Vehicle control system

Abstract

A vehicle control system (S) is provided with: a front situation detection device (200) that detects a situation in front of a vehicle (1); a vibration source (20) that generates vibrations to be transmitted to a driver of the vehicle (1); and a control unit (150) that performs control for changing the state of the oscillation of the oscillation starting source (20, 20 ', 51, 53, 63, 75) to a state corresponding to the degree of urgency in accordance with the degree of urgency obtained using information detected by the forward condition detection device (200).

Description

Technical Field

[0001] The present invention relates to a vehicle control system, and more particularly to a vehicle control system that executes control capable of responding to a forward collision warning of a vehicle. Background Art

[0002] In recent years, from the perspective of improving the safety of vehicles and the traffic environment in which the vehicles are traveling, research and development related to advanced driver-assistance systems (ADAS) having the function of assisting the driving operation of the driver of the vehicle has been carried out. As a system having a warning function in the advanced driver-assistance system, a forward collision warning (FCW) system can be cited. In the forward collision warning system, the speed of the vehicle, the relative speed of the vehicle and the vehicle in front, and the distance between the vehicle and the surrounding environment are monitored. For example, when the vehicle is too close to the vehicle in front, the driver is warned of the possibility of a collision.

[0003] Under such circumstances, patent document 1 relates to a control device, a control method and a braking system, and discloses the following structure: before a control mode for causing a motorcycle to perform an automatic emergency deceleration action is started based on trigger information generated corresponding to the surrounding environment of the motorcycle, a first notification and a second notification of the execution of the automatic emergency deceleration action are sequentially started to notify the driver, wherein in the first notification, the execution of the automatic emergency deceleration action is notified without applying an external force to the driver, and on the other hand, in the second notification, the execution of the automatic emergency deceleration action is notified by applying an external force to the driver.

[0004] Prior art literature

[0005] Patent Literature

[0006] Patent Document 1: Japanese Patent No. 6817417 Summary of the invention

[0007] Problems to be solved by the invention

[0008] However, according to the research of the present inventors, in Patent Document 1, the external force used in the second notification is merely an inertial force that causes the driver to generate a relatively small deceleration, and the following structure is adopted: by repeatedly applying a relatively small deceleration generated by the inertial force to the driver at set intervals, the increase in deceleration generated in the motorcycle is suppressed, and the driver is encouraged to perform evasive actions. However, there is no disclosure or revelation of a structure that can gradually increase the degree of warning to the driver and issue a stronger warning according to the increase in the possibility of collision when the vehicle approaches the obstacle ahead, or that can sequentially increase the degree of external force applied to the driver and the degree of deceleration generated in the motorcycle to enhance them. In addition, in Patent Document 1, since the first notification relies on hearing and vision, especially in a saddle-type vehicle such as a motorcycle that is exposed to the surrounding environment, it is considered that the driver may not be able to recognize the notification itself, and in the subsequent second notification of repeated small and monotonous deceleration, it is considered that the driver may not be able to grasp the content and understand it. Therefore, if the automatic emergency deceleration action is performed in such a state of driver consciousness, it is considered that the driver may not be able to grasp the content and understand it due to the panic of the driver, and the situation that the vehicle is not adequately avoided or the vehicle is not properly controlled is considered to be insufficient. Especially in a saddle-type vehicle, it is also considered that the vehicle body behavior that causes overturning is unstable, and there is room for improvement. In addition, even a four-wheeled vehicle may not be able to recognize the first notification and grasp the second notification and understand it according to the driving conditions at that time. If the automatic emergency deceleration action is performed in such a state of driver consciousness, it is possible that the vehicle posture control is insufficient or the vehicle behaves unstable, similar to a saddle-type vehicle, and there is room for improvement.

[0009] The present invention is completed after the above research, and its purpose is to obtain the degree of urgency based on the detection information of the vehicle's front condition, gradually warn the driver of the degree of urgency, promote the vehicle's emergency avoidance operation, and also help promote the gradual deceleration of the vehicle.

[0010] Means for solving problems

[0011] In order to achieve the above objectives, the first aspect of the present invention is a vehicle control system mounted on a vehicle, comprising: a forward condition detection device that detects the condition in front of the vehicle; a vibration source that generates vibrations transmitted to the driver of the vehicle; and a control unit that performs the following control: according to the degree of urgency obtained using information detected by the forward condition detection device, the state of the vibration of the vibration source is changed to a state corresponding to the degree of urgency.

[0012] Furthermore, a second aspect of the present invention is that, based on the first aspect, the vibration source is at least one of a group consisting of an engine as a driving source of the vehicle, an electric motor as the driving source, a brake of the vehicle, a vibration device for vibrating the handle of the vehicle, a vibration device for vibrating the seat of the vehicle, and a vibration device for vibrating the pedal of the vehicle.

[0013] In addition, the third aspect of the present invention is that, based on the second aspect, in the control, the control unit changes the recovery cycle from the reduced operating state in which the output of the drive source is reduced to the normal operating state in which the output is not reduced according to the degree of the urgency, thereby changing the state of the vibration of the drive source to the state corresponding to the degree of the urgency.

[0014] In addition, the fourth aspect of the present invention is that, based on the third aspect, in the control, the higher the degree of the urgency, the shorter the recovery period is made by the control unit, thereby making the change period of changing the state of the vibration of the driving source to the state corresponding to the degree of the urgency shorter.

[0015] According to a fifth aspect of the present invention, based on the fourth aspect, in the control, the control unit increases the length of time during which the reduced operation state is present as the degree of the urgency increases.

[0016] In addition, the sixth aspect of the present invention is that, based on any one of the third to fifth aspects, in the control, the control unit reduces the output of the engine and sets it to the reduced operating state by reducing the amount of fuel supplied to the engine or prohibiting the fuel supply.

[0017] In addition, the seventh aspect of the present invention is that, based on any one of the third to sixth aspects, in the control, the control unit reduces the output of the engine and sets it to the reduced operating state by delaying the timing of ignition of the engine or prohibiting the ignition.

[0018] Furthermore, the eighth aspect of the present invention is that, based on any one of the third to seventh aspects, in the control, the control unit reduces the opening of the throttle valve of the engine or makes the opening completely closed, thereby reducing the output of the engine and setting it to the reduced operating state.

[0019] Furthermore, a ninth aspect of the present invention is, based on any one of the third to eighth aspects, wherein when the driver intends to decelerate, the control unit prohibits execution of the control.

[0020] Effects of the Invention

[0021] According to the first aspect of the present invention, the vehicle control system comprises: a front condition detection device that detects the condition in front of the vehicle; a vibration source that generates vibrations transmitted to the driver of the vehicle; and a control unit that performs control to change the state of the vibration of the vibration source to a state corresponding to the degree of urgency according to the degree of urgency obtained using the information detected by the front condition detection device. As a result, the driver can be gradually warned of the degree of urgency according to the degree of urgency obtained based on the detection information of the condition in front of the vehicle, thereby promoting the emergency avoidance operation of the vehicle and also helping to gradually decelerate the vehicle. For example, even a lightweight vehicle such as a saddle-type vehicle can suppress the situation that causes the driver to panic and decelerate in a manner that does not damage its stability.

