Motorcycle driver assistance systems

Abstract

A motorcycle driving assistance system is provided, which can mitigate damage to the vehicle caused by a collision and prevent secondary accidents caused by the vehicle leaving its driving lane. The motorcycle driving assistance system (1) of the present invention includes: an external sensor unit (2) for identifying the road conditions ahead of the vehicle; a collision risk determination unit (62) for determining the level of collision risk between the vehicle and an object ahead of the vehicle based on the identification result of the external sensor unit (2); an automatic braking control unit (61) for automatically braking the automatic braking device (83) according to the determination result of the collision risk determination unit (62); and a departure risk determination unit (64) for determining the level of departure risk of the vehicle leaving its driving lane when automatic braking is performed. If the departure risk is determined to be high, the automatic braking control unit (61) stops the execution of automatic braking.

Description

Technical Field

[0001] This invention relates to a motorcycle driving assistance system. More specifically, it relates to a motorcycle driving assistance system that performs automatic braking based on the risk of collision between the motorcycle and an object in front of it. Background Technology

[0002] Most four-wheeled passenger cars are equipped with a collision damage mitigation braking system (hereinafter also known as "Autonomous Emergency Braking (AEB) system"). The so-called AEB system refers to a device that automatically operates the brakes to avoid a collision between the vehicle and an obstacle in front of it, or to reduce the collision speed.

[0003] In motorcycles, AEB (Automatic Emergency Braking) devices can reduce collision speed and mitigate collision damage, so research on integrating AEB devices into motorcycles has been ongoing in recent years. However, depending on the rider's posture when the automatic brakes are engaged, rollovers are possible. The likelihood of a rollover is particularly high when the automatic brakes are engaged during cornering.

[0004] Patent Document 1 discloses a technique that modulates the braking force generated by automatic braking based on the motorcycle's roll angle. In the motorcycle shown in Patent Document 1, the risk of rollover caused by automatic braking, as described above, is mitigated by reducing the braking force as the roll angle increases.

[0005] [Previous Technical Documents]

[0006] (Patent Documents)

[0007] Patent Document 1: Japanese Patent Application Publication No. 2021-2328 Summary of the Invention

[0008] [The problem the invention aims to solve]

[0009] However, while Patent Document 1 considers mitigating the risk of motorcycle rollover caused by automatic braking, it does not address the risk of the motorcycle veering off the curb or into the oncoming lane due to automatic braking. When a vehicle veers off its lane, a secondary accident may occur. For example, at or near a curve, depending on the speed and the curvature of the curve, even when the automatic braking is engaged while the vehicle is upright, the aforementioned risk of veering off may increase.

[0010] Furthermore, in situations where a central divider exists, such as on dedicated motorway roads including highways, the risk of detachment decreases. In such cases, it is generally considered preferable to activate automatic braking to reduce the collision speed.

[0011] The purpose of this invention is to provide a driving assistance system for motorcycles that can reduce damage to the vehicle caused by a collision, while avoiding secondary accidents caused by the vehicle moving out of its driving lane.

[0012] [Technical means to solve the problem]

[0013] (1) The motorcycle driving assistance system of the present invention (e.g., driving assistance system 1 described later) is characterized by comprising: a road condition recognition means (e.g., external sensor unit 2 described later) for recognizing the road condition in front of the vehicle; an automatic braking control means (e.g., automatic braking control unit 61 described later) for automatically braking an automatic braking device (e.g., braking device 83 described later) based on the level of collision risk between the vehicle and an object in front of the vehicle obtained based on the recognition result of the aforementioned road condition recognition means; and an escape risk determination means (e.g., escape risk determination unit 64 described later) for determining the level of escape risk that the vehicle will escape from the vehicle's driving lane when the aforementioned automatic braking is performed; if the escape risk is high, the aforementioned automatic braking control means stops the execution of the aforementioned automatic braking.

[0014] (2) Preferably, the aforementioned driving assistance system further includes a notification means (e.g., the driver notification unit 65, the human machine interface (HMI) 4 described later), which notifies the driver of information related to the aforementioned collision risk and information indicating that the execution of the aforementioned automatic braking has been stopped when the aforementioned escape risk determination means determines that the aforementioned escape risk is high.

