Control device and control method of rider assistance system

Abstract

This invention provides a control device and method that can balance rider assistance and suppress the increase in processing burden. When the actuator of the control device determines that multiple riding vehicles (200) including the vehicle (100) are forming multiple trains (VL1, VL2) and traveling in groups, it executes a second rider assistance action, different from the first rider assistance action executed when it is determined that no group travel is taking place. The actuator executes the second rider assistance action based on partial ambient information, which is information contained in the ambient information and is information about the object range (O), which is a part of the detection range (R) of the ambient environment detection device (11). The object range (O) is changed by the actuator (22).

Description

Technical Field

[0001] This invention relates to a control device and a control method for a rider assistance system of a riding vehicle. Background Technology

[0002] As a conventional rider assistance system, there is a system in which a control device acquires information about the surrounding environment of the vehicle and performs rider assistance actions to assist the rider of the vehicle (for example, see Patent Document 1).

[0003] Existing technical documents Patent documents Patent document 1: International Publication No. 2018 / 197965. Summary of the Invention

[0004] The problem that the invention aims to solve In situations where multiple ride-on vehicles, including this vehicle, are traveling in a group, it is preferable to perform special rider assistance actions. In group travel of multiple ride-on vehicles, multiple trains can be formed because the vehicle dimensions of the ride-on vehicles are significantly smaller compared to other vehicles (e.g., passenger cars, trucks, etc.). Furthermore, in order to perform rider assistance actions in such situations, it may be necessary for the control device to perform more processing of information about the surrounding environment.

[0005] This invention addresses the aforementioned problems by providing a control device that balances rider assistance with suppressing increased processing burden. Furthermore, a control method that balances rider assistance with suppressing increased processing burden is also provided.

[0006] Methods for solving problems The control device of the present invention is a control device for a rider assistance system, comprising: an acquisition unit that acquires ambient information of the vehicle based on the output of an ambient environment detection device mounted on the vehicle; and an execution unit that, when it is determined that group driving is in progress, in which multiple riding vehicles including the aforementioned vehicle form multiple trains and travel in groups, executes a second rider assistance action that is different from a first rider assistance action executed when it is determined that group driving is not in progress; the execution unit executes the aforementioned second rider assistance action based on partial ambient environment information, wherein the partial ambient environment information is information contained in the aforementioned ambient environment information and is information of an object range, the object range being a part of the detection range of the aforementioned ambient environment detection device; the aforementioned object range is changed by the aforementioned execution unit.

[0007] The control method of the present invention is a control method for a rider assistance system, comprising: an acquisition step in which an acquisition unit of a control device acquires ambient environment information of the vehicle based on the output of an ambient environment detection device mounted on the vehicle; and an execution step in which an execution unit of the control device, upon determining that group driving is in progress (i.e., multiple riding vehicles including the vehicle forming multiple trains and traveling in groups), executes a second rider assistance action different from a first rider assistance action executed when it is determined that group driving is not in progress; in the execution step, the execution unit executes the second rider assistance action based on partial ambient environment information, wherein the partial ambient environment information is information contained in the ambient environment information and is information about an object range, the object range being a part of the detection range of the ambient environment detection device; and the object range is changed by the execution unit.

[0008] Invention Effects In the control device and control method of the present invention, when the actuator determines that multiple riding vehicles, including the vehicle itself, are traveling in groups forming multiple trains, it executes a second rider assistance action, which is different from the first rider assistance action executed when it is determined that no group travel is taking place. The actuator executes the second rider assistance action based on partial ambient environment information, which is information contained within the ambient environment information and is information about an object range, which is a part of the detection range of the ambient environment detection device. Furthermore, this object range is modified by the actuator. Therefore, the second rider assistance action can be executed in a way that balances reliability and the processing burden of the control device. Attached Figure Description

[0009] Figure 1 This is a diagram showing the rider assistance system of an embodiment of the present invention mounted on a riding 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 6This 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 structure of a rider assistance system according to an embodiment of the present invention.

[0016] Figure 8 This is a diagram illustrating the structure of a rider assistance system according to an embodiment of the present invention.

[0017] Figure 9 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

[0018] The control device and control method of the present invention will be described below with reference to the accompanying drawings.

[0019] 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.

[0020] 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 motorized two-wheeled vehicles. 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 motorized 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-wheeled vehicles, 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.

[0021] 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 omitted parts. Furthermore, details regarding construction will be appropriately simplified or omitted in the illustrations.

[0022] Implementation The rider assistance system described below is an example of an implementation method.

[0023] <Structure of Rider Assist Systems> The structure of the rider assistance system according to the relevant implementation method will be described.

[0024] Figure 1This 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 3-8 This is a diagram illustrating the structure of a rider assistance system according to an embodiment of the present invention.

[0025] like Figure 1 and Figure 2 As shown, a rider assistance system 1 is mounted on the vehicle 100, which is a riding vehicle 200 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.

[0026] In the rider assistance system 1, the control device 20 uses 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 to assist the rider of 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.). Each part of the rider assistance system 1 can be dedicated to the rider assistance system 1, or it can be shared with other systems.

[0027] The surrounding environment detection device 11 includes at least a detection unit 11a disposed on the vehicle 100 facing forward. The detection unit 11a detects the surrounding environment information in addition to the area in front of the vehicle 100, as well as the area diagonally in front of the vehicle 100. Furthermore, the surrounding environment detection device 11 may, as needed, include a detection unit 11b disposed on the vehicle 100 facing rearward. The detection unit 11b detects the surrounding environment information in addition to the area behind the vehicle 100, as well as the area diagonally behind and to the side of the vehicle 100. The detection unit 11b may also be a component that only detects the surrounding environment information behind and diagonally behind the vehicle 100, or it may be a component that only detects the surrounding environment information to the side of the vehicle 100. The detection units 11a and 11b are, for example, radar, lidar sensors, ultrasonic sensors, cameras, etc. The detection unit 11a may also be composed of multiple sensors that detect different areas. Similarly, the detection unit 11b may also be composed of multiple sensors that detect different areas.

[0028] 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.

[0029] 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 between enabling and disabling 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 can also be a device operated by the rider's body (e.g., hands, feet), or it can be a device that receives sounds emitted by the rider. Furthermore, the setting input device 13 can be installed in the vehicle 100 itself, or in accessories attached to the vehicle 100 (e.g., helmet, gloves, etc.).

