Processing device and processing method

Abstract

The object of the present invention is to obtain a processing device and a processing method capable of estimating the steering angle of a handlebar in the stop of a riding type vehicle. In the processing device (20) and the processing method described in the present invention, the processing unit (22) of the processing device (20) of the riding type vehicle (1) having a handlebar (2) and a surrounding environment sensor (15) whose orientation changes in conjunction with the orientation of the handlebar (2) performs determination processing including processing of surrounding environment information detected by the surrounding environment sensor (15) at at least one time during the period when the riding type vehicle (1) becomes a stopped state to determine the steering angle change amount of the handlebar (2) based on a reference time earlier than the above time, that is, steering angle change amount information.

Description

Technical Field

[0001] This disclosure relates to a processing device and method capable of predicting the handlebar angle of a stationary riding vehicle. Background Technology

[0002] Various technologies have been proposed to assist driving by riders of riding-type vehicles. For example, Patent Document 1 discloses a driver assistance system that warns the rider of a riding-type vehicle of an inappropriate approach to an obstacle based on information detected by a sensor device that detects obstacles in or substantially in the direction of travel. Such driver assistance actions, such as these actions, are based on ambient information detected by ambient sensors mounted on the riding-type vehicle.

[0003] Existing technical documents Patent documents Patent document 1: Japanese Patent Application Publication No. 2009-116882. Summary of the Invention

[0004] The problem that the invention aims to solve As described above, driver assistance actions can be based on ambient information detected by ambient sensors. Here, when the ambient sensor is mounted on a riding vehicle, it is installed, for example, in a part that rotates in conjunction with the handlebars. In this case, the orientation of the ambient sensor changes in conjunction with the orientation of the handlebars. Therefore, even when the riding vehicle is stationary, there are instances where the handlebars rotate and the orientation of the ambient sensor changes.

[0005] The present invention was made against the background of the above-mentioned problems, and the purpose is to provide a processing device and processing method that can predict the handlebar angle of a stationary riding vehicle.

[0006] Methods used to solve problems The processing device of the present invention is a processing device for a riding vehicle equipped with handlebars and an ambient environment sensor whose orientation changes in conjunction with the orientation of the handlebars. The processing unit includes a processing unit that performs determination processing, including determining information on the amount of change in steering angle, based on ambient environment information detected by the ambient environment sensor at least at one time during a period when the riding vehicle is stationary. The information on the amount of change in steering angle is information on the amount of change in steering angle of the handlebars based on a reference time earlier than the aforementioned time.

[0007] The processing method described in this invention is a processing method for a riding vehicle equipped with handlebars and an ambient environment sensor whose orientation changes in conjunction with the orientation of the handlebars. The processing unit of the processing device performs a determination process, including determining information on the amount of change in steering angle, based on ambient environment information detected by the ambient environment sensor at least at one time during a period when the riding vehicle is stationary. The information on the amount of change in steering angle is information on the amount of change in steering angle of the handlebars based on a reference time earlier than the aforementioned time.

[0008] Invention Effects In the processing apparatus and method described in this invention, the processing unit of the processing apparatus for a riding vehicle, which includes handlebars and an ambient environment sensor whose orientation changes in conjunction with the handlebars, performs a determination process based on ambient environment information detected by the ambient environment sensor at least at one moment during the period when the riding vehicle is stationary. This determination process includes determining information on the change in handlebar angle, wherein the change in handlebar angle is based on a reference moment earlier than the aforementioned moment. Therefore, it is possible to grasp the change in handlebar angle that occurs in a stationary riding vehicle. Thus, it is possible to predict the handlebar angle of a stationary riding vehicle. Attached Figure Description

[0009] Figure 1 This is a schematic diagram illustrating the general structure of the riding vehicle according to an embodiment of the present invention.

[0010] Figure 2 This is a block diagram illustrating an example of the functional structure of the processing apparatus described in an embodiment of the present invention.

[0011] Figure 3 This is a diagram used to illustrate the various states of the control mode described in the embodiments of the present invention.

[0012] Figure 4 This is a flowchart illustrating an example of the processing flow performed by the processing apparatus according to an embodiment of the present invention.

[0013] Figure 5 This is a diagram illustrating the method for determining rudder angle change information by the processing apparatus described in an embodiment of the present invention.

