Control device and control method for rider assistance system

Abstract

The invention provides a control device (20) and a control method capable of improving the assist of a rider. A control device (20) is provided with: an execution unit (21) that executes a positional relationship adjustment operation, which is an operation for adjusting the positional relationship between a vehicle (100), which is a riding-type vehicle, and a preceding vehicle (200), while the vehicle (100) is traveling; the execution unit performs a positional relationship adjustment operation on the basis of selection operation information, which is information on an operation for selecting one setting mode from a plurality of setting modes for setting a target positional relationship between the host vehicle and the preceding vehicle together with respect to a plurality of vehicle speed states, by a rider of the host vehicle during the positional relationship adjustment operation. A target positional relationship in a plurality of vehicle speed states is acquired, a corrected target positional relationship in which the target positional relationship in at least some of the plurality of vehicle speed states is corrected is acquired, and the positional relationship between the host vehicle and the preceding vehicle is adjusted to the corrected target positional relationship.

Description

TECHNICAL FIELD

[0001] The present application relates to a control device of a rider assistance system and a control method of a rider assistance system. BACKGROUND

[0002] As a conventional rider assistance system, there is a system in which a control device automatically controls a braking force and / or a driving force generated in a host vehicle during travel of the host vehicle, and performs an action of adjusting a positional relationship between the host vehicle and a preceding vehicle to a target positional relationship (for example, refer to Patent Literature 1).

[0003] PRIOR ART DOCUMENTS PATENT LITERATURE Patent Literature 1: International Publication No. 2018 / 197965 SUMMARY

[0004] PROBLEMS TO BE SOLVED BY THE INVENTION In the conventional rider assistance system, a rider of the host vehicle selects one setting mode from a plurality of setting modes for setting the target positional relationship between the host vehicle and the preceding vehicle in association with a plurality of vehicle speed states. Then, the control device acquires the target positional relationship set in association with the vehicle speed state of the host vehicle in the selected setting mode, and adjusts the positional relationship between the host vehicle and the preceding vehicle to the target positional relationship in the positional relationship adjustment action. However, in the rider-type vehicle, there is a tendency that the positional relationship between the host vehicle and the preceding vehicle that each rider likes greatly differs due to the fact that the vehicle body size is small and the degree of freedom of the travel position is significantly high compared to other types of vehicles (for example, passenger cars, trucks, and the like). Therefore, even if the rider can set the target positional relationship in association with a plurality of vehicle speed states by selecting the favorite setting mode from the plurality of setting modes, there can be a case where it is difficult to position the host vehicle at the position that the rider likes in the positional relationship adjustment action.

[0005] The present application has been made in view of the above-described problem, and a control device capable of improving the assistance of the rider is obtained. In addition, a control method capable of improving the assistance of the rider is obtained.

[0006] MEANS FOR SOLVING THE PROBLEM The control device related to the present application is a control device of a rider assist system, and has an execution unit that automatically controls a braking force and / or a driving force generated in a subject vehicle during travel of the subject vehicle, which is a riding type vehicle, and performs a position relationship adjustment operation that adjusts a position relationship between the subject vehicle and a preceding vehicle. The execution unit acquires a target position relationship in a plurality of vehicle speed states based on selection operation information from an operation of a rider of the subject vehicle selecting one of a plurality of setting modes for setting the target position relationship between the subject vehicle and the preceding vehicle in the plurality of vehicle speed states. The execution unit acquires a corrected target position relationship in at least some of the vehicle speed states after correction of the target position relationship in the vehicle speed states, and adjusts the position relationship between the subject vehicle and the preceding vehicle to the corrected target position relationship.

[0007] The control method related to the present application is a control method of a control device of a rider assist system. An execution unit of the control device automatically controls a braking force and / or a driving force generated in a subject vehicle during travel of the subject vehicle, which is a riding type vehicle, and performs a position relationship adjustment operation that adjusts a position relationship between the subject vehicle and a preceding vehicle. The execution unit acquires a target position relationship in a plurality of vehicle speed states based on selection operation information from an operation of a rider of the subject vehicle selecting one of a plurality of setting modes for setting the target position relationship between the subject vehicle and the preceding vehicle in the plurality of vehicle speed states. The execution unit acquires a corrected target position relationship in at least some of the vehicle speed states after correction of the target position relationship in the vehicle speed states, and adjusts the position relationship between the subject vehicle and the preceding vehicle to the corrected target position relationship.

[0008] Effects of Invention In the control device and the control method related to the present application, in the position relationship adjustment operation, the execution unit acquires a target position relationship in a plurality of vehicle speed states based on selection operation information from an operation of a rider of the subject vehicle selecting one of a plurality of setting modes for setting the target position relationship between the subject vehicle and the preceding vehicle in the plurality of vehicle speed states. Further, the execution unit acquires a corrected target position relationship in at least some of the vehicle speed states after correction of the target position relationship in the vehicle speed states, and adjusts the position relationship between the subject vehicle and the preceding vehicle to the corrected target position relationship. Therefore, in the position relationship adjustment operation, it is possible to improve the realizability of the subject vehicle being positioned at a position preferred by the rider. BRIEF DESCRIPTION OF DRAWINGS

[0009] Figure 1 is a view showing a state of mounting of a rider assist system related to an embodiment of the present application to a riding type vehicle.