[0030] Communication device 14 communicates wirelessly 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.). Communication devices installed on other vehicles may transmit, for example, driving status information of the other vehicle detected by the other vehicle, or surrounding environment information of the other vehicle detected by the other vehicle, directly or indirectly to communication device 14. Other communication devices installed on road equipment may transmit, for example, status information of the road equipment, or surrounding environment information of the road equipment detected by the road equipment, directly or indirectly to communication device 14. Communication device 14 may also consist of multiple receivers with communication ranges of different areas.

[0031] 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.

[0032] The control device 20 includes at least an acquisition unit 21 and an execution unit 22. All or all parts of the control device 20 may be housed in a single enclosure, or they may be housed separately 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 component such as firmware, or a program module executed by instructions from a CPU, etc. Additionally, a portion of the control device 20 may be integrated into other devices (e.g., an ambient environment detection device 11).

[0033] During the operation of the vehicle 100, the acquisition unit 21 acquires information about the surrounding environment of the vehicle 100 based on the output of the surrounding environment detection device 11. The surrounding environment information includes positional relationship information between the vehicle 100 and objects located around the vehicle 100 (e.g., other vehicles, obstacles, road equipment, people, animals, etc.). Positional relationship information includes, for example, information such as relative position, relative distance, relative speed, relative acceleration, relative jerk, time difference, and predicted time to collision. Positional relationship information can also be 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.). Characteristic information includes, for example, vehicle type information of other vehicles, road sign information, and traffic incident information. Characteristic information can also be other physical quantities that can be substantially converted into them. The acquisition unit 21 can also acquire the surrounding environment information of the vehicle 100 based on the output of the communication device 14 during the operation of the vehicle 100.

[0034] The actuator 22, as a rider assistance mechanism assisting the rider in driving the vehicle 100, performs a speed control action, which automatically controls the speed generated in the vehicle 100. When the speed control action is executed, the actuator 22 outputs control commands to the braking device 30 and / or the drive unit 40. The braking device 30 brakes the vehicle 100. The drive unit 40, as the power source of the vehicle 100, drives the vehicle 100. During the execution of the speed control action, the braking device 30 can also be controlled to generate or increase deceleration, and furthermore, it can be controlled to generate or increase acceleration. During the execution of the speed control action, the drive unit 40 can also be controlled to generate or increase acceleration, and furthermore, it can be controlled to generate or increase deceleration. Furthermore, the speed control action is released upon predetermined intervention by the rider.

[0035] The actuator 22, as a rider assistance action to assist the rider in driving the vehicle 100, performs a reporting action as an action to report to the rider of the vehicle 100, replacing speed control actions or otherwise. When executing the reporting action, the actuator 22 outputs a control command to the reporting device 50. The reporting device 50 may be a device that reports warnings or information via a display (i.e., using visual organs as sensory organs), or via sound (i.e., using auditory organs as sensory organs), or via vibration (i.e., using tactile organs as sensory organs). For example, the reporting device 50 may be a display, light, speaker, vibrator, etc. The reporting device 50 may also be installed on the vehicle 100, or on 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 can also be composed of a braking device 30 or a driving device 40.

[0036] The execution unit 22 determines whether group driving is in progress while the vehicle 100 is in motion. For example... Figure 3 As shown, group driving refers to the state in which multiple riding vehicles 200, including this vehicle 100, form at least two trains VL1 and VL2 and travel together. That is, group driving is the travel of multiple riding vehicles 200, including this vehicle 100, forming a group and a queue. Furthermore, group driving is the travel of multiple riding vehicles 200 forming at least two trains VL1 and VL2 within a lane L1. In addition, the number of riding vehicles 200 constituting group driving can also be two. Furthermore, the multiple riding vehicles 200 including this vehicle 100 can be arranged in a zigzag pattern to form two trains VL1 and VL2, or the multiple riding vehicles 200 including this vehicle 100 can be arranged in pairs in parallel to form two trains VL1 and VL2. If the execution unit 22 determines that group driving is not in progress, it performs a first rider assistance action; if it determines that group driving is in progress, it performs a second rider assistance action different from the first rider assistance action.

[0037] As an example, when the execution unit 22 determines that no group driving is taking place, it performs a first positional relationship adjustment action on the vehicle 100 as a speed control action assisting the first rider. The first positional relationship adjustment action is an action to adjust the positional relationship (especially the positional relationship in the direction of travel or the front-rear direction of the vehicle 100) between the vehicle 100 and the target objects located within the detection range Ra of the detection unit 11a, i.e., the targets whose speed the vehicle 100 is following, and other vehicles 300 traveling around the vehicle 100, to a target positional relationship. The target positional relationship can be changed by setting input by the rider. In the first positional relationship adjustment action, other vehicles 300 traveling behind the vehicle 100 may also be set as the target objects for positional relationship adjustment, in addition to other vehicles 300 traveling in front of the vehicle 100.

[0038] On the other hand, when the execution unit 22 determines that group driving is in progress, it performs a second positional adjustment action on the vehicle 100 as a speed control action that assists the second rider. The second positional adjustment action adjusts the vehicle 100 relative to a target object located within the detection range Ra of the detection unit 11a, i.e., the target whose speed the vehicle 100 is following, and which is a riding vehicle 200 traveling diagonally ahead of the vehicle 100 among other vehicles 300 traveling around the vehicle 100 (i.e., in...). Figure 3 In the group driving shown, the action of adjusting the positional relationship (particularly, the positional relationship of the vehicle 100 in the direction of travel or the front-rear direction of the vehicle body) of the riding vehicle 200 traveling ahead of the vehicle 100 to a target positional relationship during group driving is described. The target positional relationship can be changed by setting input from the rider. Furthermore, the target positional relationship can be that the vehicle 100 is closer to the target object than the target positional relationship in the first positional relationship adjustment action. In the second positional relationship adjustment action, the riding vehicle 200 traveling in front of the vehicle 100 (i.e., in addition to the riding vehicle 200, or instead of the riding vehicle 200) can be another riding vehicle 200 traveling in front of the vehicle 100 (i.e., in...) Figure 3 In the group driving shown, the riding type vehicle 200 traveling in front of the first two vehicles of this vehicle 100), and / or the riding type vehicle 200 traveling diagonally behind or behind this vehicle 100 (i.e., in Figure 3 In the group driving shown, the riding vehicle 200 traveling behind or two vehicles behind this vehicle 100 is set as the target object for adjusting the position relationship. That is, in the second position relationship adjustment operation, other riding vehicles 200 traveling in the group with this vehicle 100 are set as the target objects.