[0014] Figure 6 This is a diagram illustrating the second rudder angle of the handlebars of the riding vehicle described in an embodiment of the present invention. Detailed Implementation

[0015] The processing apparatus and processing method of the present invention will be described below with reference to the accompanying drawings.

[0016] Additionally, the following describes the control device used in two-wheeled motorcycles (see reference). Figure 1 The term "riding vehicle" refers to a vehicle that is straddled by a rider. Examples of riding vehicles include motorcycles (motorized two-wheelers, motorized tricycles), bicycles, and mopeds. Motorcycles include vehicles powered by an engine and vehicles powered by an electric motor. Examples of motorcycles include motorized bicycles, scooters, and electric scooters. Bicycles are vehicles propelled by the rider's pedaling force. Bicycles include regular bicycles, electric-assisted bicycles, and electric bicycles.

[0017] Furthermore, the following describes an engine (specifically, described later) that serves as a drive source capable of outputting power to drive the drive wheels. Figure 1 In the case of engine 11), it can also be equipped with other drive sources other than the engine (such as an electric motor), and multiple drive sources can also be equipped.

[0018] Furthermore, the following describes a control unit that uses hydraulic pressure to control the brake fluid, serving as a control unit for the braking force generated at the wheels (specifically, described later). Figure 1 In the case of hydraulic control unit 12), but as a control unit for the braking force generated at the wheel, a control unit that controls the position of the wheel's braking part itself by means of an electrical signal (so-called brake-by-wire).

[0019] Furthermore, the structures and operations described below are examples, and the processing apparatus and processing method described in this invention are not limited to such structures and operations.

[0020] Furthermore, similar or identical descriptions will be appropriately simplified or omitted below. Additionally, in the figures, reference numerals will be omitted or identically used for similar or identical parts or components. Furthermore, details of the construction will be appropriately simplified or omitted in the illustrations.

[0021] <Structure of riding vehicles> Reference Figures 1-3 The structure of the riding vehicle 1 according to the embodiment of the present invention will be described.

[0022] Figure 1 This is a schematic diagram showing the general structure of a riding-type vehicle 1. The riding-type vehicle 1 is an example of a two-wheeled motorcycle, corresponding to the riding-type vehicle described in this invention. The riding-type vehicle 1 is as follows... Figure 1As shown, it includes handlebars 2, engine 11, hydraulic control unit 12, display device 13, input device 14, ambient environment sensor 15, front wheel speed sensor 16, rear wheel speed sensor 17, inertial measurement unit (IMU) 18 and processing unit (ECU) 20.

[0023] Engine 11 is an example of a drive source for the riding vehicle 1, capable of outputting power to drive the drive wheels (specifically the rear wheels). For example, engine 11 includes one or more cylinders forming combustion chambers internally, a fuel injection valve for injecting fuel into the combustion chamber, and a spark plug. By injecting fuel from the fuel injection valve, a mixture containing air and fuel is formed in the combustion chamber, which is then ignited and burned by the spark plug. This causes the piston, located within the cylinder, to reciprocate, and the crankshaft to rotate. Furthermore, a throttle valve is provided in the intake manifold of engine 11, and the amount of air drawn into the combustion chamber varies according to the opening degree of the throttle valve, i.e., the throttle opening.

[0024] The hydraulic control unit 12 is a unit that controls the braking force generated at the wheels. For example, the hydraulic control unit 12 includes components (such as control valves and pumps) installed in the oil lines connecting the master cylinder and the wheel cylinders to control the braking hydraulic pressure at the wheel cylinders. By controlling the operation of the components of the hydraulic control unit 12, the braking force generated at the wheels is controlled. Alternatively, the hydraulic control unit 12 can be a unit that controls the braking force generated at both the front and rear wheels separately, or it can be a unit that controls the braking force generated at only one of the front and rear wheels.

[0025] The display device 13 has a display function that visually displays information. For example, a liquid crystal display (LCD) can be used as the display device 13. The display device 13 is, for example, positioned in front of the handlebars 2 in a riding vehicle 1. However, the configuration of the display device 13 relative to the vehicle body is not particularly limited.

[0026] The input device 14 is subject to various operations performed by the rider. The input device 14 includes, for example, buttons located on the handlebars 2 and used for rider operations. Information related to the rider's operations using the input device 14 is output to the processing device 20.

