiment of the present invention.
• FIG. 4 A flowchart showing an example of the flow of a second process performed by a control device according to an embodiment of the present invention.
• FIG. 5 A figure for explaining the third processing performed by the control device according to an embodiment of the present invention.
• FIG. 6 A figure for explaining the fourth process performed by the control device according to an embodiment of the present invention.
• a lean vehicle means a vehicle whose body leans to the right when turning to the right and whose body leans to the left when turning to the left.
• Lean vehicles include, for example, motorcycles (motorcycles, motor tricycles) and bicycles.
• motorcycles include vehicles whose power source is an engine, vehicles whose power source is an electric motor, and the like.
• motorcycles include, for example, motorcycles, scooters, electric scooters, and the like.
• a bicycle means a vehicle that can be propelled on the road by the rider's pedaling force applied to the pedals.
• Bicycles include ordinary bicycles, electrically assisted bicycles, electric bicycles, and the like.
• an engine (specifically, engine 11 in FIG. 1 described below) is installed as a drive source capable of outputting power for driving the drive wheels.
• a drive source other than an engine for example, an electric motor
• multiple drive sources may be installed.
• a control unit that controls the hydraulic pressure of the brake fluid (specifically, hydraulic pressure control unit 12 in FIG. 1 described below) is used as the control unit for the braking force generated on the wheels.
• a control unit that controls the position of the wheel braking part itself by an electrical signal (so-called brake-by-wire) may also be used as the control unit for the braking force generated on the wheels.
• control device and control method according to the present invention are not limited to such configurations and operations.
• the hydraulic control unit 12 is a unit that has the function of controlling the braking force acting on the wheels.
• the hydraulic control unit 12 is provided on an oil passage that connects a master cylinder and a wheel cylinder, and includes components (e.g., a control valve and a pump) for controlling the brake hydraulic pressure of the wheel cylinder.
• the operation of the components of the hydraulic control unit 12 is controlled to control the braking force acting on the wheels.
• the hydraulic control unit 12 may control the braking force acting on both the front and rear wheels, or may control only the braking force acting on either the front or rear wheels.
• the display device 13 has a display function of visually displaying information.
• the display device 13 may be a liquid crystal display.
• the display device 13 is provided, for example, in front of the steering wheel 2 of the lean-to vehicle 1.
• the arrangement of the display device 13 with respect to the vehicle body is not particularly limited.
• the input device 14 accepts various operations by the rider.
• the input device 14 is provided on the handlebars 2, for example, and includes push buttons and the like used for the rider's operations.
• Information regarding the rider's operations using the input device 14 is output to the control device 20.
• the surrounding environment sensor 15 detects surrounding environment information relating to the environment around the lean vehicle 1. Specifically, the surrounding environment sensor 15 is provided at the front of the lean vehicle 1 and detects surrounding environment information in front of the lean vehicle 1. The surrounding environment information detected by the surrounding environment sensor L5 is output to the control device 20.
• the surrounding environment information detected by the surrounding environment sensor 15 may be information related to the distance or direction to an object located around the lean vehicle 1 (e.g., relative position, relative distance, relative speed, relative acceleration, etc.), or may be information related to the characteristics of the object located around the lean vehicle 1 (e.g., the type of the object, the shape of the object itself, a mark attached to the object, etc.).
• the surrounding environment sensor 15 is, for example, a radar, a LIDAR sensor, an ultrasonic sensor, a camera, etc.
• the surrounding environment information may also be detected by a surrounding environment sensor mounted on another vehicle or an infrastructure facility.
• the control device 20 may also acquire the surrounding environment information through wireless communication with another vehicle or an infrastructure facility.
• the inertial measurement unit 16 includes a three-axis gyro sensor and a three-direction acceleration sensor, and detects the attitude of the lean vehicle 1.
• the inertial measurement unit 16 is provided, for example, on the body of the lean vehicle 1.
• the inertial measurement unit 16 detects the roll angle of the lean vehicle 1 and outputs the detection result.
• the inertial measurement unit 16 may detect other physical quantities that can be substantially converted into the roll angle of the lean vehicle 1.
• the roll angle corresponds to an angle that represents the inclination of the body (specifically, the body) of the lean vehicle 1 in the roll direction relative to the vertical upward direction.
• the inertial measurement unit 16 may include only a part of the three-axis gyro sensor and the three-direction acceleration sensor.
• the grip force sensor 17 is provided on the handlebar 2 and detects the grip force, which is the force with which the rider grips the handlebar 2.