[0039] The first and second positional relationship adjustment actions can also be actions that automatically generate deceleration or acceleration to adjust the positional relationship between the vehicle 100 and the target object without relying on the operation of the braking device 30 and the drive device 40 by the rider (e.g., adaptive cruise control actions that control the inter-vehicle distance or time difference relative to the target object, i.e., setting the target object as a speed-following object; actions that activate the braking device 30 to control the inter-vehicle distance or time difference relative to the target object to an amount corresponding to the operation amount while the rider is operating the drive device 40). (In the state of braking device 30, the operation of drive device 40 is performed to control the distance between the vehicle and the target object or the time difference relative to the target object to an amount corresponding to the operation amount. In addition, it can also be an operation to adjust the positional relationship between the vehicle 100 and the target object by automatically increasing or decreasing the braking force generated by the vehicle 100 to correct excessive or insufficient operation of the braking device 30 performed by the rider. In addition, it can also be an operation to adjust the positional relationship between the vehicle 100 and the target object by automatically increasing or decreasing the driving force generated by the vehicle 100 to correct excessive or insufficient operation of the drive device 40 performed by the rider.)

[0040] As another example, if the execution unit 22 determines that no group driving has occurred, it performs a first collision warning action on the vehicle 100 as a reporting action to assist the first rider. The first collision warning action is an action to report to the rider of the vehicle 100 that the probability of collision between the vehicle 100 and a target object located within the detection range Ra of the detection unit 11a, namely, other vehicles 300 traveling around the vehicle 100, specifically other vehicles traveling in front of the vehicle 100, exceeds a reference. This reference can also be changed by setting input made by the rider. In the first collision warning action, other vehicles 300 traveling in front of the vehicle 100 or, alternatively, other vehicles 300 traveling behind the vehicle 100 may be set as the target object for determining the probability of collision.

[0041] On the other hand, when the execution unit 22 determines that group driving is in progress, as a reporting action to assist the second rider, it causes the vehicle 100 to perform a second collision warning action. The second collision warning action is to report to the rider of the vehicle 100 that the vehicle 100 is in contact with a target object located within the detection range Ra of the detection unit 11a, namely, a riding vehicle 200 traveling diagonally in front of the vehicle 100 among other vehicles 300 traveling around the vehicle 100 (i.e., in...). Figure 3In the group driving scenario shown, the collision probability of a cyclist 200 traveling ahead of the vehicle 100 exceeds a reference threshold. This reference threshold can also be changed via setting input by the rider. Furthermore, this reference threshold can be increased compared to the reference threshold used in determining the collision probability in the first collision warning action. In the second collision warning action, a cyclist 200 traveling in front of the vehicle 100 (i.e., in addition to the cyclist 200) or instead of the cyclist 200, may be targeted. Figure 3 In the group driving shown, the riding type vehicle 200 traveling in front of the first two vehicles of this vehicle 100), and / or the riding type vehicle 200 traveling diagonally behind or behind this vehicle 100 (i.e., in Figure 3 In the group driving shown, the riding vehicle 200 traveling behind or two vehicles behind this vehicle 100 is set as the target object for determining the possibility of collision. That is, in the second position relationship adjustment operation, other riding vehicles 200 traveling in the group with this vehicle 100 are set as the target objects.

[0042] In both the first and second collision warning actions, the probability of a collision is determined based on the positional relationship information between the vehicle 100 and the target object (specifically, the predicted time until a collision). The first collision warning action may be executed during the execution of the first positional relationship adjustment action, or it may be executed regardless of whether the first positional relationship adjustment action is being executed. Similarly, the second collision warning action may be executed during the execution of the second positional relationship adjustment action, or it may be executed regardless of whether the second positional relationship adjustment action is being executed.

[0043] The execution unit 22 can automatically determine whether multiple riding vehicles 200, including the vehicle 100, are engaged in group riding. Furthermore, after determining that group riding is in progress, it can automatically switch rider assistance actions (e.g., switching from a first positional adjustment action to a second positional adjustment action, or from a first collision warning action to a second collision warning action). It can also suggest this switch to the rider after the rider provides their consent via setting input. While the following description focuses on determining whether group riding is in progress based on ambient information obtained by the acquisition unit 21, the rider can also set whether group riding is in progress by operating the setting input device 13, and the execution unit 22 determines whether group riding is in progress based on the output of the setting input device 13.

[0044] like Figures 4-8As shown, the execution unit 22 performs a second rider assistance action based on partial surrounding environment information. This partial surrounding environment information is information contained in the surrounding environment information acquired by the acquisition unit 21 and is information about an object range O, which is a part of the detection range R of the surrounding environment detection device 11. The partial surrounding environment information can also be obtained by excluding information about areas outside the object range O from the surrounding environment information obtained from the entire detection range R of the surrounding environment detection device 11. Alternatively, the object range O can be temporarily set to include areas outside the detection range R of the surrounding environment detection device 11. During the stage of acquiring the surrounding environment information for the detection range R of the surrounding environment detection device 11, information about areas outside the detection range R cannot be acquired, thus obtaining partial surrounding environment information.

[0045] For example, the execution unit 22 determines, based on partial surrounding environmental information, whether multiple riding vehicles 200, including the vehicle 100, are engaged in group riding. This determination can be performed when a first rider assistance action is being performed, or when a second rider assistance action is being performed. Based on partial surrounding environmental information, the execution unit 22 obtains positional relationship information between the vehicle 100 and other vehicles 300 within the target area O, and determines whether the vehicle 100 and other vehicles 300 are riding in a specific manner (e.g., as...). Figure 3 As shown, if the travel of multiple riding vehicles 200 including this vehicle 100 arranged in a zigzag pattern to form two trains VL1 and VL2, or multiple riding vehicles 200 including this vehicle 100 traveling in pairs to form two trains VL1 and VL2, is determined to be in group travel if the travel exceeds a reference time or reference travel distance and continues, then the multiple riding vehicles 200 including this vehicle 100 are determined to be in group travel if the determination is affirmed.