[0027] The ambient environment sensor 15 detects ambient environment information related to the environment surrounding the riding vehicle 1. Specifically, the ambient environment sensor 15 is located at the front of the riding vehicle 1 and detects ambient environment information in front of the riding vehicle 1. The ambient environment information detected by the ambient environment sensor 15 is output to the processing device 20.

[0028] The ambient environment information detected by the ambient environment sensor 15 can be information related to the distance or orientation of the subject located around the riding vehicle 1 (e.g., relative position, relative distance, relative speed, relative acceleration, etc.), or it can be characteristics of the subject located around the riding vehicle 1 (e.g., the type of subject, the shape of the subject itself, markings on the subject, etc.). The ambient environment sensor 15 is, for example, a radar, lidar sensor, ultrasonic sensor, camera, etc.

[0029] Here, the orientation of the ambient environment sensor 15 changes in conjunction with the orientation of the handlebars 2. In the riding vehicle 1, if the handlebars 2 rotate relative to the vehicle body, the fork and front wheel connected to the handlebars 2 will also rotate in conjunction with the handlebars 2. The ambient environment sensor 15 is installed in the riding vehicle 1 in a part that rotates in conjunction with the handlebars 2. Therefore, the ambient environment sensor 15 rotates in conjunction with the handlebars 2.

[0030] In addition, ambient information can also be detected by ambient sensors or infrastructure equipment mounted on other vehicles. That is, the processing device 20 can also obtain ambient information via wireless communication with other vehicles or infrastructure equipment.

[0031] The front wheel speed sensor 16 is a wheel speed sensor that detects the speed of the front wheels (e.g., the number of revolutions per unit time [rpm] or the distance traveled per unit time [km / h], etc.) and outputs the detection result. The front wheel speed sensor 16 can also be a sensor that detects other physical quantities that can be substantially converted into the speed of the front wheels. The front wheel speed sensor 16 is installed on the front wheels.

[0032] The rear wheel speed sensor 17 is a wheel speed sensor that detects the speed of the rear wheels (e.g., the number of revolutions per unit time [rpm] or the distance traveled per unit time [km / h], etc.) and outputs the detection result. The rear wheel speed sensor 17 can also be a sensor that detects other physical quantities that can be substantially converted into the speed of the rear wheels. The rear wheel speed sensor 17 is installed on the rear wheels.

[0033] The inertial measurement unit 18 includes a 3-axis gyroscope sensor and a 3-direction accelerometer sensor to detect the attitude of the riding vehicle 1. The inertial measurement unit 18 is, for example, installed on the body of the riding vehicle 1. For example, the inertial measurement unit 18 detects the tilt angle of the riding vehicle 1 and outputs the detection result. The inertial measurement unit 18 may also be a sensor that detects other physical quantities that can be substantially converted into the tilt angle of the riding vehicle 1. The tilt angle is equivalent to the angle representing the tilt of the riding vehicle 1's body (specifically, the frame) relative to the horizontal direction above vertical. The inertial measurement unit 18 may also only include a portion of the 3-axis gyroscope sensor and the 3-direction accelerometer sensor.

[0034] The processing device 20 performs various processes. For example, part or all of the processing device 20 may be composed of a microcomputer, a microprocessor unit, a memory, etc. Furthermore, part or all of the processing device 20 may also be composed of updatable components such as firmware, or program modules executed by instructions from a CPU, etc. The processing device 20 may be a single unit, or it may be divided into multiple units.

[0035] Figure 2 This is a block diagram illustrating an example of the functional structure of the processing device 20. For example... Figure 2 As shown, the processing device 20 includes, for example, an acquisition unit 21, a processing unit 22, and an execution unit 23. Furthermore, the processing device 20 communicates with various devices of the riding vehicle 1.

[0036] The acquisition unit 21 acquires information from various devices in the riding vehicle 1. For example, the acquisition unit 21 acquires information from the input device 14, the ambient environment sensor 15, the front wheel speed sensor 16, the rear wheel speed sensor 17, and the inertial measurement device 18. In addition, in this specification, information acquisition may include information extraction or generation (e.g., calculation).

[0037] The processing unit 22 performs various processes related to the estimation of the steering angle of the handlebar 2. Details regarding the processes performed by the processing unit 22 will be described later.

[0038] The actuator 23 performs various controls by controlling the operation of various devices in the riding vehicle 1. For example, the actuator 23 controls the operation of the engine 11, the hydraulic control unit 12, and the display device 13.