[0010] Figure 2 This is a diagram illustrating the system structure of a rider assistance system according to an embodiment of the present invention.

[0011] Figure 3 This is a diagram illustrating the structure of a rider assistance system according to an embodiment of the present invention.

[0012] Figure 4 This is a diagram illustrating the structure of a rider assistance system according to an embodiment of the present invention.

[0013] Figure 5 This is a diagram illustrating the structure of a rider assistance system according to an embodiment of the present invention.

[0014] Figure 6 This is a diagram illustrating the structure of a rider assistance system according to an embodiment of the present invention.

[0015] Figure 7 This is a diagram illustrating the operation flow of the control device of the rider assistance system according to an embodiment of the present invention. Detailed Implementation

[0016] The control device and control method of the present invention will be described below with reference to the accompanying drawings.

[0017] Furthermore, the structures and operations described below are examples, and the control device and control method of the present invention are not limited to such structures and operations.

[0018] For example, the following description relates to the application of the control device and control method of the present invention to a rider assistance system for an automatic two-wheeled vehicle. However, the control device and control method of the present invention can also be applied to rider assistance systems for other riding-type vehicles besides automatic two-wheeled vehicles. A riding-type vehicle is a vehicle that a rider straddles and drives. Examples of riding-type vehicles include motorcycles (motorized two-wheelers, motorized tricycles), bicycles, etc. Motorcycles include vehicles powered by an engine and vehicles powered by an electric motor. Examples of motorcycles include motorized bicycles, scooters, and electric scooters. A bicycle is a vehicle that can be propelled on a road by the pedal force applied to it by the rider. Bicycles include ordinary bicycles, electric-assisted bicycles, and electric bicycles.

[0019] Furthermore, similar or identical descriptions will be appropriately simplified or omitted below. Additionally, in the figures, the same or similar reference numerals will be used for the same or similar parts, or reference numerals will be omitted altogether. Furthermore, details of the construction will be appropriately simplified or omitted in the illustrations.

[0020] Implementation method. The rider assistance system described below is an example of an implementation method.

[0021] <Structure of Rider Assist Systems> The structure of the rider assistance system according to the relevant implementation method will be described.

[0022] Figure 1 This is a diagram showing the rider assistance system of an embodiment of the present invention mounted on a riding vehicle. Figure 2 This is a diagram illustrating the system structure of a rider assistance system according to an embodiment of the present invention. Figures 3-6 This is a diagram illustrating the structure of a rider assistance system according to an embodiment of the present invention.

[0023] like Figure 1 and Figure 2 As shown, the rider assistance system 1 is mounted on a riding vehicle 300, i.e., the vehicle 100, in which the rider is assisted by the rider assistance system 1. The rider assistance system 1 may include, for example, an ambient environment detection device 11, a vehicle movement detection device 12, a setting input device 13, a communication device 14, a positioning device 15, a control device (ECU) 20, a braking device 30, a drive device 40, and a reporting device 50, as needed.

[0024] In the rider assistance system 1, the control device 20 utilizes the outputs of the surrounding environment detection device 11, the vehicle movement detection device 12, the setting input device 13, the communication device 14, and / or the positioning device 15 to execute rider assistance actions that assist the rider in driving the vehicle 100. The control device 20 outputs control commands to various devices (e.g., the braking device 30, the drive device 40, the reporting device 50, etc.) to execute rider assistance actions. The control device 20, as needed, receives outputs from various devices (not shown) used to detect other information (e.g., information on the rider's operating status of the braking device 30, information on the rider's operating status of the drive device 40, etc.). The components of the rider assistance system 1 can be dedicated to the rider assistance system 1 or shared with other systems.

[0025] The ambient environment detection device 11 includes at least a detection unit 11a disposed on the vehicle 100 facing forward. The detection unit 11a detects ambient environment information in front of the vehicle 100. The detection unit 11a may also, as needed, detect ambient environment information in addition to, or instead of, the ambient environment information diagonally in front of the vehicle 100. The ambient environment detection device 11 may also, as needed, include a detection unit disposed on the vehicle 100 facing rearward and / or a detection unit disposed on the vehicle 100 facing sideways. The detection unit 11a and other detection units may be, for example, radar, lidar sensors, ultrasonic sensors, cameras, etc. The detection unit 11a may also be composed of multiple sensors that define different areas in front of the vehicle 100 as detection ranges.