[0022] In addition, according to the vehicle control system of the second scheme of the present invention, the vibration source is at least one of the group consisting of an engine as a driving source of the vehicle, an electric motor as a driving source, a brake of the vehicle, a vibration device for vibrating the handle of the vehicle, a vibration device for vibrating the seat of the vehicle, and a vibration device for vibrating the pedal of the vehicle. Therefore, by utilizing the existing loads of the vehicle, or additionally utilizing structures that will not be excessively affected by weight, size, cost, etc., the degree of urgency is gradually warned to the driver in accordance with the degree of urgency, thereby promoting the vehicle's emergency avoidance operation and also helping to gradually decelerate the vehicle.

[0023] In addition, according to the vehicle control system of the third aspect of the present invention, the control unit changes the recovery period from the reduced operating state in which the output of the driving source is reduced to the normal operating state in which the output is not reduced according to the degree of urgency, thereby changing the state of vibration of the driving source to a state corresponding to the degree of urgency. Therefore, when the vibration state is changed from the reduced operating state to the normal operating state, a driving force on the acceleration side can be applied to the vehicle, so that the dynamic center of gravity of the vehicle moves to the driving wheel side instead of the steering wheel side. Therefore, in a lightweight vehicle such as a saddle-ride type vehicle, the driver can be gradually warned of the degree of urgency according to the degree of urgency in a manner that does not impair its stability, thereby promoting the emergency avoidance operation of the vehicle and more reliably performing gradual deceleration of the vehicle.

[0024] In addition, according to the vehicle control system of the fourth aspect of the present invention, the higher the degree of urgency, the shorter the recovery period is made by the control unit, thereby making the change period of changing the vibration state of the driving source to the state corresponding to the degree of urgency shorter, so that the degree of urgency can be clearly warned to the driver according to the degree of urgency.

[0025] Furthermore, according to the vehicle control system of the fifth aspect of the present invention, the control unit makes the decelerated driving state appear longer as the degree of urgency increases, thereby being able to more reliably perform gradual deceleration of the vehicle according to the degree of urgency.

[0026] In addition, according to the vehicle control system of the sixth aspect of the present invention, the control unit reduces the amount of fuel supplied to the engine or prohibits the supply of fuel, thereby reducing the output of the engine and setting it to a reduced operating state. Therefore, the reduced operating state of the engine can be more reliably achieved in a manner that reduces unnecessary effects on exhaust gas characteristics.

[0027] Furthermore, according to the vehicle control system of the seventh aspect of the present invention, the control unit reduces the engine output to set the reduced operation state by retarding the timing of engine ignition or prohibiting ignition, thereby achieving the reduced operation state of the engine more reliably.

[0028] In addition, according to the vehicle control system of the eighth aspect of the present invention, the control unit reduces the opening of the throttle valve of the engine or completely closes the opening, thereby reducing the output of the engine and setting it to a reduced operating state. Therefore, the reduced operating state of the engine can be more reliably achieved in a manner that reduces unnecessary effects on exhaust gas characteristics.

[0029] Furthermore, according to the vehicle control system involved in the ninth aspect of the present invention, when the driver intends to decelerate, the control unit prohibits the execution of control that changes the vibration state of the vibration source to a state corresponding to the degree of urgency, thereby enabling the driver's intention to decelerate to be prioritized and allowing the driver to perform emergency avoidance operations of the vehicle by himself, and allowing the vehicle to decelerate. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 It is a schematic diagram showing the right side of a vehicle equipped with the vehicle control system according to the embodiment of the present invention.

[0031] Figure 2 It is a block diagram showing the configuration of a vehicle control system in this embodiment.

[0032] Figure 3 This is a time chart showing, as an example, changes in engine output and vehicle speed over time when the vehicle control system in this embodiment executes control to change the state of engine vibration to a state corresponding to the degree of urgency for each degree of urgency. DETAILED DESCRIPTION

[0033] Hereinafter, with reference to the accompanying drawings as appropriate, a detailed description will be given of a vehicle control system in an embodiment of the present invention, taking a saddle-riding vehicle equipped with an engine as an application example. Figure 1 In the figure, the x-axis and the z-axis form a two-axis orthogonal coordinate system, the positive direction of the x-axis represents the front direction, and the positive direction of the z-axis represents the upward direction.

[0034] [Structure of vehicle control system]

[0035] First, refer to Figure 1 and Figure 2 The structure related to the vehicle control system in this embodiment is also described in detail with reference to the structure of a saddle-riding type vehicle equipped with the electronic control device and the front condition detection device.

[0036] Figure 1 is a schematic diagram showing the right side of a vehicle equipped with the vehicle control system according to the present embodiment, Figure 2 It is a block diagram showing the configuration of a vehicle control system in this embodiment.

[0037] like Figure 1 and Figure 2 As shown, the vehicle control system S is typically mounted on a saddle-riding vehicle such as a motorcycle, that is, a vehicle 1, and changes the state of vibration of a predetermined vibration source to a state corresponding to the degree of urgency in the driving environment in front of the vehicle 1, and transmits and applies the vibration in the changed vibration state to the driver. In addition, as a vehicle equipped with the vehicle control system S, in principle, four-wheeled vehicles other than saddle-riding vehicles can also be applied.

[0038] Specifically, the vehicle control system S includes: an electronic control device 100 mounted on the vehicle 1 to control the operating state of the engine 20, which is an internal combustion engine mounted on the frame member 10 of the vehicle 1 as a driving source; and a front obstacle detection device 200, which is mounted on the vehicle 1 to detect obstacles in front of the vehicle 1. In addition, as a driving source mounted on the vehicle 1, it is not limited to the engine 20 as an internal combustion engine, but may be an electric motor, and may also be a driving source in a hybrid form in which these are combined. In addition, as a vibration source mounted on the vehicle 1, it is not limited to the driving source, and in principle, the following vibration device and brake mounted on the vehicle 1 can be used alone or in appropriate combination. The above-mentioned vibration device is installed on the vehicle 1 in a manner that can transmit and apply vibration to the driver and generates vibration around the contact point between the driver and the vehicle 1. In addition, the vibration device typically includes a vibrator that works by electricity, and as long as it has a structure that transmits its vibration to the outside, it can also be used together with the driving source and the brake.

[0039] Here, the engine 20 is typically a water-cooled four-stroke internal combustion engine, and a crankcase (not shown) of the engine 20 is equipped with a crank angle sensor 23 that outputs an electrical signal indicating the rotation angle (crank angle) of the crankshaft 22 to the electronic control unit 100, and a cylinder block (not shown) of the engine 20 is equipped with an engine temperature sensor 24 that outputs an electrical signal indicating the temperature of the cooling water of the engine 20 to the electronic control unit 100, and a spark plug 28 is installed on the cylinder head 26 of the engine 20, facing the combustion chamber (not shown) of the engine 20.