• the steering angle sensor 18 detects the steering angle of the lean vehicle 1.
• the steering angle sensor 18 detects the steering angle of the steering wheel 2 as the steering angle of the lean vehicle 1.
• the steering angle of the lean vehicle 1 is, for example, the angle between the front direction of the body of the lean vehicle 1 and the front direction of the steering wheel 2. Note that the steering angle of the lean vehicle 1 may mean the steering angle of the tires.
• the front wheel speed sensor 19f is a wheel speed sensor that detects the wheel speed of the front wheels (for example, the number of rotations per unit time of the front wheels [rpm] or the distance traveled per unit time [km/h], etc.) and outputs the detection result.
• the front wheel speed sensor 19f may also detect other physical quantities that can be substantially converted into the wheel speed of the front wheels.
• the front wheel speed sensor 19f is provided on the front wheels.
• the rear wheel speed sensor 19r is a wheel speed sensor that detects the wheel speed of the rear wheels (for example, the number of rotations per unit time of the rear wheels [rpm] or the distance traveled per unit time [km/h], etc.) and outputs the detection result.
• the rear wheel speed sensor 19r may also detect other physical quantities that can be substantially converted into the wheel speed of the rear wheels.
• the rear wheel speed sensor 19r is provided on the rear wheels.
• the control device 20 controls the behavior of the lean vehicle 1.
• a part or all of the control device 20 is composed of a microcomputer, a microprocessor unit, a memory, etc.
• a part or all of the control device 20 may be composed of an updatable device such as firmware, or may be a program module executed by a command from a CPU or the like.
• the control device 20 may be, for example, one unit, or may be divided into multiple units.
• Fig. 2 is a block diagram showing an example of a functional configuration of a control device 20.
• the control device 20 includes, for example, an acquisition unit 20 and an execution unit 20.
• the control device 20 communicates with each device of the lean vehicle 1.
• the acquisition unit 21 acquires information from each device of the lean vehicle 1 and outputs it to the execution unit 22.
• the acquisition unit 21 acquires information from the input device 14, the surrounding environment sensor 15, the inertial measurement unit 16, the grip sensor 17, the steering angle sensor 18, the front wheel speed sensor 19f, and the rear wheel speed sensor 19r.
• the acquisition of information may include the extraction or generation of information (for example, calculation), etc.
• the execution unit 22 executes various controls by controlling the operation of each device of the lean vehicle 1.
• the execution unit 22 controls the operation of, for example, the engine 11, the hydraulic control unit 12, and the display device 13.
• the execution unit 22 can execute a positional relationship adjustment operation based on the surrounding environment information of the lean vehicle 1.
• the positional relationship adjustment operation is an operation to adjust the positional relationship between the lean vehicle 1 and an object (for example, a target vehicle) to a target positional relationship.
• the execution unit 22 can adjust the positional relationship between the lean vehicle 1 and the object to a target positional relationship by automatically controlling the speed of the lean vehicle 1.
• the above-mentioned object is a target vehicle will be mainly described, but the above-mentioned object is not limited to a target vehicle and may be, for example, a stop line, a traffic light, etc.
• the positional relationship adjustment operation may be an operation other than adaptive cruise control as long as it adjusts the positional relationship between the lean vehicle 1 and the object to a target positional relationship.
• the positional relationship adjustment operation may be an operation in which the target positional relationship is changed according to the amount of accelerator operation, without being released even if the rider operates the accelerator.
• the execution unit 22 automatically controls the speed of the lean vehicle 1 without the rider's acceleration/deceleration operation (i.e., accelerator operation and brake operation).
• the execution unit 22 can control the speed of the lean vehicle 1 based on information on the speed of the lean vehicle 1 acquired based on, for example, the wheel speed of the front wheels and the wheel speed of the rear wheels.
• a target inter-vehicle distance which is a target value of the inter-vehicle distance between the lean vehicle 1 and the target vehicle
• the execution unit 22 controls the speed of the lean vehicle 1 so that the inter-vehicle distance between the lean vehicle 1 and the target vehicle becomes the target inter-vehicle distance.
• the positional relationship in which the inter-vehicle distance between the lean vehicle 1 and the target vehicle becomes the target inter-vehicle distance corresponds to the target positional relationship.
• the inter-vehicle distance may mean a distance in a direction along a lane (specifically, the driving lane of the lean vehicle 1) or a straight-line distance.
