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
  • 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
  • B60W2554/00—Input parameters relating to objects
  • B60W2554/80—Spatial relation or speed relative to objects

Definitions

• the present invention relates to a control device for a rider assistance system of a saddle-ride type vehicle and a control method for a rider assistance system of a saddle-ride type vehicle.
• a control device executes a positional relationship adjustment operation to adjust the positional relationship between the vehicle and a target based on positional relationship information, which is actual measurement information of the positional relationship between the vehicle and the target obtained while the vehicle is traveling (see, for example, Patent Document 1).
• Patent Document 1 International Publication No. 2018/197965
• the positional relationship adjustment operation is performed when a group riding mode, which is a mode in which multiple saddle-type vehicles including the vehicle itself ride in a group, is enabled.
• a group riding mode which is a mode in which multiple saddle-type vehicles including the vehicle itself ride in a group
• the control device can automatically decelerate the vehicle itself to stop or move slowly.
• group riding can be performed in a special manner (e.g., a manner in which multiple saddle-type vehicles ride in a state in which multiple vehicle trains are formed in one driving lane). Therefore, the control device needs to perform a positional relationship adjustment operation that can respond to a situation in which group riding is performed in such a special manner.
• the present invention has been made in light of the above-mentioned problems, and provides a control device that can improve the rider's support. Also, the present invention provides a control method that can improve the rider's support.
• a control device is a control device for a rider assistance system, and includes: an acquisition unit that acquires positional relationship information that is actual measurement information of a positional relationship between the host vehicle and a target while the host vehicle is traveling in a state in which a group riding mode in which a plurality of saddle-ride type vehicles including the host vehicle ride in a group is enabled; and an execution unit that executes a positional relationship adjustment operation that is an operation to adjust the positional relationship between the host vehicle and the target based on the positional relationship information acquired by the acquisition unit, and the execution unit executes a positional relationship adjustment operation that is an operation to adjust the positional relationship between the host vehicle and the target based on the positional relationship information acquired by the acquisition unit, in a first stage of an automatic deceleration process in which the host vehicle automatically decelerates to a stop or slows down in a state in which there is another saddle-ride type vehicle that is performing the group riding together with the host vehicle diagonally ahead of the host vehicle and there is
• a control method is a control method for a rider support system, in which an acquisition unit of a control device acquires positional relationship information that is actual measurement information of a positional relationship between the host vehicle and a target while the host vehicle is traveling in a state in which a group riding mode in which a plurality of saddle-ride type vehicles including the host vehicle ride in a group is enabled, and an execution unit of the control device executes a positional relationship adjustment operation that is an operation to adjust the positional relationship between the host vehicle and the target based on the positional relationship information acquired by the acquisition unit, and the execution unit executes a positional relationship adjustment operation that is an operation to adjust the positional relationship between the host vehicle and the target based on the positional relationship information acquired by the acquisition unit, in a first stage of an automatic deceleration process in which the host vehicle automatically decelerates to a stop or slowly moves in a state in which there is another saddle-ride type vehicle that is participating in the group riding together with the host vehicle
• an execution unit executes an operation to adjust the positional relationship between the host vehicle and the diagonally ahead vehicle based on actual measurement information of the positional relationship between the host vehicle and the diagonally ahead vehicle measured in the first stage.
• the execution unit does not execute an operation to adjust the positional relationship based on actual measurement information of the positional relationship between the host vehicle and the diagonally ahead vehicle measured in the second stage. Therefore, even in a situation where a group is traveling in a special manner (for example, a manner in which a plurality of saddle-type vehicles are traveling in a state where a plurality of vehicle lines are formed in one travel lane), a positional relationship adjustment operation that is unlikely to disrupt the group traveling platoon can be executed by appropriately controlling the positional relationship between the host vehicle and the diagonally forward vehicle in the first stage of the automatic deceleration process.
• a special manner for example, a manner in which a plurality of saddle-type vehicles are traveling in a state where a plurality of vehicle lines are formed in one travel lane
• the control device needs to bring the positional relationship between the host vehicle and the diagonally forward vehicle closer in the traveling direction or the vehicle body front-rear direction so that the host vehicle can stop or slow down on the side of the diagonally forward vehicle, it is possible to suppress the host vehicle from behaving in an inappropriate manner due to the difficulty of acquiring information on the surrounding environment to the side of the host vehicle using a device for acquiring information on the surrounding environment to the diagonally forward of the host vehicle (for example, a surrounding environment detection device, a communication device, etc.).
• a device for acquiring information on the surrounding environment to the diagonally forward of the host vehicle for example, a surrounding environment detection device, a communication device, etc.
• FIG. 1 is a diagram showing a rider assistance system according to an embodiment of the present invention mounted on a saddle-type vehicle.
• FIG. 2 A diagram showing the system configuration of a rider assistance system relating to an embodiment of the present invention.
• FIG. 3 A diagram for explaining the configuration of a rider assistance system relating to an embodiment of the present invention.