[0046] For example, when the execution unit 22 determines that multiple riding vehicles 200, including the vehicle 100, are traveling in a group, it sets control parameters for the second rider assistance action based on some surrounding environmental information. This setting can be performed while the first rider assistance action is being performed, or while the second rider assistance action is being performed. Based on some surrounding environmental information, the execution unit 22 obtains positional relationship information between the vehicle 100 and the riding vehicles 200 that are within the target range O and traveling in a group with the vehicle 100. Based on this positional relationship information, it determines which train (VL) the vehicle 100 belongs to in the group travel, and based on this determination result, it sets the target object for, for example, the second positional relationship adjustment action or the second collision warning action. Furthermore, the execution unit 22, based on some surrounding environmental information, obtains positional relationship information between the vehicle 100 and the riding-type vehicles 200 that are within the target range O and are traveling in a group with the vehicle 100. Based on this positional relationship information, it determines the role of the vehicle 100 in the group travel (e.g., front, rear, middle, etc.). Based on this determination result, it sets the target object in, for example, a second positional relationship adjustment action or a second collision warning action. Furthermore, the execution unit 22, based on some surrounding environmental information, obtains positional relationship information between the vehicle 100 and the riding-type vehicles 200 that are within the target range O and are traveling in a group with the vehicle 100. Based on this positional relationship information, it determines the queuing method of the group travel (e.g., such as...). Figure 3 As shown, two vehicle trains VL1 and VL2 are formed by arranging multiple riding vehicles 200, including the vehicle 100, in a zigzag pattern, or by arranging multiple riding vehicles 200, including the vehicle 100, in parallel pairs. Based on this determination result, for example, the target position relationship in the second position relationship adjustment action and the criteria for determining the collision probability in the second collision warning action are set.

[0047] Here, the object range O is changed by the execution unit 22. The execution unit 22 changes the object range O according to the situation. In changing the object range O, both the object range Oa for the detection unit 11a and the object range Ob for the detection unit 11b can be changed, or only one can be changed.

[0048] As an example, such as Figure 4As shown, the execution unit 22 changes the target range O based on the driving state information of the vehicle 100, that is, the vehicle speed information, which is information about the speed of the vehicle 100. The vehicle speed information is obtained based on the output of the vehicle movement detection device 12. The vehicle speed information may also be information about other physical quantities that can be used to infer the speed of the vehicle 100. For example, if the target position relationship used in the first position relationship adjustment action or the second position relationship adjustment action is changed according to the speed of the vehicle 100, the vehicle speed information may also be information about that target position relationship. The execution unit 22 may narrow the width of the target range O when the vehicle speed information indicates that the vehicle 100 has generated a lower speed, compared to when the vehicle speed information indicates that the vehicle 100 has generated a higher speed. Figure 4 The length of the diagonal section in the left and right directions). The execution unit 22 can shorten the length of the object range O compared to the case where the vehicle speed information indicates that the vehicle 100 has generated a low vehicle speed. Figure 4 The length of the diagonal section in the vertical direction). The execution unit 22 can, when the vehicle speed information indicates that the vehicle 100 has generated a low vehicle speed, shape the front end of the object range O ( Figure 4 The shape of the end of the diagonal part in the vertical direction that is far from the vehicle 100 is set to a straight line to reduce the area. When the vehicle speed information indicates that the vehicle 100 has generated a high speed, the shape of the front end of the object range O is set to a curve to increase the area.

[0049] As an example, such as Figure 4 As shown, the execution unit 22 changes the target range O based on the driving state information of the vehicle 100, that is, the driving posture information, which is information about the driving posture of the vehicle 100. The driving posture information is obtained based on the output of the vehicle motion detection device 12. The driving posture information may also be information about other physical quantities that can be used to infer the driving posture of the vehicle 100. The execution unit 22 may, when the driving posture information indicates that the vehicle 100 has generated a high acceleration in the longitudinal direction of the vehicle body, increase the length of the target range O compared to when the driving posture information indicates that the vehicle 100 has generated a low acceleration in the longitudinal direction of the vehicle body. Figure 4 The length of the diagonal portion in the vertical direction). The actuator 22 may, when the driving posture information indicates that the vehicle 100 has a high tilt, widen or narrow the width of the object range O compared to when the driving posture information indicates that the vehicle 100 has a low tilt. Figure 4(The length of the diagonal portion in the left-right direction). The execution unit 22 can be configured such that, when the driving posture information indicates that the vehicle 100 has a low tilt, the object range O is set to a left-right symmetrical shape, and when the driving posture information indicates that the vehicle 100 has a high tilt, the object range O is set to a shape curved along the traveling direction of the vehicle 100. In addition, the tilt can be obtained based on the output of the vehicle movement detection device 12, such as the angular velocity of roll, the angular velocity of yaw, and the acceleration in the width direction of the vehicle body. Furthermore, the tilt can also be inferred based on road information (in particular, information on the curvature of the road) obtained based on the output of the communication device 14 or the positioning device 15 and the vehicle speed information of the vehicle 100.

[0050] As an example, such as Figure 4 As shown, when the execution unit 22 performs the first positional relationship adjustment action and the second positional relationship adjustment action as a rider assistance action, the execution unit 22 changes the target range O based on the driving state information of the vehicle 100, that is, the setting input information, which is the setting input information made by the rider in the positional relationship adjustment action (the first positional relationship adjustment action or the second positional relationship adjustment action). The setting input information is obtained based on the output of the setting input device 13. The execution unit 22 may, when the target positional relationship in the positional relationship adjustment action (the first positional relationship adjustment action or the second positional relationship adjustment action) is set by the rider to increase the distance between the vehicle 100 and the other vehicle 300 that is the target of the vehicle 100's speed pursuit, or the time difference between passing other vehicles 300 that are the target of the vehicle 100's speed pursuit, be increased, compared with the case where the distance between the vehicle 100 and the other vehicle 300 that is the target of the vehicle 100's speed pursuit is decreased, increase the length of the target range O. Figure 4 The length of the diagonal section in the vertical direction). The actuator 22 can, in the case where the target position relationship in the position relationship adjustment action (first position relationship adjustment action or second position relationship adjustment action) set by the rider increases the distance between the vehicle 100 and other vehicles 300 that are being followed at the speed of the vehicle 100, or the time difference between passing other vehicles 300, which are being followed at the speed of the vehicle 100, is increased, the width of the target range O can be narrowed or widened compared to the case where the distance between the vehicle 100 and other vehicles 300 that are being followed at the speed of the vehicle 100 is shortened. Figure 4 (The length of the diagonal section in the left and right directions). It can be used as a reference to the target position relationship obtained at the most recent time point.