[0026] The vehicle motion detection device 12 is, for example, a vehicle speed sensor or an inertial measurement unit (IMU). The vehicle speed sensor detects the vehicle speed generated within the vehicle 100. The vehicle speed sensor can also be a sensor that detects other physical quantities that can be substantially converted into the vehicle speed generated within the vehicle 100. The inertial sensor detects the acceleration along three axes (forward / backward, width, and height) and the angular velocities along three axes (roll, pitch, and yaw) generated within the vehicle 100. The inertial sensor can also be a sensor that detects other physical quantities that can substantially be converted into the acceleration and angular velocities along three axes generated within the vehicle 100. Furthermore, the inertial sensor can also be a sensor that only detects a portion of the acceleration and angular velocities along the three axes.

[0027] The setting input device 13 is subject to input of various settings made by the rider. For example, the rider can use the setting input device 13 to switch the activation and deactivation of various rider assistance actions. Furthermore, the rider can use the setting input device 13 to set various modes or control parameters (e.g., tolerance values) used in various rider assistance actions. The setting input device 13 may also be a device operated by the rider's body (e.g., hands, feet), or it may be a device that receives sounds emitted by the rider. Furthermore, the setting input device 13 may be installed in the vehicle 100 itself, or it may be installed in accessories attached to the vehicle 100 (e.g., helmets, gloves).

[0028] Communication device 14 wirelessly communicates with other communication devices of other vehicles located around vehicle 100 and / or other communication devices installed on road equipment (e.g., traffic signals, signs, guardrails, utility poles, stop lines, etc.). For example, communication devices installed on other vehicles transmit information such as the driving status of other vehicles detected by those vehicles, and information about the surrounding environment of those vehicles detected by those vehicles, to communication device 14. Other communication devices installed on road equipment transmit information such as the status of that road equipment, and information about the surrounding environment of that road equipment detected by that road equipment, to communication device 14. Communication device 14 may also consist of multiple receivers with mutually different areas defined as communication ranges.

[0029] The positioning device 15 receives positioning signals transmitted from multiple communication satellites to determine the position of the vehicle 100 on the global positioning system. The position of the vehicle 100 is then compared with map information to obtain the location information on the map.

[0030] The control device 20 includes at least an execution unit 21. All or all parts of the control device 20 may be centrally located in one enclosure or may be separately located in multiple enclosures. Furthermore, all or all parts of the control device 20 may be composed of, for example, a microcomputer, a microprocessor unit, or an updatable element such as firmware, or a program module that executes instructions from a CPU or the like.

[0031] During the operation of the vehicle 100, the execution unit 21 acquires information about the surrounding environment of the vehicle 100 based on the output of the surrounding environment detection device 11. This surrounding environment information includes measured information about the positional relationships between the vehicle 100 and objects located around it (e.g., other vehicles, obstacles, road equipment, people, animals, etc.). Positional relationship information may include, for example, relative position, relative distance, relative speed, relative acceleration, relative jerk, time difference, and predicted time until collision. Positional relationship information may also be information about other physical quantities that can be substantially converted into them. Furthermore, the surrounding environment information includes characteristic information about objects located around the vehicle 100 (e.g., other vehicles, obstacles, road equipment, people, animals, etc.). Feature information includes, for example, information indicating the status of brake lights of other vehicles (brake light information), information indicating the status of traffic signals (traffic signal information), information on road markings (such as stop lines) (marking information), information on signs (signage information), and information on traffic events (such as congestion, construction, accidents) (traffic event information). Feature information can also be other physical quantities that can be substantially converted into them. The execution unit 21 can also obtain information about the surrounding environment of the vehicle 100 based on the output of the communication device 14 while the vehicle 100 is in motion.

[0032] The actuator 21, acting as an auxiliary action for the rider, automatically controls the braking force and / or driving force generated by the vehicle 100, and performs adjustments between the vehicle 100 and the preceding vehicle 200 (see reference). Figure 3 and Figure 5 The movement of the positional relationship is called the positional relationship adjustment movement. When the positional relationship adjustment movement is executed, the actuator 21 outputs a control command to the braking device 30 or the drive device 40. The braking device 30 brakes the vehicle 100. The drive device 40, as the power source of the vehicle 100, drives the vehicle 100. The braking device 30 can also be controlled to generate or increase deceleration, or it can also be controlled to generate or increase acceleration. The drive device 40 can also be controlled to generate or increase acceleration, or it can also be controlled to generate or increase deceleration. Furthermore, the positional relationship adjustment movement is released upon predetermined operational intervention by the rider.

[0033] When performing the positional adjustment action, the execution unit 21 outputs control commands to the reporting device 50 as needed. The reporting device 50 may be a device that reports warnings or information via display (i.e., using visual organs as sensory organs for perception), sound (i.e., using auditory organs as sensory organs for perception), or vibration (i.e., using tactile organs as sensory organs for perception). For example, the reporting device 50 may be a display, light, speaker, vibrator, etc. The reporting device 50 may also be installed in the vehicle 100 itself, or in accessories attached to the vehicle 100 (e.g., helmet, gloves, etc.). Furthermore, the reporting action may also be an action that reports a warning or information by causing the vehicle 100 to momentarily decelerate or accelerate. That is, the reporting device 50 may also be composed of a braking device 30 or a drive device 40.

