Driving assistance system

Abstract

The problem addressed by the present invention is to provide a driving assistance system capable of informing a rider of a motorcycle capable of traveling on a road shoulder of the presence of a following vehicle at a suitable intensity. In order to solve the problem, this driving assistance system (1) is provided with: a surroundings information acquisition unit (81) that acquires surroundings information pertaining to the state of the surroundings of a host vehicle, which is a motorcycle; a notification object recognition unit (85) that recognizes, as a notification object, a following vehicle that is present in a notification area defined on the rear side of the host vehicle, on the basis of the surrounding information; a notification control unit (86) that performs first notification control for notifying a rider of the vehicle of the presence of a notification object when the notification object is recognized; and a travel route change prediction unit (87) that, on the basis of the surroundings information, predicts execution of a travel route change by the host vehicle during a period in which the notification target is recognized. The notification control unit (86) performs second notification control having a higher notification intensity than the first notification control when the travel route change prediction unit (87) predicts execution of the travel route change while the first notification control is being performed.

Description

Technical Field

[0001] The present invention relates to a driving assistance system, and more particularly to a driving assistance system having a function of notifying a passenger of the presence of another vehicle behind or to the side of the passenger's vehicle. Background Art

[0002] In recent years, efforts have been made to provide access to a sustainable transportation system that also takes into account the disadvantaged among traffic participants. To achieve this goal, research and development is being conducted to further improve traffic safety and convenience through research and development related to various driver assistance functions.

[0003] The vehicle control device described in Patent Document 1 can display a specific image on a part of the mirror surface of the door mirror to prompt the occupant to identify other vehicles approaching the vehicle when the vehicle control device recognizes that there are other vehicles in a specific area defined behind the vehicle based on information obtained by a camera or radar. This driving assistance function is also called a blind spot information (BSI) function.

[0004] In recent years, a BSI function that performs notification in two stages has also been known. In this case, when another vehicle approaching the rear side of the vehicle is first recognized, a weak notification is performed, and then, when the occupant of the vehicle operates the direction indicator and thereby indicates the intention to change lanes, a strong notification is performed. This can prevent the occupant from changing lanes to the side of the other vehicle without recognizing the presence of the other vehicle approaching from the rear side.

[0005] [Prior Technical Literature]

[0006] (Patent Document)

[0007] Patent Document 1: Japanese Patent Application Publication No. 2019-49774 Summary of the invention

[0008] [Problems to be solved by the invention]

[0009] Figure 8 2 is a diagram showing a state in which a motorcycle, namely, a host vehicle V, traveling on a single-sided two-lane road 200, is about to overtake a preceding vehicle Va, which is a four-wheeled vehicle. Figure 8 , a situation is shown in which a following vehicle Vb, which is a motorcycle, is traveling to the rear side of the host vehicle V and on the shoulder 209 of the road 200 .

[0010] like Figure 8 As shown, motorcycles (e.g. Figure 8The vehicle V and the following vehicle Vb in the figure) and the four-wheeled vehicle (for example, Figure 8 Compared with the preceding vehicle Va), the vehicle is narrower and lighter, so it can travel on the shoulder 209. Figure 8 As shown by the arrow in FIG. 2 , the motorcycle vehicle V can overtake the preceding vehicle Va from the road shoulder 209. However, due to Figure 8 The overtaking action of the host vehicle V as shown is not a lane change, and therefore the occupant of the host vehicle V may change the course toward the road shoulder 209 side without operating the turn signal.

[0011] However, in the conventional BSI function, as described above, a strong notification is performed on the condition that the direction indicator is operated. Figure 8 In the example shown, even if the following vehicle Vb is identified as a notification target by the BSI function installed in the host vehicle V, a strong notification is not performed, so the following vehicle Vb traveling on the shoulder 209 may come into contact with the host vehicle V that is about to enter the shoulder 209.

[0012] An object of the present invention is to provide a driving assistance system that can improve traffic safety by notifying a passenger of a vehicle that can travel on a road shoulder of the presence of a following vehicle with an appropriate intensity.

[0013] [Technical means to solve the problem]

[0014] (1) The driving assistance system of the present invention is characterized by comprising: surrounding information acquisition means for acquiring surrounding information related to the state of the surroundings of the host vehicle; notification object recognition means for recognizing other vehicles existing in a notification area specified to the rear side of the host vehicle as notification objects based on the surrounding information; and notification control means for performing first notification control for notifying an occupant of the host vehicle of the existence of the notification object when the notification object is recognized; and route change prediction means for predicting, based on the surrounding information, whether the host vehicle will change its route during the period when the notification object is recognized; and the notification control means for performing second notification control with a higher notification intensity than the first notification control when the route change prediction means predicts that the route change will be executed during the period when the first notification control is performed.

[0015] (2) At this time, it is preferred that the lane change prediction means predicts execution of the lane change when the presence of a movement-causing factor causing movement of the vehicle in the width direction is recognized ahead of the vehicle in the traveling direction based on the surrounding information.

[0016] (3) At this time, it is preferred that the aforementioned driving assistance system also has a driving position determining means, the driving position determining means divides the road on which the aforementioned vehicle is traveling into a shoulder area within a specific width from the width-direction end and a regular driving area adjacent to the shoulder area, and determines the driving position of the aforementioned vehicle on the road, and the aforementioned route change prediction means predicts that the aforementioned vehicle will change its route from the aforementioned shoulder area to the aforementioned regular driving area when the aforementioned driving position is the aforementioned shoulder area and an obstacle that is a factor causing the aforementioned movement is identified as existing in front of the aforementioned vehicle in the direction of travel.

[0017] (4) At this time, it is preferred that the aforementioned driving assistance system further comprises: a driving position determining means for dividing the road on which the aforementioned host vehicle is traveling into a shoulder area within a specific width from the width-direction end and a regular driving area adjacent to the shoulder area, and determining the driving position of the aforementioned host vehicle on the road; and a risk index calculating means for calculating, when there is a preceding vehicle ahead in the traveling direction of the aforementioned host vehicle, a risk index that decreases as the risk of contact between the aforementioned host vehicle and the aforementioned preceding vehicle increases based on the aforementioned surrounding information; and the aforementioned route change predicting means for predicting the execution of the aforementioned route change when the aforementioned driving position is the aforementioned regular driving area, the aforementioned preceding vehicle that is a factor causing the aforementioned movement exists ahead in the traveling direction of the aforementioned host vehicle, and the aforementioned risk index for the aforementioned preceding vehicle is below a specific threshold value.

[0018] (5) At this time, it is preferred that the aforementioned driving assistance system also has a driving position determining means, the said driving position determining means divides the road on which the aforementioned host vehicle is traveling into a shoulder area within a specific width from the width direction end and a regular driving area adjacent to the shoulder area, and determines the driving position of the aforementioned host vehicle on the road, and the aforementioned route change prediction means predicts the execution of the aforementioned route change when the aforementioned driving position is the aforementioned regular driving area, and there are a preceding vehicle and a traffic light in front of the aforementioned host vehicle in the direction of travel, which are factors causing the aforementioned movement, and the display pattern of the aforementioned traffic light represents no entry or stop.

[0019] (6) At this time, it is preferred that the aforementioned driving assistance system also has a driving position determining means, the driving position determining means divides the road on which the aforementioned vehicle is traveling into a shoulder area within a specific width from the width-direction end and a regular driving area adjacent to the shoulder area, and determines the driving position of the aforementioned vehicle on the road, and the aforementioned route change prediction means predicts the execution of the aforementioned route change when the aforementioned driving position is the aforementioned regular driving area, there is a preceding vehicle that is a factor causing the aforementioned movement in front of the aforementioned vehicle in the direction of travel, and the brake lights of the aforementioned preceding vehicle are lit.

[0020] (7) In this case, it is preferred that the aforementioned driving assistance system further includes a driving position determining means, wherein the aforementioned driving position determining means divides the road on which the aforementioned host vehicle is traveling into a shoulder area within a specific width from the width-direction end and a regular driving area adjacent to the shoulder area, and determines the driving position of the aforementioned host vehicle on the road, and the aforementioned route change prediction means predicts the execution of the aforementioned route change when the aforementioned driving position is the aforementioned regular driving area, there is a preceding vehicle that is a factor causing the aforementioned movement in front of the aforementioned host vehicle in the direction of travel, and the direction indicator of the aforementioned preceding vehicle is lit.

[0021] (8) At this time, it is preferable that, when the normal travel area is divided into two or more lanes, the notification target recognition means changes the length of the notification area in the width direction according to the travel position.

[0022] (9) At this time, it is preferred that, when the aforementioned driving position is the aforementioned shoulder area, or when the aforementioned driving position is the lane end of each lane, the aforementioned notification object identification means makes the length of the aforementioned notification area along the width direction shorter than when the aforementioned driving position is the center of each lane.

[0023] (10) At this time, it is preferred that the aforementioned driving assistance system also has a driving position determining means, and the aforementioned driving position determining means divides the road on which the aforementioned vehicle is traveling into a shoulder area within a specific width from the width-direction end and a regular driving area adjacent to the shoulder area, and determines the driving position of the aforementioned vehicle on the road. When the aforementioned vehicle is within the aforementioned regular driving area and within a specific distance from a line dividing the aforementioned shoulder area and the aforementioned regular driving area for more than a specific time, the aforementioned route change prediction means predicts that the aforementioned vehicle will not change its route from the aforementioned regular driving area to the aforementioned shoulder area.