• the acquisition unit 21 acquires the inter-vehicle distance between the lean vehicle 1 and the target vehicle based on the surrounding environment information of the lean vehicle 1, and the execution unit 22 can control the speed of the lean vehicle 1 as described above based on the inter-vehicle distance acquired in this way.
• a target passing time difference is set, which is a target value of the passing time difference (specifically, the time it takes for the lean vehicle 1 to pass the current position of the target vehicle) and the execution unit 22 may control the speed of the lean vehicle 1 so that the passing time difference becomes the target passing time difference.
• the positional relationship in which the passing time difference becomes the target passing time difference corresponds to the target positional relationship.
• the acquisition unit 21 acquires the passing time difference based on the surrounding environment information of the lean vehicle 1, and the execution unit 22 can control the speed of the lean vehicle 1 as described above based on the passing time difference acquired in this way.
• the execution unit 22 starts the adaptive cruise control, for example, when a rider operates the input device 14.
• the adaptive cruise control is released when the rider performs a specific operation, such as braking.
• the positional relationship adjustment operation an operation that is released when the speed of the lean vehicle 1 decreases and falls below the reference speed may be used.
• the positional relationship adjustment operation executed by the execution unit 22 is released due to the decrease in speed as described above. Therefore, in the positional relationship adjustment operation according to the embodiment of the present invention, the execution unit 22 can automatically stop and start the lean vehicle 1.
• the execution unit 22 sequentially executes a stop phase in which the lean vehicle 1 is automatically decelerated and stopped, and a start phase in which the lean vehicle 1 is automatically started in response to acquisition of a start trigger signal.
• the lean vehicle 1 automatically stops.
• the execution unit 22 automatically decelerates and stops the lean vehicle 1 based on, for example, ambient environment information of the lean vehicle 1. For example, when the target vehicle decelerates and stops, the execution unit 22 automatically decelerates and stops the lean vehicle 1 based on ambient environment information of the lean vehicle 1 so that the inter-vehicle distance between the lean vehicle 1 and the target vehicle is maintained at the target inter-vehicle distance.
• the execution unit 22 may automatically decelerate and stop the lean vehicle 1 during the stop phase, regardless of the surrounding environment information of the lean vehicle 1.
• the execution unit 22 may automatically decelerate and stop the lean vehicle 1 when a specific operation is performed by the rider using the input device 14.
• the execution unit 22 executes braking maintenance control to maintain a state in which a braking force is automatically applied to the stopped lean vehicle 1.
• the execution unit 22 can control the braking force applied to the lean vehicle 1, for example, by controlling the operation of the hydraulic control unit 12.
• the lean vehicle 1 starts automatically.
• the execution unit 22 acquires a starting trigger signal based on the surrounding environment information of the lean vehicle 1, for example, and causes the lean vehicle 1 to automatically start as the starting trigger signal is acquired.
• a starting trigger signal is acquired based on the surrounding environment information of the lean vehicle 1, and the execution unit 22 causes the lean vehicle 1 to automatically start so that the inter-vehicle distance between the lean vehicle 1 and the target vehicle is maintained at the target inter-vehicle distance.
• the execution unit 22 may acquire the start trigger signal during the starting phase not based on the surrounding environment information of the lean vehicle 1. For example, the execution unit 22 may acquire the start trigger signal when a specific operation is performed by the rider using the input device 14. The execution unit 22 may also acquire the start trigger signal when an acceleration operation (for example, an operation of rotating the accelerator grip to the acceleration side) is performed by the rider.
• an acceleration operation for example, an operation of rotating the accelerator grip to the acceleration side
• the control device 20 sequentially executes a stop phase in which the lean vehicle 1 is automatically decelerated and stopped, and a start phase in which the lean vehicle 1 is automatically started in response to the acquisition of a start trigger signal.
• the vehicle body posture is more likely to change and the vehicle body behavior is more likely to become unstable with automatic starting than in a four-wheeled automobile.
• the instability of the vehicle body behavior with automatic starting can be a factor that reduces the safety of the lean vehicle 1.
• the execution unit 22 of the control device 20 changes the starting phase based on the starting resistance information.
• the starting resistance information is information about the resistance of the lean vehicle 1 to starting (hereinafter, also referred to as starting resistance), and may be information about the resistance of the lean vehicle 1 or the resistance of the rider of the lean vehicle 1.
• the starting resistance means, for example, the resistance against the vehicle body behavior becoming unstable when the lean vehicle 1 starts (for example, the resistance for stably starting the lean vehicle 1 without tipping over). The details of the starting resistance information will be described later.