• FIG. 4 A diagram for explaining the configuration of a rider assistance system relating to an embodiment of the present invention.
• Figure 5 A diagram for explaining the configuration of a rider assistance system in an embodiment of the present invention.
• FIG. 6 A diagram for explaining the configuration of a rider assistance system relating to an embodiment of the present invention.
• FIG. 7 is an operational flow of a control device of a rider assistance system according to an embodiment of the present invention.
• a saddle-type vehicle means a vehicle in which a rider straddles the vehicle body and drives it.
• saddle-type vehicles include motorcycles (motorcycles and three-wheeled vehicles) and bicycles.
• motorcycles include vehicles powered by an engine and vehicles powered by an electric motor.
• motorcycles include motorcycles, scooters, and electric scooters.
• a bicycle means a vehicle that can be propelled on the road by the rider's pedaling force applied to the pedals. Examples of bicycles include ordinary bicycles, electrically assisted bicycles, and electric bicycles.
• Fig. 1 is a diagram showing a state in which a rider support system according to an embodiment of the present invention is mounted on a saddle-ride type vehicle.
• Fig. 2 is a diagram showing the system configuration of the rider support system according to an embodiment of the present invention.
• Figs. 3 to 6 are diagrams for explaining the configuration of the rider support system according to an embodiment of the present invention.
• a rider assistance system 1 is mounted on a host vehicle 100, which is a saddle-ride type vehicle 300 on which a rider who is assisted by the rider assistance system 1 rides.
• the rider assistance system 1 includes, for example, a surrounding environment detection device 11, a vehicle behavior detection device 12, a setting input device 13, a communication device 14, a positioning device 15, a control device (ECU) 20, a braking device 30, a drive device 40, and a notification device 50, as necessary.
• ECU control device
• the control device 20 executes a rider assistance operation to assist the rider of the vehicle 100 in driving the vehicle 1000 using the outputs of the surrounding environment detection device 11, the vehicle behavior detection device 12, the setting input device 13, the communication device 14, and/or the positioning device 15.
• the control device 20 executes the rider assistance operation by issuing control commands to various devices (e.g., the braking device 30, the drive device 40, the notification device 50, etc.).
• the control device 20 receives outputs from various devices (not shown) for detecting other information (e.g., information on the operation state of the braking device 30 by the rider, information on the operation state of the drive device 40 by the rider, etc.) as necessary.
• Each part of the rider assistance system 1 may be used exclusively for the rider assistance system 1, or may be shared with other systems.
• the surrounding environment detection device 11 is a detection device arranged on the host vehicle 100 in a forward facing state.
• the surrounding environment detection device 11 includes a detection unit 11a.
• the detection unit 11a detects surrounding environment information diagonally forward of the host vehicle 100 in addition to surrounding environment information in front of the host vehicle 100.
• the term “forward” is defined as a concept including "front” and “diagonally forward”.
• the surrounding environment detection device 11 includes a detection unit 11b disposed on the host vehicle 100 in a state facing backward as necessary.
• the detection unit 11b detects surrounding environment information diagonally rearward of the host vehicle 100 in addition to surrounding environment information behind the host vehicle 100.
• the term “rearward” is defined as a concept including "behind” and “diagonally rearward”.
• the terms “forward” and “behind” are used to refer to the direction of travel from a reference point (e.g., the center of gravity) of the host vehicle 100 in the traveling direction.
• the detection unit 11a may be defined as a direction extending along the vehicle front-rear direction (i.e., a direction taking into account the turning angle of the host vehicle 100), or may be defined as a direction extending from a reference point (e.g., the center of gravity, etc.) of the host vehicle 100 along the vehicle front-rear direction (i.e., a direction not taking into account the turning angle of the host vehicle 100).
• the detection units 11a and 11 are, for example, radar, Lidar sensor, ultrasonic sensor, camera, etc.
• the detection unit 11a may be composed of multiple sensors having different areas in front of the host vehicle 100 as their detection ranges.
• the detection unit 11b may be composed of multiple sensors having different areas in the rear of the host vehicle 100 as their detection ranges.
• the vehicle behavior detection device 12 is, for example, a vehicle speed sensor, an inertial sensor (IMU), etc.
• the vehicle speed sensor detects the vehicle speed occurring in the host vehicle 100.
• the vehicle speed sensor may detect other physical quantities that can be substantially converted into the vehicle speed occurring in the host vehicle 100.
• the inertial sensor detects the acceleration of three axes (vehicle body front-rear direction, vehicle body width direction, vehicle body height direction) and the angular velocity of three axes (roll, pitch, yaw) occurring in the host vehicle 100.
• the inertial sensor may detect other physical quantities that can be substantially converted into the acceleration of three axes and the angular velocity of three axes occurring in the host vehicle 100.
• the inertial sensor may detect only a part of the acceleration of three axes and the angular velocity of three axes.
• the setting input device 13 accepts various settings input by the rider.
• the rider can use the setting input device 13 to switch between enabling and disabling various rider support operations.
• the rider can use the setting input device 13 to set various modes or various control parameters (e.g., allowable values, etc.) used in various rider support operations.
• the setting input device 13 may be one that accepts operations by the rider's body (e.g., hands, feet, etc.) or may be one that accepts voice uttered by the rider.
• the setting input device 13 may be provided in the host vehicle 100, or may be provided in accessories (e.g., helmets, gloves, etc.) associated with the host vehicle 100.
• the communication device 14 wirelessly communicates with other communication devices installed in other vehicles located around the vehicle 100 and/or other communication devices installed in road facilities (e.g., traffic lights, signs, guardrails, utility poles, stop lines, etc.).