[0024] (11) At this time, it is preferred that the aforementioned driving assistance system also has a driving position learning means, wherein the aforementioned driving position of the vehicle in the road width direction is learned, and the aforementioned route change prediction means predicts the execution of the aforementioned route change based on the aforementioned surrounding information and the learning result of the aforementioned driving position learning means.

[0025] (12) In this case, it is preferable that the host vehicle is a straddle-type vehicle.

[0026] (Effects of the Invention)

[0027] (1) In the driving assistance system of the present invention, the surrounding information acquisition means acquires surrounding information related to the state of the surroundings of the vehicle, the notification object recognition means recognizes other vehicles existing in the notification area specified on the rear side of the vehicle as notification objects, and the notification control means performs a first notification control to notify the occupants of the vehicle of the existence of the notification object. In addition, the route change prediction means predicts the execution of the route change by the vehicle during the period when the notification object is recognized based on the surrounding information. Here, in the case where the vehicle is a vehicle that can travel on the shoulder of the road, such as a motorcycle, as described above, the occupants of the vehicle sometimes enter and exit the shoulder of the road without operating the turn indicator. In contrast, in the present invention, when the execution of the route change is predicted based on the surrounding information during the period when the first notification control is performed, that is, during the period when the existence of the notification object is recognized, the notification control means performs a second notification control with a higher notification intensity than the first notification control. Therefore, according to the present invention, when the occupants of the vehicle want to change the route without recognizing the existence of the notification object and operating the direction indicator, the notification control means performs the second notification control with high notification intensity. Therefore, the occupants of the vehicle can recognize the existence of the notification object before actually changing the route of the vehicle body, thereby improving traffic safety.

[0028] (2) In the present invention, the route change prediction means predicts the execution of the route change by the host vehicle when the presence of a movement-causing factor that causes the movement of the host vehicle in the width direction is recognized in front of the host vehicle in the traveling direction based on the surrounding information. Thus, according to the present invention, the second notification control can be performed before the body of the host vehicle actually starts the route change action, so that sufficient time can be ensured for the occupant to confirm the surrounding conditions and determine whether the route change can be executed.

[0029] (3) In the present invention, the route change prediction means predicts that the vehicle will change its route from the shoulder area to the normal driving area when the vehicle's driving position is in the shoulder area and an obstacle that is a movement-causing factor is identified as existing in front of the vehicle's traveling direction. Thus, according to the present invention, the second notification control can be performed before the vehicle body actually starts the route change action for avoiding contact with the obstacle in front, so that the occupant can be guaranteed sufficient time to confirm the surrounding conditions and determine whether the route change can be performed.

[0030] (4) In the present invention, the route change prediction means predicts that the vehicle will change its route to avoid contact with the preceding vehicle when the vehicle's driving position is in the normal driving area, there is a preceding vehicle as a movement-causing factor in front of the vehicle in the driving direction, and the risk index for the preceding vehicle is below a specific threshold. Thus, according to the present invention, the second notification control can be performed before the vehicle body of the vehicle actually starts the route change action for avoiding contact with the preceding vehicle, so that sufficient time can be ensured for the occupant to confirm the surrounding conditions and determine whether the route change can be performed.

[0031] (5) In the present invention, the route change prediction means predicts the execution of the route change by the vehicle when the driving position of the vehicle is in the normal driving area, there is a preceding vehicle and a traffic light as a movement-causing factor in front of the vehicle in the direction of travel, and the display state of the traffic light represents no entry or stop. Therefore, according to the present invention, the second notification control can be performed before the body of the vehicle actually starts the route change action for avoiding contact with the preceding vehicle to be stopped, so that sufficient time can be ensured for the occupants to confirm the surrounding conditions and judge whether the route change can be executed.

[0032] (6) In the present invention, the route change prediction means predicts the execution of the route change by the vehicle when the driving position of the vehicle is in the normal driving area, there is a preceding vehicle as a movement-causing factor in front of the vehicle in the traveling direction, and the brake lights of the preceding vehicle are turned on. Therefore, according to the present invention, the second notification control can be performed before the body of the vehicle actually starts the route change action for avoiding contact with the preceding vehicle to be stopped, so that sufficient time can be ensured for the occupant to confirm the surrounding conditions and determine whether the route change can be executed.

[0033] (7) In the present invention, the route change prediction means predicts the execution of the route change by the vehicle when the driving position of the vehicle is in the normal driving area, there is a preceding vehicle as a movement-causing factor in front of the vehicle in the traveling direction, and the direction indicator of the preceding vehicle is lit. Therefore, according to the present invention, the second notification control can be performed before the body of the vehicle actually starts the route change action for avoiding contact with the preceding vehicle whose route is to be changed, so that sufficient time can be ensured for the occupant to confirm the surrounding conditions and determine whether the route change can be executed.

[0034] (8) Here, the case where the road being traveled is a single-sided two-lane road, that is, the road being traveled is divided into a first lane, a second lane, and a shoulder area from the central dividing strip side by at least two dividing lines. It is considered that in such a single-sided two-lane road, the possibility of a vehicle traveling in the shoulder area or the shoulder area of ​​the second lane changing its route to the first lane is lower than the possibility of a vehicle traveling in the center of the second lane changing its route to the first lane. Therefore, if the width direction length of the notification area is equal between the vehicle traveling in the shoulder area or the shoulder area of ​​the second lane and the vehicle traveling in the center of the second lane, the vehicle traveling in the first lane may be identified as a notification object even though the vehicle is traveling in the shoulder area or the shoulder area of ​​the second lane, which may annoy the occupants. Therefore, in the present invention, when there are two or more lanes divided in the normal driving area, the width direction length of the notification area is changed according to the driving position of the vehicle. In this way, it is possible to prevent frequent notifications from causing annoyance to the occupants.

[0035] (9) According to the present invention, when the driving position is the shoulder area or the lane end of each lane, the notification object identification means makes the length of the notification area along the width direction shorter than when the driving position is the center of each lane, thereby preventing frequent notifications from causing passengers to feel annoyed.

[0036] (10) In the present invention, when the vehicle is within the normal driving area and within a specific distance from the line dividing the shoulder area and the normal driving area for a specific time or longer, the route change prediction means determines that the occupant of the vehicle has no intention of entering the shoulder area, and predicts that the vehicle will not change its route from the normal driving area to the shoulder area. Thus, according to the present invention, it is possible to prevent the occupant from being annoyed by the frequent second notification control for the occupant who has no intention of driving in the shoulder area.

[0037] (11) In the present invention, the driving position learning means learns the driving position of the vehicle in the road width direction, and the route change prediction means predicts the execution of the route change based on the surrounding information and the learning result of the driving position learning means. Therefore, according to the present invention, the execution of the route change can be predicted in consideration of the tendency of the past driving position, so that the timing of executing the second notification control can be made suitable for the occupant.

[0038] (12) Compared with four-wheeled vehicles, straddle-type vehicles such as motorcycles and baby carriages are narrower and lighter, and therefore may enter or exit the road shoulder without operating the direction indicator. Therefore, according to the present invention, the first and second notification controls can be performed on such straddle-type vehicles according to the above-mentioned process, thereby improving traffic safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 This is a diagram showing the configuration of a driving assistance system according to an embodiment of the present invention.

[0040] Figure 2A This is a diagram showing an example of display of a warning image when another vehicle reflected on the mirror surface of the right rearview mirror is a notification target.

[0041] Figure 2B It is a schematic diagram to illustrate Figure 2A FIG. 4 is a diagram showing a situation where a warning image flashes.

[0042] Figure 3 This is a diagram showing an example of the drivable range determined by the driving position determination unit.

[0043] Figure 4A The figure schematically shows the structure of the right-side notification area and the left-side notification area divided and formed when the vehicle is traveling near the center of the second lane on a one-way two-lane road.

[0044] Figure 4B The figure schematically shows the structure of the right-side notification area and the left-side notification area divided and formed when the vehicle is traveling on the second lane of a one-way two-lane road close to the second dividing line.

[0045] Figure 4C The figure schematically shows the structure of the right-side notification area and the left-side notification area divided and formed when the vehicle is traveling on the second lane of a one-way two-lane road close to the first dividing line.

[0046] Figure 5A The diagram schematically shows the structure of the right-side notification area and the left-side notification area divided and formed when the vehicle is traveling near the center of the second lane on a single-side three-lane road.

[0047] Figure 5B The figure schematically shows the structure of the right-side notification area and the left-side notification area divided and formed when the vehicle is traveling on the second lane of a single-side three-lane road close to the second dividing line.

[0048] Figure 5C The figure schematically shows the structure of the right-side notification area and the left-side notification area divided and formed when the vehicle is traveling close to the first dividing line in the second lane of a single-side three-lane road.

[0049] Fig. 6A This is a diagram showing a first example of a factor causing movement.

[0050] Figure 6B This is a diagram showing a second example of the movement-causing factor.

[0051] Figure 6C This is a diagram showing a third example of a factor causing movement.

[0052] Fig.6D This is a diagram showing a fourth example of the factors causing movement.

[0053] Fig. 6E This is a diagram showing a fifth example of the factors causing movement.