• the first process, the second process, the third process, and the fourth process will be described in order as examples of the processes performed by the control device 20 that change the starting phase based on the starting resistance information.
• Fig. 3 is a flowchart showing an example of the flow of a first process performed by the control device 20.
• Step S101 in Fig. 3 corresponds to the start of the control flow shown in Fig. 3.
• Step 3105 in Fig. 3 corresponds to the end of the control flow shown in Fig. 3.
• the control flow shown in Fig. 3 is repeatedly executed at set time intervals, for example, in the stop phase.
• step S102 the execution unit 22 determines whether the starting resistance is higher than a reference level based on the starting resistance information.
• the starting resistance information is information related to the resistance of the lean vehicle 1 to starting.
• the acquisition unit 21 acquires the starting resistance information
• step S!O2 is performed using the starting resistance information acquired by the acquisition unit 21.
• the criterion of step S1O2 is set, for example, so as to determine how likely the vehicle behavior or rider of the lean vehicle 1 is to become unstable when automatic starting is performed.
• the starting resistance is higher than the criterion, it corresponds to a case where the vehicle behavior or rider of the lean vehicle 1 is not expected to become very unstable even if automatic starting is performed.
• the starting resistance is lower than the criterion, it corresponds to a case where the vehicle behavior or rider of the lean vehicle 1 is expected to become unstable when automatic starting is performed.
• the start resistance information may include various types of information as long as it is information that can determine the degree to which the vehicle behavior or rider of the lean vehicle 1 is likely to become unstable when an automatic start is performed.
• the starting resistance information may include vehicle body posture information of the lean vehicle 1.
• vehicle body posture information is information about the vehicle body posture of the lean vehicle 1, and may include, for example, lean state information of the lean vehicle 1.
• the leaning state information is information about a leaning state in which the leaning vehicle 1 is leaning in the roll direction, such as information indicating whether the leaning vehicle 1 is leaning in the roll direction or information indicating to what extent the leaning vehicle 1 is leaning in the roll direction.
• the acquisition unit 21 may acquire the fallen state information based on the roll angle information of the lean vehicle 1.
• the roll angle information is information about the roll angle of the lean vehicle 1, and is, for example, information indicating the value of the roll angle, rough information in which the degree of the roll angle is expressed in several stages, information indicating the value of the change rate of the roll angle, rough information in which the degree of the change rate of the roll angle is expressed in several stages, or information that can be substantially converted into such information.
• the acquisition unit 21 can acquire the roll angle information based on the detection result of the inertial measurement unit 16.
• the acquisition unit 21 may acquire the roll angle information by, for example, performing image processing on an image of the road surface obtained by a camera mounted on the lean vehicle 1.
• step S102 In the case where the falling state information is acquired as the starting resistance information based on the roll angle information, in step S102, for example, when the roll angle is smaller than the reference roll angle, the execution unit 22 determines that the starting resistance is higher than the reference. On the other hand, when the roll angle is larger than the reference roll angle, the execution unit 22 If the roll angle is larger than the reference roll angle, it is determined that the starting resistance is lower than the reference roll angle.
• the reference roll angle is set so as to determine how easily the body behavior of the lean vehicle 1 becomes unstable when an automatic starting is performed.
• the acquisition unit 21 may acquire leaning state information based on the lateral acceleration information of the lean vehicle 1.
• the lateral acceleration information is information related to the lateral acceleration of the lean vehicle 1, such as information indicating the value of the lateral acceleration, rough information in which the degree of the lateral acceleration is expressed in several stages, information indicating the value of the rate of change of the lateral acceleration, rough information in which the degree of the rate of change of the lateral acceleration is expressed in several stages, or information that can be substantially converted into such information.
• the acquisition unit 21 can acquire the lateral acceleration information based on the detection result of the inertial measurement device 16.
• step S!02 In the case where the leaning state information is acquired as the start resistance information based on the lateral acceleration information, in step S!02, for example, when the lateral acceleration is smaller than the reference lateral acceleration, the execution unit 22 determines that the start resistance is higher than the reference. On the other hand, when the lateral acceleration is larger than the reference lateral acceleration, the execution unit 22 determines that the start resistance is lower than the reference.
• the reference lateral acceleration is set so as to be able to determine how easily the vehicle behavior of the lean vehicle ! becomes unstable when an automatic start is performed.
• the acquisition unit 21 may acquire the leaning state information based on the steering angle information of the lean vehicle 1.