• the communication devices installed in the other vehicles transmit, for example, driving state information of the other vehicles detected by the other vehicles, surrounding environment information of the other vehicles detected by the other vehicles, etc. to the communication device 14.
• the other communication devices installed in the road facilities transmit, for example, state information of the road facilities, surrounding environment information of the road facilities detected by the road facilities, etc. to the communication device 14.
• the communication device 14 may be composed of multiple receivers having communication ranges in different areas.
• the positioning device 15 receives positioning signals transmitted from multiple communication satellites and identifies the position of the vehicle 100 on the Global Positioning System. The position of the vehicle 100 is compared with map information to obtain position information on the map.
• the control device 20 includes at least an acquisition unit 21 and an execution unit 22. All or each unit of the control device 20 may be provided together in one housing, or may be provided separately in multiple housings. All or each unit of the control device 20 may be configured, for example, by a microcomputer, a microprocessor unit, or the like, and may be capable of updating firmware, etc. It may be composed of a program module executed by instructions from a CPU or the like.
• the acquisition unit 21 acquires surrounding environment information of the host vehicle 100 based on the output of the surrounding environment detection device 11 while the host vehicle 100 is traveling.
• the surrounding environment information includes positional relationship information, which is actual measurement information of the positional relationship between the host vehicle 100 and objects (e.g., other vehicles, obstacles, road facilities, people, animals, etc.) located around the host vehicle 100.
• the positional relationship information is, for example, information such as relative position, relative distance, relative speed, relative acceleration, relative jerk, passing time difference, and predicted time until collision.
• the positional relationship information may be information of other physical quantities that can be substantially converted to them.
• the surrounding environment information includes characteristic information of objects (e.g., other vehicles, obstacles, road facilities, people, animals, etc.) located around the host vehicle 100.
• the characteristic information is, for example, brake indicator light information indicating the state of the brake indicator light of another vehicle, traffic light information indicating the state of a traffic light, drawing information indicating the contents of drawings on the road (e.g., stop lines, etc.), sign information indicating the contents of signs, traffic event information indicating traffic events (e.g., congestion, construction, accidents, etc.), etc.
• the characteristic information may be information of other physical quantities that can be substantially converted into them.
• the acquisition unit 21 may acquire surrounding environment information of the vehicle 100 based on the output of the communication device 14 while the vehicle 100 is traveling.
• the execution unit 22 executes a vehicle speed control operation, which is an operation for automatically controlling the vehicle speed of the host vehicle 100, as a rider assistance operation.
• a vehicle speed control operation which is an operation for automatically controlling the vehicle speed of the host vehicle 100, as a rider assistance operation.
• the execution unit 22 outputs a control command to the braking device 30 or the drive device 40.
• the braking device 30 brakes the host vehicle 100.
• the drive device 40 drives the host vehicle 100 as a power source of the host vehicle 100.
• the braking device 30 may be controlled to generate or increase deceleration, or may be controlled to generate or increase acceleration.
• the drive device 40 may be controlled to generate or increase acceleration, or may be controlled to generate or increase deceleration.
• the vehicle speed control operation is released when the rider performs a specified operation.
• the execution unit 22 executes the vehicle speed control operation, it outputs a control command to the notification device 50 as necessary.
• the notification device 50 may notify a warning or information by display (i.e., perception in which the visual organs are used as a sensory organ), may notify a warning or information by sound (i.e., perception in which the auditory organs are used as a sensory organ), or may notify a warning or information by vibration (i.e., perception in which the tactile organs are used as a sensory organ).
• the notification device 50 is a display, a lamp, a speaker, a vibrator, etc.
• the notification device 50 may be provided in the vehicle 100, or may be provided in an accessory (e.g., a helmet, gloves, etc.) associated with the vehicle 100.
• the notification operation may also be to notify a warning or information by causing the vehicle 100 to momentarily decelerate or accelerate.
• the notification device 50 may be configured by the braking device 30 or the driving device 40.
• the execution unit 22 causes the host vehicle 100 to execute a first positional relationship adjustment operation as a vehicle speed control operation.
• the first positional relationship adjustment operation is an operation for adjusting the positional relationship between the host vehicle 100 and a target T, which is an object located within the detection range Ra of the detection unit 11a, that is, another vehicle 200 traveling in front of the host vehicle 100, based on positional relationship information, which is actual measurement information of the positional relationship (particularly, the positional relationship in the traveling direction of the host vehicle 100 or the longitudinal direction of the vehicle body).
• the other vehicle 200 traveling behind the host vehicle 100 may be set as a target T for adjusting the positional relationship.
• the execution unit 22 determines whether the group driving mode is enabled while the host vehicle 100 is traveling.
• the group driving mode is a mode in which a plurality of saddle-type vehicles 300 including the host vehicle 100 travel in a group, that is, travel in a convoy to form a convoy.
• the group driving is a mode in which a plurality of saddle-type vehicles 300 travel in a single driving lane L, forming two convoys VL1 and VL2.
• the number of saddle-type vehicles 300 that make up the group driving may be two.
• the group driving mode is automatically switched between enabled and disabled by the execution unit 22 based on the surrounding environment information acquired by the acquisition unit 21, and the execution unit 22 determines whether the group driving mode is enabled or disabled based on the switching information.