[0034] like Figure 3 As shown, when the group driving mode described later cannot be executed or is invalid, the execution unit 21 causes the vehicle 100 to perform a positional relationship adjustment operation. This positional relationship adjustment operation is based on the measured information of the positional relationship between the vehicle 100 and the preceding vehicle 200, i.e., positional relationship information. The preceding vehicle 200 is located within the detection range Ra of the detection unit 11a and is traveling ahead of the vehicle 100 in the direction of travel of the vehicle 100. In addition, the driving status of vehicles other than the preceding vehicle 200 located around the vehicle 100 can also be considered in this positional relationship adjustment operation.

[0035] When the positional relationship adjustment action is executed, the rider of vehicle 100 can simultaneously set a target positional relationship between vehicle 100 and the preceding vehicle 200 for multiple speed states (especially all speed states where the positional relationship adjustment action can be performed). The rider of vehicle 100 performs this setting by selecting a setting mode from multiple setting modes using the setting input device 13. The execution unit 21 obtains the target positional relationship for multiple speed states based on the information from this operation, i.e., the selection operation information. Furthermore, the execution unit 21 outputs control commands to the reporting device 50, causing it to report the setting status performed by the rider. For example, the rider of vehicle 100 uses the setting input device 13 to select a setting mode from a first setting mode, a second setting mode, and a third setting mode. The first setting mode is a setting mode where the target position relationship between vehicle 100 and the preceding vehicle 200 tends to approach each other at all vehicle speeds capable of performing position relationship adjustment actions. The second setting mode is a setting mode where, compared to the first setting mode, the target position relationship between vehicle 100 and the preceding vehicle 200 tends to move away at all vehicle speeds capable of performing position relationship adjustment actions. The third setting mode is a setting mode where, compared to the second setting mode, the target position relationship between vehicle 100 and the preceding vehicle 200 tends to move away at all vehicle speeds capable of performing position relationship adjustment actions. The execution unit 21 stores a dataset of target position relationships at each specified speed state for each setting mode. By switching this dataset according to the selected setting mode, it obtains the target position relationships at all vehicle speed states capable of performing position relationship adjustment actions. If the rider of vehicle 100 selects the second setting mode, as... Figure 4 As shown, in the log Lo of the reported target position relationship in the reporting device 50, the bottom and middle sections are highlighted. Alternatively, the rider of this vehicle 100 can select a setting mode specification from two setting modes, or select a setting mode specification from four or more setting modes. Furthermore, when the position relationship adjustment action can only be performed at a portion of the vehicle speed states, the target position relationship can be set and obtained only for that vehicle speed state or only for a portion of that vehicle speed state. That is, the rider of this vehicle 100 only needs to be able to set the target position relationship between this vehicle 100 and the preceding vehicle 200 simultaneously for multiple vehicle speed states; furthermore, the execution unit 21 only needs to obtain the target position relationship for multiple vehicle speed states.

[0036] When the execution unit 21 is capable of executing the group driving mode, it determines whether the group driving mode is effective during the driving of the vehicle 100. For example... Figure 5As shown, the group driving mode is a mode that executes control actions specifically for the vehicle 100 to travel in a group with other riding vehicles 300, that is, to form a convoy and travel together as a group. Here, group driving is a mode in which multiple riding vehicles 300 form two trains VL1 and VL2 in a driving lane L and travel together. In addition, the number of riding vehicles 300 constituting the group driving only needs to be two or more.

[0037] For example, the group driving mode is based on the surrounding environment information obtained by the actuator 21, which automatically switches between active and inactive modes. The actuator 21 determines whether the group driving mode is active based on this switching information. The actuator 21 also determines, based on the surrounding environment information obtained by itself, whether the vehicle 100 and other riding vehicles 300 are in a specific manner (e.g., such as...). Figure 5 As shown, if the vehicle 100 and other riding vehicles 300 are arranged in a zigzag pattern to form two trains VL1, VL2, etc., and the situation continues beyond a reference time or reference distance, the group driving mode is automatically activated if the determination is affirmed. The execution unit 21 may also determine other riding vehicles 300 located in the driving lane L where the vehicle 100 is traveling, and only set the determined other riding vehicles 300 as its determination object, or it may determine other riding vehicles 300 that continue to be located around the vehicle 100 beyond the reference time or reference distance without using the boundary information of the driving lane L, and set the determined other riding vehicles 300 as its determination object.