• the steering angle information is information related to the steering angle of the lean vehicle 1, and is, for example, information indicating the value of the steering angle, rough information in which the degree of the steering angle is expressed in several stages, information indicating the value of the change rate of the steering angle, rough information in which the degree of the change rate of the steering angle is expressed in several stages, or information that can be substantially converted into such information.
• the acquisition unit 21 can acquire the steering angle information based on the detection result of the steering angle sensor 18. When the lean vehicle 1 is stopped in a state in which it is leaned in the roll direction, the steering angle of the lean vehicle 1 becomes large to a certain extent. Therefore, the acquisition unit 21 can estimate the leaning state information using the steering angle information.
• step S102 In the case where the lean state information is acquired as the starting resistance information based on the steering angle information, in step S102, for example, when the steering angle is smaller than the reference steering angle, the execution unit 22 determines that the starting resistance is higher than the reference. On the other hand, when the steering angle is larger than the reference steering angle, the execution unit 22 determines that the starting resistance is lower than the reference.
• the above-mentioned reference steering angle is set so as to be able to determine how easily the vehicle behavior of the lean vehicle 1 becomes unstable when an automatic start is performed.
• the acquisition unit 21 may acquire the steering angle information as vehicle body posture information, instead of using it to estimate the leaning state information.
• step S102 In the case where the lean vehicle 1 is not tilted in the roll direction and steering angle information is acquired as vehicle body posture information (and thus as starting resistance information), in step S102, for example, if the steering angle is smaller than a reference steering angle, the execution unit 22 determines that the starting resistance is higher than the reference. On the other hand, if the steering angle is larger than the reference steering angle, the execution unit 22 determines that the starting resistance is lower than the reference.
• leaning state information and steering angle information have been described as examples of vehicle body attitude information.
• information other than the information described above may be used as the vehicle body attitude information.
• pitch angle information of the lean vehicle 1 may be used as the vehicle body attitude information.
• the pitch angle information is information related to the pitch angle of the lean vehicle 1, and is, for example, information indicating the value of the pitch angle, rough information in which the degree of the pitch angle is expressed in several stages, information indicating the value of the rate of change of the pitch angle, rough information in which the degree of the rate of change of the pitch angle is expressed in several stages, or information that can be substantially converted into such information.
• the acquisition unit 21 acquires the pitch angle based on the detection result of the inertial measurement unit 16. After step S103 or step S104, the control flow in FIG. 3 ends.
• the adaptive cruise control may not be released.
• the execution unit 22 may, for example, suspend automatic start of the lean vehicle 1 until the start resistance becomes higher than a standard, or may cause the lean vehicle 1 to automatically start when a specific operation is performed by the rider. The rider may be notified that automatic start is prohibited.
• the execution unit 22 changes whether or not to execute the automatic start in the starting phase based on the start resistance information. This makes it possible to optimize whether or not to execute the automatic start in the starting phase depending on the resistance of the lean vehicle 1 to starting. For example, when it is assumed that the vehicle body behavior or the rider of the lean vehicle 1 is likely to become unstable when the automatic start is performed, the automatic start can be prohibited. Therefore, the safety of the lean vehicle 1 can be improved.
• Fig. 4 is a flowchart showing an example of the flow of the second process performed by the control device 20.
• Step S201 in Fig. 4 corresponds to the start of the control flow shown in Fig. 4.
• Step S204 in Fig. 4 corresponds to the end of the control flow shown in Fig. 4.
• the control flow shown in Fig. 4 is repeatedly executed at set time intervals, for example, in the stop phase.
• the second process in FIG. 4 differs from the first process in FIG. 3 in that steps S103 and S104 are replaced by steps S202 and S203, respectively.
• step S102 In the second process of FIG. 4, if step S102 is judged as YES (i.e., if the starting resistance is judged to be higher than the standard), the process proceeds to step S202. Then, in step S202, the execution unit 22 switches the setting of the acceleration characteristic in the automatic start to the first setting. On the other hand, if step S102 is judged as NO (i.e., if the starting resistance is judged to be lower than the standard), the process proceeds to step S203. Then, in step S203, the execution unit 22 switches the setting of the acceleration characteristic in the automatic start to the second setting. It is preferable that the rider is notified that the setting of the acceleration characteristic has been switched. After step S202 or step S203, the control flow in FIG. 4 ends.
• acceleration characteristics for automatic start are set, and automatic start is performed so that the acceleration characteristics of the lean vehicle 1 become the set characteristics.
• the acceleration characteristics are characteristics related to acceleration, and may include, for example, characteristics of acceleration rate of change, etc.