[0015] (3) Preferably, the aforementioned driving assistance system further includes: a driving environment determination means (e.g., the driving environment determination unit 63, external sensor unit 2, vehicle sensor unit 3, and navigation device 5 described later), which determines whether the vehicle is turning or whether the vehicle is in front of a curve; when it is determined that the vehicle is turning or whether the vehicle is in front of a curve, the aforementioned escape risk determination means determines the level of the escape risk.

[0016] (4) Preferably, the aforementioned driving assistance system further includes: an uprighting guidance means (e.g., the uprighting guidance unit 66, the automatic uprighting device 85, and the HMI 4 described later), which, when the aforementioned escape risk determination means determines that the escape risk is low, urges the driver to perform an uprighting operation to make the vehicle upright or automatically performs the aforementioned uprighting operation; after the aforementioned uprighting guidance means urges the driver to perform the aforementioned uprighting operation or the aforementioned uprighting guidance means automatically performs the aforementioned uprighting operation, the aforementioned automatic braking control means executes the aforementioned automatic braking.

[0017] (5) Preferably, the aforementioned driving assistance system further includes: a collision avoidance operation detection means (e.g., the driver operation detection unit 67, driving operation component 81, and braking device 83 described later), which detects the driver's collision avoidance operation after determining that the aforementioned collision risk is high; and when the aforementioned collision avoidance operation is detected by the aforementioned collision avoidance operation detection means, the aforementioned automatic braking control means stops the execution of the aforementioned automatic braking.

[0018] (The effect of the invention)

[0019] (1) In the driving assistance system of the present invention, the automatic braking control means performs automatic braking based on the level of collision risk between the vehicle and an object in front of the vehicle, obtained from the recognition result of the road conditions ahead of the vehicle. Therefore, when the collision risk between the vehicle and the object is high, the collision speed can be reduced, thus mitigating the damage to the vehicle caused by the collision. Furthermore, the driving assistance system includes an escape risk determination means that determines the level of escape risk of the vehicle leaving its driving lane when automatic braking is performed. If the escape risk is high, the automatic braking control means stops the execution of automatic braking. Therefore, when the probability of the vehicle leaving its driving lane is high when automatic braking is performed, the execution of automatic braking can be stopped, and the driver can be entrusted with collision avoidance or braking operations, thus preventing secondary accidents caused by the vehicle leaving its driving lane.

[0020] (2) The driving assistance system of the present invention includes: a notification means that, when the driver determines that the risk of collision is high and therefore stops the execution of automatic braking, notifies the driver of information related to the collision risk and information indicating that the execution of automatic braking has been stopped. Thus, the driver is informed that the automatic braking is not working, allowing the driver to perform optimal collision avoidance and braking operations.

[0021] (3) In the driving assistance system of the present invention, when it is determined that the vehicle is turning or that the vehicle is located at the edge of a curve, the risk of departure is determined by the risk assessment means. When the vehicle is not turning and is not located at the edge of a curve, the probability of the vehicle leaving the vehicle's lane is low, and no assessment is required. Therefore, according to the present invention, the situation where automatic braking is stopped due to a misjudgment of the risk of departure can be avoided.

[0022] (4) In the driving assistance system of the present invention, when the vehicle is turning or its position is close to a curve, the escape risk determination means determines the level of escape risk. If the escape risk is determined to be low, the uprighting guidance means urges the driver to perform an uprighting operation to straighten the vehicle or automatically performs the uprighting operation. After urging the driver to perform the uprighting operation or automatically performing the uprighting operation, the automatic braking control means executes automatic braking. Thus, when the escape risk is low, automatic braking can be performed on the basis of straightening the vehicle, so automatic braking can be performed safely to prevent rollover.

[0023] (5) In the driver assistance system of the present invention, after a high collision risk is determined, the collision avoidance operation detection means detects the driver's collision avoidance operation. If the driver's collision avoidance operation is detected, the automatic braking control means stop the execution of automatic braking. Thus, the optimal collision avoidance operation and braking operation based on the driver's intention can be delegated, thereby avoiding a collision or mitigating the damage caused by a collision. Attached Figure Description

[0024] Figure 1 This is a schematic diagram illustrating the structure of a motorcycle driving assistance system according to one embodiment of the present invention.

[0025] Figure 2A This is a flowchart (one of the flowcharts) illustrating the specific sequence of braking control processes performed by the driver assistance control device to mitigate collision damage.