[0054] Fig. 6F This is a diagram showing a sixth example of the movement-causing factor.

[0055] Fig. 7A This is a flowchart (part 1) showing the specific flow of notification processing.

[0056] Figure 7B This is a flowchart (part 2) showing the specific process of notification processing.

[0057] Figure 8 This is a diagram showing a state in which the host vehicle traveling on a single-lane two-lane road is about to overtake the preceding vehicle. DETAILED DESCRIPTION

[0058] Hereinafter, a driving assistance system according to an embodiment of the present invention will be described with reference to the drawings.

[0059] Figure 1 : is a diagram showing the structure of the driving assistance system 1 of the present embodiment. The driving assistance system 1 is mounted on a vehicle not shown in the figure. In addition, the following describes the case where the driving assistance system 1 is mounted on a straddle-type vehicle, more specifically, a motorcycle, which is narrower and lighter than a four-wheeled vehicle, but the present invention is not limited to this. In addition to straddle-type vehicles such as straddle-type three-wheeled vehicles, straddle-type four-wheeled vehicles, and bicycles with prime movers, the driving assistance system 1 can also be mounted on four-wheeled vehicles. In addition, the driving source of the motorcycle can be either an internal combustion engine, or a rotating electric machine, or a combination thereof. In addition, the power source of the rotating electric machine can be either a secondary battery, or a capacitor, or a fuel cell.

[0060] The driving assistance system 1 assists a rider in safely driving a motorcycle. Among the various driving assistance functions implemented by the driving assistance system 1, a so-called BSI function is described below. The BSI function notifies the rider of the presence of another vehicle approaching from behind or to the side of the rider, which is a blind spot for the rider.

[0061] The driving assistance system 1 includes an external sensor unit 2, a vehicle speed sensor 3, direction indicator switches 4L, 4R, a brake device 5, direction indicators 6L, 6R, a BSI indicator light 7, a driving assistance control device 8, and side mirrors 9L, 9R.

[0062] The external sensor unit 2 is composed of a plurality of vehicle-mounted sensors such as a front camera unit and a rear radar unit for acquiring conditions around the vehicle.

[0063] The front camera unit, for example, has a digital camera that utilizes a solid-state imaging element such as a charge coupled device (CCD) or a complementary metal oxide semiconductor (CMOS). The front camera unit is installed at any position on the front of the vehicle body (e.g., a front windshield or a rearview mirror, etc.) in a state facing the front side of the vehicle's traveling direction. The rear radar unit has a millimeter wave radar that detects an object by measuring the reflected wave from the object in response to millimeter wave irradiation. The rear radar unit is set at any position on the rear of the vehicle body (e.g., near the taillights, and near the direction indicators on the left and right sides) in a state facing the rear side of the vehicle's traveling direction, and detects objects on the rear side of the vehicle body (right rear and left rear). The data obtained by these front camera units or rear radar units, etc., are sent to the driving assistance control device 8.

[0064] The vehicle speed sensor 3 detects the moving speed of the vehicle body in the traveling direction (hereinafter referred to as "vehicle speed") and sends a signal corresponding to the detected vehicle speed to the driving assistance control device 8. The vehicle speed sensor 3 may be, for example, a rotary encoder that outputs a signal corresponding to the rotation speed of rear wheels (not shown).

[0065] The left direction indicator switch 4L and the right direction indicator switch 4R are operating members that can be operated by the rider in order to notify the surrounding traffic participants (hereinafter also referred to as "surrounding traffic participants") such as oncoming vehicles or following vehicles of the vehicle body's traveling direction, and are provided, for example, at the base of the left handle held by the rider's left hand. When the rider turns on the left direction indicator switch 4L, a direction indicator drive circuit (not shown) causes the left direction indicator 6L provided on the left side of the vehicle body as viewed by the rider to operate (i.e., flash). In addition, when the rider turns on the right direction indicator switch 4R, the direction indicator drive circuit causes the right direction indicator 6R provided on the right side of the vehicle body as viewed by the rider to operate (i.e., flash).

[0066] The brake device 5 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper according to the amount of operation of a brake lever or a brake pedal, an electric motor that causes the cylinder to generate hydraulic pressure, and an electronic control unit that controls the electric motor based on a command signal sent from the driving assistance control device 8 and generates a braking force corresponding to the command.

[0067] The BSI indicator light 7 is used to assist the rider in recognizing the existence of other vehicles around the rider by displaying a warning image related to other vehicles existing on the left rear side or right rear side which is a blind spot observed by the rider while driving on a display screen arranged at a position where the rider can visually recognize it. In addition, the following description is based on the case where the BSI indicator light 7 displays the warning image on the left side rearview mirror 9L and the right side rearview mirror 9R which the rider can easily visually recognize while driving, but the present invention is not limited to this. The BSI indicator light 7 can also display the warning image on the face screen of the helmet worn by the rider in a manner that the rider can visually recognize while driving.

[0068] Figure 2A FIG. 9 is a diagram showing a display example of the warning image 91 when the following vehicle V1 reflected on the mirror surface of the right rearview mirror 9R is the notification target. Figure 2A , the following case is shown: as a warning image 91 for the rider to recognize the existence of the notification object, that is, the following vehicle V1, which is reflected on the mirror surface of the right rearview mirror 9R, the BSI indicator light 7 always lights up a triangular image with a specific brightness near the notification object reflected on the mirror surface; however, the shape of the warning image 91 is not limited to this. The shape of the warning image 91 can be any shape as long as it can remind the rider of the existence of the notification object.

[0069] Figure 2B It is a schematic diagram to illustrate Figure 2A 91 flashes. The BSI indicator light 7 more strongly informs the rider of the presence of the notification object by flashing the warning image 91 that is always on. In other words, the BSI indicator light 7 increases the notification intensity by flashing the warning image 91 that is always on.

[0070] Back to Figure 1 The driving assistance control device 8 is a computer that is responsible for the control related to the driving assistance function. The driving assistance control device 8 includes a surrounding information acquisition unit 81, a driving position determination unit 83, a risk index calculation unit 84, a notification object recognition unit 85, a notification control unit 86, a route change prediction unit 87, and a driving position learning unit 88, as modules that realize the BSI function among the multiple driving assistance functions.

[0071] The surrounding information acquisition unit 81 acquires surrounding information related to the state of the surroundings of the vehicle by performing sensor fusion processing on the detection results of the external sensor unit 2, more specifically, information such as the position, shape, type and speed of the road or objects in front of the vehicle, the content of road signs, and information related to objects behind the vehicle. The surrounding information acquisition unit 81 sends the acquired surrounding information to, for example, the driving position determination unit 83, the risk index calculation unit 84, the notification object recognition unit 85, the route change prediction unit 87, and the driving position learning unit 88.

[0072] The driving position determination unit 83 determines the position along the road width direction on the road on which the vehicle is traveling based on the surrounding information sent from the surrounding information acquisition unit 81. More specifically, the driving position determination unit 83 determines the road range on which the vehicle can travel as the drivable range based on the surrounding information acquired by the surrounding information acquisition unit 81, and determines the driving position of the vehicle along the width direction in the drivable range. The driving position determination unit 83 sends the determined driving position information to the risk index calculation unit 84, the notification object recognition unit 85, the route change prediction unit 87, the driving position learning unit 88, etc.

[0073] Figure 3 This is a diagram showing an example of the drivable range R0 determined by the traveling position determination unit 83 . Figure 3 An example of a single-sided two-lane road 200 in an area where left-hand traffic is specified is shown in FIG. Figure 3 In the example shown, the area between the central dividing strip L0 and the first dividing line L1 is defined as the first lane 201, and the area between the first dividing line L1 and the second dividing line L2 is defined as the second lane 202. Figure 3 In the example shown, the vehicle V can not only travel in the two lanes 201 and 202 defined between the central dividing strip L0 and the second dividing line L2, but can also physically travel between the second dividing line L2 and the curb 205. Therefore, the driving position determination unit 83 determines the road range between the central dividing strip 201 and the curb 205 as the driving range R0. In addition, the driving position determination unit 83 divides the determined driving range R0 into two parts from the width direction end of the driving range R0 (at Figure 3 In the example, it is a shoulder area R1 within a specific shoulder width from the curb 205 to the second dividing line L2, and a normal driving area R2 adjacent to the shoulder area R1. Figure 3 The middle diagram shows a situation where the host vehicle V, which is a motorcycle, is traveling in the road shoulder area R1.

[0074] Back to Figure 1The risk index calculation unit 84 calculates a risk index for each other vehicle existing around the vehicle based on the vehicle speed obtained by the vehicle speed sensor 3 and the surrounding information obtained by the surrounding information acquisition unit 81, which decreases as the risk of contact between the vehicle and each other vehicle increases. In addition, in the present embodiment, the risk index calculation unit 84 divides the inter-vehicle distance between the vehicle and the other vehicle as the target by the relative speed of the vehicle with respect to the other vehicle as the target to obtain the so-called time to collision (TTC) as the risk index, but the present invention is not limited to this. The risk index calculation unit 84 sends information related to the calculated risk index for each other vehicle around to the route change prediction unit 87.