[0040] An intake pipe 30 connected to an intake port of the engine 20 (not shown) is installed on the cylinder head 26 of the engine 20. An intake pressure sensor 31 that outputs an electrical signal indicating the intake pressure of the engine 20 to the electronic control device 100 is installed on the intake pipe 30 on the cylinder head 26 side of the engine 20, and a throttle valve 32 that can be freely rotated in a manner that allows the intake inflow cross-sectional area of ​​the intake passage in the intake pipe 30 to be variable is installed on the side upstream of the intake pressure sensor 31.

[0041] A throttle opening sensor 33 is mounted on a housing (not shown) that accommodates the throttle valve 32 and outputs an electric signal indicating the opening of the throttle valve 32 to the electronic control device 100. Although a configuration example is shown in which the throttle valve 32 is driven and rotated by the rotation of an electric throttle motor 34, a configuration in which the throttle valve 32 is driven by a mechanical push-pull cable or the like instead of the throttle motor 34 may be adopted. In addition, a fuel injection valve 36 is mounted on the intake pipe 30, on the cylinder head 26 side of the engine 20, so as to inject fuel into the interior of the intake pipe 30. In addition, the fuel injection valve 36 may be mounted on the cylinder head 26 and directly inject fuel into the combustion chamber of the engine 20.

[0042] A storage member 40 is mounted on the frame member 10, in which a helmet or the like is stored in a storage chamber inside the storage member 40 when not in use, and a seat 50 is mounted on the upper side of the storage member 40 so that the storage chamber of the storage member 40 can be opened and closed freely. In the case where a vibration source is required to generate vibrations transmitted to the seat 50, a seat vibration device 51 is mounted on the storage member 40 so as to transmit vibrations to the seat 50. In addition, a pedal member (pedal) 52 is mounted on the frame member 10 as a footrest for the driver. In the case where a vibration source is required to generate vibrations transmitted to the pedal member 52, a pedal vibration device 53 is mounted on the frame member 10 so as to transmit vibrations to the pedal member 52.

[0043] A handle support member 60 is connected to the frame member 10, and a rod-type handle 60 is mounted on the handle support member 60. When a vibration source is required to generate vibrations transmitted to the handle 60 and the grip members (accelerator grip 64 and the left grip not shown) provided at both ends of the handle 60, a handle vibration device 63 is mounted on the handle support member 60 so as to transmit vibrations to the handle 60 and the grip members. An accelerator grip 64 as an accelerator operating member is mounted on the right end of the handle 62, and an accelerator opening sensor 65 that outputs an electrical signal indicating the opening of the accelerator grip 64 to the electronic control device 100 is mounted. In addition, a brake lever 66 as a brake operating member is mounted on the right end of the handle 62 opposite to the accelerator grip 64, and a brake switch 67 that outputs an electrical signal indicating the opening and closing state of the brake lever 66 to the electronic control device 100 is mounted. In addition, an ABS (Anti-Lock Braking System) unit 68 is mounted on the frame member 10. When the brakes need to be used as a vibration source, the operation and non-operation of the brakes may be continuously switched so that the vibrations generated during braking are transmitted to the driver via the ABS unit 68 .

[0044] A front suspension member 72 for suspending a front wheel 73 is mounted on the frame member 10, and a vehicle speed sensor 74 for outputting an electrical signal indicating the rotation speed of the front wheel 73 as a steering wheel to the electronic control device 100 is mounted on the front suspension member 72. A front wheel brake 75 is mounted on the front wheel 73 and operates in response to the closing action of the brake lever 66. On the other hand, a rear suspension member 76 for suspending a rear wheel 77 as a driving wheel is mounted on the frame member 10. Figure 1 In the figure, for convenience, only the front wheel brake 75 is shown, and the illustration of the rear wheel brake is omitted. In addition, the brake lever 66 is an operating component of the front wheel brake 75, and the illustration of the operating component of the rear wheel brake is also omitted. In addition, the control object of the ABS unit 68 includes not only the front wheel brake 75, but also the rear wheel brake.

[0045] In addition, a front condition detection device, i.e., a front obstacle detection device 200, is mounted on the frame member 10 via a bracket or the like (not shown) for detecting conditions such as obstacles in front of the vehicle 1. The front obstacle detection device 200 includes a photographing device such as a monocular or stereo camera, and at least one of a ranging / lateral orientation device such as a millimeter wave radar and a LiDAR (Laser Imaging Detection and Ranging), and typically outputs an electrical signal indicating obstacle-related information such as the presence of an obstacle in the driving environment in front of the vehicle 1, the distance between the obstacle and the vehicle 1, and the direction of the obstacle relative to the vehicle to the electronic control device 100.

[0046] The electronic control device 100 is typically composed of an operation processing device, namely an ECU (Electronic Control Unit) 10, which includes a microcomputer composed of a CPU (Central Processing Unit) and the like in the frame member 10. The electronic control device 100 is a control device that controls the operating state of the engine 20 by executing a control program while referring to control data, and is used as a control device that performs the following control: according to the degree of urgency in the driving environment in front of the vehicle 1, the state of vibration of a specified vibration source is changed to a state corresponding to the degree of urgency. In addition, the control program and the like are pre-stored in a memory not shown in the figure, and are read from the memory when they are executed. In addition, as an example, the electronic control device 100 is mounted on the frame member 10 via a bracket not shown in the figure.

[0047] Specifically, the electronic control device 100 operates using a battery (not shown) mounted on the vehicle 1 as a power source, is electrically connected to the crank angle sensor 23, the engine temperature sensor 24, the intake pressure sensor 31, the throttle opening sensor 33, the accelerator opening sensor 65, the brake switch 67, and the vehicle speed sensor 74, and includes an engine speed calculation unit 102, an engine temperature calculation unit 104, an intake pressure calculation unit 106, a throttle opening calculation unit 108, an accelerator opening calculation unit 110, a vehicle speed calculation unit 112, an emergency calculation unit 114, an emergency determination unit 116, a deceleration intention determination unit 118, and a control unit 150. In addition, the above-mentioned units are shown as functional blocks when executing a control program, and the input circuits such as the A / D (Analog / Digital) conversion circuit and the waveform shaping circuit of each sensor are omitted.

[0048] The engine speed calculation unit 102 calculates the speed of the engine 20 (engine speed) based on the electric signal indicating the crank angle which is output from the crank angle sensor 23 and input to the electronic control device 100 .

[0049] The engine temperature calculation unit 104 calculates the temperature of the engine 20 (engine temperature) based on the electric signal indicating the temperature of the cooling water of the engine 20 which is output from the engine temperature sensor 24 and input to the electronic control device 100 .

[0050] The intake pressure calculation unit 106 calculates the intake pressure of the engine 20 (engine intake pressure) based on the electrical signal indicating the intake pressure of the engine 20 which is output from the intake pressure sensor 31 and input to the electronic control device 100 .