[0026] Figure 2B This is a flowchart illustrating the specific sequence of collision damage mitigation braking control processes performed by the driver assistance control device (Part Two). Detailed Implementation

[0027] Hereinafter, the structure of a motorcycle driving assistance system according to an embodiment of the present invention will be described with reference to the drawings.

[0028] Figure 1 This diagram illustrates the structure of the driving assistance system 1 according to this embodiment. The driving assistance system 1 is mounted on a motorcycle (not shown). Furthermore, the motorcycle's drive source can be an internal combustion engine, a rotary electric motor, or a combination thereof. Additionally, the rotary electric motor's power source can be a secondary battery, a capacitor, or a fuel cell.

[0029] The driving assistance system 1 assists the driver in safely driving the motorcycle. The following describes the collision damage mitigation braking function, which uses automatic operation of the braking device to avoid collisions or reduce collision damage, among the various driving assistance functions implemented by this driving assistance system 1.

[0030] The driver assistance system 1 includes: an external sensor unit 2, a vehicle sensor unit 3, a human-machine interface (HMI) 4 (hereinafter referred to as "HMI 4"), a navigation device 5, a driver assistance control device 6, a driving operation device 81, a driving force output device 82, a braking device 83, and an automatic uprighting device 85. These devices are interconnected via multiplexed communication lines such as Controller Area Network (CAN) communication lines, serial communication lines, or wireless communication networks.

[0031] The external sensor unit 2 consists of a camera unit 21, a lidar unit 22, a radar unit 23, and an external identification device 24.

[0032] Camera unit 21 includes a digital camera utilizing a solid-state imaging element such as a charge-coupled device (CCD) or complementary metal-oxide-semiconductor (CMOS). LiDAR unit 22 includes a LiDAR (Light Detection and Ranging) unit that detects objects by measuring scattered light from an object irradiated with a pulsed laser. Radar unit 23 includes a millimeter-wave radar that detects objects by measuring reflected waves from an object irradiated with millimeter waves. Furthermore, these camera units 21, LiDAR unit 22, and radar unit 23 are mounted on the motorcycle at any location facing forward, such as on the windshield or rearview mirror.

[0033] The external identification device 24 is a computer that identifies the position, type, speed, and other conditions (hereinafter collectively referred to as "road conditions") of the road or objects in front of the vehicle by performing sensor fusion processing on some or all of the detection results from the camera unit 21, the lidar unit 22, and the radar unit 23. The external identification device 24 sends its identification results, for example, to the driver assistance control device 6.

[0034] The vehicle sensor unit 3 includes a vehicle speed sensor for detecting the vehicle's speed and a five-axis or six-axis inertial measurement unit (IMU). The IMU detects the angles or angular velocities and accelerations of three axes (roll axis, pitch axis, and yaw axis) of the vehicle's body. The detection signals from the vehicle sensor unit 3 are, for example, sent to the driver assistance control unit 6.

[0035] HMI 4 provides various information to the occupants of the vehicle and accepts their input operations. HMI 4 includes various display devices, speakers, buzzers, touch screens, switches, and keys.

[0036] The navigation device 5 includes, for example, a GNSS receiver that determines the vehicle's current location based on signals received from Global Navigation Satellite System (GNSS) satellites, and a storage device for storing map information. The navigation device 5 sends information related to the vehicle's current location and map information of the current location to the driver assistance control device 6.

[0037] The driving controls 81 include: an accelerator lever and brake lever operated by the driver during acceleration and deceleration; a clutch lever and gear shift pedal operated by the driver during gear shifting; a steering wheel operated by the driver during turning; and multiple control sensor units that detect the amount and presence of these operations. The detection signals from these control sensor units are sent to the driving assistance control unit 6.

[0038] The driving force output device 82 outputs the driving force used to propel the vehicle to the drive wheels. The driving force output device 82 includes a driving force source such as an internal combustion engine or a rotary electric motor, a transmission, and an electronic control unit, etc. The electronic control unit controls these driving force sources and the transmission based on the command signals sent from the driving assistance control device 6, and generates acceleration and deceleration corresponding to the commands.

[0039] The braking device 83 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and an electronic control unit, wherein the electronic control unit controls the electric motor based on command signals sent from the driving assistance control device 6 and generates braking force corresponding to the command.