[0038] For example, the group riding mode switches between active and inactive modes by means of setting input from the rider. The actuator 21 determines whether the group riding mode is active based on the output of the setting input device 13 obtained by the actuator 21. Alternatively, the actuator 21 may automatically suggest activating and / or deactivating the group riding mode based on the surrounding environment information obtained by the actuator 21, and determine the suggestion by means of the rider's agreed setting input.

[0039] When the group driving mode is active, the execution unit 21 causes the vehicle 100 to perform a positional relationship adjustment action. This positional relationship adjustment action is based on the measured information of the positional relationship between the vehicle 100 and the preceding vehicle 200, i.e., positional relationship information. The preceding vehicle 200 is located within the detection range Ra of the detection unit 11a, is traveling in a group with the vehicle 100, and is traveling ahead of the vehicle 100 in the direction of travel of the vehicle 100. In addition, the driving status of vehicles other than the preceding vehicle 200 located around the vehicle 100 (e.g., other riding vehicles 300 traveling in a group with the vehicle 100, vehicles not traveling in a group with the vehicle 100, etc.) can also be considered in this positional relationship adjustment action. Whether other riding vehicles 300 are traveling in a group with the vehicle 100 can be determined based on information about the time elapsed in their positional relationship with the vehicle 100, or based on information registered in advance by the rider. Information registered in advance by the rider includes, for example, the configuration of the vehicle 100 within the platoon formed by group travel (e.g., front, middle, rear, order from front or rear, train VL1, VL2, etc.), and information identifying other riding vehicles 300 belonging to the group (e.g., vehicle type, color, license plate information, etc.).

[0040] When the positional relationship adjustment action is performed, the rider of vehicle 100 can simultaneously set a target positional relationship between vehicle 100 and the preceding vehicle 200 for multiple speed states (especially all speed states where the positional relationship adjustment action can be performed). The rider of vehicle 100 performs this setting by selecting a setting mode from multiple setting modes using the setting input device 13. The execution unit 21 obtains the target positional relationship for multiple speed states based on the information from this operation, i.e., the selection operation information. Furthermore, the execution unit 21 outputs a control command to the reporting device 50, causing it to report the setting mode selected by the rider. For example, the rider of vehicle 100 uses the setting input device 13 to select a setting mode from multiple speed states. The system selects one of three setting modes: a first setting mode, a second setting mode, and a third setting mode. The first setting mode is one where the target positional relationship between the vehicle 100 and the preceding vehicle 200 tends to approach each other at all vehicle speeds capable of performing positional relationship adjustment. The second setting mode is one where, compared to the first setting mode, the target positional relationship between the vehicle 100 and the preceding vehicle 200 tends to move away at all vehicle speeds capable of performing positional relationship adjustment. The third setting mode is one where, compared to the second setting mode, the target positional relationship between the vehicle 100 and the preceding vehicle 200 tends to move away at all vehicle speeds capable of performing positional relationship adjustment. The execution unit 21 stores a dataset of target positional relationships at each specified speed for each setting mode. By switching this dataset according to the selected setting mode, it obtains the target positional relationships at all vehicle speeds capable of performing positional relationship adjustment. If the rider of the vehicle 100 selects the second setting mode, as follows... Figure 6 As shown, in the log Lo of the reported target position relationship in the reporting device 50, the bottom and middle sections are highlighted. Alternatively, the rider of this vehicle 100 can select a setting mode specification from two setting modes, or select a setting mode specification from four or more setting modes. Furthermore, when the position relationship adjustment action can only be performed at a portion of the vehicle speed states, the target position relationship can be set and obtained only for that vehicle speed state or only for a portion of that vehicle speed state. That is, the rider of this vehicle 100 only needs to be able to set the target position relationship between this vehicle 100 and the preceding vehicle 200 simultaneously for multiple vehicle speed states; furthermore, the execution unit 21 only needs to obtain the target position relationship for multiple vehicle speed states.

[0041] Furthermore, in the positional adjustment operation performed when the group driving mode is active, the detection range Ra of the detection unit 11a can be expanded compared to the positional adjustment operation performed when the group driving mode is inactive, or shifted to the opposite side of the deviation of the vehicle 100's driving position in the width direction of the driving lane L (in Figure 5 The example shown is a left-side misalignment. Furthermore, in positional relationship adjustments performed when the group driving mode is active, the dataset specifying the target positional relationship for each vehicle speed state (especially high speed) can show a trend of divergence compared to positional relationship adjustments performed when the group driving mode is inactive. Alternatively, in positional relationship adjustments performed when the group driving mode is active, the dataset specifying the target positional relationship for each vehicle speed state (especially low speed or slow speed) can show a trend of convergence compared to positional relationship adjustments performed when the group driving mode is inactive.