[0051] The throttle opening calculation unit 108 calculates the opening of the throttle valve 32 (throttle opening) based on the electrical signal indicating the opening of the throttle valve 32 which is output from the throttle opening sensor 33 and input to the electronic control device 100 .

[0052] The accelerator opening calculation unit 110 calculates the opening of the accelerator grip 64 (accelerator opening) based on the electrical signal indicating the opening of the accelerator grip 64 which is output from the accelerator opening sensor 65 and input to the electronic control device 100 .

[0053] The vehicle speed calculation unit 112 calculates the speed of the vehicle 1 (vehicle speed: absolute value of the vehicle speed) based on the electrical signal indicating the rotation speed of the front wheels 73 output from the vehicle speed sensor 74 and input to the electronic control device 100 .

[0054] The urgency calculation unit 114 calculates the distance between the obstacle and the vehicle 1 (obstacle distance) based on the electric signal representing the obstacle-related information in front of the vehicle 1 output from the front obstacle detection device 200 and input to the electronic control device 100, and calculates the urgency obtained by quantifying the urgency presented by the obstacle in front of the vehicle 1 to the vehicle 1 based on the obstacle distance calculated in this way and the vehicle speed calculated by the vehicle speed calculation unit 112. Specifically, the urgency calculation unit 114 calculates the value obtained by dividing the obstacle distance by the vehicle speed as the urgency value. In addition, the urgency calculation unit 114 can also calculate the value obtained by dividing the obstacle distance by the relative vehicle speed (the absolute value of the relative speed) between the obstacle and the vehicle 1 as the urgency value. In addition, the relative vehicle speed between the obstacle and the vehicle 1 can be calculated based on the electric signal representing the obstacle-related information in front of the vehicle 1 output from the front obstacle detection device 200 and input to the electronic control device 100, and the vehicle speed calculated by the vehicle speed calculation unit 112.

[0055] The urgency determination unit 116 determines, based on the urgency value calculated by the urgency calculation unit 114, what degree of urgency the vehicle 1 corresponds to in relation to the obstacle in front of the vehicle 1, that is, the degree of urgency (urgency). Specifically, the urgency determination unit 116 determines the urgency as a low urgency with a low urgency when the urgency value is within a prescribed range indicating a relatively large value, and on the other hand, determines the urgency as a high urgency with a high urgency when the urgency value is within a prescribed range indicating a relatively small value. Here, the urgency between the low urgency and the high urgency can also be further subdivided, and when the urgency value is within a prescribed range indicating a relatively intermediate value, the urgency is determined to be an intermediate degree, that is, a medium urgency. In addition, when the urgency value becomes a value greater than the prescribed maximum value and the urgency deviates to the urgency side lower than the low urgency, the urgency determination unit 116 can also determine that there is substantially no urgency (zero degree). In addition, regarding the numerical ranges respectively defining the range of values ​​indicating relatively large values ​​of the urgency, the range of values ​​indicating relatively small values ​​of the urgency, and the range of values ​​indicating relatively intermediate values ​​of the urgency, data of each of the defined ranges stored in advance in the memory as control data or the like is read and used. In addition, the determination result obtained by the urgency determination unit 116 is not limited to being represented by such an urgency, as long as the level of urgency can be defined.

[0056] The deceleration intention determination unit 118 determines that the driver of the vehicle 1 has a deceleration intention when the throttle opening calculated by the throttle opening calculation unit 108 decreases to a value below a predetermined opening, and determines that the driver of the vehicle 1 has no deceleration intention when the throttle opening is maintained at a value exceeding the predetermined opening. Alternatively, the deceleration intention determination unit 118 determines that the driver of the vehicle 1 has a deceleration intention when the electric signal indicating the opening and closing state of the brake lever 66 output from the brake switch 67 and input to the electronic control unit 100 indicates that the brake lever 66 has been switched from an open state to a closed state, and determines that the driver of the vehicle 1 has no deceleration intention when the electric signal indicating that the brake lever 66 is maintained in an open state. In addition, it is also possible to use both the size of the throttle opening and the opening and closing state of the brake lever 66 to determine whether the driver of the vehicle 1 has a deceleration intention. In addition, regarding whether the driver of the vehicle 1 intends to decelerate, for example, in the case of a saddle-riding type vehicle, there is a tendency for its utilization frequency to be relatively low, but it can also be judged by considering the operating state of the operating components of the rear wheel brake together with or separately from the front wheel brake 75.

[0057] The control unit 150 typically controls the operating state of the engine 20 based on the engine speed calculated by the engine speed calculation unit 102, the engine temperature calculated by the engine temperature calculation unit 104, the engine intake pressure calculated by the intake pressure calculation unit 106, the throttle opening calculated by the throttle opening calculation unit 108, the throttle opening calculated by the throttle opening calculation unit 110, and the vehicle speed calculated by the vehicle speed calculation unit 112. In addition, based on the degree of urgency determined by the urgency determination unit 116, the operating state of the engine 20 is restored from a reduced operating state in which its output is reduced to a normal operating state in which its output is not reduced, thereby executing control to change the state of vibration of the engine 20 to a state corresponding to the degree of urgency. In addition, further, based on the deceleration intention determined by the deceleration intention determination unit 118, such control to change the state of vibration of the engine 20 to a state corresponding to the degree of urgency is prohibited.

[0058] Here, the control unit 150 includes a fuel injection amount calculation unit 152, an ignition timing calculation unit 154, a target throttle opening calculation unit 156, a fuel injection amount change unit 162, an ignition timing change unit 164, and a target throttle opening change unit 166 as functional blocks. The target throttle opening calculation unit 156 and the target throttle opening change unit 166 are necessary when the throttle valve 32 is driven by the throttle motor 34 and the actual throttle opening is feedback-controlled.

[0059] The fuel injection amount calculation unit 152 calculates the amount of fuel injected from the fuel injection valve 36 based on the characteristic value that specifies the operating state of the engine 20. As an example, the fuel injection amount calculation unit 152 calculates a basic fuel injection amount based on the engine speed calculated by the engine speed calculation unit 102 and the throttle opening calculated by the throttle opening calculation unit 108, and corrects the basic fuel injection amount based on the engine temperature calculated by the engine temperature calculation unit 104, the engine intake pressure calculated by the intake pressure calculation unit 106, and the like, thereby calculating the amount of fuel injected from the fuel injection valve 36.

[0060] The ignition timing calculation unit 154 calculates the ignition timing of the spark plug 28 based on the characteristic value that specifies the operating state of the engine 20. As an example, the ignition timing calculation unit 154 calculates the basic ignition timing based on the engine speed calculated by the engine speed calculation unit 102 and the throttle opening calculated by the throttle opening calculation unit 108, and corrects the basic ignition timing based on the engine temperature calculated by the engine temperature calculation unit 104, the engine intake pressure calculated by the intake pressure calculation unit 106, and the like, thereby calculating the ignition timing of the spark plug 28.