[0040] The automatic uprighting device 85 automatically performs the uprighting operation to make the vehicle upright based on the command signal sent from the driver assistance control device 6. This automatic uprighting device 85 may use, for example, an automatic steering device that automatically operates the vehicle's steering mechanism, or a mechanism described in the applicant's Japanese Patent No. 6081238.

[0041] The driver assistance control unit 6 is a computer that performs controls related to driver assistance functions. The driver assistance control unit 6 includes an automatic braking control unit 61, a collision risk assessment unit 62, a driving environment assessment unit 63, an escape risk assessment unit 64, a driver notification unit 65, an upright guidance unit 66, and a driver operation detection unit 67, and serves as a module for realizing one of the multiple driver assistance functions, namely the collision damage mitigation braking function.

[0042] The automatic braking control unit 61 executes or stops automatic braking of the automatic braking device 83 based on the judgment results of the collision risk determination unit 62, the driving environment determination unit 63, and the escape risk determination unit 64, as well as the detection results of the driver operation detection unit 67. Furthermore, if the collision speed cannot be sufficiently reduced by the driver's braking operation of the braking device 83 alone, the automatic braking control unit 61 executes assist braking to increase the braking force of the braking device 83 by assisting in the operation of the braking device 83.

[0043] The collision risk assessment unit 62 determines the level of collision risk between the vehicle and an object in front of it based on the road condition recognition results from the external recognition device 24. Furthermore, in addition to the road condition recognition results, the collision risk assessment unit 62 can also combine the detection results from the vehicle sensor unit 3 in its collision risk assessment. The assessment results from the collision risk assessment unit 62 are sent to the automatic braking control unit 61, the driver notification unit 65, and the driver operation detection unit 67.

[0044] The driving environment determination unit 63 determines whether the vehicle is turning or whether its position is near a curve. The driving environment determination unit 63 determines whether the vehicle is turning or whether its position is near a curve based on all, any, or a combination of the following: the road condition recognition result from the external recognition device 24, the detection result from the vehicle sensor unit 3, and the vehicle's position information and map information sent from the navigation device 5. The determination result of the driving environment determination unit 63 is sent to the automatic braking control unit 61 and the escape risk determination unit 64.

[0045] The risk of separation is determined by the separation risk assessment unit 64, which assesses the risk of the vehicle separating from its driving lane when automatic braking is performed by the automatic braking control unit 61. Here, "outside the driving lane" includes, for example, the driving lane adjacent to the vehicle's driving lane, in addition to the oncoming lane and pedestrian crossing. The separation risk assessment unit 64 preferably determines the risk of separation based on, for example, all or a combination of, the results of road condition recognition, the detection results of the vehicle sensor unit 3, and the vehicle's location information and map information sent from the navigation device 5, taking into account the presence or absence of objects dividing the vehicle's driving lane, such as a median strip or guardrail. That is, the risk of separation is lower when an object dividing the vehicle's driving lane exists, and higher when no such object exists. Furthermore, since the risk of separation increases when the vehicle is turning or when it is about to enter a curve, the separation risk determination unit 64 preferably determines the level of risk of the vehicle leaving its lane when the driving environment determination unit 63 determines that the vehicle is turning or when it is about to enter a curve. The determination result of the separation risk determination unit 64 is sent to the automatic braking control unit 61 and the driver notification unit 65.

[0046] During driving, the driver notification unit 65 notifies the driver of various information via the HMI 4. More specifically, when the collision risk assessment unit 62 determines that the collision risk is high, the driver notification unit 65 uses the HMI 4 to execute a forward collision warning or notify the driver of information related to whether automatic braking can be performed.

[0047] The uprighting guidance unit 66, when the escape risk assessment unit 64 determines that the escape risk is low and before the automatic braking control unit 61 executes automatic braking, urges the driver to perform an uprighting operation, or automatically performs the uprighting operation. More specifically, the uprighting guidance unit 66 urges the driver to perform the uprighting operation, for example, by displaying a message urging uprighting operation or illuminating a warning light via the HMI 4. Alternatively, the uprighting guidance unit 66 can automatically perform the uprighting operation using the automatic uprighting device 85 by sending a command signal to the automatic uprighting device 85.