[0075] The notification object recognition unit 85 divides virtual notification areas on the left and right rear sides of the vehicle, which are blind spots for the rider, and recognizes other vehicles that exist in at least one of the left and right notification areas and meet specific notification conditions (for example, the risk index for other vehicles in the notification area is below a specific threshold) as notification objects. In addition, when the notification object recognition unit 85 recognizes other vehicles in the notification area as notification objects, the notification control unit 86 executes the first notification control or the second notification control according to the process described later, thereby allowing the rider to recognize the existence of the notification object.

[0076] Here, refer to Figure 4A to Figure 4C (Example of dual carriageway on one side) and Figure 5A to Figure 5C (Example of three lanes on one side) The following describes the process of dividing the virtual notification area in the notification target recognition unit 85. As described below, the notification target recognition unit 85 changes the length of the notification area in the width direction according to the driving position.

[0077] Figure 4A The diagram schematically shows the structure of the right notification area AR0 and the left notification area AL0 virtually divided by the notification target recognition unit 85 of the host vehicle V traveling near the center of the second lane 202 in the single-side two-lane road 200 .

[0078] like Figure 4AAs shown, when the driving position of the vehicle V is near the center of the second lane 202, the notification object recognition unit 85 divides the right notification area AR0 into a rectangular shape at the rear of the right-hand side as viewed by the rider of the vehicle V, and divides the left notification area AL0 into a rectangular shape at the rear of the left-hand side. In addition, in the present embodiment, the description is directed to the case where the lengths of each notification area AR0, AL0 along the vehicle width direction and along the travel direction are respectively equal on the left and right sides, but the present invention is not limited to this. The lengths of each side of these notification areas AR0, AL0 may also be set to be different on the left and right sides according to the traffic conditions of the area being the target. In addition, as follows, Figure 4A As shown in the figure, when the running position of the host vehicle V is near the center of each lane 201, 202, the lengths of the two notification areas AR0, AL0 divided by the notification object recognition unit 85 along the vehicle width direction are set to WR0, WL0. Hereinafter, when the running position of the host vehicle V is near the center of each lane 201, 202, the lengths WR0, WL0 of the two notification areas AR0, AL0 divided by the notification object recognition unit 85 along the vehicle width direction are also referred to as basic lengths.

[0079] In addition, Figure 4A In the example shown, the following vehicle V1 is traveling in the right notification area AR0 and thus may be the notification target, whereas the following vehicle V2 is traveling outside both notification areas AR0 and AL0 and thus may not be the notification target.

[0080] In addition, when the driving position of the host vehicle V is near the center of the first lane 201, the right notification area and the left notification area divided by the notification object recognition unit 85 are qualitatively the same as Figure 4A The examples shown are the same, so illustration and detailed description are omitted.

[0081] Figure 4B is a schematic diagram showing the Figure 4A FIG. 8 is a diagram showing a structure of a right notification area AR1 and a left notification area AL0 virtually divided by the notification object recognition unit 85 of the vehicle V traveling near the lane end of the second dividing line L2 in the second lane 202 of the same single-sided two-lane road 200. Figure 4B In the example shown, Figure 4A Compared to the example shown, the travel position of the host vehicle V in the second lane 202 is different.

[0082] like Figure 4B As shown, the notification object identification unit 85 and Figure 4ASimilarly, in the example shown, a rectangular right notification area AR1 is formed at the rear of the right hand side as viewed by the rider of the vehicle V, and a rectangular left notification area AL0 is formed at the rear of the left hand side. Figure 4B As shown, when the vehicle V is traveling near the lane end on the left hand side as viewed by the rider in the second lane 202, Figure 4A Therefore, the notification target recognition unit 85 makes the length WR1 of the right notification area AR1 on the first lane 201 side where the rider is considered to have a low willingness to move shorter than Figure 4A More specifically, the notification target recognition unit 85 makes the length WR1 of the right notification area AR1 along the vehicle width direction shorter than the basic length WR0 so that the right end line of the right notification area AR1 coincides with the first dividing line L1 dividing the first lane 201 and the second lane 202.

[0083] Therefore, in Figure 4B In the example shown, the following vehicle V2 traveling in the same lane as the vehicle V may become the subject of notification because it is traveling in the right notification area AR1, while the following vehicle V1 traveling in the first lane 201 where the rider of the vehicle V is believed to have a low intention to move cannot become the subject of notification because it is traveling outside the two notification areas AR1, AL0.

[0084] In addition, when the vehicle V is traveling in the shoulder area R1 adjacent to the second lane 202, Figure 4B Similarly, in the example shown, it is considered that the rider has a low intention to cross the second lane 202 and move to the first lane 201. Therefore, when the vehicle V is traveling in the shoulder area R1, each notification area divided by the notification object recognition unit 85 is qualitatively different from the second lane 202. Figure 4B Therefore, illustration and detailed description are omitted.

[0085] Figure 4C is a schematic diagram showing the Figure 4A and Figure 4B The figure shows the structure of the right notification area AR0 and the left notification area AL1 virtually divided by the notification object recognition unit 85 of the host vehicle V traveling near the lane end of the first dividing line L1 in the second lane 202 of the same single-sided two-lane road 200. Figure 4C In the example shown, Figure 4A and Figure 4B Compared to the example shown, the travel position of the host vehicle V in the second lane 202 is different.

[0086] like Figure 4CAs shown, the notification object identification unit 85 and Figure 4A Similarly, in the example shown, a rectangular right notification area AR0 is formed at the rear of the right hand side as viewed by the rider of the vehicle V, and a rectangular left notification area AL1 is formed at the rear of the left hand side. Figure 4C As shown, when the vehicle V is traveling near the lane end on the right side as viewed by the rider in the second lane 202, Figure 4A Therefore, the notification target recognition unit 85 makes the length WL1 of the left notification area AL1 on the side of the shoulder area R1 where the rider is considered to have a low willingness to move shorter than Figure 4A More specifically, the notification target recognition unit 85 makes the length WL1 of the left notification area AL1 along the vehicle width direction shorter than the basic length WL0 so that the left end line of the left notification area AL1 coincides with the second dividing line L2 dividing the second lane 202 and the shoulder area R1.

[0087] Therefore, in Figure 4C In the example shown, the following vehicle V2 traveling in the same lane as the host vehicle V and the following vehicle V1 traveling in the first lane 201 are traveling in the left notification area AL1 and the right notification area AR1 respectively, and therefore both may become notification targets.

[0088] Figure 5A The diagram schematically illustrates the structure of the right notification area AR0 and the left notification area AL0 virtually divided by the notification target recognition unit 85 of the host vehicle V traveling near the center of the second lane 302 serving as the center lane in the single-sided three-lane road 300.

[0089] like Figure 5A As shown in FIG. 1 , when the driving position of the host vehicle V is near the center of the second lane 302, the notification object recognition unit 85 Figure 4A In the example shown, the same range is divided into notification areas AR0 and AL0.

[0090] In addition, Figure 5A In the example shown, the subsequent vehicle V1 traveling in the first lane 301 and the subsequent vehicle V3 traveling in the third lane 303 may become the notification objects because they are traveling in the notification areas AR0 and AL0 respectively, while the subsequent vehicle V2 traveling in the same lane cannot become the notification object because it is traveling outside the two notification areas AR0 and AL0.

[0091] In addition, when the driving position of the host vehicle V is near the center of the first lane 301 or near the center of the third lane 303, the right notification area and the left notification area divided by the notification object recognition unit 85 are qualitatively the same as Figure 5A The examples shown are the same, so illustration and detailed description are omitted.

[0092] Figure 5B is a schematic diagram showing the Figure 5A FIG. 8 is a diagram showing the structure of the right notification area AR1 and the left notification area AL0 virtually divided by the notification object recognition unit 85 of the host vehicle V traveling near the lane end of the second dividing line L2 in the second lane 302 of the same single-sided three-lane road 300. Figure 5B In the example shown, Figure 5A Compared to the example shown, the driving position of the host vehicle V in the second lane 302 is different.

[0093] like Figure 5B As shown, the notification object identification unit 85 and Figure 5A Similarly, in the example shown, a rectangular right notification area AR1 is formed at the rear of the right hand side as viewed by the rider of the vehicle V, and a rectangular left notification area AL0 is formed at the rear of the left hand side. Figure 5B As shown, when the vehicle V is traveling near the lane end on the left hand side as viewed by the rider in the second lane 302, Figure 5A Therefore, the notification target recognition unit 85 makes the length WR1 of the right notification area AR1 on the first lane 301 side where the rider is considered to have a low willingness to move shorter than Figure 5A More specifically, the notification target recognition unit 85 makes the length WR1 of the right notification area AR1 along the vehicle width direction shorter than the basic length WR0 so that the right end line of the right notification area AR1 coincides with the first dividing line L1 dividing the first lane 301 and the second lane 302.

[0094] Therefore, in Figure 5B In the example shown, the subsequent vehicle V2 traveling in the same lane as the vehicle V and the subsequent vehicle V3 traveling in the third lane 303 may become the notification targets because they are traveling within the notification areas AR1, AL0, respectively, while the subsequent vehicle V1 traveling in the first lane 301 where the rider of the vehicle V is considered to have a low willingness to move cannot become the notification target because it is traveling outside the two notification areas AR1, AL0.