[0061] The target throttle opening calculation unit 156 calculates a throttle opening (target throttle opening) that is a target opening of feedback control that the actual throttle opening of the throttle valve 32 follows, based on the accelerator opening calculated by the accelerator opening calculation unit 110 .

[0062] The fuel injection amount changing unit 162 changes the fuel injection amount calculated by the fuel injection amount calculating unit 152, and calculates the changed fuel injection amount. Specifically, the fuel injection amount changing unit 162 calculates the changed fuel injection amount after reducing the fuel injection amount calculated by the fuel injection amount calculating unit 152. In addition, the higher the degree of urgency determined by the urgency determination unit 116, the more the fuel injection amount changing unit 162 calculates the changed fuel injection amount by reducing the fuel injection amount calculated by the fuel injection amount calculating unit 152.

[0063] The ignition timing changing unit 164 changes the ignition timing calculated by the ignition timing calculating unit 154, and calculates the changed ignition timing. Specifically, the ignition timing changing unit 164 calculates the changed ignition timing after delaying the ignition timing calculated by the ignition timing calculating unit 154. In addition, the ignition timing changing unit 164 may calculate the changed fuel injection amount by which the ignition timing calculated by the ignition timing calculating unit 154 is delayed more as the urgency determined by the urgency determining unit 116 is higher.

[0064] The target throttle opening changing unit 166 changes the target throttle opening calculated by the target throttle opening calculating unit 156, and calculates the changed target throttle opening. Specifically, the target throttle opening changing unit 166 calculates the changed target throttle opening by reducing the target throttle opening calculated by the target throttle opening calculating unit 156. In addition, the target throttle opening changing unit 166 may calculate the changed target throttle opening by reducing the target throttle opening calculated by the target throttle opening calculating unit 156 as the urgency determined by the urgency determining unit 116 increases.

[0065] Here, the control unit 150 restores the operating state of the engine 20 from the reduced operating state in which the output is reduced to the normal operating state in which the output is not reduced, based on the degree of urgency determined by the urgency determination unit 116, thereby executing control to change the state of the vibration of the engine 20 to a state corresponding to the degree of urgency, and prohibits execution of such control to change the state of the vibration of the engine 20 to a state corresponding to the degree of urgency based on the deceleration intention determined by the deceleration intention determination unit 118. In addition, when the degree of urgency determined by the urgency determination unit 116 is zero, the control unit 150 does not execute the process of reducing the output of the engine 20 itself, and the engine 20 operates in the normal operating state.

[0066] Specifically, the higher the degree of urgency determined by the urgency determination unit 116, the higher the control unit 150 increases the frequency of occurrence of the combustion cycle in which the output of the engine 20 is reduced, and the frequency of recovery from the combustion cycle in which the output of the engine 20 is reduced to the combustion cycle in which the output of the engine 20 is not reduced, so that the operating state of the engine 20 is recovered from the reduced operating state in which the output is reduced to the normal operating state in which the output is not reduced, thereby increasing the frequency of occurrence of the change in the vibration state to which the driver of the vehicle 1 is subjected. In other words, the higher the degree of urgency determined by the urgency determination unit 116, the shorter the recovery period of recovery from the combustion cycle in which the output of the engine 20 is reduced to the combustion cycle in which the output of the engine 20 is not reduced, so that the cycle of occurrence of the change in the vibration state to which the driver of the vehicle 1 is subjected is shortened. In order to make the control unit 150 reduce the output of the engine 20, any one of the changed fuel injection amount calculated by the fuel injection amount changing unit 162, the changed ignition timing calculated by the ignition timing changing unit 164, and the changed target throttle opening calculated by the target throttle opening changing unit 166 is used alone, or some or all of them are used in combination to correspondingly control the fuel injection amount injected from the fuel injection valve 36, the ignition timing of the spark plug 28, and the actual throttle opening of the throttle valve 32. On the other hand, in order to restore the reduced output of the engine 20, the control unit 150 may use the fuel injection amount calculated by the fuel injection amount calculation unit 152, the ignition timing calculated by the ignition timing calculation unit 154, and the target throttle opening calculated by the target throttle opening calculation unit 156 instead of the changed fuel injection amount calculated by the fuel injection amount change unit 162, the changed ignition timing calculated by the ignition timing change unit 164, and the changed target throttle opening calculated by the target throttle opening change unit 166 to control the fuel injection amount injected from the fuel injection valve 36, the ignition timing of the ignition by the spark plug 28, and the actual throttle opening of the throttle valve 32 accordingly. In addition, in order to further reduce the output of the engine 20, the control unit 150 may use any one of the further reduced changed fuel injection amount, the further delayed changed ignition timing, and the further reduced changed target throttle opening alone, or use a part or all of them in combination. In addition, in order to enable the control unit 150 to further reduce the output of the engine 20, any one of the prohibition of fuel injection by the fuel injection valve 36 itself, the prohibition of ignition by the spark plug 28 itself, and the prohibition of rotation of the throttle motor 34 from the fully closed position equivalent to the throttle valve 32 may be applied individually, or some or all of them may be combined and applied.In addition, the higher the urgency determined by the urgency determination unit 116, the higher the frequency of occurrence of the combustion cycle in which the output of the engine 20 is reduced. In other words, the higher the urgency determined by the urgency determination unit 116, the shorter the period of occurrence of the combustion cycle in which the output of the engine 20 is reduced, thereby further reducing the vehicle speed.

[0067] On the other hand, when the deceleration intention determination unit 118 determines that the driver of the vehicle 1 has the intention to decelerate, the control unit 150 prohibits the execution of the following control itself: by restoring the operating state of the engine 20 from a reduced operating state in which its output is reduced to a normal operating state in which its output is not reduced, the vibration state of the engine 20 is changed to a state corresponding to the degree of its urgency.

[0068] It should be noted that when the oscillation source is Figure 1 In the case of the electric motor 20' shown by the imaginary line in the middle, the control unit 150 controls the output via the drive inverter etc. not shown in the figure at the motor stage corresponding to the combustion cycle of the engine 20 with reduced output and the combustion cycle of the engine 20 with no reduced output in the time series, thereby changing the vibration state received by the driver of the vehicle 1. In this case, by returning from the reduced operation state in which the output of the electric motor 20' is reduced to the normal operation state in which the output is not reduced, the vibration state of the electric motor 20' can be changed to a state corresponding to the degree of its urgency, and the vehicle speed can be reduced in the reduced operation state. In addition, in the case where the vibration source is a brake (for example, the front wheel brake 75), the control unit 150 operates the ABS unit 68 at a timing and time length corresponding to the combustion cycle of the engine 20 with no reduced output, thereby performing the so-called anti-lock braking in which the strength of the braking force alternates in a short time, and the vibration state received by the driver of the vehicle 1 can be changed. In this case, by restoring the ABS unit 68 from the non-operating state to the operating state, the vibration state of the brakes such as the front wheel brake 75 can be changed to a state corresponding to the degree of urgency, and when the ABS unit 68 is operated, the vehicle speed is reduced. In addition, when the vibration source is any of the seat vibration device 51, the pedal vibration device 53, and the handle vibration device 63, the control unit 150 can generate vibrations and change the vibration state received by the driver of the vehicle 1 by operating the vibration device at a timing and time length equivalent to the combustion cycle in which the output is not reduced in the engine 20. In this case, although the vehicle speed cannot be directly reduced, by changing the state of the vibration generated by the vibration devices 51, 53, and 63 to a state corresponding to the degree of urgency, the driver can understand that the urgency is increasing, and by returning the accelerator grip 64 to the closing direction or holding the brake lever 66 in a closed manner, the vehicle speed can be indirectly reduced.