[0039] Here, the execution unit 23 is capable of performing a positional relationship adjustment action. The positional relationship adjustment action is the action of adjusting the positional relationship between the riding vehicle 1 and an object (e.g., a target vehicle) to a target positional relationship. Specifically, in the positional relationship adjustment action, the execution unit 23 can adjust the positional relationship between the riding vehicle 1 and the object to the target positional relationship by automatically controlling the speed of the riding vehicle 1. Furthermore, the following mainly describes the example of the object being a target vehicle, but the object is not limited to a target vehicle; for example, it could also be a traffic light, etc.

[0040] The following describes an example of adaptive cruise control being performed as a positional relationship adjustment action. However, the positional relationship adjustment action can be any action that adjusts the positional relationship between the riding vehicle 1 and the object to the target positional relationship, and it can also be an action other than adaptive cruise control. For example, the positional relationship adjustment action can also be an action that changes the target positional relationship in response to the amount of acceleration operation performed by the rider.

[0041] In adaptive cruise control, the actuator 23 automatically controls the speed of the riding vehicle 1 regardless of acceleration or deceleration operations performed by the rider (i.e., acceleration and braking operations). For example, the actuator 23 can control the speed of the riding vehicle 1 based on information about the speed of the riding vehicle 1 obtained from the speeds of the front and rear wheels. For instance, the actuator 23 can control the acceleration acting on the riding vehicle 1 by controlling the operation of the engine 11. Furthermore, for example, the actuator 23 can control the deceleration acting on the riding vehicle 1 by controlling the operation of the hydraulic control unit 12.

[0042] In adaptive cruise control, for example, a target distance is set as the objective value for the inter-vehicle distance between the riding vehicle 1 and the target vehicle. The execution unit 23 controls the speed of the riding vehicle 1 to maintain the inter-vehicle distance between the riding vehicle 1 and the target vehicle at the target distance. That is, the positional relationship between the riding vehicle 1 and the target vehicle at the target distance is equivalent to the target positional relationship. In addition, the inter-vehicle distance can also refer to the distance along the lane (specifically, the driving lane of the riding vehicle 1) or the straight-line distance. For example, the acquisition unit 21 acquires the inter-vehicle distance between the riding vehicle 1 and the target vehicle based on the surrounding environment information of the riding vehicle 1, and the execution unit 23 can control the speed of the riding vehicle 1 as described above based on the inter-vehicle distance acquired in this way.

[0043] However, in adaptive cruise control, for example, if a target time difference is set as the passing time difference (specifically, the time taken from the current moment for the riding vehicle 1 to pass the current position of the target vehicle), the execution unit 23 can also control the speed of the riding vehicle 1 to maintain the passing time difference at the target time difference. In this case, the positional relationship where the passing time difference is the target passing time difference is equivalent to the target positional relationship. For example, the acquisition unit 21 can obtain the passing time difference based on the surrounding environment information of the riding vehicle 1, and the execution unit 23 can control the speed of the riding vehicle 1 based on the passing time difference obtained in this way, as described above.

[0044] In addition, in adaptive cruise control, if no target vehicle that is the object of the positional relationship adjustment is detected, the actuator 23 controls the speed of the riding vehicle 1 to bring it close to the target speed.

[0045] As described above, the actuator 23 is capable of performing adaptive cruise control. Specifically, the actuator 23 executes a control mode for adaptive cruise control based on the operation performed by the rider. Moreover, in such a control mode, the actuator 23 is capable of performing adaptive cruise control.

[0046] Figure 3It is a diagram used to illustrate the various states of the control mode. For example... Figure 3 As shown, the control mode is toggled between the off state ST_OFF and the on state ST_ON. The off state ST_OFF is equivalent to the control mode not being executed. The on state ST_ON is equivalent to the control mode being executed.

[0047] When the power supply to the riding vehicle 1 is turned on, the control mode is in the off state (ST_OFF). Then, while the control mode is in the off state (ST_OFF), if the rider performs a switch operation to change the control mode from the off state (ST_OFF) to the on state (ST_ON) (for example, using input device 14), the control mode changes from the off state (ST_OFF) to the on state (ST_ON). Conversely, while the control mode is in the on state (ST_ON), ​​if the rider performs a switch operation to change the control mode from the on state (ST_ON) to the off state (ST_OFF) (for example, using input device 14), the control mode changes from the on state (ST_ON) to the off state (ST_OFF).