[0051] As an example, such as Figure 5As shown, when it is known which train column VL the vehicle 100 belongs to during group travel, the execution unit 22 changes the target range O based on the vehicle 100's travel status information, i.e., the train column information which indicates the train column VL1 to which the vehicle 100 belongs. The train column information can also be obtained based on the setting information of the control parameters when the second rider's assist action is executed. Furthermore, if the rider can set which train column VL the vehicle 100 belongs to by operating the setting input device 13, it can also be obtained based on the output of the setting input device 13. The train column information can also be information about other physical quantities that can be used to infer the train column VL1 to which the vehicle 100 belongs. The execution unit 22 can, when the train column information indicates that the vehicle 100 belongs to the right-hand train column VL1, adjust the width of the target range O (…). Figure 5 The length of the diagonal section in the left and right directions) narrows the area on the right side of this vehicle 100 and / or widens the area on the left side of this vehicle 100. When the train information indicates that this vehicle 100 belongs to the left train VL1, the width of the object range O ( Figure 5 The length of the diagonal portion in the left-right direction (in the text) narrows the area on the left side of the vehicle 100 and / or widens the area on the right side of the vehicle 100. The actuator 22 may, when the train information indicates that the vehicle 100 belongs to the right train VL1, shift the center of the width and / or shape of the object range O to the left, and when the train information indicates that the vehicle 100 belongs to the left train VL1, shift the center of the width and / or shape of the object range O to the right.

[0052] As an example, such as Figure 5 and Figure 6 As shown, the execution unit 22 changes the target range O based on the positional relationship information between the vehicle 100 and other vehicles 300 passing to the side of the vehicle 100. When the relative speed information, which is the positional relationship information and also represents the relative speed between the vehicle 100 and other vehicles 300, indicates that the other vehicles 300 are traveling at a relative speed higher than a reference relative to the vehicle 100, the execution unit 22 obtains relative distance information, which represents the relative distance LD between the vehicle 100 and other vehicles 300 in the vehicle width direction. Other vehicles 300 may also be... Figure 5 Other vehicles 300 traveling in lane L2 in the same direction as vehicle 100, as shown, or other vehicles 300 traveling in the same direction as vehicle 100, may also be as shown. Figure 6Other vehicles 300 traveling in lane L3 in the opposite direction to vehicle 100, as shown. Relative speed information and relative distance information are obtained based on the output of the surrounding environment detection device 11 and / or communication device 14. Relative speed information can also be information of other physical quantities that can be substantially converted into the relative speed between vehicle 100 and other vehicles 300. Relative speed information can also be information on the relative speed of vehicle 100 in the longitudinal direction, or it can be information on the relative speed from vehicle 100 to other vehicles 300. Furthermore, relative distance LD can be the distance at a certain point in time, or it can be a value obtained by averaging the distances at multiple points in time, or it can be a value obtained by averaging the distances obtained from multiple other vehicles 300 passing on the same side of vehicle 100 in the width direction. Additionally, relative distance LD can also be the distance between any part of vehicle 100 and any part of other vehicles 300 in the width direction. For example, the relative distance LD can be the distance between the center of the vehicle 100 and the nearest point of another vehicle 300 in the vehicle body width direction, or the center of another vehicle 300. Alternatively, it can be the distance between the nearest point of the vehicle 100 and the nearest point of another vehicle 300 in the vehicle body width direction, or the center of another vehicle 300. The relative distance information can also be other physical quantities that can be substantially converted into the relative distance LD between the vehicle 100 and other vehicles 300 in the vehicle body width direction. For example, the relative distance information can also be information about the relative distance between the vehicle 100 and other vehicles 300 in directions other than the vehicle body width direction of the vehicle 100. The execution unit 22 can determine whether or not to acquire relative speed information and / or relative distance information based on the driving state information of the vehicle 100. For example, if the vehicle 100 generates a tilt angle higher than a reference, the execution unit 22 prohibits the acquisition of relative speed information and / or relative distance information. The execution unit 22 can determine whether or not to acquire relative speed information and / or relative distance information based on the positional relationship information between the vehicle 100 and other vehicles 300 passing to the side of the vehicle 100. For example, if the relative speed and / or relative acceleration of other vehicles 300 relative to the vehicle 100 in the width direction of the vehicle body is higher than a reference, the execution unit 22 will prohibit the acquisition of relative speed information and / or relative distance information. For example, if the relative acceleration of other vehicles 300 relative to the vehicle 100 in the front-rear direction of the vehicle body is higher than a reference, the execution unit 22 will prohibit the acquisition of relative speed information and / or relative distance information.The execution unit 22 may, when the obtained relative distance information indicates that the relative distance LD between this vehicle 100 and other vehicles 300 is lower than the reference, increase the width of the object range O. Figure 5 and Figure 6 The length of the diagonal portion in the left-right direction) narrows the area of ​​the vehicle 100 on the side closer to other vehicles 300, and / or widens the area of ​​the vehicle 100 on the side farther from other vehicles 300. The execution unit 22 may, when the acquired relative distance information indicates that the relative distance LD between the vehicle 100 and other vehicles 300 is lower than a reference, shift the width center and / or shape of the object range O away from other vehicles 300. The execution unit 22 may, when the acquired relative distance information indicates that the relative distance LD between the vehicle 100 and other vehicles 300 is higher than a reference, narrow the width (length of the diagonal portion in the left-right direction) of the object range O. Figure 5 and Figure 6 The length of the diagonal section in the left-right direction (in the image) widens the area of ​​the vehicle 100 on the side farther from other vehicles 300 and / or narrows the area of ​​the vehicle 100 on the side closer to other vehicles 300. The execution unit 22 can, when the acquired relative distance information indicates that the relative distance LD between the vehicle 100 and other vehicles 300 is higher than a reference, shift the width center and / or shape of the object range O to approach other vehicles 300. Furthermore, if the execution unit 22 knows, based on road information (especially lane number information, which is information about the number of lanes L used for travel in the same direction as the vehicle 100), that other vehicles 300 passing to the side of the vehicle 100 are traveling in lane L3 used for travel in the opposite direction to the vehicle 100, the determination of relative speed information can be omitted. Road information can be obtained, for example, based on the output of the surrounding environment detection device 11, communication device 14, positioning device 15, etc., which can detect the boundary of lane L, or it can be obtained based on the output of the setting input device 13. Furthermore, if the relative speed information indicates that another vehicle 300 is traveling at a relative speed higher than the reference relative speed relative to the vehicle 100, the execution unit 22 may not perform the determination of using relative distance information, but instead change the shape of the object range O to exclude the area where the other vehicle 300 is located from the object range O.