[0069] Below, also refer to Figure 3 An example of the operation of the vehicle control system S having the above structure when performing the following control is described in detail: according to the degree of urgency determined by the urgency determination unit 116, the operating state of the engine 20 is restored from the reduced operating state in which the output is reduced to the normal operating state in which the output is not reduced, thereby changing the state of vibration of the engine 20 to a state corresponding to the degree of urgency. In addition, in this example, for convenience, the electronic control device 100 is configured to control the fuel injection amount, ignition timing and throttle opening of the engine 20 to control the operating state of the engine 20.

[0070] [Operation of vehicle control system]

[0071] Figure 3 This is a timing diagram showing, as an example, the change in the output of the engine and the vehicle speed over time when the vehicle control system S in the present embodiment executes control to change the state of the vibration of the engine to a state corresponding to the degree of urgency for each degree of urgency. In addition, this control starts at the timing when the ignition switch (not shown) of the vehicle 1 is turned on and the electronic control device 100 is started, and is executed during the period when the electronic control device 100 is started. In addition, in the figure, from the top to the bottom, for convenience, the case where the urgency determination unit 116 determines that the urgency is zero, the case where the urgency determination unit 116 determines that the urgency is low, the case where the urgency determination unit 116 determines that the urgency is medium, and the case where the urgency determination unit 116 determines that the urgency is high are shown with the same time scale, but when an obstacle is detected in front of the vehicle 1, it can also be regarded as showing the state of approaching the obstacle from the state before detection in sequence from the top to the bottom.

[0072] First, if Figure 3As shown in the uppermost section of , when the emergency determination unit 116 determines that the emergency level is zero, the fuel injection amount calculation unit 152, the ignition timing calculation unit 154, and the target throttle opening calculation unit 156 respectively calculate the fuel injection amount, the ignition timing, and the target throttle opening, and the fuel injection amount change unit 162, the ignition timing change unit 164, and the target throttle opening change unit 166 do not change these fuel injection amounts, ignition timing, and target throttle opening, respectively. That is, the control unit 150 uses the normal fuel injection amount, ignition timing, and target throttle opening, respectively, to operate the engine 20 in the normal operating state. As a result, the control unit 150 does not change the vibration state from the vibration state of the engine 20 in the normal operating state, and does not reduce the vehicle speed corresponding to the output of the engine 20 in the normal operating state. It should be noted that when the control unit 150 performs control to change the state of the engine vibration to a state corresponding to the degree of emergency for each emergency level, when the deceleration intention determination unit 118 determines that the driver of the vehicle 1 has the intention to decelerate, the control unit 150 prohibits the control from continuing to be executed, so that the operating state of the engine 20 after the prohibition becomes the normal operating state. In this case, the corresponding actions are taken. Figure 3 The state that changes with time as shown in the upper section.

[0073] In addition, if Figure 3As shown in the second paragraph from the top, when the emergency determination unit 116 determines that the emergency level is a low emergency level, in the combustion cycle C1 to C3 from time t1 to time t4, the combustion cycle C5 to C7 from time t5 to time t8, and the combustion cycle C9 to C11 from time t9 to time t12, the fuel injection amount calculation unit 152, the ignition timing calculation unit 154 and the target throttle opening calculation unit 156 respectively calculate the same fuel injection amount, ignition timing and target throttle opening as usual, and the fuel injection amount change unit 162, the ignition timing change unit 164 and the target throttle opening change unit 166 will not change these fuel injection amounts, ignition timing and target throttle opening respectively. On the other hand, in the combustion cycle C4 from time t4 to time t5, the combustion cycle C8 from time t8 to time t9, and the combustion cycle C12 from time t12 to time t13, the fuel injection amount calculation unit 152, the ignition timing calculation unit 154, and the target throttle opening calculation unit 156 respectively calculate the same fuel injection amount, ignition timing, and target throttle opening as in the normal operation, and the fuel injection amount change unit 162, the ignition timing change unit 164, and the target throttle opening change unit 166 respectively change these fuel injection amounts, ignition timing, and target throttle opening to calculate the changed fuel injection amount, the changed ignition timing, and the changed target throttle opening. That is, the control unit 150 realizes the following operating state of the engine 20: when three combustion cycles in which the output is not reduced in the normal operation are repeated, the output is reduced in one combustion cycle, and the engine is restored from the one combustion cycle to the combustion cycle in which the output is not reduced in the next normal operation. Therefore, the vibration state changes every time the engine returns from a combustion cycle with reduced output to a combustion cycle with no reduced output in normal operation, and the vehicle speed decreases in each combustion cycle with reduced output. That is, the control unit 150 repeatedly performs the following control based on the low emergency level: the vehicle speed is reduced from the state in which the engine 20 is in the operating state when the output is reduced to the state in which the vibration state is relatively greatly changed while the engine 20 is in the operating state when it is normal. In addition, the vehicle speed decreases by about 3Δv (3 times Δv) during the period from time t1 to time t13.

[0074] In addition, if Figure 3As shown in the third paragraph from the top, when the emergency level determination unit 116 determines that the emergency level is medium emergency level, in the combustion cycle C1 to C2 from time t1 to time t3, the combustion cycle C4 to C5 from time t4 to time t6, the combustion cycle C7 to C8 from time t7 to time t9, and the combustion cycle C10 to C11 from time t10 to time t12, the fuel injection amount calculation unit 152, the ignition timing calculation unit 154 and the target throttle opening calculation unit 156 respectively calculate the same fuel injection amount, ignition timing and target throttle opening as in normal times, and the fuel injection amount change unit 162, the ignition timing change unit 164 and the target throttle opening change unit 166 will not change these fuel injection amounts, ignition timing and target throttle opening respectively. On the other hand, in the combustion cycle C3 from time t3 to time t4, the combustion cycle C6 from time t6 to time t7, the combustion cycle C9 from time t9 to time t10, and the combustion cycle C12 from time t12 to time t13, the fuel injection amount calculation unit 152, the ignition timing calculation unit 154, and the target throttle opening calculation unit 156 respectively calculate the fuel injection amount, ignition timing, and target throttle opening that are the same as normal, and the fuel injection amount change unit 162, the ignition timing change unit 164, and the target throttle opening change unit 166 respectively change these fuel injection amounts, ignition timing, and target throttle opening to calculate the changed fuel injection amount, the changed ignition timing, and the changed target throttle opening. That is, the control unit 150 realizes the following operating state of the engine 20: whenever two combustion cycles in which the output is not reduced in normal operation are repeated, the output is reduced in one combustion cycle, and the output is restored from the one combustion cycle to the combustion cycle in which the output is not reduced in the next normal operation. Therefore, at the medium emergency level, the vibration state also changes every time the output is restored from the combustion cycle in which the output is reduced to the combustion cycle in which the output is not reduced in normal operation, and the vehicle speed decreases in each combustion cycle in which the output is reduced. In detail, the control unit 150 repeatedly performs control to restore from the state in which the vehicle speed is reduced by presenting the operating state of the engine 20 when the output is reduced to the state in which the vibration state is relatively greatly changed by presenting the operating state of the engine 20 when the output is reduced, and the frequency of switching from the operating state in which the output of the engine 20 is reduced to the operating state when the output is reduced is increased compared to the low emergency level, and the occurrence cycle is shortened, and the vehicle speed is reduced by about 6Δv (6 times Δv) in total during the period from time t1 to time t13.