• the acceleration characteristic set in the first setting is, for example, an acceleration characteristic based on the positional relationship between the lean vehicle 1 and the target vehicle.
• an acceleration characteristic may be an acceleration characteristic that maintains the inter-vehicle distance between the lean vehicle 1 and the target vehicle at a target inter-vehicle distance.
• the acceleration characteristic set in the first setting may be, for example, an acceleration characteristic that is not based on the positional relationship between the lean vehicle 1 and the target vehicle (for example, an acceleration characteristic in which the acceleration is a fixed value).
• the automatic starting is performed so that at least one of the acceleration and the rate of change of the acceleration is smaller than in the case where the starting resistance is higher than the standard.
• the execution unit 22 performs the following in the start phase: Based on the information, the acceleration characteristics of the lean vehicle 1 during automatic starting are changed. This makes it possible to optimize the acceleration characteristics of the lean vehicle 1 during automatic starting according to the resistance of the lean vehicle 1 to starting. For example, when it is assumed that the vehicle body behavior or the rider of the lean vehicle 1 is likely to become unstable when an automatic starting is performed, at least one of the acceleration and the rate of change of the acceleration during automatic starting can be reduced. Therefore, the safety of the lean vehicle 1 can be improved.
• the third process in Fig. 5 and the fourth process in Fig. 6, which will be described below, are processes related to a notification operation in a starting phase.
• the execution unit 22 can execute a notification operation to notify the rider of the lean vehicle 1 of an automatic start in a starting phase.
• a notification operation is also called a notification operation in a starting phase.
• the execution unit 22 executes the notification operation in the starting phase, for example, using the display device 13.
• the notification operation in the starting phase is not limited to this example.
• the execution unit 22 may execute the notification operation in the starting phase using a display device provided on the rider's clothing (for example, a helmet).
• the execution unit 22 may execute the notification operation in the starting phase using a sound output device provided on the lean vehicle 1 or on the rider's clothing.
• the execution unit 22 may execute the notification operation in the starting phase using a vibration generating device provided on the lean vehicle 1 or on the rider's clothing.
• the execution unit 22 may execute the notification operation in the starting phase by causing instantaneous acceleration/deceleration in the lean vehicle 1.
• the instantaneous acceleration/deceleration may be performed using a drive source (e.g., the engine 11) of the lean vehicle 1, a control unit for the braking force generated in the wheels (e.g., the hydraulic control unit 12), or a transmission mechanism of the lean vehicle 1.
• Fig. 5 is a flowchart showing an example of the flow of the third process performed by the control device 20.
• Step S301 in Fig. 5 corresponds to the start of the control flow shown in Fig. 5.
• Step S304 in Fig. 5 corresponds to the end of the control flow shown in Fig. 5.
• the control flow shown in Fig. 5 is repeatedly executed at set time intervals, for example, in the stop phase.
• the third process in FIG. 5 differs from the first process in FIG. 3 in that steps S103 and S104 are replaced with steps S302 and S303, respectively.
• step S1O2 is judged as YES (i.e., if the starting resistance is judged to be higher than the standard)
• the process proceeds to step S302.
• step S302 the execution unit 22 prohibits the notification operation in the starting phase.
• step S1O2 is judged as NO (i.e., if the starting resistance is judged to be lower than the standard)
• step S303 the execution unit 22 permits the notification operation in the starting phase.
• the execution unit 22 changes whether or not to execute the notification operation to notify the rider of the lean vehicle 1 of the automatic start in the starting phase based on the start resistance information. This makes it possible to optimize whether or not to execute the notification operation in the starting phase depending on the resistance of the lean vehicle 1 to starting. For example, when it is assumed that the body behavior or rider of the lean vehicle 1 will not become very unstable even if an automatic start is performed, it is possible to suppress the notification operation from being performed unnecessarily. On the other hand, when it is assumed that the body behavior or rider of the lean vehicle 1 is likely to become unstable when an automatic start is performed, it is possible to permit and execute the notification operation.
• Fig. 6 is a flowchart showing an example of the flow of the fourth process performed by the control device 20.
• Step S401 in Fig. 6 corresponds to the start of the control flow shown in Fig. 6.
• Step S3404 in Fig. 6 corresponds to the end of the control flow shown in Fig. 6.
• the control flow shown in Fig. 6 is repeatedly executed at set time intervals, for example, in the stop phase.
• the fourth process in FIG. 6 differs from the first process in FIG. 3 in that steps S3103 and S3104 are replaced by steps S402 and S403, respectively.