[0048] like Figure 3 As shown, the ST_ON state includes a standby state ST_STB and an active state ST_ACT. That is, in the ST_ON state, the control mode is switched between the standby state ST_STB and the active state ST_ACT. The standby state ST_STB is equivalent to a state where adaptive cruise control is not executed, but can be immediately executed via a switch operation. The active state ST_ACT is essentially equivalent to a state where adaptive cruise control is executed. Furthermore, as will be described later, there are also cases where adaptive cruise control is temporarily interrupted in the active state ST_ACT.

[0049] When the control mode switches from the off state ST_OFF to the on state ST_ON, the control mode becomes the standby state ST_STB. Then, while the control mode is in the standby state ST_STB, if the rider performs a switching operation to switch the control mode from the standby state ST_STB to the active state ST_ACT (for example, by using input device 14), the control mode switches from the standby state ST_STB to the active state ST_ACT. However, the switching operation to switch the control mode from the standby state ST_STB to the active state ST_ACT can be an operation other than using input device 14 (for example, pressing a button), such as setting the target speed for adaptive cruise control.

[0050] On the other hand, when the control mode is in the active state ST_ACT, if the rider performs a switching operation to change the control mode from the active state ST_ACT to the standby state ST_STB (for example, by using input device 14), the control mode switches from the active state ST_ACT to the standby state ST_STB. However, the switching operation to change the control mode from the active state ST_ACT to the standby state ST_STB can also be an operation other than using input device 14 (for example, pressing a button), such as disengaging the clutch connecting the engine 11 and the gearbox. Furthermore, when the control mode is in the active state ST_ACT, if the rider performs a braking operation, the control mode also switches from the active state ST_ACT to the standby state ST_STB.

[0051] like Figure 3 As shown, the active state ST_ACT includes the execution state ST_EXE and the suspended state ST_SUS. That is, in the active state ST_ACT, the control mode is switched between the execution state ST_EXE and the suspended state ST_SUS. The execution state ST_EXE corresponds to the state where adaptive cruise control is actually executed. The suspended state ST_SUS corresponds to the state where adaptive cruise control is temporarily interrupted.

[0052] When the control mode switches from the standby state ST_STB to the active state ST_ACT, the control mode becomes the execution state ST_EXE. Then, while the control mode is in the execution state ST_EXE, if the rider performs an acceleration operation, the control mode switches from the execution state ST_EXE to the suspended state ST_SUS. Then, in the suspended state ST_SUS, the actuator 23 controls the engine 11 to generate driving force corresponding to the acceleration operation in the riding vehicle 1. On the other hand, while the control mode is in the suspended state ST_SUS, if the acceleration operation is released, the control mode switches from the suspended state ST_SUS to the execution state ST_EXE.

[0053] Here, in the control mode described above, the actuator 23 is capable of performing an automatic stop action to bring the riding vehicle 1 to a stop. For example, the actuator 23 can perform the automatic stop action based on surrounding environmental information (e.g., the distance between the riding vehicle 1 and the target vehicle). For instance, if the target vehicle decelerates and stops, the actuator 23 automatically decelerates and stops the riding vehicle 1 based on the surrounding environmental information, thereby maintaining the distance between the riding vehicle 1 and the target vehicle at the target distance.

[0054] Alternatively, the actuator 23 can also perform the automatic stop action based on a switch operation performed by the rider. In this case, the actuator 23 can perform the automatic stop action while adaptive cruise control is in operation, or it can perform the automatic stop action without adaptive cruise control. For example, during the automatic stop action, the actuator 23 can also cause the riding vehicle 1 to decelerate at a predetermined rate during the period before the riding vehicle 1 reaches a stop, regardless of the positional relationship between the riding vehicle 1 and the target vehicle.

[0055] Furthermore, in control mode, the actuator 23 can perform an automatic start-up action that automatically starts the riding vehicle 1. For example, the actuator 23 can perform the automatic start-up action triggered by a switch operation performed by the rider. For instance, the actuator 23 performs the automatic start-up action while adaptive cruise control is in operation. Therefore, after the automatic start-up action begins and the riding vehicle 1 starts moving, the actuator 23 controls the speed of the riding vehicle 1 based on the surrounding environment information of the riding vehicle 1 to maintain the inter-vehicle distance between the riding vehicle 1 and the target vehicle at the target inter-vehicle distance.