[0053] As an example, such as Figure 7As shown, the execution unit 22 changes the target range O based on road information, namely, lane width information, which is the width LW of the lane L1 in which the vehicle 100 travels. When the positional relationship information between the vehicle 100 and other vehicles 300 passing to the side of the vehicle 100 indicates that other vehicles 300 are traveling at a relative speed higher than a reference speed relative to the vehicle 100 on its right and on its left, the execution unit 22 obtains relative distance information, which is the relative distance LDR between the vehicle 100 and other vehicles 300 passing to the right of the vehicle 100 in the vehicle body width direction, and relative distance LDL between the vehicle 100 and other vehicles 300 passing to the left of the vehicle 100 in the vehicle body width direction. Other vehicles 300 may be vehicles traveling in lane L2 in the same direction as vehicle 100, or in lane L3 in the opposite direction to vehicle 100. Relative speed information and relative distance information are obtained based on the output of the surrounding environment detection device 11 and / or the communication device 14. Relative speed information may also be information of other physical quantities that can be substantially converted into the relative speed between vehicle 100 and other vehicles 300. Relative speed information may be information on the relative speed of vehicle 100 in the longitudinal direction, or information on the relative speed from vehicle 100 to other vehicles 300. Furthermore, relative distances LDR and LDL may be distances at a single point in time, or values ​​obtained by averaging distances at multiple points in time, or values ​​obtained by averaging distances obtained from multiple other vehicles 300 passing on the same side of vehicle 100 in the width direction. Furthermore, relative distances LDR and LDL can also be the distance between any part of vehicle 100 and any part of other vehicle 300 in the width direction of vehicle body 100. For example, relative distances LDR and LDL can also be the distance between the center of vehicle 100 and the nearest part of other vehicle 300 in the width direction of vehicle body 100, or the center of other vehicle 300. Alternatively, they can be the distance between the nearest part of vehicle 100 and the nearest part of other vehicle 300 in the width direction of vehicle body 100, or the center of other vehicle 300. Relative distance information can also be other physical quantities that can be substantially converted into relative distances LDR and LDL between vehicle 100 and other vehicle 300 in the width direction of vehicle body 100.For example, relative distance information can also be information about the relative distance between vehicle 100 and other vehicles 300 in directions other than the width direction of vehicle 100. The actuator 22 can determine whether or not to acquire relative speed information and / or relative distance information based on the driving state information of vehicle 100. For example, if vehicle 100 has a tilt angle higher than a reference, the actuator 22 may prohibit the acquisition of relative speed information and / or relative distance information. The actuator 22 can also determine whether or not to acquire relative speed information and / or relative distance information based on the positional relationship information between vehicle 100 and other vehicles 300 passing laterally to vehicle 100. For example, if the relative speed and / or relative acceleration of other vehicles 300 relative to vehicle 100 in the width direction of vehicle 100 is higher than a reference, the actuator 22 may prohibit the acquisition of relative speed information and / or relative distance information. For example, if the relative acceleration of other vehicles 300 relative to the vehicle 100 in the front-rear direction of the vehicle body is higher than a reference, the execution unit 22 prohibits the acquisition of relative speed information and / or relative distance information. The execution unit 22 acquires lane width information based on relative distance information, which is the relative distance LDR between the vehicle 100 and other vehicles 300 passing to the right of the vehicle 100 in the width direction of the vehicle body, and relative distance LDL between the vehicle 100 and other vehicles 300 passing to the left of the vehicle 100 in the width direction of the vehicle body. That is, by assuming that other vehicles 300 passing to the right of this vehicle 100 and other vehicles 300 passing to the left of this vehicle 100 are respectively traveling in the center of lanes L2R and L2L, the execution unit 22 can obtain information on the width LW of lane L1, which is half the distance between the center of the other vehicle 300 passing to the right of this vehicle 100 and the center of the other vehicle 300 passing to the left of this vehicle 100, obtained based on relative distance information. Furthermore, the execution unit 22 sets the width of the object range O (…). Figure 7 The length of the diagonal section in the left-right direction is consistent with the width LW of lane L1. The execution unit 22 can shift the center of the width of the object range O to the left when the relative distance LDR is smaller than the relative distance LDL. The execution unit 22 can shift the center of the width of the object range O to the right when the relative distance LDR is larger than the relative distance LDL. The execution unit 22 can determine the amount of this shift based on the difference between the relative distance LDR and the relative distance LDL. For example, in... Figure 7When relative distance LDR and relative distance LDL are defined as shown, the amount of offset is determined to be half the difference between relative distance LDR and relative distance LDL. Furthermore, in situations such as highways, the width of lane L may be limited to a predetermined value. Therefore, the execution unit 22 can also obtain lane width information, which is the width LW of lane L1 in which the vehicle 100 travels, by selecting one of a plurality of pre-stored lane width information based on the relative distance information. In this case, the plurality of candidate lane width information can be changed based on information about the region (e.g., country, municipality, etc.) and / or the type of road (e.g., highway, motorway, etc.) in which the vehicle 100 is used. Furthermore, lane width information can also be obtained, for example, based on the output of the surrounding environment detection device 11, communication device 14, positioning device 15, etc., capable of detecting the boundary of lane L, or based on the output of the setting input device 13. In this case, the execution unit 22 can determine the amount by which the width center of the target range O is offset based on these outputs. In addition, the execution unit 22 may, instead of relative distance information or otherwise, shift the width center of the object range O based on the train information of the train VL1 to which the vehicle 100 belongs.