• step 31O2 is judged as YE3 (i.e., if the starting resistance is judged to be higher than the standard)
• step S402 execution unit 22 switches the setting of the execution mode of the notification action in the starting phase to the first setting.
• step S1O2 is judged as NO (i.e., if the starting resistance is judged to be lower than the standard)
• step S403 execution unit 22 switches the setting of the execution mode of the notification action in the starting phase to the second setting.
• an execution mode of the notification action in the starting phase is set, and the notification action is performed so that the execution mode is the set mode.
• the execution mode of the notification action may include, for example, the perceptibility of the notification action, or the time during which the notification action continues.
• the perceptibility of the notification action means, for example, the ease with which a rider can recognize the notification in the notification action.
• the perceptibility of the notification operation is stronger than in the first setting. That is, when the starting resistance is lower than the standard, the notification operation is performed so that the perceptibility is stronger than when the starting resistance is higher than the standard.
• the perceptibility of the notification operation can be strengthened by widening the display range, increasing the display brightness, or changing the display color.
• the perceptibility of the notification operation can be strengthened by increasing the volume of the sound or increasing the pitch of the sound.
• the perceptibility of the notification operation can be strengthened by increasing the strength of the vibration.
• the execution unit 22 changes the execution mode of the notification operation for notifying the rider of the lean vehicle ! of the automatic start in the starting phase based on the start resistance information. This makes it possible to optimize the execution mode of the notification operation in the starting phase according to the resistance of the lean vehicle 1 to starting. For example, when it is assumed that the vehicle body behavior or the rider of the lean vehicle ! is likely to become unstable when an automatic start is performed, the perceptibility of the notification operation can be strengthened. Therefore, the safety of the lean vehicle 1 can be improved.
• the second setting and the first setting may be different in an execution mode other than perceptibility (for example, the duration of the notification action, etc.).
• the first process, the second process, the third process, and the fourth process have been described as examples of processes performed by the control device 20.
• the processes performed by the control device 20 may be different from the examples of processes described above.
• the process may be modified in accordance with the above.
• the acceleration characteristics of the lean vehicle 1 during automatic starting change in two stages, but the acceleration characteristics of the lean vehicle 1 during automatic starting may change in more stages (i.e., three or more stages) or may change continuously.
• the execution mode of the notification action in the starting phase changes in two stages, but the execution mode of the notification action in the starting phase may change in more stages (i.e., three or more stages) or may change continuously.
• the timing for acquiring the starting resistance information may be a timing other than the stopping phase (for example, immediately after automatic starting has commenced, etc.).
• the process of changing whether or not to execute automatic start based on the start resistance information (above, the first process), the process of changing the acceleration characteristics of the lean vehicle 1 during automatic start based on the start resistance information (above, the second process), the process of changing whether or not to execute a notification operation during automatic start based on the start resistance information (above, the third process), and the process of changing the execution mode of the notification operation during automatic start based on the start resistance information (above, the fourth process) have been described.
• a plurality of types of processing arbitrarily selected from these processing may be combined. That is, the types of objects that change based on the start resistance information may be multiple.
• the execution unit 22 may change whether or not to execute the automatic start based on the start resistance information, and when the automatic start is permitted, may change the acceleration characteristics of the lean vehicle 1 in the automatic start based on the start resistance information.
• the execution unit 22 may change whether or not to execute the notification operation in the automatic start based on the start resistance information, and when the notification operation in the automatic start is permitted, may change the execution mode of the notification operation in the automatic start based on the start resistance information.
• the execution unit 22 may change at least one of whether or not to execute automatic start and the acceleration characteristics of the lean vehicle 1 during automatic start based on the start resistance information, and may also change at least one of whether or not to execute a notification operation during automatic start and the execution mode of the notification operation during automatic start based on the start resistance information.
• the control device 20 includes an execution unit 22 that executes a positional relationship adjustment operation to adjust the positional relationship between the lean vehicle 1 and an object to a target positional relationship based on the surrounding environment information of the lean vehicle 1.
• the execution unit 22 executes a stop phase in which the lean vehicle 1 is automatically decelerated and stopped, and a start phase in which the lean vehicle 1 is automatically started as a start trigger signal is acquired, in that order, and changes the start phase based on the start resistance information. This allows the start phase to be optimized according to the resistance of the lean vehicle 1 to starting. Therefore, the safety of the lean vehicle 1 can be improved.