• the execution unit 22 determines whether the multiple saddle-type vehicles 300 including the vehicle 100 have been traveling in a unique manner (for example, as shown in FIG. 4, two vehicle trains VL1, VL2 are formed so that multiple saddle-type vehicles 300 including the vehicle 100 are lined up in a zigzag shape) for a reference time or a reference driving distance based on the surrounding environment information acquired by the acquisition unit 21, and automatically enables the group driving mode when the determination is affirmative.
• the execution unit 22 may identify other saddle-ride type vehicles 300A located within the driving lane L in which the host vehicle 100 is driving, and may make only the identified other saddle-ride type vehicles 300A the subject of the judgment, or may identify other saddle-ride type vehicles 300A that continue to be located around the host vehicle 100 for a reference time or a reference driving distance or more, without using information about the boundaries of the driving lane L, and may make the identified other saddle-ride type vehicles 300A the subject of the judgment.
• the group riding mode can be switched between enabled and disabled by a setting input by the rider, and the execution unit 22 determines whether the group riding mode is enabled or disabled based on the output of the setting input device 13 acquired by the acquisition unit 21.
• the execution unit 22 may automatically suggest enabling and/or disabling the group riding mode based on the surrounding environment information acquired by the acquisition unit 21, and the suggestion may be confirmed by the setting input of approval by the rider.
• the execution unit 22 causes the host vehicle 100 to execute a second positional relationship adjustment operation as a vehicle speed control operation.
• the second positional relationship adjustment operation is an operation assuming a state in which the host vehicle 100 is driving in the second position from the front in the platoon.
• there is a diagonally forward vehicle FD which is another saddle-ride type vehicle 300A that drives in a group with the host vehicle 100, diagonally ahead of the host vehicle 100, and there is no other saddle-ride type vehicle 300A that drives in a group with the host vehicle 100 in front of the host vehicle 100.
• This state may be automatically determined based on surrounding environment information, or may be determined based on information on the setting operation of the rider in the setting input device 13.
• the target area of detection by the surrounding environment detection device 11 and/or communication by the communication device 14 may be expanded to include an area diagonally ahead of the vehicle 100, or may be reduced to include an area diagonally ahead of the vehicle 100.
• the expansion and/or reduction may be achieved by switching the sensor and/or receiver to be used, by switching the orientation of the sensor and/or receiver, or by switching the processing area of the data output from the sensor and/or receiver.
• the second positional relationship adjustment operation is an operation for adjusting the positional relationship between the host vehicle 100 and a target T located within the detection range Ra of the detection unit 11a, that is, the diagonally forward vehicle FD, based on positional relationship information that is actual measurement information on the positional relationship (particularly, the positional relationship in the traveling direction or the fore-and-aft direction of the host vehicle 100).
• the other vehicle 200 traveling in front of the host vehicle 100 and/or the rear vehicle B which is another saddle-ride type vehicle 300A traveling in a group with the host vehicle 100 behind (behind or diagonally behind) the host vehicle 100, are used as the target T for adjusting the positional relationship.
• Whether or not the other saddle type vehicle 300A is a vehicle traveling in a group with the vehicle 100 may be determined based on information on the positional relationship with respect to the vehicle 100 over time, or may be determined based on information registered in advance by the rider.
• Information registered in advance by the rider includes, for example, information on the position of the vehicle 100 in the platoon formed by group traveling (e.g., the front, middle, rear, order from the front or rear, right-side vehicle line, left-side vehicle line, etc.), information identifying the other saddle type vehicle 300A belonging to the group (e.g., vehicle type, color, license plate information, etc.), etc.
• the first positional relationship adjustment operation and the second positional relationship adjustment operation are operations that automatically decelerate or accelerate the host vehicle 100 without the rider's operation of the brake device 30 and the drive device 4 ⁇ to adjust the positional relationship (particularly, the positional relationship in the traveling direction or the front-rear direction of the host vehicle 100) between the host vehicle 100 and the target T (i.e., the other vehicle 200 or the other saddle-ride type vehicle 300A) (for example, an adaptive cruise control operation that controls the inter-vehicle distance or passing time difference with respect to the target T, that is, an adaptive cruise control operation that uses the target T as a speed tracking target, or an automatic operation of the brake device 30 to control the inter-vehicle distance or passing time difference with respect to the target T to a distance or time difference according to the amount of operation while the rider is operating the drive device 4 ⁇ ).
• an adaptive cruise control operation that controls the inter-vehicle distance or passing time difference with respect to the target T
• an adaptive cruise control operation that uses the target T as a
• the control system may be an operation of automatically operating the vehicle 100 (such as an operation of operating the brake device 30, or an operation of operating the drive device 40 to control the vehicle distance or passing time difference from the target T to a distance or time difference according to the amount of operation while the rider is operating the braking device 30), or it may be an operation of automatically increasing or decreasing the braking force generated in the vehicle 100 to adjust the positional relationship between the vehicle 100 and the target T in order to correct any excess or deficiency in the operation of the braking device 30 by the rider, or it may be an operation of automatically increasing or decreasing the drive force generated in the vehicle 100 to adjust the positional relationship between the vehicle 100 and the target T in order to correct any excess or deficiency in the operation of the drive device 40 by the rider.