[0048] After the collision risk assessment unit 62 determines that the collision risk is high, the driver operation detection unit 67 detects the driver's collision avoidance operations and upright driving operations. Here, collision avoidance operations include steering operations by the driver to avoid a collision with an object that is suspected of being collided with, and braking operations to reduce the collision speed relative to that object. The driver operation detection unit 67 detects the driver's collision avoidance operations, for example, based on detection signals from operation sensor sensors sent from the driving operation unit 81. The detection result of the driver operation detection unit 67 is sent to the automatic braking control unit 61.

[0049] Figure 2A and Figure 2B It is a flowchart illustrating the specific sequence of collision damage mitigation braking control processes performed by the driver assistance control device 6. Figure 2A and Figure 2B The steps shown are implemented by the driving assistance control device 6 executing a computer program stored in a storage element (device) not shown, during the motorcycle's operation.

[0050] In step ST1, the driver assistance control device 6 acquires the recognition result of the external recognition device 24 on the road condition in front of the vehicle and proceeds to step ST2. In step ST2, the collision risk determination unit 62 determines whether the collision risk between the vehicle and an object in front of the vehicle is high based on the road condition recognition result acquired in step ST1. If the collision risk determination unit 62 determines that the collision risk is high (YES) in step ST2, it proceeds to step ST3; if the determination result is low (NO) in step ST2, it returns to step ST1.

[0051] In step ST3, the driving environment determination unit 63 determines whether the vehicle is turning. If the determination result in step ST3 is yes, the driving environment determination unit 63 proceeds to step ST11; if the determination result in step ST3 is no, it proceeds to step ST4. In step ST4, the driving environment determination unit 63 determines whether the vehicle is near a curve. If the determination result in step ST4 is yes, the driving environment determination unit 63 proceeds to step ST12; if the determination result in step ST4 is no, it proceeds to step ST5.

[0052] In step ST5, the driver notification unit 65 uses HMI 4 to execute a forward collision warning, notifying the driver that there is an object in front of the vehicle that may collide with it, and then proceeds to step ST6.

[0053] In step ST6, the automatic braking control unit 61 determines whether the driver's collision avoidance operation has been detected by the driver operation detection unit 67. If the determination result in step ST6 is negative, the automatic braking control unit 61 proceeds to step ST7. In step ST7, the automatic braking control unit 61 performs automatic braking and ends the process. Figure 2A and Figure 2B The process is as shown. As described above, the driver assistance control device 6 performs automatic braking when it is determined that the collision risk is high, the vehicle is not turning, the vehicle is not in front of the curve, and no collision avoidance operation by the driver is detected.

[0054] On the other hand, if the determination result in step ST6 is yes, that is, if the driver's collision avoidance operation is detected, the automatic braking control unit 61 determines that automatic braking is not required (refer to step ST8) and ends. Figure 2A and Figure 2B The process is as shown. That is, after determining that the collision risk is high and detecting the driver's collision avoidance operation, the driver assistance control device 6 stops the execution of automatic braking. In addition, in this case, the automatic braking control unit 61 may also stop the execution of automatic braking and perform auxiliary braking to assist the driver's braking operation as needed.

[0055] On the other hand, if the determination result in step ST3 is yes, that is, if the driving environment determination unit 63 determines that the vehicle is turning, the escape risk determination unit 64 calculates the vehicle's direction of travel and travel distance after the vehicle body in the turning posture is uprighted and automatic braking is performed, thereby presuming the escape risk of the vehicle leaving the vehicle's driving lane (see step ST11).

[0056] Furthermore, if the determination result in step ST4 is yes, that is, if the driving environment determination unit 63 determines that the vehicle's position is near a curve, the escape risk determination unit 64 calculates the vehicle's direction of travel and travel distance if automatic braking is immediately applied, thereby estimating the escape risk of the vehicle escaping outside its driving lane (see step ST12). In addition, in estimating the escape risk in these steps ST11 and ST12, the escape risk determination unit 64 preferably considers whether there are any objects such as a central divider or guardrail preventing the vehicle from escaping in front of the vehicle's direction of travel when automatic braking is applied.

[0057] In step ST13, the escape risk determination unit 64, based on the presumption result in step ST11 or step ST12, determines whether the risk of the vehicle escaping outside its driving lane is high if automatic braking is performed. If the determination result in step ST13 is yes, that is, if the probability of the vehicle escaping outside its driving lane is high if automatic braking is performed, the escape risk determination unit 64 proceeds to step ST14 in order to stop the execution of automatic braking.