[0054] As an example, such as Figure 8As shown, the execution unit 22 changes the target range O based on road information, namely lane information, which is information about the number of lanes L for travel in the same direction as the vehicle 100 and / or the purpose of the lane L1 for the vehicle 100 to travel in. When the relative position information, which is information about the relative position of the vehicle 100 and other vehicles 300 passing to the side of the vehicle 100, indicates that the other vehicles 300 are moving toward the rear of the vehicle 100, the execution unit 22 obtains relative distance information, which is information about the relative distance LDR between the vehicle 100 and other vehicles 300 moving toward the rear to the right of the vehicle 100 in the vehicle width direction, and relative distance LDL between the vehicle 100 and stationary objects S (e.g., street trees, guardrails, noise barriers, utility poles, curbs, etc.) located to the left of the vehicle 100 in the vehicle width direction. The relative distance information is obtained based on the output of the surrounding environment detection device 11 and / or the communication device 14. The relative distances LDR and LDL can be distances at a single point in time, or they can be values ​​obtained by averaging distances at multiple points in time, or they can be values ​​obtained by averaging distances obtained from multiple other vehicles 300 or stationary objects S passing on the same side of the vehicle 100 in the vehicle body width direction. Furthermore, the relative distances LDR and LDL can also be the distances between any part of the vehicle 100 and any part of other vehicles 300 or stationary objects S in the vehicle body width direction. For example, the relative distances LDR and LDL can also be the distance between the center of the vehicle 100 and the nearest point of other vehicles 300 or stationary objects S in the vehicle body width direction, or the distance between the nearest point of the vehicle 100 and the nearest point of other vehicles 300 or stationary objects S in the vehicle body width direction, or the distance between the nearest point of the vehicle 100 and the nearest point of other vehicles 300 or stationary objects S in the vehicle body width direction, or the distance between the nearest point of the vehicle 100 and the center of other vehicles 300 or stationary objects S in the vehicle body width direction. Relative distance information can also be other physical quantities that can be substantially converted into relative distances (LDR, LDL) between the vehicle 100 and other vehicles 300 or stationary objects S in the width direction of the vehicle body. For example, relative distance information can also be information on the relative distances between the vehicle 100 and other vehicles 300 or stationary objects S in directions other than perpendicular to the width direction of the vehicle body. The execution unit 22 can determine whether or not to acquire relative distance information based on the driving state information of the vehicle 100. For example, if the vehicle 100 has generated a tilt angle higher than the reference, the execution unit 22 prohibits the acquisition of relative distance information.The execution unit 22 may determine whether or not to acquire relative distance information based on the positional relationship information between the vehicle 100 and other vehicles 300 and / or stationary objects S passing to the side of the vehicle 100. For example, if the relative speed and / or relative acceleration of other vehicles 300 and / or stationary objects S relative to the vehicle 100 in the width direction of the vehicle body is higher than a reference, the execution unit 22 may prohibit the acquisition of relative speed information and / or relative distance information. For example, if the relative acceleration of other vehicles 300 and / or stationary objects S relative to the vehicle 100 in the front-rear direction of the vehicle body is higher than a reference, the execution unit 22 may prohibit the acquisition of relative distance information. The execution unit 22 obtains information on the number of lanes L for traveling in the same direction as the vehicle 100, based on relative distance information (LDR) between the vehicle 100 and another vehicle 300 moving backward to the right of the vehicle 100 in the vehicle width direction, and relative distance information (LDL) between the vehicle 100 and a stationary object S located to the left of the vehicle 100 in the vehicle width direction. That is, the execution unit 22 assumes that another vehicle 300 moving backwards to the right of the vehicle 100 is traveling in the center of lane L2R. It calculates the number of lanes L for travel in the same direction as the vehicle 100 by subtracting the distance between the closest point of the other vehicle 300 moving backwards to the vehicle 100 to the nearest point of the stationary object S located to the left of the vehicle 100 from the distance between the other vehicle 300 and the boundary of lane L2R in the standard state, and the width of the shoulder in the standard state, and then dividing by the width LW of lane L in the standard state. This allows the execution unit 22 to adjust the spacing, shoulder width, and / or lane width LW based on information about the region (e.g., country, municipality, etc.) and / or the type of road (e.g., highway, motorway, etc.). Furthermore, when the lane information indicates that there is only one lane L for traveling in the same direction as the vehicle 100, the execution unit 22 widens the scope of the target area O compared to when the lane information indicates that there are multiple lanes L for traveling in the same direction as the vehicle 100. Figure 8The length of the diagonal section in the left and right directions). Furthermore, the degree to which this width is widened and / or narrowed can be set by the rider's operation of the setting input device 13. In addition, when the lane information indicates that there are multiple lanes L for travel in the same direction as the vehicle 100, the execution unit 22 obtains information about the purpose of the lane L1 that the vehicle 100 is traveling in. When the relative distance information indicates that the relative distance LDR between the vehicle 100 and another vehicle 300 moving backwards to the right of the vehicle 100 in the vehicle body width direction is lower than a reference distance, the execution unit 22 obtains lane information indicating that lane L1 is for overtaking, and compared to the case where the lane information indicates that lane L1 is not for overtaking, the width of the target area O is widened ( Figure 8 (The length of the diagonal section in the left and right directions). Furthermore, when the lane information indicates that there is only one lane L for travel in the same direction as the vehicle 100, and / or when the lane information indicates that there are multiple lanes L for travel in the same direction as the vehicle 100, the execution unit 22 can shift the width center of the target range O based on the train information, which is information about the train VL1 to which the vehicle 100 belongs. In addition, lane information, which is information about the number of lanes L for travel in the same direction as the vehicle 100 and / or the purpose of the lane L1 to which the vehicle 100 travels, can be obtained, for example, based on the output of the surrounding environment detection device 11, communication device 14, positioning device 15, etc., capable of detecting the boundary of the lane L, or it can be obtained based on the output of the setting input device 13.

[0055] <Motions of the rider assistance system> The operation of the rider assistance system according to the relevant implementation method will be explained.

[0056] Figure 9 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.

[0057] Control device 20 performs the following actions while the vehicle 100 is in motion: Figure 9 The action flow is shown.

[0058] (Steps to obtain) In step S101, the acquisition unit 21 acquires information about the surrounding environment of the vehicle 100 based on the output of the surrounding environment detection device 11 mounted on the vehicle 100. Furthermore, the acquisition unit 21 acquires various types of information as needed.

[0059] (Execution steps) In step S102, if the execution unit 22 determines that multiple riding vehicles 200, including the vehicle 100, are forming multiple trains VL1, VL2 and traveling in groups, it executes a second rider assistance action, which is different from the first rider assistance action executed when it is determined that no group travel is taking place. The execution unit 22 executes the second rider assistance action based on partial surrounding environment information, which is information contained within the surrounding environment information and is information about the object range O. The object range O is a part of the detection range R of the surrounding environment detection device 11. The object range O is changed by the execution unit 22.