• the execution unit 22 determines whether or not there is a need to stop or slow down the host vehicle 100 while the host vehicle 100 is traveling.
• the execution unit 22 determines that there is a need to stop or slow down the host vehicle 100 while the second positional relationship adjustment operation is being performed, the execution unit 22 starts an automatic deceleration process in which the host vehicle 100 automatically decelerates while traveling to stop or slow down.
• the execution unit 22 may execute the automatic deceleration process without determining whether or not there is a need to stop or slow down the host vehicle 100 while the host vehicle 100 is traveling.
• the execution unit 22 may execute the second positional relationship adjustment operation, which results in the host vehicle 100 stopping or slowing down, thereby executing the automatic deceleration process.
• the execution unit 22 determines whether or not there is a need to stop or slow down the host vehicle 100 based on the output of the vehicle behavior detection device 12 of the host vehicle 100.
• the output of the vehicle behavior detection device 12 is information indicating that the vehicle speed of the host vehicle 100 will fall below a reference value at the time or in the future, the execution unit 22 determines that there is a need to stop or slow down the host vehicle 100.
• the execution unit 22 determines whether or not there is a need to stop or slow down the host vehicle 100 based on the output of the surrounding environment detection device 11 and/or the communication device 14.
• the output of the surrounding environment detection device 11 and/or the communication device 14 is information indicating that there is a vehicle stopped or slowing down in front of the host vehicle 100 (for example, a vehicle FD diagonally ahead, another vehicle 200 traveling in front of the host vehicle 100, etc.)
• the execution unit 22 determines that there is a need to stop or slow down the host vehicle 100.
• the execution unit 22 determines that there is a need to stop or slow down the host vehicle 100 when the output of the surrounding environment detection device 11 and/or the communication device 14 is information indicating that a vehicle traveling in front of the host vehicle 100 (e.g., a vehicle FD diagonally ahead, another vehicle 200 traveling in front of the host vehicle 100, etc.) is decelerating at a large deceleration.
• a vehicle traveling in front of the host vehicle 100 e.g., a vehicle FD diagonally ahead, another vehicle 200 traveling in front of the host vehicle 100, etc.
• the execution unit 22 determines that there is a need to stop or slow down the host vehicle 100 when the output of the surrounding environment detection device 11 and/or the communication device 14 is information indicating that a vehicle traveling in front of the host vehicle 100 (e.g., a vehicle FD diagonally ahead, another vehicle 200 traveling in front of the host vehicle 100, etc.) is decelerating at a large deceleration. If the information indicates that the color is red or yellow, the execution unit 22 determines that there is a need to stop or slow down the host vehicle 100.
• a vehicle traveling in front of the host vehicle 100 e.g., a vehicle FD diagonally ahead, another vehicle 200 traveling in front of the host vehicle 100, etc.
• the execution unit 22 determines that there is a need to stop or slow down the host vehicle 100. If the output of the surrounding environment detection device 11 and/or the communication device 14 is information indicating that there is a sign indicating to stop or slow down ahead of the host vehicle 100, the execution unit 22 determines that there is a need to stop or slow down the host vehicle 100. The execution unit 22 determines that there is a need to stop or slow down the host vehicle 100 when the output of the surrounding environment detection device 11 and/or the communication device 14 is information indicating that a traffic jam or accident is occurring ahead of the host vehicle 100. The execution unit 22 determines that there is a need to stop or slow down the host vehicle 100 when the output of the surrounding environment detection device 11 and/or the communication device 14 is information indicating that construction is being carried out ahead of the host vehicle 100.
• the execution unit 22 determines whether or not there is a need to stop or slow down the host vehicle 100 based on map information.
• the execution unit 22 determines that there is a need to stop or slow down the host vehicle 100 when the position information of the host vehicle 100 on the map acquired based on the output of the positioning device 15 and the map information indicates that there is a stop line (particularly, a stop line indicating a temporary stop) ahead of the host vehicle 100.
• the execution unit 22 determines that there is a need to stop or slow down the host vehicle 100 when the position information of the host vehicle 100 on the map acquired based on the output of the positioning device 15 and the map information indicates that the host vehicle 100 is traveling in an area where stopping or slowing down is required.
• the execution unit 22 continues the second positional relationship adjustment operation in the first stage of the automatic deceleration process. That is, the execution unit 22 executes an operation to adjust the positional relationship based on the positional relationship information, which is the actual measurement information of the positional relationship (particularly, the positional relationship in the traveling direction or the front-rear direction of the vehicle body) between the host vehicle 100 and the target T, which is an object located in the detection range Ra of the detection unit 11a, which is the diagonally forward vehicle FD, which is actually measured in the first stage.
• the positional relationship information which is the actual measurement information of the positional relationship (particularly, the positional relationship in the traveling direction or the front-rear direction of the vehicle body) between the host vehicle 100 and the target T, which is an object located in the detection range Ra of the detection unit 11a, which is the diagonally forward vehicle FD, which is actually measured in the first stage.
• another vehicle 200 traveling in front of the host vehicle 100, and/or a rear vehicle B which is another saddle-type vehicle 300A traveling in a group with the host vehicle 100 behind (behind or diagonally behind) the host vehicle 100 may be set as a target T for adjusting the positional relationship.