[0058] In step ST14, the driver notification unit 65 uses HMI 4 to execute a forward collision warning, notifying the driver that there is an object in front of the vehicle that may collide with it. It also uses HMI 4 to inform the driver that automatic braking cannot be performed, and then terminates the process. Figure 2A and Figure 2B The process is as shown. As described above, the driver assistance control device 6 stops automatic braking when it determines that the risk of collision is high, the vehicle is turning, or the vehicle is near a curve, and further determines that the risk of escape would increase if automatic braking were performed. Additionally, at this time, the driver notification unit 65, in the case where automatic braking is stopped due to a high risk of escape, activates a forward collision warning and notifies the driver via the HMI 4 that automatic braking has been stopped.

[0059] On the other hand, if the determination result in step ST13 is negative, that is, if the escape risk determination unit 64 determines that the escape risk is low, the escape risk determination unit 64 transfers the processing to step ST15. In step ST15, in order to perform automatic braking while the vehicle is upright, the uprighting guide unit 66 displays a message urging the driver to perform an uprighting operation via the HMI 4.

[0060] In step ST16, the automatic braking control unit 61 determines whether the driver's uprighting action has been detected by the driver operation detection unit 67. If the determination result in step ST16 is yes, that is, if the driver's uprighting action is detected, the automatic braking control unit 61 determines that automatic braking is not required (refer to step ST8) and ends the process. Figure 2A and Figure 2B The process is as shown. As described above, the driver assistance control device 6 stops the execution of automatic braking when it determines that the risk of collision is high, the vehicle is turning, or the vehicle is about to enter a curve, the risk of escape is low, and the driver's upright operation is detected. Furthermore, in this situation, the automatic braking control unit 61 may also stop the execution of automatic braking and, as needed, perform auxiliary braking to assist the driver's braking operation.

[0061] On the other hand, if the determination result in step ST16 is negative, the automatic braking control unit 61 proceeds to step ST17. In step ST17, after the automatic uprighting device 85 automatically performs the uprighting operation, the uprighting guide unit 66 proceeds to step ST6. As described above, in the driver assistance control device 6, if it is determined that the collision risk is high, the vehicle is turning, or the vehicle is near a curve and the risk of escape is low, the automatic braking is performed after prompting the driver to perform an uprighting operation or automatically performing the uprighting operation.

[0062] The motorcycle driving assistance system 1 according to this embodiment has the following effects.

[0063] (1) In the driver assistance system 1, the driver assistance control device 6, based on the recognition result of the road conditions in front of the vehicle, determines the level of collision risk between the vehicle and an object in front of the vehicle, and performs automatic braking according to the collision risk determination result. Therefore, when the collision risk between the vehicle and an object is high, the collision speed can be reduced, thus mitigating the damage to the vehicle caused by the collision. Furthermore, the driver assistance system 1 includes an escape risk determination unit 64, which determines the level of escape risk of the vehicle leaving its driving lane when automatic braking is performed. If the escape risk is determined to be high, the automatic braking control unit 61 stops the execution of automatic braking. Therefore, when the possibility of the vehicle leaving its driving lane is high when automatic braking is performed, the execution of automatic braking can be stopped, and the driver can be entrusted with collision avoidance or braking operations, thus preventing secondary accidents caused by the vehicle leaving its driving lane.

[0064] (2) The driver assistance system 1 includes a driver notification unit 65, which, when the system determines that the risk of collision is high and therefore stops the execution of automatic braking, executes a forward collision warning and notifies the driver via the HMI 4 that the execution of automatic braking has been stopped. This informs the driver that the automatic braking is not working, allowing the driver to perform optimal collision avoidance and braking maneuvers.

[0065] (3) In the driver assistance system 1, when it is determined that the vehicle is turning or that the vehicle is located at the edge of a curve, the escape risk determination unit 64 determines the level of escape risk. When the vehicle is not turning and its location is not at the edge of a curve, the possibility of the vehicle leaving its lane is low, and no determination is required. Therefore, according to the driver assistance system 1, the automatic braking operation can be stopped due to a misjudgment of escape risk.