[0095] In addition, when the vehicle V is traveling near the lane end of the third lane 303 near the third dividing line L3, or when the vehicle V is traveling in the shoulder area R1 adjacent to the third lane 303, Figure 5B Similarly, in the example shown, it is considered that the rider has a low intention to move to the second lane 302 on the right hand side. Therefore, when the host vehicle V is traveling near the lane end of the third lane 303 near the third dividing line L3, or when the host vehicle V is traveling in the shoulder area R1, the notification areas divided by the notification object recognition unit 85 are qualitatively different from the notification areas of the second lane 302. Figure 5B Therefore, illustration and detailed description are omitted.

[0096] Figure 5C is a schematic diagram showing the Figure 5A and Figure 5B The figure shows the structure of the right notification area AR0 and the left notification area AL1 virtually divided by the notification object recognition unit 85 of the host vehicle V traveling near the lane end of the first dividing line L1 in the second lane 302 of the same single-sided three-lane road 300. Figure 5C In the example shown, Figure 5A and Figure 5B Compared to the example shown, the driving position of the host vehicle V in the second lane 302 is different.

[0097] like Figure 5C As shown, the notification object identification unit 85 and Figure 5A Similarly, in the example shown, a rectangular right notification area AR0 is formed at the rear of the right hand side as viewed by the rider of the vehicle V, and a rectangular left notification area AL1 is formed at the rear of the left hand side. Figure 5C As shown, when the vehicle V is traveling near the lane end on the right side as viewed by the rider in the second lane 302, Figure 5A Therefore, the notification target recognition unit 85 makes the length WL1 of the left notification area AL1 on the third lane 303 side where the rider is considered to have a low willingness to move shorter than Figure 5A More specifically, the notification target recognition unit 85 makes the length WL1 of the left notification area AL1 along the vehicle width direction shorter than the basic length WL0 so that the left end line of the left notification area AL1 coincides with the second dividing line L2 dividing the second lane 302 and the third lane 303.

[0098] Therefore, in Figure 5CIn the example shown, a subsequent vehicle V2 traveling in the same lane as the vehicle V and a subsequent vehicle V1 traveling in the first lane 301 may become the subject of notification because they are traveling within the notification areas AR0, AL1, respectively. However, a subsequent vehicle V3 traveling in the third lane 303 where the rider of the vehicle V is believed to have a low intention to move cannot become the subject of notification because it is traveling outside the two notification areas AR0, AL1.

[0099] In addition, when the host vehicle V is traveling near the lane end of the second dividing line L2 in the third lane 303, Figure 5C Similarly to the example shown, it is considered that the rider has a low intention to move to the shoulder area R1 side adjacent to the third lane 303. Therefore, when the host vehicle V is traveling near the lane end near the second dividing line L2 in the third lane 303, the notification area divided by the notification object recognition unit 85 is qualitatively the same as Figure 5C Therefore, illustration and detailed description are omitted.

[0100] As described above, when two or more lanes are divided in the normal travel area R2, the notification object recognition unit 85 changes the lengths of the left and right notification areas in the vehicle width direction according to the travel position of the host vehicle V. More specifically, when the travel position is the shoulder area R1, the notification object recognition unit 85 makes the length of the notification area on the normal travel area R2 side in the vehicle width direction shorter than when the travel position is near the center of each lane. In addition, when the travel position is near the lane end of each lane (i.e., near the dividing line dividing each lane), the notification object recognition unit 85 makes the length of the notification area on the side farther from the dividing line in the vehicle width direction shorter than when the travel position is near the center of each lane.

[0101] Back to Figure 1 When the notification object is recognized by the notification object recognition unit 85, the notification control unit 86 performs notification control for notifying the rider of the vehicle of the existence of the notification object, for example, by operating the BSI indicator light 7 or the brake device 5. Here, as notification control for notifying the rider of the existence of the notification object, the notification control unit 86 can perform two types of notification control, namely, first notification control and second notification control. The second notification control sets the notification intensity to the rider higher than the first notification control in order to more strongly recognize the existence of the notification object than the first notification control.

[0102] In the present embodiment, as the first notification control, the notification control unit 86 always lights up the warning image 91 in order to indicate the presence of the notification target by means of the BSI indicator lamp 7 (see Figure 2A ), or, as a second notification control, the notification control unit 86 flashes the warning image 91 in order to strongly prompt the existence of the notification object through the BSI indicator light 7 (refer to Figure 2B As a second notification control, in addition to flashing the warning image 91, the notification control unit 86 may also emit a warning sound by the BSI indicator light 7, generate a brake pulse by the brake device 5, or vibrate the seat on which the rider sits by a vibration device (not shown).

[0103] When the notification object recognition unit 85 recognizes a new notification object for the first time, the notification control unit 86 executes the first notification control with a relatively low notification intensity to notify the rider of the existence of the notification object. The notification control unit 86 continues to execute the first notification control while the notification object recognition unit 85 recognizes the notification object. Thereafter, when the notification control unit 86 predicts that the vehicle will change its route along the vehicle width direction during the first notification control (see the description below), the notification control unit 86 Figure 6A to Figure 6F ), in order to avoid the contact between the vehicle to be changed and the notification object existing in the blind spot, the second notification control with a higher notification intensity than the first notification control is executed to strongly notify the rider of the existence of the notification object. In addition, when the rider operates the direction indicator switch 4L, 4R on the side where the notification object is located during the first notification control, the notification control unit 86 executes the second notification control to strongly notify the rider of the existence of the notification object in order to avoid the contact between the vehicle to be changed and the notification object existing in the blind spot (refer to the later-described Figure 7B Step ST10).

[0104] The route change prediction unit 87 predicts the execution of a route change along the vehicle width direction by the vehicle during a period in which at least one notification object is identified by the notification object identification unit 85, based on the surrounding information sent from the surrounding information acquisition unit 81 and the driving position information sent from the driving position determination unit 83, and sends the prediction result to the notification control unit 86. More specifically, the route change prediction unit 87 predicts the execution of a route change by the vehicle when the presence of a movement-causing factor that causes a route change of the vehicle along the width direction is identified in front of the vehicle in the driving direction based on the surrounding information. In addition, when the execution of a route change is predicted by the route change prediction unit 87, the notification control unit 86 executes the second notification control with relatively high notification intensity as described above in order to strongly prompt the rider of the presence of the notification object. Hereinafter, with reference to Figure 6A to Figure 6F , a specific example of a movement-causing factor that causes a change in the vehicle's travel route is described.

[0105] Fig. 6A This is a diagram showing a first example of a factor causing movement. Fig. 6AFIG. 4 shows a situation in which a vehicle V is traveling in a shoulder area R1 on a single-lane road 100, and a following vehicle V1 is traveling in a right notification area behind the vehicle V. Fig. 6A In the example of FIG. 8 , the notification target recognition unit 85 of the host vehicle V recognizes the following vehicle V1 as a notification target, and the notification control unit 86 executes the first notification control in order to notify the existence of the notification target.

[0106] exist Fig. 6A In the situation shown in FIG. 1 , the obstacle O1 located in front of the host vehicle V in the direction of travel and on the road shoulder area R1 becomes a movement factor causing the host vehicle V traveling in the road shoulder area R1 to change its route to the normal travel area R2 side. Fig. 6A In the illustrated situation, when the host vehicle V changes its course toward the normal travel area R2 in order to avoid contact with the obstacle O1 , there is a possibility that the host vehicle V and the following vehicle V1 may come into contact with each other.

[0107] Therefore, when the driving position of the host vehicle V is the shoulder area R1 and the obstacle O1 as a movement-causing factor is recognized as existing in front of the traveling direction of the host vehicle V during the period when at least one notification object is recognized, the route change prediction unit 87 predicts that the host vehicle V will change the route from the shoulder area R1 to the normal driving area R2. The notification control unit 86 can perform the second notification control with a higher notification intensity based on the prediction of the execution of the route change by the route change prediction unit 87 during the execution of the first notification control for the following vehicle V1, so that the rider of the host vehicle V can strongly recognize the existence of the following vehicle V1 before starting the route change, so that the contact between the host vehicle V and the following vehicle V1 can be avoided.

[0108] Figure 6B This is a diagram showing a second example of the movement-causing factor. Figure 6B FIG. 4 shows a situation in which a vehicle V is traveling in a normal driving area R2 on a single-lane road 100, a following vehicle V1 is traveling in a left notification area behind the vehicle V, and a preceding vehicle V5 is traveling in the direction of travel of the vehicle V. Figure 6B In the example of FIG. 8 , the notification target recognition unit 85 of the host vehicle V recognizes the following vehicle V1 as a notification target, and the notification control unit 86 executes the first notification control in order to notify the existence of the notification target.

[0109] exist Figure 6BIn the situation shown, if the preceding vehicle V5 in front of the vehicle V in the direction of travel is in a hurry, that is, if the risk index of the preceding vehicle V5 is below a certain threshold, it becomes a movement factor causing the vehicle V traveling in the normal driving area R2 to change its route to the shoulder area R1. Figure 6B In the illustrated situation, when the host vehicle V changes its course toward the road shoulder region R1 in order to avoid contact with the preceding vehicle V5 , there is a possibility that the host vehicle V may contact the following vehicle V1 .