• the vehicle speed of the diagonally forward vehicle FD decreases, the vehicle speed of the host vehicle 100 needs to be controlled so that the positional relationship between the host vehicle 100 and the diagonally forward vehicle FD in the traveling direction of the host vehicle 100 or the longitudinal direction of the vehicle body gradually approaches. Therefore, as the first stage of the automatic deceleration process progresses, the position of the diagonally forward vehicle FD gradually retreats relative to the host vehicle 100. Then, as the first stage continues, as shown in FIG. 5, the diagonally forward vehicle FD is located outside the detection range Ra of the detection unit 11a, or is located in an area of the detection range Ra of the detection unit 11a where the detection accuracy is low.
• the diagonally forward vehicle FD may be located outside the communication range of the communication device 14 or in an area of the communication range of the communication device 14 where communication accuracy is low.
• the execution unit 22 starts the second stage of the automatic deceleration process.
• the execution unit 22 does not execute the second positional relationship adjustment operation with the diagonally forward vehicle FD as the target T.
• the execution unit 22 In the second stage of the automatic deceleration process the second positional relationship adjustment operation is not performed based on the positional relationship information, which is the actual measurement information of the positional relationship between the host vehicle 100 and the diagonally forward vehicle FD (particularly, the positional relationship in the traveling direction or the front-rear direction of the vehicle body) actually measured in the second stage.
• the execution unit 22 executing the second stage, as shown in FIG.
• the host vehicle 100 can be controlled to a state where it can stop or slow down beside the other saddle riding type vehicle 300A that was the diagonally forward vehicle FD in the second stage. It is preferable that the possibility of executing the second stage and/or the control content executed in the second stage can be changed by a setting operation using the setting input device 13 by the rider.
• the execution unit 22 ends the second stage.
• the execution unit 22 ends the second stage and resumes the second positional relationship adjustment operation with the diagonally forward vehicle FD as the target T.
• the execution unit 22 may disable the group driving mode and start the first positional relationship adjustment operation if a predetermined condition is satisfied.
• the conditions include, for example, a condition that there has been a specified operational intervention by the rider (e.g., acceleration operation, etc.), a condition that the vehicle FD diagonally ahead is present in a position where it cannot be detected or communicated with by the host vehicle 100 for a period exceeding a reference time, and a condition that another vehicle 200 or another saddle-type vehicle 300A located behind the host vehicle 100 is present in a position where it cannot be detected or communicated with by the host vehicle 100.
• the execution unit 22 executes an operation to adjust the positional relationship between the host vehicle 100 and a target D different from the diagonally forward vehicle FD based on positional relationship information, which is actual measurement information of the positional relationship (particularly, the positional relationship in the traveling direction of the host vehicle 100 or in the fore-and-aft direction of the vehicle body) actually measured in the second stage as a second positional relationship adjustment operation.
• the target T may be a rear vehicle B, which is another saddle-ride type vehicle 300A traveling in a group with the host vehicle 100 behind (behind or diagonally behind) the host vehicle 100.
• the execution unit 22 controls the vehicle speed of the host vehicle 100 based on positional relationship information, which is actual measurement information on the positional relationship between the host vehicle 100 and the rear vehicle B, to make the host vehicle 100 travel with a predetermined inter-vehicle distance or passing time difference from the rear vehicle B.
• positional relationship information which is actual measurement information on the positional relationship between the host vehicle 100 and the rear vehicle B
• the rear vehicle B is traveling while taking into account the traveling state of the diagonally forward vehicle FD. Therefore, by controlling the traveling of the vehicle 100 by taking into account the traveling of the rear vehicle B, the vehicle 100 can be stopped or slowed down approximately to the side of the other saddle-type vehicle 300A, which was the diagonally forward vehicle FD in the second stage.
• the target T may be an object (such as another vehicle 200, a stop line S, etc.) that exists in front of the vehicle 100.
• the execution unit 22 controls the vehicle speed of the vehicle 100 based on the positional relationship information, which is actual measurement information of the positional relationship between the vehicle 100 and the object, to make the vehicle 100 travel at a predetermined relative distance, passing time difference, or arrival time to the object.
• the diagonally forward vehicle FD travels while taking into account the positional relationship with respect to the object. Therefore, by making the vehicle 100 travel with the object as the target T, the vehicle 100 can be stopped or slowed down approximately to the side of the other saddle-type vehicle 300A that was the diagonally forward vehicle FD in the second stage.
• the execution unit 22 does not execute an operation of adjusting the positional relationship between the host vehicle 100 and the target T based on positional relationship information, which is actual measurement information of the positional relationship (particularly, the positional relationship in the traveling direction or the fore-and-aft direction of the host vehicle 100) actually measured in the second stage, as a second positional relationship adjustment operation.
• the execution unit 22 may execute a vehicle speed control operation in the second stage, which is an operation for automatically controlling the vehicle speed of the host vehicle 100 based on the driving state information of the host vehicle 100 actually measured in the first stage (particularly, at the end of the first stage).
• the execution unit 22 controls the vehicle speed of the host vehicle 100 based on the change in the vehicle speed of the host vehicle 100 actually measured in the first stage.
• it is expected that a change in vehicle speed similar to the change in vehicle speed that occurred in the host vehicle 100 in the first stage will be necessary.
• the host vehicle 100 can be stopped or slowed down approximately to the side of the other saddle-type vehicle 300A, which was the diagonally forward vehicle FD in the second stage.
• a deceleration state e.g., deceleration, etc.