[0042] Here, after obtaining the target position relationship based on the selection operation information, the execution unit 21 obtains the corrected target position relationship after the target position relationship has been modified. Furthermore, the execution unit 21 automatically controls the braking force and / or driving force generated by the vehicle 100 without relying on the operation of the braking device 30 and the drive device 40 performed by the rider, and executes a position relationship adjustment action to adjust the position relationship between the vehicle 100 and the preceding vehicle 200 to make it conform to the corrected target position relationship. For example, the position relationship adjustment action is an adaptive cruise control action that controls the passage of the preceding vehicle 200 (which is the position relationship between the vehicle 100 and the preceding vehicle 200) to be close to a target value of that time difference set as the corrected target position relationship, i.e., setting the preceding vehicle 200 as the object of speed following. Alternatively, the positional relationship adjustment action is an action to activate the braking device 30 while the rider operates the drive unit 40, so that the time difference between the passing of the leading vehicle 200 and the passing of the vehicle 100, which is the positional relationship between the vehicle 100 and the leading vehicle 200, is close to a target value of the time difference set as the corrected target positional relationship. Alternatively, the positional relationship adjustment action is an action to activate the drive unit 40 while the rider operates the braking device 30, so that the time difference between the passing of the leading vehicle 200 and the passing of the vehicle 100, which is the positional relationship between the vehicle 100 and the leading vehicle 200, is close to a target value of the time difference set as the corrected target positional relationship. The execution unit 21 stores a dataset of corrected target positional relationships for each specified vehicle speed state according to each setting mode, and obtains the corrected target positional relationships for all vehicle speed states where the positional relationship adjustment action can be performed by switching the dataset according to the selected setting mode. The execution unit 21 obtains the corrected target position relationship corresponding to the current or target vehicle 100's speed state, and generates braking force and / or driving force in the vehicle 100 to make the position relationship between the vehicle 100 and the preceding vehicle 200 close to the corrected target position relationship. Furthermore, the time difference between the passing of the preceding vehicle 200 and the passing of the vehicle 100 is a value obtained by dividing the relative distance between the preceding vehicle 200 and the vehicle 100 by the current speed of the vehicle 100, or a value that can be substantially converted into that value.

[0043] For example, the corrected target position relationship is obtained by correcting the target position relationship through a setting operation performed by the rider of the vehicle 100. The rider of the vehicle 100 can use the setting input device 13 to correct at least a portion of the target position relationship set for multiple speed states. The execution unit 21 obtains the corrected target position relationship as the corrected target position relationship, and in the position relationship adjustment operation, adjusts the position relationship between the vehicle 100 and the preceding vehicle 200 to make it the corrected target position relationship. The correction performed by the rider of the vehicle 100 is stored, and when the rider of the vehicle 100 sets the target position relationship for multiple speed states, the target position relationship is automatically changed to the corrected target position relationship.

[0044] For example, the corrected target position relationship is obtained by correcting information about the rider's driving characteristics, i.e., driving characteristic information, in a state where no position relationship adjustment action is performed. When no position relationship adjustment action is performed, the execution unit 21 obtains the time difference between the passage of the preceding vehicle 200 and the passage of the vehicle 100 at each speed state as driving characteristic information. When the position relationship adjustment action is performed while the group driving mode is active, and when group driving is performed without performing the position relationship adjustment action, the execution unit 21 obtains the time difference between the passage of the preceding vehicle 200 and the passage of the vehicle 100 at each speed state as driving characteristic information. The execution unit 21 automatically corrects at least a portion of the target position relationship set for multiple speed states to make it close to the time difference obtained as driving characteristic information. The execution unit 21 obtains this corrected target position relationship as the corrected target position relationship, and during the position relationship adjustment action, adjusts the position relationship between the vehicle 100 and the preceding vehicle 200 to make it the corrected target position relationship. Before correcting the target position relationship to the corrected target position relationship, the execution unit 21 can output a control command to the setting input device 13, causing the rider of the vehicle 100 to input whether they agree to the execution of the correction. If the rider of the vehicle 100 agrees, the target position relationship is corrected to the corrected target position relationship based on driving characteristic information. That is, the execution unit 21 determines whether the correction based on driving characteristic information is permissible based on the information of the agreement operation performed by the rider of the vehicle 100 using the setting input device 13, i.e., the agreement operation information.

[0045] For example, the execution unit 21 limits the corrected target positional relationship within a specified range. The execution unit 21 imposes this limitation so that the time difference between the passage of the preceding vehicle 200 and the passage of the current vehicle 100 at each speed state, which is the corrected target positional relationship, does not fall below a lower limit. This lower limit can be set to a value where the time difference between the passage of the preceding vehicle 200 and the passage of the current vehicle 100 is not such that a collision between the current vehicle 100 and the preceding vehicle 200 is difficult or impossible to avoid. The execution unit 21 also imposes this limitation so that the time difference between the passage of the preceding vehicle 200 and the passage of the current vehicle 100 at each speed state, which is the corrected target positional relationship, does not fall above an upper limit. This upper limit can be set to a value where the time difference between the passage of the preceding vehicle 200 and the passage of the current vehicle 100 is not such that the detection unit 11a cannot detect the preceding vehicle 200.