[0110] Therefore, during the period when at least one notification object is recognized, the driving position of the host vehicle V is the normal driving area R2, and there is a preceding vehicle V5 as a movement-causing factor in front of the traveling direction of the host vehicle V, and the risk index for the preceding vehicle V5 calculated by the risk index calculation unit 84 is below a specific threshold value, the route change prediction unit 87 predicts that the host vehicle V will change its route from the normal driving area R2 to the shoulder area R1. The notification control unit 86 can perform the second notification control with a higher notification intensity based on the prediction of the execution of the route change by the route change prediction unit 87 during the execution of the first notification control for the following vehicle V1, so that the rider of the host vehicle V can strongly recognize the existence of the following vehicle V1 before starting the route change, so that the contact between the host vehicle V and the following vehicle V1 can be avoided.

[0111] Figure 6C This is a diagram showing a third example of a factor causing movement. Figure 6C FIG. 2 shows a situation in which a vehicle V is traveling in the second lane 202 in the normal driving area R2 on a single-sided two-lane road 200. A vehicle V1 is traveling in the right notification area behind the vehicle V and is about to overtake the vehicle V. Furthermore, a vehicle V5 is traveling in front of the vehicle V in the direction of travel. Figure 6C In the example of FIG. 8 , the notification target recognition unit 85 of the host vehicle V recognizes the following vehicle V1 as a notification target, and the notification control unit 86 executes the first notification control in order to notify the existence of the notification target.

[0112] exist Figure 6C In the situation shown, if the preceding vehicle V5 in front of the vehicle V in the direction of travel is in a hurry, that is, if the risk index of the preceding vehicle V5 is below a certain threshold, it becomes a movement factor causing the vehicle V traveling in the second lane 202 to change its course to the first lane 201 side. Figure 6C In the illustrated situation, when the host vehicle V changes its course toward the first lane 201 in order to avoid contact with the preceding vehicle V5 , there is a possibility that the host vehicle V may contact with the following vehicle V1 .

[0113] Therefore, when at least one notification object is identified and the vehicle is traveling on a road with more than two lanes, the vehicle V is in the normal driving area R2, and there is a preceding vehicle V5 that is a movement factor in front of the vehicle V in the direction of travel, and the risk index for the preceding vehicle V5 calculated by the risk index calculation unit 84 is below a specific threshold, the lane change prediction unit 87 predicts that the vehicle V will move to the adjacent lane (in the lane where the vehicle V is traveling). Figure 6C In the example of the first lane 201, the notification control unit 86 may perform a second notification control with a higher notification intensity based on the prediction of the lane change prediction unit 87 during the execution of the first notification control for the following vehicle V1, so that the rider of the host vehicle V can strongly recognize the existence of the following vehicle V1 before starting the lane change, thereby avoiding contact between the host vehicle V and the following vehicle V1.

[0114] Fig.6D This is a diagram showing a fourth example of the factors causing movement. Fig.6D In the figure, a vehicle V is traveling in a normal driving area R2 on a single-lane road 100. A following vehicle V1 is traveling in the left notification area behind the vehicle V. A preceding vehicle V5 is traveling in the direction of travel of the vehicle V. A traffic light S is located in front of the preceding vehicle V5. In the example of FIG. B, the display state of the traffic light S indicates a prohibited entry or stop state. Fig.6D In the example of FIG. 8 , the notification target recognition unit 85 of the host vehicle V recognizes the following vehicle V1 as a notification target, and the notification control unit 86 executes the first notification control in order to notify the existence of the notification target.

[0115] exist Fig.6D In the situation shown in FIG. 1 , the preceding vehicle V5 and the traffic light S in front of the vehicle V in the direction of travel, when the display of the traffic light S indicates no entry or stop, become factors causing the vehicle V traveling in the normal driving area R2 to change its route to the shoulder area R1. Fig.6D In the illustrated situation, when the host vehicle V changes its course toward the road shoulder region R1 in order to avoid contact with the preceding vehicle V5 , there is a possibility that the host vehicle V may contact the following vehicle V1 .

[0116] Therefore, when at least one notification object is recognized, the driving position of the host vehicle V is the normal driving area R2, and there is a preceding vehicle V5 and a signal light S as a movement-causing factor in front of the host vehicle V in the traveling direction, and the display state of the signal light S represents no entry or stop, the route change prediction unit 87 predicts that the host vehicle V will change its route from the normal driving area R2 to the shoulder area R1. The notification control unit 86 can execute the second notification control with a higher notification intensity based on the prediction of the route change by the route change prediction unit 87 during the execution of the first notification control for the following vehicle V1, so that the rider of the host vehicle V can strongly recognize the existence of the following vehicle V1 before starting the route change, so that the contact between the host vehicle V and the following vehicle V1 can be avoided.

[0117] Fig. 6E This is a diagram showing a fifth example of the factors causing movement. Fig. 6E FIG. 1 shows a situation in which a vehicle V is traveling in a normal driving area R2 on a single-lane road 100, a following vehicle V1 is traveling in a left notification area behind the vehicle V, and a preceding vehicle V5 is traveling in front of the vehicle V in the direction of travel. Fig. 6E In the example of FIG. 8 , the notification target recognition unit 85 of the host vehicle V recognizes the following vehicle V1 as a notification target, and the notification control unit 86 executes the first notification control in order to notify the existence of the notification target.

[0118] exist Fig. 6E In the situation shown in FIG. 1 , if the direction indicator or brake lights of the preceding vehicle V5 in front of the host vehicle V are on, it becomes a movement factor that causes the host vehicle V traveling in the normal driving area R2 to change its route to the shoulder area R1. Fig. 6E In the illustrated situation, when the host vehicle V changes its course toward the road shoulder region R1 in order to avoid contact with the preceding vehicle V5 , there is a possibility that the host vehicle V may contact the following vehicle V1 .

[0119] Therefore, when the driving position of the host vehicle V is in the normal driving area R2 during the period when at least one notification object is recognized, and there is a preceding vehicle V5 as a movement-causing factor in front of the traveling direction of the host vehicle V, and the direction indicator or brake light of the preceding vehicle V5 is lit, the route change prediction unit 87 predicts that the host vehicle V will change its route from the normal driving area R2 to the shoulder area R1. The notification control unit 86 can execute the second notification control with a higher notification intensity based on the prediction of the execution of the route change by the route change prediction unit 87 during the execution of the first notification control for the following vehicle V1, so that the rider of the host vehicle V can strongly recognize the existence of the following vehicle V1 before starting the route change, so that the contact between the host vehicle V and the following vehicle V1 can be avoided.

[0120] Fig. 6F This is a diagram showing a sixth example of the movement-causing factor. Fig. 6F FIG. 2 shows a situation in which a vehicle V is traveling in the second lane 202 in the normal driving area R2 on a single-sided two-lane road 200. A vehicle V1 is traveling in the right notification area behind the vehicle V and is about to overtake the vehicle V. Furthermore, a vehicle V5 is traveling in front of the vehicle V in the direction of travel. Fig. 6F In the example of FIG. 8 , the notification target recognition unit 85 of the host vehicle V recognizes the following vehicle V1 as a notification target, and the notification control unit 86 executes the first notification control in order to notify the existence of the notification target.

[0121] exist Fig. 6F In the situation shown in FIG. 1 , if the direction indicator or brake lights of the preceding vehicle V5 in front of the host vehicle V are on, it becomes a movement factor that causes the host vehicle V traveling in the second lane 202 to change its lane to the first lane 201 side. Fig. 6F In the illustrated situation, when the host vehicle V changes its course toward the first lane 201 in order to avoid contact with the preceding vehicle V5 , there is a possibility that the host vehicle V may contact with the following vehicle V1 .

[0122] Therefore, when at least one notification object is recognized and the vehicle is traveling on a road with more than two lanes, the driving position of the host vehicle V is within the normal driving area R2, and there is a preceding vehicle V5 that is a movement factor in front of the vehicle V in the traveling direction, and the direction indicator or brake light of the preceding vehicle V5 is lit, the lane change prediction unit 87 predicts that the host vehicle V will move to the adjacent lane (in Fig. 6FIn the example of the first lane 201, the notification control unit 86 may perform a second notification control with a higher notification intensity based on the prediction of the lane change prediction unit 87 during the execution of the first notification control for the following vehicle V1, so that the rider of the host vehicle V can strongly recognize the existence of the following vehicle V1 before starting the lane change, thereby avoiding contact between the host vehicle V and the following vehicle V1.

[0123] Here, for Figure 6B , Fig.6D and Fig. 6E As shown in the figure, the exception of the case where the vehicle V is predicted to change its route from the normal driving area R2 to the shoulder area R1 is described. For example, when the vehicle V continues to drive at the edge of the normal driving area R2 for more than a specific time, it is considered that the rider of the vehicle V is consciously driving at the edge of the normal driving area R2 for traffic safety. Therefore, it is preferred that the vehicle V be within the normal driving area R2 and within a specific distance a from the dividing line L1 that divides the shoulder area R1 and the normal driving area R2 (refer to Figure 6B ) for a certain period of time, even if the Figure 6B , Fig.6D and Fig. 6E Even in the case of the movement-causing factors shown, the course change prediction unit 87 still predicts that the vehicle will not change its course from the normal travel area R2 to the road shoulder area R1.