• the execution unit 22 changes whether or not to execute the automatic start in the starting phase based on the start resistance information. This makes it possible to optimize whether or not to execute the automatic start in the starting phase depending on the resistance of the lean vehicle 1 to starting. For example, when it is assumed that the vehicle body behavior or the rider of the lean vehicle 1 is likely to become unstable when the automatic start is performed, the automatic start can be prohibited. Therefore, the safety of the lean vehicle 1 can be improved.
• the execution unit 22 changes the acceleration characteristics of the lean vehicle 1 during automatic starting based on the starting resistance information during the starting phase.
• the execution unit 22 changes whether or not to execute a notification operation to notify the rider of the lean vehicle 1 of the automatic start during the starting phase based on the start resistance information.
• This makes it possible to optimize whether or not to execute the notification operation during the starting phase depending on the resistance of the lean vehicle 1 to starting. For example, when it is assumed that the vehicle body behavior or rider of the lean vehicle 1 will not become very unstable even if an automatic start is performed, it is possible to suppress unnecessary execution of the notification operation. On the other hand, when it is assumed that the vehicle body behavior or rider of the lean vehicle 1 is likely to become unstable when an automatic start is performed, it is possible to permit and execute the notification operation. Therefore, the safety of the lean vehicle 1 can be improved.
• the execution unit 22 changes the execution mode of the notification operation for notifying the rider of the lean vehicle 1 of the automatic start based on the start resistance information during the start phase.
• This makes it possible to optimize the execution mode of the notification operation during the start phase according to the resistance of the lean vehicle 1 to starting. For example, when it is assumed that the vehicle body behavior or the rider of the lean vehicle 1 is likely to become unstable when an automatic start is performed, the perceptibility of the notification operation can be enhanced. Therefore, the safety of the lean vehicle 1 can be improved.
• the start resistance information includes vehicle body posture information of the lean vehicle !.
• the resistance to the lean vehicle 1 starting can be appropriately determined based on the vehicle body posture information, so that the start phase can be appropriately optimized according to the resistance to the lean vehicle ! starting.
• the vehicle body posture information includes lean state information of the lean vehicle 1. This makes it possible to more appropriately determine the resistance of the lean vehicle 1 to starting based on the lean state information, so that the starting phase can be more appropriately optimized according to the resistance of the lean vehicle 1 to starting.
• the leaning state information is acquired based on the roll angle information of the lean vehicle 1.
• the leaning state information can be appropriately acquired, and therefore, the starting phase can be more appropriately optimized according to the resistance of the lean vehicle 1 to starting.
• the leaning state information is acquired based on the lateral acceleration information of the lean vehicle 1.
• the leaning state information can be appropriately acquired, so that the starting phase can be more appropriately optimized according to the resistance of the lean vehicle 1 to starting.
• the leaning state information is acquired based on the steering angle information of the lean vehicle 1. This allows the leaning state information to be acquired appropriately, so that it is more appropriate to optimize the starting phase according to the resistance of the lean vehicle 1 to starting. This will be realized.
• the vehicle body posture information includes steering angle information of the lean vehicle 1.
• the resistance to the lean vehicle 1 starting can be appropriately determined based on the steering angle information, so that the starting phase can be appropriately optimized according to the resistance to the lean vehicle 1 starting.
• the starting resistance information includes riding state information of the rider of the lean vehicle 1.
• the resistance to the lean vehicle 1 starting can be appropriately determined based on the riding state information, so that the starting phase can be appropriately optimized according to the resistance to the lean vehicle 1 starting.
• the riding state information includes gripping state information of the handlebars 2 of the lean vehicle 1 by the rider of the lean vehicle 1. This makes it possible to more appropriately determine the resistance to the lean vehicle 1 starting based on the gripping state information, so that the starting phase can be more appropriately optimized according to the resistance to the lean vehicle 1 starting.
• the riding state information includes posture information of the rider of the lean vehicle 1. This allows the resistance of the lean vehicle 1 to start to be more appropriately determined based on the posture information, so that the start phase can be more appropriately optimized according to the resistance of the lean vehicle 1 to start.
• the present invention is not limited to the description of the embodiments. For example, only a part of the embodiments may be implemented.

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• 2024
  • 2024-03-27 JP JP2025516310A patent/JPWO2024224186A1/ja active Pending
  • 2024-03-27 EP EP24722078.3A patent/EP4703225A1/en active Pending
  • 2024-03-27 WO PCT/IB2024/052925 patent/WO2024224186A1/ja not_active Ceased

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