[0046] For example, the rider of this vehicle 100 can set target position relationships for multiple speed states, including the stationary state. Furthermore, the rider of this vehicle 100 can use the setting input device 13 to correct the target position relationship set for the stationary state. That is, during the position relationship adjustment operation, the actuator 21 adjusts the position relationship between this vehicle 100 and the preceding vehicle 200 when the vehicle 100 is stationary to the corrected target position relationship. For speed states where the speed is higher than a reference value, the corrected target position relationship can be the time difference between the passage of the preceding vehicle 200 and the passage of this vehicle 100; for speed states where the speed is lower than the reference value (especially the slow-moving state), the corrected target position relationship can be the relative distance between this vehicle 100 and the preceding vehicle 200. That is, during the positional relationship adjustment action, until the vehicle speed decreases and reaches the reference value, the positional relationship between the vehicle 100 and the preceding vehicle 200 is adjusted to make it close to the time difference after the target positional relationship has been corrected. After the vehicle speed decreases and falls below the reference value, the positional relationship between the vehicle 100 and the preceding vehicle 200 is adjusted to make it close to the relative distance after the target positional relationship has been corrected.

[0047] <Motions of the rider assistance system> The operation of the rider assistance system according to the relevant implementation method will be explained.

[0048] Figure 7 This is a diagram illustrating the operation flow of the control device of the rider assistance system according to an embodiment of the present invention.

[0049] The actuator 21 of the control device 20 executes the following actions during the operation of the vehicle 100: Figure 7 The action flow is shown.

[0050] (Steps to obtain) In step S101, the execution unit 21 acquires measured information, i.e., positional relationship information, of the positional relationship between the vehicle 100 and the preceding vehicle 200 during the movement of the vehicle 100. Based on selection operation information—information from an operation performed by the rider of the vehicle 100 to select a setting mode from multiple setting modes used to simultaneously set the target positional relationship between the vehicle 100 and the preceding vehicle 200 for multiple speed states—the execution unit 21 acquires the target positional relationship under multiple speed states after correction. Furthermore, the execution unit 21 acquires various other information as needed.

[0051] (Control action steps) In step S102, the actuator 21 automatically controls the braking force and / or driving force generated by the vehicle 100, and performs a positional relationship adjustment operation to adjust the positional relationship between the vehicle 100 and the preceding vehicle 200 to the corrected target positional relationship. Furthermore, during the positional relationship adjustment operation, the actuator 21 causes the reporting device 50 to perform a reporting operation as needed.

[0052] <Effects of the rider assistance system> The effects of the rider assistance system according to the relevant implementation method will be explained.

[0053] In the rider assistance system 1, during the positional relationship adjustment operation, the execution unit 21 obtains the target positional relationship under multiple speed states based on selection operation information—that is, information performed by the rider of the vehicle 100—which selects a setting mode from multiple setting modes used to simultaneously set the target positional relationship between the vehicle 100 and the preceding vehicle 200 for multiple speed states. Furthermore, the execution unit 21 obtains the corrected target positional relationship after modifying the target positional relationship under at least a portion of the multiple speed states, and adjusts the positional relationship between the vehicle 100 and the preceding vehicle 200 to the corrected target positional relationship. Therefore, during the positional relationship adjustment operation, the feasibility of placing the vehicle 100 in a position preferred by the rider can be improved.

[0054] The embodiments have been described above, but only a portion of the embodiments may be implemented, or a portion of the embodiments may be combined with each other, or a portion of the embodiments may be modified in a different manner. That is, the present invention is not limited to the description of the embodiments.

[0055] For example, in one implementation, it is described that for all vehicle speed states in which the positional relationship adjustment action can be performed, or for vehicle speed states where the speed is higher than the reference value, the time difference between the passage of the preceding vehicle 200 and the passage of the current vehicle 100 is obtained as a corrected target positional relationship, and the positional relationship between the current vehicle 100 and the preceding vehicle 200 is adjusted to be close to that time difference. However, it is also possible to obtain the relative distance between the current vehicle 100 and the preceding vehicle 200 as a corrected target positional relationship instead of that time difference, and adjust the positional relationship between the current vehicle 100 and the preceding vehicle 200 to be close to that relative distance.

[0056] For example, the execution unit 21 can also output control commands to the reporting device 50 to report information about the corrected target position relationship to the rider. The reporting device 50 can display how the target position relationship has been corrected around the log Lo. Alternatively, the reporting device 50 can change the shape of the highlighted portion of the log Lo based on how the target position relationship has been corrected.

[0057] Explanation of reference numerals in the attached figures 1 Rider assistance system; 11 Surrounding environment detection device; 11a Detection unit; 12 Vehicle movement detection device; 13 Setting input device; 14 Communication device; 15 Positioning device; 20 Control device; 21 Actuator; 30 Braking device; 40 Drive device; 50 Reporting device; 100 Main vehicle; 200 Leading vehicle; 300 Rider-type vehicle; Ra Detection range; L Driving lane; Lo Log; VL1, VL2 Train.