[0124] Follow-up

[0125] Back to Figure 1 , the case where the route change prediction unit 87 predicts the execution of the route change by the vehicle based on the surrounding information sent from the surrounding information acquisition unit 81 or the risk index calculated by the risk index calculation unit 84 is described, but the present invention is not limited to this. The route change prediction unit 87 can also predict the execution of the route change by the vehicle based on the learning result of the driving position of the vehicle in the road width direction by the driving position learning unit 88 described later in addition to the surrounding information and risk index. As a result, the route change prediction unit 87 can predict the execution of the route change of the vehicle in consideration of the driving tendency of the rider of the vehicle, so the prediction accuracy can be improved.

[0126] The driving position learning unit 88 learns the driving position of the host vehicle in the road width direction based on the surrounding information sent from the surrounding information acquisition unit 81 and the driving position information sent from the driving position determination unit 83. More specifically, the driving position learning unit 88 learns the driving position of the host vehicle for each of the various traffic scenes classified according to the road form or the surrounding traffic conditions. The driving position learning unit 88 sends information related to the learning result of the driving position of the host vehicle to the route change prediction unit 87.

[0127] Fig. 7A and Figure 7B This is a flowchart showing a specific procedure of a notification process for notifying a rider of a host vehicle of the presence of another vehicle approaching from the rear side. Fig. 7A and Figure 7B The processing shown is executed by the driving assistance control device 8 at a specific cycle while the vehicle is traveling.

[0128] First, in step ST1, the surrounding information acquisition unit 81 acquires surrounding information related to the state of the surroundings of the host vehicle based on the detection result of the external sensor unit 2, and transfers to step ST2. In step ST2, the driving position determination unit 83 determines the driving position of the host vehicle on the road on which it is traveling based on the surrounding information, and transfers to step ST3.

[0129] In step ST3, the notification object recognition unit 85 detects the surrounding information and the driving position of the vehicle according to the reference Figure 4A to Figure 4C and Figure 5A to Figure 5C The described process divides the left notification area and the right notification area into a range corresponding to the driving position of the vehicle, and then transfers to step ST4.

[0130] In step ST4, the notification object recognition unit 85 determines whether there are other vehicles in the left and right notification areas divided in step ST3 based on the surrounding information. If the determination result of step ST4 is NO, the notification object recognition unit 85 ends the notification process, and if it is YES, it transfers to step ST5.

[0131] In step ST5, the risk index calculation unit 84 calculates the risk index for other vehicles determined to be present in the notification area in step ST4, and transfers to step ST6. In step ST6, the notification object identification unit 85 determines whether the risk index for other vehicles calculated in step ST5 is below a specific threshold. If the determination result of step ST6 is NO, the notification object identification unit 85 ends the notification process, and if it is YES, transfers to step ST7.

[0132] In step ST7, the notification object recognition unit 85 recognizes other vehicles existing in the notification area and having a risk index below the threshold as notification objects, and the process proceeds to step ST8. In step ST8, the notification control unit 86 performs a first notification control to notify the rider of the vehicle of the existence of the notification object recognized in step ST7, and the process proceeds to step ST10.

[0133] In step ST10, the notification control unit 86 determines whether the driver of the vehicle has operated the direction indicator switch for the notification target. If the determination result in step ST10 is NO, the notification control unit 86 proceeds to step ST11.

[0134] If the result of determination in step ST10 is YES, the notification control unit 86 determines that the vehicle changing its traveling direction may come into contact with the notification target approaching from behind, and moves to step ST20. In step ST20, the notification control unit 86 executes the second notification control and ends the notification process.

[0135] In step ST11, the route change prediction unit 87 performs the following operations as shown in FIG. Fig. 6A As described above, it is determined whether the driving position of the vehicle is the shoulder area and there is an obstacle that is a factor causing the movement in front of the vehicle in the direction of travel. If the result of the determination in step ST11 is YES, the route change prediction unit 87 determines that the vehicle will change its route from the shoulder area to the normal driving area, and transfers to step ST20. In addition, if the result of the determination in step ST11 is NO, the route change prediction unit 87 transfers to step ST12.

[0136] In step ST12, the route change prediction unit 87 performs the following operations as shown in FIG. Fig.6D As described above, it is determined whether the driving position of the vehicle is within the normal driving area and there are other vehicles and traffic lights in front of the vehicle in the direction of travel, which are factors causing the movement, and the display pattern of the traffic light represents no entry or stop. If the result of the determination in step ST12 is YES, the route change prediction unit 87 determines that the vehicle will change its route from the normal driving area to the shoulder area, and transfers to step ST20. In addition, if the result of the determination in step ST12 is NO, the route change prediction unit 87 transfers to step ST13.

[0137] In step ST13, the route change prediction unit 87 performs the following operations as shown in FIG. Fig. 6E and Fig. 6FAs described above, it is determined whether the driving position of the vehicle is within the normal driving area and there is another vehicle in front of the vehicle in the direction of travel that is a factor causing the movement, and the direction indicator or brake light of the other vehicle in front is lit. If the determination result of step ST13 is YES, the route change prediction unit 87 determines that the vehicle will change the route from the normal driving area to the shoulder area, and transfers to step ST20. In addition, if the determination result of step ST13 is NO, the route change prediction unit 87 transfers to step ST14.

[0138] In step ST14, the route change prediction unit 87 performs the following operations as shown in FIG. Figure 6B and Figure 6C As described above, it is determined whether the driving position of the vehicle is within the normal driving area and there is another vehicle that is a cause of movement in front of the vehicle in the direction of travel, and the risk index for the other vehicle is below a specific threshold. If the result of the determination in step ST14 is YES, the route change prediction unit 87 determines that the vehicle will change its route from the normal driving area to the shoulder area, and transfers to step ST20. In addition, if the result of the determination in step ST14 is NO, the route change prediction unit 87 ends the notification process.

[0139] According to the driving assistance system 1 of the present embodiment, the following effects are achieved.

[0140] (1) In the driving assistance system 1, the surrounding information acquisition unit 81 acquires surrounding information related to the state of the surroundings of the host vehicle, the notification object recognition unit 85 recognizes other vehicles existing in the notification area specified on the rear side of the host vehicle as notification objects, and the notification control unit 86 performs the first notification control for notifying the occupants of the host vehicle of the existence of the notification object. In addition, the course change prediction unit 87 predicts the execution of the course change by the host vehicle during the period when the notification object is recognized based on the surrounding information. Here, in the case where the host vehicle is a vehicle that can travel on the shoulder of the road, such as a motorcycle, as described above, the occupants of the host vehicle may enter or exit the shoulder of the road without operating the direction indicators 6L, 6R. In contrast, in the driving assistance system 1, when the execution of the course change is predicted based on the surrounding information during the period when the first notification control is performed, that is, during the period when the existence of the notification object is recognized, the notification control unit 86 performs the second notification control with a higher notification intensity than the first notification control. Therefore, according to the driving assistance system 1, when the occupants of the vehicle want to change the route without recognizing the existence of the notification object and without operating the direction indicators 6L, 6R, the notification control unit 86 performs the second notification control with a high notification intensity. Therefore, the occupants of the vehicle can recognize the existence of the notification object before actually changing the route of the vehicle body, thereby improving traffic safety.

[0141] (2) The route change prediction unit 87 predicts the execution of the route change by the host vehicle when the presence of a movement-causing factor that causes the movement of the host vehicle in the width direction is recognized in front of the host vehicle in the traveling direction based on the surrounding information. Thus, according to the driving assistance system 1, the second notification control can be performed before the body of the host vehicle actually starts the route change action, so that sufficient time can be ensured for the rider to confirm the surrounding conditions and determine whether the route change can be executed.

[0142] (3) When the driving position of the host vehicle is the shoulder area R1 and it is recognized that there is an obstacle O1 that is a movement-causing factor in front of the vehicle in the driving direction, the route change prediction unit 87 predicts that the host vehicle will change its route from the shoulder area R1 to the normal driving area R2. Thus, according to the driving assistance system 1, the second notification control can be performed before the body of the host vehicle actually starts the route change action for avoiding contact with the obstacle O1 in front, so that the occupant can be guaranteed sufficient time to confirm the surrounding conditions and determine whether the route change can be performed.

[0143] (4) The route change prediction unit 87 predicts that the vehicle will change its route to avoid contact with the preceding vehicle when the vehicle's driving position is in the normal driving area R2, there is a preceding vehicle as a movement-causing factor in front of the vehicle in the driving direction, and the risk index for the preceding vehicle is below a specific threshold. Thus, according to the driving assistance system 1, the second notification control can be performed before the vehicle body of the vehicle actually starts the route change action for avoiding contact with the preceding vehicle, so that the occupant can be guaranteed sufficient time to confirm the surrounding conditions and determine whether the route change can be performed.

[0144] (5) The lane change prediction unit 87 predicts the execution of a lane change by the host vehicle when the driving position of the host vehicle is the normal driving area R2, and there is a preceding vehicle and a traffic light S as a movement-causing factor in front of the host vehicle in the traveling direction, and the display pattern of the traffic light S represents no entry or stop. Thus, according to the driving assistance system 1, the second notification control can be performed before the body of the host vehicle actually starts the lane change action for avoiding contact with the preceding vehicle to be stopped, so that sufficient time can be ensured for the occupant to confirm the surrounding conditions and determine whether the lane change can be executed.