[0075] In addition, if Figure 3As shown in the bottom section, when the emergency determination unit 116 determines that the emergency level is high, in the combustion cycle C1 from time t1 to time t2, the combustion cycle C3 from time t3 to time t4, the combustion cycle C5 from time t5 to time t6, the combustion cycle C7 from time t7 to time t8, the combustion cycle C9 from time t9 to time t10, and the combustion cycle C11 from time t11 to time t12, the fuel injection amount calculation unit 152, the ignition timing calculation unit 154, and the target throttle opening calculation unit 156 respectively calculate the same fuel injection amount, ignition timing, and target throttle opening as in normal times, and the fuel injection amount change unit 162, the ignition timing change unit 164, and the target throttle opening change unit 166 will not change these fuel injection amounts, ignition timing, and target throttle opening, respectively. On the other hand, in the combustion cycle C2 from time t2 to time t3, the combustion cycle C4 from time t4 to time t5, the combustion cycle C6 from time t6 to time t7, the combustion cycle C8 from time t8 to time t9, the combustion cycle C10 from time t10 to time t11, and the combustion cycle C12 from time t12 to time t13, the fuel injection amount calculation unit 152, the ignition timing calculation unit 154, and the target throttle opening calculation unit 156 respectively calculate the fuel injection amount, ignition timing, and target throttle opening that are the same as those in normal times, and the fuel injection amount change unit 162, the ignition timing change unit 164, and the target throttle opening change unit 166 respectively change these fuel injection amounts, ignition timing, and target throttle opening to calculate the changed fuel injection amount, the changed ignition timing, and the changed target throttle opening. That is, the control unit 150 realizes the following operating state of the engine 20: whenever one combustion cycle in which the output is not reduced in normal operation is repeated, the output is reduced in one combustion cycle, and the output is restored from the one combustion cycle to the combustion cycle in which the output is not reduced in the next normal operation. Therefore, at a high emergency level, the vibration state also changes each time the output is restored from the combustion cycle in which the output is reduced to the combustion cycle in which the output is not reduced in normal operation, and the vehicle speed decreases in each combustion cycle in which the output is reduced. In detail, the control unit 150 repeatedly performs control to restore from the state in which the vehicle speed is reduced by presenting the operating state of the engine 20 when the output is reduced to the state in which the vibration state is relatively greatly changed by presenting the operating state of the engine 20 when the output is reduced according to the high emergency level, and the frequency of switching from the operating state in which the output of the engine 20 is reduced to the operating state in normal time increases compared to the medium emergency level, and the occurrence cycle is shortened, and the vehicle speed is reduced by about 6Δv (6 times Δv) in total during the period from time t1 to time t13.

[0076] In addition, in order to more clearly convey the occurrence of a change in the vibration state to the driver of the vehicle 1, it is preferred to adjust the frequency of occurrence of the combustion cycle in which the output of the engine 20 is reduced according to the engine speed, so that the occurrence period is the same regardless of the engine speed (typically a range of speeds in which the idle speed is the lower limit and the allowable upper limit speed is the upper limit value) as long as the degree of urgency is the same.

[0077] In this case, for example, when the degree of urgency is high, if the frequency of reducing the output of the engine 20 is once every 200 ms, then when the engine speed is 6000 rpm, the output can be reduced in one combustion cycle out of every 10 combustion cycles, and when the engine speed is 1200 rpm, the output can be reduced in one combustion cycle out of every 2 combustion cycles.

[0078] As can be seen from the above description, the vehicle control system S in the present embodiment includes: a front situation detection device 200 that detects the situation ahead of the vehicle 1; a vibration source 20 that generates vibrations to be transmitted to the driver of the vehicle 1; and a control unit 150 that performs the following control: according to the degree of urgency obtained using the information detected by the front situation detection device 200, the state of vibration of the vibration sources 20, 20', 51, 53, 63, 75 is changed to a state corresponding to the degree of urgency. Thus, according to the degree of urgency obtained based on the detection information of the situation ahead of the vehicle 1, the driver is gradually warned of the degree of urgency, and the emergency avoidance operation of the vehicle 1 is promoted, and it is also possible to help the vehicle 1 to be gradually decelerated. For example, even if it is a lightweight vehicle 1 such as a saddle-riding type vehicle, it is possible to suppress the driver from panicking and decelerate in a form that does not damage its stability.

[0079] In addition, in the vehicle control system S in the present embodiment, the vibration sources 20, 20', 51, 53, 63, 75 are at least one of the group consisting of the engine 20 as the driving source of the vehicle 1, the electric motor 20' as the driving source, the brake 75 of the vehicle 1, the vibration device 63 for vibrating the handle 62 of the vehicle 1, the vibration device 51 for vibrating the seat 50 of the vehicle 1, and the vibration device 53 for vibrating the pedal 52 of the vehicle 1. Therefore, by utilizing the existing loads of the vehicle 1, or additionally utilizing structures that will not be excessively affected by weight, size, cost, etc., the driver is gradually warned of the degree of urgency in accordance with the degree of urgency, thereby promoting emergency avoidance operations of the vehicle 1 and also helping to gradually decelerate the vehicle 1.

[0080] In addition, in the vehicle control system S of the present embodiment, the control unit 150 changes the recovery cycle from the reduced operating state in which the output of the drive source 20, 20' is reduced to the normal operating state in which the output is not reduced according to the degree of urgency, thereby changing the state of vibration of the drive source 20, 20' to a state corresponding to the degree of urgency. Therefore, when the vibration state is changed from the reduced operating state to the normal operating state, a driving force on the acceleration side can be applied to the vehicle 1, so that the dynamic center of gravity of the vehicle 1 moves not to the steering wheel 73 side but to the rear side of the drive wheel 77 side. For example, in a lightweight vehicle 1 such as a saddle-type vehicle, the driver can be gradually warned of the degree of urgency according to the degree of urgency in a manner that does not impair its stability, thereby promoting the emergency avoidance operation of the vehicle and more reliably performing the gradual deceleration of the vehicle.