• the execution unit 22 may execute a vehicle speed control operation in the second stage, which is an operation of automatically controlling the vehicle speed of the host vehicle 100 based on the driving state information of the diagonally forward vehicle FD actually measured in the first stage (particularly, at the end of the first stage).
• the execution unit 22 controls the vehicle speed of the host vehicle 100 based on the change in the vehicle speed of the diagonally forward vehicle FD actually measured in the first stage.
• the host vehicle 100 can be stopped or slowed down approximately to the side of the other saddle-type vehicle 300A that was the diagonally forward vehicle FD in the second stage.
• a driving state e.g., deceleration, stopping distance, etc.
• the execution unit 22 may execute a vehicle speed control operation in the second stage to automatically control the vehicle speed of the host vehicle 100 based on the driving state information of the rear vehicle B actually measured in the first stage (particularly, at the end of the first stage).
• the execution unit 22 controls the vehicle speed of the host vehicle 100 based on the change in the vehicle speed of the rear vehicle B actually measured in the first stage.
• it is expected that a change in vehicle speed similar to that which occurred in the rear vehicle B in the first stage will be necessary.
• the host vehicle 100 can be stopped or slowed down approximately to the side of the other saddle-type vehicle 300A, which was the diagonally forward vehicle FD in the second stage.
• a driving state e.g., deceleration, stopping distance, etc.
• the execution unit 22 determines whether to start and/or end the second stage based on the driving state information of the host vehicle 100.
• the execution unit 22 starts the second stage when the vehicle speed of the host vehicle 100 falls below a reference value in the first stage.
• the execution unit 22 ends the second stage when the host vehicle 100 stops or slows down.
• the execution unit 22 ends the second stage when the vehicle speed of the host vehicle 100 exceeds the reference value in the second stage.
• the execution unit 22 determines whether to start and/or end the second stage based on the driving state information of the diagonally forward vehicle FD.
• the execution unit 22 starts the second stage.
• the execution unit 22 causes the host vehicle 100 to stop or slow down in a predetermined driving state (e.g., deceleration, stopping distance, etc.) and ends the second stage.
• a predetermined driving state e.g., deceleration, stopping distance, etc.
• the execution unit 22 determines whether to start and/or end the second stage based on positional relationship information between the host vehicle 100 and the diagonally forward vehicle FD. If, in the first stage, the positional relationship information in the traveling direction or the fore-and-aft direction of the vehicle body indicates that the diagonally forward vehicle FD is located with a vehicle distance or passing time difference below a reference value with respect to the host vehicle 100, the execution unit 22 starts the second stage. If, in the first stage, the positional relationship information in the traveling direction or the fore-and-aft direction of the vehicle body indicates that the diagonally forward vehicle FD is located with a vehicle distance or passing time difference below a reference value with respect to the host vehicle 100, the execution unit 22 starts the second stage.
• the execution unit 22 starts the second stage when the positional relationship information indicates that the diagonally forward vehicle FD is located at a relative position unsuitable for detection or communication with respect to the host vehicle 100 in the first stage.
• the execution unit 22 starts the second stage when the positional relationship information indicates that the diagonally forward vehicle FD is located at a relative position suitable for detection or communication with respect to the host vehicle 100 in the first stage.
• the execution unit 22 starts the second stage when the positional relationship information indicates that the diagonally forward vehicle FD is located at a relative position unsuitable for detection or communication with respect to the host vehicle 100 in the first stage.
• the diagonally forward vehicle FD was decelerating just before detection or communication became impossible, the vehicle speed of the diagonally forward vehicle FD was below a reference value just before detection or communication became impossible, the diagonally forward vehicle FD was located with a vehicle distance or passing time difference below a reference value just before detection or communication became impossible, and/or the diagonally forward vehicle FD was located with a vehicle width direction distance above a reference value just before detection or communication became impossible.
• the execution unit 22 ends the second stage.
• a condition that the diagonally forward vehicle FD is in a predetermined relative position with respect to the host vehicle 100 and/or the diagonally forward vehicle FD before it became unable to be detected or communicated with may be set, and/or a condition that the diagonally forward vehicle FD is accelerating.
• the execution unit 22 compares the deceleration being caused in the host vehicle 100 with the deceleration to be caused in the host vehicle 100 by the resumed second positional relationship adjustment operation with the diagonally forward vehicle FD as the target T, and controls the vehicle speed of the host vehicle 100 so as to cause the larger deceleration. It should be noted that stopping distance may be used instead of deceleration.
• the execution unit 22 determines whether to start and/or end the second stage based on the driving state information of the rear vehicle B.
• the execution unit 22 starts the second stage.
• the execution unit 22 causes the host vehicle 100 to stop or slow down in a predetermined driving state (e.g., deceleration, stopping distance, etc.) and ends the second stage.
• a predetermined driving state e.g., deceleration, stopping distance, etc.
• the execution unit 22 determines whether to start and/or end the second stage based on the positional relationship information between the host vehicle 100 and the rear vehicle B.
• the execution unit 22 starts the second stage when the positional relationship information in the traveling direction or the front-rear direction of the vehicle body in the first stage indicates that the rear vehicle B is located with a vehicle distance or passing time difference below a reference value relative to the host vehicle 100.
• a condition that the rear vehicle B is decelerating, and/or a condition that the relative speed of the rear vehicle B with respect to the host vehicle 100 and/or the diagonally forward vehicle FD is below a reference value may be set.