[0066] (4) In the driver assistance system 1, when the vehicle is turning or is about to enter a curve, the escape risk determination unit 64 determines the level of escape risk. If the escape risk is determined to be low, the uprighting guidance unit 66 prompts the driver to perform an uprighting operation to straighten the vehicle or performs the uprighting operation automatically. After prompting the driver to perform the uprighting operation or performing the uprighting operation automatically, the automatic braking control unit 61 executes automatic braking. Thus, when the escape risk is low, automatic braking can be performed while the vehicle is upright, so automatic braking can be performed safely to prevent rollover.

[0067] (5) In the driver assistance system 1, after a high collision risk is determined, the driver operation detection unit 67 detects the driver's collision avoidance operation. If the driver's collision avoidance operation is detected, the automatic braking control unit 61 stops the execution of automatic braking. Thus, the optimal collision avoidance operation and braking operation based on the driver's intention can be delegated, thereby avoiding a collision or mitigating the damage caused by a collision.

[0068] The above description pertains to one embodiment of the present invention, but the invention is not limited thereto. Appropriate modifications to the structural details are also possible within the scope of the invention's intent.

[0069] Figure Labels

[0070] 1: Driving assistance system

[0071] 2: External sensor unit (road condition recognition method, driving environment determination method)

[0072] 3: Vehicle sensor unit (method for determining driving environment)

[0073] 4: HMI (Hypermanent Management System, Notification System)

[0074] 5: Navigation device (method for determining driving environment)

[0075] 6: Driver assistance control devices

[0076] 61: Automatic Braking Control Unit (Automatic Braking Control Method)

[0077] 62: Collision Risk Assessment Department

[0078] 63: Driving Environment Determination Department (Driving Environment Determination Methods)

[0079] 64: Detachment from the Risk Assessment Department (Detachment from Risk Assessment Methods)

[0080] 65: Driver Notification Department (Notification Methods)

[0081] 66: Upright guidance unit (upright guidance method)

[0082] 67: Driver Operation Detection Department (Collision Avoidance Operation Detection Methods)

[0083] 81: Driving controls (collision avoidance operation detection methods)

[0084] 82: Driving force output device

[0085] 83: Braking system (braking system, collision avoidance operation detection methods)

[0086] 85: Automatic uprighting device (uprighting guidance method)

Claims

1. A motorcycle driving assistance system, comprising: Road condition recognition methods to identify the road conditions ahead of the vehicle; and, The automatic braking control means, based on the level of collision risk between the vehicle and the object in front of the vehicle obtained from the recognition results of the aforementioned road condition recognition means, executes automatic braking by automatically operating the braking device. The motorcycle's driver assistance system is characterized in that it further includes: The risk assessment method determines the level of risk of the vehicle leaving its lane if the aforementioned automatic braking is performed after the vehicle body in a turning posture is straightened, or if the aforementioned automatic braking is performed immediately when the vehicle's position is determined to be near a curve. In cases where the risk of separation is high, the aforementioned automatic braking control measures shall cease the execution of the aforementioned automatic braking.

2. The motorcycle driving assistance system according to claim 1, further comprising: The notification method shall notify the driver of information related to the aforementioned collision risk and information indicating that the execution of the aforementioned automatic braking has been stopped when the aforementioned exit risk assessment method determines that the aforementioned exit risk is high.

3. The motorcycle driving assistance system according to claim 1 or 2, further comprising: Driving environment determination method, determining whether the vehicle is turning or the vehicle's position is near a curve; When it is determined that the vehicle is turning or that the vehicle is located at the edge of a curve, the aforementioned risk assessment method determines the level of risk of escape.

4. The motorcycle driving assistance system according to claim 3, further comprising: The upright guidance means that, when the aforementioned risk of disengagement is determined to be low by the aforementioned risk assessment means, the driver is urged to perform an uprighting operation to make the vehicle upright or the aforementioned uprighting operation is performed automatically. After the driver is prompted to perform the aforementioned upright operation by the aforementioned upright guidance means or after the aforementioned upright operation is performed automatically by the aforementioned upright guidance means, the aforementioned automatic braking control means executes the aforementioned automatic braking.

5. The motorcycle driving assistance system according to claim 4, further comprising: The collision avoidance operation detection method detects the driver's collision avoidance operation after determining that the aforementioned collision risk is high; If the aforementioned collision avoidance operation detection means detects the aforementioned collision avoidance operation, the aforementioned automatic braking control means shall stop the execution of the aforementioned automatic braking.

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