Claims

1. A control device, which is a control device (20) for a rider assistance system (1), characterized in that, The vehicle is equipped with an execution unit (21), which automatically controls the braking force and / or driving force generated by the vehicle (100) during the operation of the riding vehicle (300), i.e., the vehicle (100), and performs an action to adjust the positional relationship between the vehicle (100) and the preceding vehicle (200), i.e., the positional relationship adjustment action. In the aforementioned positional adjustment action, the aforementioned execution unit (21) Based on the selection operation information, which is the information of the operation performed by the rider of the aforementioned vehicle (100) to select one of the multiple setting modes for setting the target position relationship between the vehicle (100) and the aforementioned preceding vehicle (200) for multiple speed states, the target position relationship under the multiple speed states is obtained. Obtain the corrected target position relationship after the target position relationship has been corrected for at least a portion of the aforementioned multiple vehicle speed states, and adjust the aforementioned position relationship between the aforementioned vehicle (100) and the aforementioned preceding vehicle (200) to the corrected target position relationship.

2. The control device as described in claim 1, characterized in that, The aforementioned target position relationship is corrected by the setting operation performed by the aforementioned rider, and the aforementioned corrected target position relationship is obtained.

3. The control device as described in claim 1, characterized in that, The aforementioned target position relationship is modified based on the information of the rider's driving characteristics, i.e., driving characteristic information, in the state where the aforementioned position relationship adjustment action is not performed, and the aforementioned modified target position relationship is obtained.

4. The control device as described in claim 3, characterized in that, The aforementioned execution unit (21) determines whether or not to make a correction based on the aforementioned driving characteristic information based on the consent operation information performed by the aforementioned rider.

5. The control device as described in claim 1, characterized in that, The aforementioned execution unit (21) restricts the aforementioned revised target position relationship to a specified range.

6. The control device as described in claim 5, characterized in that, The aforementioned scope has a lower limit.

7. The control device as described in claim 5, characterized in that, The aforementioned scope has an upper limit.

8. The control device as described in claim 1, characterized in that, In the aforementioned positional relationship adjustment operation, the aforementioned execution unit (21) adjusts the aforementioned positional relationship between the aforementioned vehicle (100) and the aforementioned preceding vehicle (200) when the aforementioned vehicle (100) stops to the aforementioned corrected target positional relationship.

9. The control device as claimed in claim 1, characterized in that, The aforementioned corrected target position relationship is the time difference between the passage of the aforementioned preceding vehicle (200) and the passage of the aforementioned vehicle (100).

10. The control device as claimed in claim 9, characterized in that, The aforementioned corrected target position relationship is the aforementioned time difference for the aforementioned speed state where the vehicle speed is higher than the reference value, and the aforementioned relative distance between the aforementioned vehicle (100) and the aforementioned preceding vehicle (200) for the aforementioned speed state where the vehicle speed is lower than the reference value.

11. The control device according to any one of claims 1 to 10, characterized in that, The aforementioned positional relationship adjustment action is performed when the group driving mode is active. The aforementioned group driving mode is a mode that performs control actions specifically for the aforementioned vehicle (100) and other riding vehicles (300) in a group driving state. The aforementioned lead vehicle (200) is the aforementioned other riding vehicle (300) that performs the aforementioned group of rides.

12. The control device as described in claim 3 or 4, characterized in that, The aforementioned positional relationship adjustment action is performed when the group driving mode is active. The aforementioned group driving mode is a mode that performs control actions specifically for the aforementioned vehicle (100) and other riding vehicles (300) in a group driving state. The aforementioned lead vehicle (200) is the aforementioned other riding vehicle (300) that performs the aforementioned group of rides. The aforementioned driving characteristic information refers to the driving characteristics under the condition that the aforementioned positional relationship adjustment action has not been performed but the aforementioned group driving is in progress.

13. A control method, which is a control method for a rider assistance system (1), characterized in that, The actuator (21) of the control device (20) automatically controls the braking force and / or driving force generated by the vehicle (100) while the riding vehicle (300) is in motion, and performs an action to adjust the positional relationship between the vehicle (100) and the preceding vehicle (200), namely, the positional relationship adjustment action. In the aforementioned positional adjustment action, the aforementioned execution unit (21) Based on the selection operation information, which is the information of the operation performed by the rider of the aforementioned vehicle (100) to select one of the multiple setting modes for setting the target position relationship between the vehicle (100) and the aforementioned preceding vehicle (200) for multiple speed states, the target position relationship under the multiple speed states is obtained. Obtain the corrected target position relationship after the target position relationship has been corrected for at least a portion of the aforementioned multiple vehicle speed states, and adjust the aforementioned position relationship between the aforementioned vehicle (100) and the aforementioned preceding vehicle (200) to the corrected target position relationship.

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