• the execution unit 22 causes the host vehicle 100 to stop or slow down in a predetermined driving state (e.g., deceleration, stopping distance, etc.) and ends the second stage.
• a predetermined driving state e.g., deceleration, stopping distance, etc.
• the execution unit 22 determines whether to start and/or end the second stage based on the road facility information. If the road facility information in the first stage indicates that a traffic light is instructing the vehicle 100 to stop, the execution unit 22 starts the second stage. If the road facility information in the first stage indicates that a stop line S (particularly a stop line instructing a temporary stop) is located at a position where the relative distance from the vehicle 100 is below a reference value, the execution unit 22 ends the second stage. If the road facility information indicates that a traffic light is not instructing the vehicle 100 to stop, the execution unit 22 ends the second stage.
• a stop line S particularly a stop line instructing a temporary stop
• the execution unit 22 In the second positional relationship adjustment operation, the execution unit 22 outputs a control command to the notification device 50 to notify the rider whether the first stage or the second stage is being performed. In the second positional relationship adjustment operation (particularly the second stage), the execution unit 22 outputs a control command to the notification device 50 to notify the rider of the stopping distance predicted under the current control. The execution unit 22 outputs a control command to the notification device 50 to notify the rider of the target T that is set in the second positional relationship adjustment operation (particularly the second stage).
• the execution unit 22 displays the diagonally forward vehicle FD in the second stage as if it were set as the target T. In this display, the execution unit 22 displays the diagonally forward vehicle FD in a manner (e.g., color, brightness, etc.) different from the state in which the diagonally forward vehicle FD is actually set as the target T.
• a manner e.g., color, brightness, etc.
• Fig. 7 is a diagram showing the operation flow of the control device of the rider support system according to the embodiment of the present invention.
• the control device 20 executes the operation flow shown in FIG. 7 while the vehicle 100 is traveling.
• step S101 the acquisition unit 21 acquires positional relationship information, which is actual measurement information of the positional relationship between the vehicle 100 and the target D, while the vehicle 100 is traveling in a group driving mode in which a plurality of saddle-type vehicles 300 including the vehicle 100 travel in a group, in a state in which the group driving mode is enabled.
• the acquisition unit 21 also acquires various information as necessary.
• step S102 the execution unit 22 causes the host vehicle 100 to execute a first positional relationship adjustment operation when the group driving mode is disabled.
• the execution unit 22 causes the host vehicle 100 to execute a second positional relationship adjustment operation when the group driving mode is enabled.
• the execution unit 22 executes an operation to adjust the positional relationship between the host vehicle 100 and the diagonally forward vehicle FD based on actual measurement information of the positional relationship between the host vehicle 100 and the diagonally forward vehicle FD measured in the first stage.
• the execution unit 22 does not execute an operation to adjust the positional relationship between the host vehicle 100 and the diagonally forward vehicle FD based on actual measurement information of the positional relationship between the host vehicle 100 and the diagonally forward vehicle FD measured in the second stage.
• the execution unit 22 does not execute an operation to adjust the positional relationship between the own vehicle 100 and the diagonally forward vehicle FD based on the actual measurement information of the positional relationship between the own vehicle 100 and the diagonally forward vehicle FD measured in the second stage.
• the positional relationship between the vehicle 100 and the diagonally forward vehicle FD is appropriately controlled in the first stage of the automatic deceleration process, so that a positional relationship adjustment operation that is unlikely to disrupt the group traveling formation can be performed.
• the control device 20 needs to bring the positional relationship between the host vehicle 100 and the diagonally forward vehicle FD closer in the traveling direction or the longitudinal direction of the vehicle body so that the host vehicle 100 can stop or slow down on the side of the diagonally forward vehicle FD, it is possible to prevent the host vehicle 100 from behaving in an inappropriate manner due to the difficulty in acquiring information about the surrounding environment to the side of the host vehicle 100 using a device for acquiring information about the surrounding environment diagonally forward of the host vehicle 100 (e.g., the surrounding environment detection device 11, the communication device 14, etc.).
• a device for acquiring information about the surrounding environment diagonally forward of the host vehicle 100 e.g., the surrounding environment detection device 11, the communication device 14, etc.
• the rear vehicle B from which surrounding environment information is acquired in the second positional relationship adjustment operation is another saddle-ride type vehicle 300A that is rearward (behind or diagonally rearward) of the host vehicle 100 and travels in a group with the host vehicle 100.
• the rear vehicle B may be another vehicle 200 traveling behind the host vehicle 100, that is, a vehicle of a type different from the saddle-ride type vehicle.
• 1 Rider support system ! 1 Surrounding environment detection device, 1 1 a, 1 1 b Detection unit, 1 2 Vehicle behavior detection device, 1 3 Setting input device, 1 4 Communication device, 1 5 Positioning device, 2 ⁇ Control device, 2 1 Acquisition unit, 2 2 Execution unit, 3 ⁇ Braking device, 4 ⁇ Driving device, 5 ⁇ Notification device, 1 0 0 Vehicle, 2 0 0 Other vehicles, 3 0 0, 3 0 0 A Saddle-type vehicle, T Target, F D Vehicle diagonally ahead, B Vehicle behind, R a, R b Detection range, L Travel lane, V L 1, V L 2 Vehicle train, S Stop line.

Landscapes

• Engineering & Computer Science (AREA)
• Automation & Control Theory (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Traffic Control Systems (AREA)

Priority Applications (1)

Applications Claiming Priority (2)

Publications (1)

Family

ID=91829717

Family Applications (1)

Country Status (2)

Citations (5)

• 2024
  • 2024-06-04 JP JP2025529344A patent/JPWO2025003799A1/ja active Pending
  • 2024-06-04 WO PCT/IB2024/055422 patent/WO2025003799A1/ja not_active Ceased

Patent Citations (5)

Also Published As

Similar Documents

Legal Events