[0081] In addition, in the vehicle control system S in the present embodiment, the higher the degree of urgency, the shorter the recovery period is made by the control unit 150, thereby making the change period of changing the vibration state of the driving source 20, 20' to the state corresponding to the degree of urgency shorter, so that the degree of urgency can be clearly warned to the driver according to the degree of urgency.

[0082] In the vehicle control system S of the present embodiment, the control unit 150 makes the deceleration operation state appear longer as the degree of urgency increases, so that the vehicle 1 can be more reliably decelerated gradually according to the degree of urgency.

[0083] In addition, in the vehicle control system S of the present embodiment, the control unit 150 reduces the output of the engine 20 to achieve a reduced operating state by reducing the amount of fuel supplied to the engine 20 or prohibiting the supply of fuel, thereby being able to more reliably achieve the reduced operating state of the engine 20 in a manner that reduces unnecessary effects on exhaust gas characteristics.

[0084] In the vehicle control system S of the present embodiment, the control unit 150 reduces the output of the engine 20 to achieve the reduced operation state by retarding the timing of ignition of the engine 20 or prohibiting ignition, so the reduced operation state of the engine 20 can be achieved more reliably.

[0085] In addition, in the vehicle control system S in the present embodiment, the control unit 150 reduces the opening of the throttle valve 32 of the engine 20 or fully closes the opening, thereby reducing the output of the engine 20 to achieve a reduced operating state. Therefore, the reduced operating state of the engine 20 can be more reliably achieved in a manner that reduces unnecessary effects on the exhaust gas characteristics.

[0086] Furthermore, in the vehicle control system S in the present embodiment, when the driver intends to decelerate, the control unit 150 prohibits the execution of control that changes the vibration state of the vibration sources 20, 20', 51, 53, 63, 75 to a state corresponding to the degree of urgency, thereby giving priority to the driver's intention to decelerate and allowing the driver to perform emergency avoidance operations of the vehicle 1 by himself, and allowing the vehicle 1 to decelerate.

[0087] In addition, the types, shapes, arrangements, numbers, etc. of the components of the present invention are not limited to the above-mentioned embodiments, and can of course be appropriately modified within the scope of the invention, for example, the components can be appropriately replaced with elements having equivalent effects.

[0088] Industrial Applicability

[0089] As described above, the present invention can provide a vehicle control system that can obtain the degree of urgency based on detection information of the conditions in front of the vehicle, gradually warn the driver of the degree of urgency, promote the emergency avoidance operation of the vehicle, and also help promote the gradual deceleration of the vehicle. Due to its general and universal nature, it is expected to be widely used in vehicle control systems such as motor two-wheeled vehicles and motor four-wheeled vehicles.

[0090] DESCRIPTION OF REFERENCE NUMERALS S ... Vehicle control system 1 ... Vehicle

[0091] 10…Frame parts

[0092] 20…Engine

[0093] 20'...Electric motor

[0094] 22…Crankshaft

[0095] 23…Crank angle sensor

[0096] 24…Engine temperature sensor 26…Cylinder head

[0097] 28…Spark plug

[0098] 30…Intake pipe

[0099] 31…Intake air pressure sensor 32…Throttle valve

[0100] 33…Throttle opening sensor 34…Throttle motor

[0101] 36…Fuel injection valve

[0102] 40…Storage parts

[0103] 50…seats

[0104] 51…Seat vibration equipment

[0105] 52…Pedal parts

[0106] 53…Pedal vibration equipment

[0107] 60…Handle support part

[0108] 62···Handle

[0109] 63: Handle vibration device

[0110] 64…Throttle grip

[0111] 65…Throttle opening sensor 66…Brake lever

[0112] 67…Brake switch

[0113] 68…ABS unit

[0114] 72…Front suspension components

[0115] 73…Front wheel

[0116] 74…Vehicle speed sensor

[0117] 75…Front wheel brake

[0118] 76…Rear suspension components

[0119] 77…Rear wheel

[0120] 100…Electronic control devices

[0121] 102…Engine speed calculation unit

[0122] 104…Engine temperature calculation unit

[0123] 106…Intake pressure calculation unit

[0124] 108…Throttle opening calculation unit

[0125] 110…Throttle opening calculation unit

[0126] 112…Vehicle speed calculation unit

[0127] 114…Emergency Calculation Department

[0128] 116…Emergency Determination Department

[0129] 118…Deceleration intention determination unit

[0130] 150…Control Department

[0131] 152…Fuel injection amount calculation unit

[0132] 154…Ignition timing calculation unit

[0133] 156…Target throttle opening calculation unit

[0134] 162…Fuel injection amount changing unit

[0135] 164…Ignition timing change section

[0136] 166…Target throttle opening changing unit

[0137] 200…Front obstacle detection equipment.

Claims

1. A vehicle control system, the vehicle control system being mounted on a vehicle, characterized in that: The vehicle control system has: a front condition detection device that detects a condition in front of the vehicle; a vibration source that generates vibrations that are transmitted to a driver of the vehicle; and A control unit performs control to change the state of the vibration of the vibration source to a state corresponding to the degree of the urgency according to the degree of the urgency obtained using the information detected by the front situation detection device.

2. The vehicle control system according to claim 1, characterized in that: The vibration source is at least one of a group consisting of an engine as a driving source of the vehicle, an electric motor as the driving source, a brake of the vehicle, a vibration device for vibrating a handle of the vehicle, a vibration device for vibrating a seat of the vehicle, and a vibration device for vibrating a pedal of the vehicle.

3. The vehicle control system according to claim 2, characterized in that: In the control, the control unit changes the recovery cycle from the reduced operating state in which the output of the drive source is reduced to the normal operating state in which the output is not reduced according to the degree of the urgency, thereby changing the state of the vibration of the drive source to the state corresponding to the degree of the urgency.

4. The vehicle control system according to claim 3, characterized in that: In the control, the control unit shortens the recovery period as the degree of the urgency increases, thereby shortening the period of change of the state of the vibration of the drive source to the state corresponding to the degree of the urgency.

5. The vehicle control system according to claim 4, characterized in that: In the control, the control unit increases the length of time during which the reduced operation state is present as the degree of the urgency increases.

6. The vehicle control system according to claim 3, characterized in that: In the control, the control unit reduces the amount of fuel supplied to the engine or prohibits the supply of the fuel to reduce the output of the engine and to set the engine to the reduced operating state.

7. The vehicle control system according to claim 3, characterized in that: In the control, the control unit retards the timing of ignition of the engine or prohibits the ignition to reduce the output of the engine and to set the engine to the reduced operating state.

8. The vehicle control system according to claim 3, characterized in that: In the control, the control unit reduces the opening of a throttle valve of the engine or completely closes the opening to reduce the output of the engine and to set the engine to the reduced operating state.

9. The vehicle control system according to claim 1, characterized in that: When the driver intends to decelerate, the control unit prohibits execution of the control.

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