[0060] <Effects of the rider assistance system> The effects of the rider assistance system according to the relevant implementation method will be explained.

[0061] When the execution unit 22 determines that multiple riding vehicles 200, including the vehicle 100, are forming multiple trains VL1, VL2 and traveling in groups, it executes a second rider assistance action, different from the first rider assistance action executed when it is determined that no group travel is taking place. The execution unit 22 executes the second rider assistance action based on partial surrounding environment information, which is information contained within the surrounding environment information and is information about an object range O, which is a part of the detection range R of the surrounding environment detection device 11. Furthermore, this object range O is modified by the execution unit 22. Therefore, the second rider assistance action can be executed using a method that balances reliability and the processing burden on the control device 20.

[0062] The embodiments have been described above, but only a portion of the embodiments may be implemented, or portions of the embodiments may be combined with each other, or portions of the embodiments may be modified in different ways. That is, the present invention is not limited to the description of the embodiments.

[0063] For example, the object range O can be changed based on various combinations selected from a portion or all of the various information that serves as driving status information of the vehicle 100, a portion or all of the various information that serves as positional relationship information between the vehicle 100 and other vehicles 300 passing to the side of the vehicle 100, and a portion or all of the various information that serves as road information.

[0064] For example, in the implementation, it is described that the road in which the vehicle 100 travels is a left-hand traffic lane, but the road in which the vehicle 100 travels is also a right-hand traffic lane.

[0065] Explanation of reference numerals in the attached figures 1 Rider assistance system; 11 Surrounding environment detection device; 11a, 11b Detection unit; 12 Vehicle movement detection device; 13 Setting input device; 14 Communication device; 15 Positioning device; 20 Control device; 21 Acquisition unit; 22 Execution unit; 30 Braking device; 40 Drive device; 50 Reporting device; 100 This vehicle; 200 Riding type vehicle; 300 Other vehicles; L, L1, L2, L2R, L2L, L3 Lane; VL, VL1, VL2 Vehicle train; R, Ra, Rb Detection range; O, Oa, Ob Object range; S Stationary object.

Claims

1. A control device, which is a control device (20) for a rider assistance system (1), characterized in that, have: The acquisition unit (21) acquires information about the surrounding environment of the vehicle (100) based on the output of the surrounding environment detection device (11) mounted on the vehicle (100); and The execution unit (22) performs a second rider assistance action, which is different from the first rider assistance action performed when it is determined that multiple riding vehicles (200) including the aforementioned vehicle (100) are forming multiple trains (VL1, VL2) and traveling in groups. The aforementioned execution unit (22) performs the aforementioned second rider assistance action based on partial surrounding environment information. The partial surrounding environment information is information contained in the aforementioned surrounding environment information and is information of the object range (O). The object range (O) is a part of the detection range (R) of the aforementioned surrounding environment detection device (11). The aforementioned scope of objects (O) is changed by the aforementioned execution unit (22).

2. The control device as described in claim 1, characterized in that, The aforementioned execution unit (22) determines whether the aforementioned group is in operation based on the aforementioned surrounding environmental information.

3. The control device as described in claim 1, characterized in that, The aforementioned execution unit (22) sets the control parameters in the aforementioned second rider assistance action based on the aforementioned surrounding environment information.

4. The control device as described in any one of claims 1 to 3, characterized in that, The aforementioned execution unit (22) changes the aforementioned object range (O) based on the aforementioned driving status information of the vehicle (100).

5. The control device as described in claim 4, characterized in that, The aforementioned driving status information includes vehicle speed information, which serves as information about the speed of the aforementioned vehicle (100).

6. The control device as described in claim 4, characterized in that, The aforementioned driving status information includes driving posture information, which is the driving posture information of the aforementioned vehicle (100).

7. The control device as described in claim 4, characterized in that, The aforementioned driving status information includes setting input information, which is the setting input information performed by the rider in the positional relationship adjustment action of adjusting the positional relationship between the aforementioned vehicle (100) and other vehicles (300) that are the speed followers of the aforementioned vehicle (100) to the target positional relationship.

8. The control device as described in claim 4, characterized in that, The aforementioned driving status information includes train information, which is the train (VL1) to which the aforementioned vehicle (100) belongs.

9. The control device as described in any one of claims 1 to 3, characterized in that, The aforementioned execution unit (22) changes the aforementioned object range (O) based on the positional relationship information between the aforementioned vehicle (100) and other vehicles (300) passing to the side of the aforementioned vehicle (100).

10. The control device as claimed in claim 9, characterized in that, The aforementioned positional relationship information includes relative speed information, which is information about the relative speed between the aforementioned vehicle (100) and the aforementioned other vehicles (300).

11. The control device as claimed in claim 9, characterized in that, The aforementioned positional relationship information includes relative distance information, which serves as information on the relative distance between the aforementioned vehicle (100) and the aforementioned other vehicles (300).

12. The control device according to any one of claims 1 to 3, characterized in that, The aforementioned execution unit (22) changes the aforementioned object scope (O) based on road information.

13. The control device as described in claim 12, characterized in that, The aforementioned road information includes lane width information, which is information about the width (LW) of the lane (L1) in which the aforementioned vehicle (100) travels.

14. The control device as described in claim 12, characterized in that, The aforementioned road information includes lane information, which is information on the number of lanes (L) for traveling in the same direction as the aforementioned vehicle (100) and / or the purpose of the lane (L1) in which the vehicle (100) travels.

15. A control method, which is a control method for a rider assistance system (1), characterized in that, have: In the acquisition step (S101), the acquisition unit (21) of the control device (20) acquires the surrounding environment information of the vehicle (100) based on the output of the surrounding environment detection device (11) mounted on the vehicle (100); as well as In execution step (S102), when the execution unit (22) of the aforementioned control device (20) determines that multiple riding vehicles (200) including the aforementioned vehicle (100) are forming multiple trains (VL1, VL2) and traveling in a group, it executes a second rider assistance action that is different from the first rider assistance action executed when it is determined that the group travel is not taking place. In the aforementioned execution step (S102), the aforementioned execution unit (22) performs the aforementioned second rider assistance action based on partial surrounding environment information. The partial surrounding environment information is information contained in the aforementioned surrounding environment information and is information of the object range (O). The object range (O) is a part of the detection range (R) of the aforementioned surrounding environment detection device (11). The aforementioned scope of objects (O) is changed by the aforementioned execution unit (22).

Images