[0145] (6) The course change prediction unit 87 predicts the execution of a course change by the host vehicle when the driving position of the host vehicle is in the normal driving area R2, there is a preceding vehicle as a movement-causing factor in front of the host vehicle in the traveling direction, and the brake lights of the preceding vehicle are turned on. Thus, according to the driving assistance system 1, the second notification control can be performed before the body of the host vehicle actually starts the course change action for avoiding contact with the preceding vehicle to be stopped, so that sufficient time can be ensured for the occupant to determine whether the course change can be executed while checking the surrounding conditions.

[0146] (7) The route change prediction unit 87 predicts the execution of the route change by the host vehicle when the driving position of the host vehicle is in the normal driving area R2, there is a preceding vehicle as a movement-causing factor in front of the host vehicle in the traveling direction, and the direction indicator of the preceding vehicle is lit. Thus, according to the driving assistance system 1, the second notification control can be performed before the body of the host vehicle actually starts the route change action for avoiding contact with the preceding vehicle whose route is to be changed, so that sufficient time can be ensured for the occupant to confirm the surrounding conditions and determine whether the route change can be executed.

[0147] (8) The notification object identification unit 85 is as follows Figure 4A to Figure 4C and Figure 5A to Figure 5C As shown in FIG. 1 , when two or more lanes are divided in the normal driving area R2, the length of the notification area along the width direction is changed according to the driving position of the host vehicle. This can prevent the rider from being annoyed by frequent notifications due to other vehicles traveling in a lane that the rider does not intend to travel being identified as notification objects.

[0148] (9) The notification object identification unit 85 is as follows: Figure 4A to Figure 4C and Figure 5A to Figure 5C As shown in FIG. 1 , when the driving position is the shoulder area R1 or the driving position is near the lane end of each lane, the length of the notification area along the width direction is made shorter than when the driving position is the center of each lane. This can prevent the rider from being annoyed by frequent notifications due to other vehicles traveling in a lane that the rider does not intend to travel being recognized as notification targets.

[0149] (10) When the vehicle is in the normal driving area R2 and within a certain distance a from the dividing line L1 that divides the shoulder area R1 from the normal driving area R2 (see Figure 6B), when the vehicle continues to travel for a certain period of time or more, the route change prediction unit 87 determines that the rider of the vehicle has no intention of entering the shoulder area R1, and predicts that the vehicle will not change its route from the normal travel area R2 to the shoulder area R1. Thus, according to the driving assistance system 1, it is possible to prevent the rider from being annoyed by the frequent second notification control for the rider who has no intention of traveling in the shoulder area R1.

[0150] (11) The driving position learning unit 88 learns the driving position of the host vehicle in the road width direction, and the route change prediction unit 87 predicts the execution of the route change based on the surrounding information and the learning result of the driving position learning unit 88. Thus, according to the driving assistance system 1, the execution of the route change can be predicted in consideration of the tendency of the past driving position, so that the timing of executing the second notification control can be made suitable for the rider.

[0151] (12) Compared with four-wheeled vehicles, straddle-type vehicles such as motorcycles and baby carriages are narrower and lighter, and therefore may enter or exit the road shoulder without operating the direction indicator. Therefore, according to the present invention, the first and second notification controls can be performed on such straddle-type vehicles according to the above-mentioned process, thereby improving traffic safety.

[0152] Although one embodiment of the present invention has been described above, the present invention is not limited thereto and the detailed structure may be appropriately changed within the scope of the gist of the present invention.

[0153] Reference numerals

[0154] 1: Driving assistance system

[0155] 2: External sensor unit

[0156] 3: Vehicle speed sensor

[0157] 4L, 4R: Direction indicator switch

[0158] 5: Braking device

[0159] 6L, 6R: Direction indicator

[0160] 7: BSI indicator

[0161] 8: Driving assistance control device

[0162] 81: Surrounding information acquisition unit (surrounding information acquisition means)

[0163] 83: Driving position determination unit (driving position determination means)

[0164] 84: Risk indicator calculation department (risk indicator calculation method)

[0165] 85: Notification object identification unit (notification object identification means)

[0166] 86: Notification control unit (notification control means)

[0167] 87: Route change prediction unit (route change prediction means)

[0168] 88: Driving position learning unit (driving position learning means)

[0169] 9L, 9R: Side mirrors

Claims

1. A driving assistance system, characterized in that: have: Surrounding information acquisition means for acquiring surrounding information related to the state of the surroundings of the vehicle; a notification object recognition means for recognizing other vehicles existing in a notification area specified to the rear and side of the aforementioned host vehicle as notification objects based on the aforementioned surrounding information; and The notification control means performs a first notification control for notifying an occupant of the host vehicle of the existence of the notification object when the notification object is identified; and the driving assistance system further comprises: A route change prediction means, based on the surrounding information, predicts the execution of a route change by the host vehicle during the period when the notification object is recognized; The notification control means performs a second notification control having a higher notification intensity than the first notification control when the course change prediction means predicts execution of the course change during the execution of the first notification control.

2. The driving assistance system according to claim 1, wherein: The course change prediction means predicts execution of the course change when the presence of a movement-causing factor causing movement of the host vehicle in the width direction is recognized ahead of the host vehicle in the traveling direction based on the surrounding information.

3. The driving assistance system according to claim 2, further comprising a driving position determining means, wherein the driving position determining means divides the road on which the host vehicle is traveling into a shoulder area within a specific width from a width direction end and a normal driving area adjacent to the shoulder area, and determines the driving position of the host vehicle on the road. The route change prediction means predicts that the vehicle will change its route from the shoulder area to the normal driving area when the driving position is the shoulder area and an obstacle as the movement-causing factor is recognized to exist ahead of the vehicle in the direction of travel.

4. The driving assistance system according to claim 2, further comprising: A driving position determining means for dividing the road on which the vehicle is traveling into a shoulder area within a specific width from the width direction end and a regular driving area adjacent to the shoulder area, and determining the driving position of the vehicle on the road; and, risk index calculation means, when there is a preceding vehicle ahead of the host vehicle in the direction of travel, calculates a risk index that decreases as the risk of contact between the host vehicle and the preceding vehicle increases based on the surrounding information; and The above-mentioned route change prediction means predicts the execution of the above-mentioned route change when the above-mentioned driving position is the above-mentioned regular driving area, the above-mentioned preceding vehicle as the above-mentioned movement-causing factor exists in front of the above-mentioned vehicle in the traveling direction, and the above-mentioned risk index for the above-mentioned preceding vehicle is below a specific threshold value.

5. The driving assistance system according to claim 2, further comprising a driving position determining means, wherein the driving position determining means divides the road on which the host vehicle is traveling into a shoulder area within a specific width from an end in a width direction and a normal driving area adjacent to the shoulder area, and determines the driving position of the host vehicle on the road. The aforementioned route change prediction means predicts the execution of the aforementioned route change when the aforementioned driving position is the aforementioned regular driving area, there is a preceding vehicle and a traffic light in front of the aforementioned vehicle in the direction of travel, which are factors causing the aforementioned movement, and the display pattern of the aforementioned traffic light represents no entry or stop.

6. The driving assistance system according to claim 2, further comprising a driving position determining means, wherein the driving position determining means divides the road on which the host vehicle is traveling into a shoulder area within a specific width from an end in a width direction and a normal driving area adjacent to the shoulder area, and determines the driving position of the host vehicle on the road. The lane change prediction means predicts execution of the lane change when the driving position is the normal driving area, a preceding vehicle as the movement-causing factor exists ahead of the vehicle in the direction of travel, and a brake light of the preceding vehicle is turned on.

7. The driving assistance system according to claim 2, further comprising a driving position determining means, wherein the driving position determining means divides the road on which the host vehicle is traveling into a shoulder area within a specific width from an end in a width direction and a normal driving area adjacent to the shoulder area, and determines the driving position of the host vehicle on the road. The lane change prediction means predicts the execution of the lane change when the driving position is the normal driving area, there is a preceding vehicle as the movement-causing factor ahead of the vehicle in the driving direction, and the direction indicator is lit in the preceding vehicle.

8. The driving assistance system according to any one of claims 3 to 7, wherein: In a case where two or more lanes are divided in the normal travel area, the notification object recognition means changes the length of the notification area in the width direction according to the travel position.

9. The driving assistance system according to claim 8, wherein: When the driving position is the road shoulder area or the lane end of each lane, the notification object recognition means makes the length of the notification area in the width direction shorter than when the driving position is the center of each lane.

10. The driving assistance system according to claim 2, further comprising a driving position determining means, wherein the driving position determining means divides the road on which the host vehicle is traveling into a shoulder area within a specific width from a width direction end and a normal driving area adjacent to the shoulder area, and determines the driving position of the host vehicle on the road. When the aforementioned vehicle is within the aforementioned regular driving area and within a specific distance from the line dividing the aforementioned shoulder area and the aforementioned regular driving area for more than a specific time, the aforementioned route change prediction means predicts that the aforementioned vehicle will not change its route from the aforementioned regular driving area to the aforementioned shoulder area.

11. The driving assistance system according to claim 1, further comprising a driving position learning means, wherein the driving position learning means learns the driving position of the host vehicle in the road width direction. The route change prediction means predicts execution of the route change based on the surrounding information and the learning result of the driving position learning means.

12. The driving assistance system according to claim 1, wherein: The above-mentioned vehicle is a straddle-type vehicle.

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