[0056] However, the actuator 23 can also perform the automatic start operation without adaptive cruise control. For example, during the automatic start operation, the actuator 23 can cause the riding vehicle 1 to generate a predetermined acceleration during the period before the riding vehicle 1 reaches a predetermined speed, regardless of the positional relationship between the riding vehicle 1 and the target vehicle. In addition, the actuator 23 can also perform the automatic start operation based on surrounding environmental information (e.g., the distance between the riding vehicle 1 and the target vehicle) when the target vehicle has already started moving.

[0057] <Operation of the processing device> Reference Figures 4-6 The operation of the processing apparatus 20 according to the embodiments of the present invention will be described.

[0058] As described above, the execution unit 23 of the processing device 20, as a driving assistance action to assist the rider of the riding vehicle 1, can perform adaptive cruise control. Furthermore, the execution unit 23 performs adaptive cruise control primarily based on ambient information detected by the ambient environment sensor 15. Here, when the riding vehicle 1 is stationary, the handlebars 2 rotate, and the orientation of the ambient environment sensor 15 changes in conjunction with the orientation of the handlebars 2. Therefore, it is possible that the orientation of the ambient environment sensor 15 may not be consistent with the direction of travel of the riding vehicle 1.

[0059] In such a situation, if adaptive cruise control is performed based on the premise that the orientation of the ambient environment sensor 15 is consistent with the direction of travel of the riding vehicle 1, the riding vehicle 1 may take actions contrary to the rider's intentions. For example, if an automatic start-up is performed with a vehicle detected by the ambient environment sensor 15 in a direction different from the direction of travel being set as the target vehicle, the riding vehicle 1 may follow a vehicle located in a direction different from the direction of travel of the riding vehicle 1. In this case, for example, the riding vehicle 1 may get too close to a vehicle that is supposed to be followed relative to the direction of travel of the riding vehicle 1.

[0060] Therefore, in embodiments of the present invention, the processing related to the estimation of the handlebar 2's rudder angle performed by the processing device 20 is carefully designed, thereby achieving the goal of being able to estimate the rudder angle of the handlebar 2 when the riding vehicle 1 is stationary. This prevents situations where the riding vehicle 1 takes actions contrary to the rider's intentions. Hereinafter, examples of the processing related to the estimation of the handlebar 2's rudder angle performed by the processing device 20 will be described.

[0061] Figure 4 This is a flowchart illustrating an example of the processing flow performed by the processing device 20. Figure 4 Step S101 in the text corresponds to Figure 4 The process flow shown begins.

[0062] Figure 4 The processing flow shown, during the execution of the aforementioned control mode for adaptive cruise control, begins when the processing device 20 determines that the riding vehicle 1 has stopped, and continues to execute during the period when the riding vehicle 1 is stopped. For example, during the execution of adaptive cruise control, an automatic stop action is performed as the target vehicle decelerates and stops. When the riding vehicle 1 automatically decelerates and stops... Figure 4 The processing flow shown begins. Then, when the riding vehicle 1 starts using the automatic start action, etc. Figure 4 The processing flow shown has ended.

[0063] Furthermore, the processing device 20 can, for example, determine whether the riding vehicle 1 has stopped based on information about the speed of the riding vehicle 1 obtained based on the wheel speeds of the front and rear wheels. However, the processing device 20 can also determine whether the riding vehicle 1 has stopped based on other information besides the above-mentioned information (e.g., information obtained from the inertial measurement device 18).

[0064] As will be described later, in Figure 4In the processing flow shown, the processing unit 22 performs various processes (specifically, steps S102 to S104 described later) to determine the rudder angle (specifically, steps S102 to S104 described later) of the handlebars 2 when the riding vehicle 1 is stationary. These processes are also collectively referred to as the determination process.

[0065] Additionally, the following assumes that the direction of handlebar 2 points to the direction of the front wheel (i.e., the direction the front wheel travels when it is rotating), and the rudder angle of handlebar 2 points to the front of the vehicle (i.e., as described later). Figure 6 The angle between the direction D1 and the orientation of the handlebars 2 (i.e., the angle of the lateral direction relative to the front of the vehicle) will be explained. That is, when the handlebars 2 are facing the front of the vehicle, the rudder angle of the handlebars 2 is 0°.

[0066] if Figure 4 The processing flow shown begins, and in step S102, the processing unit 22 determines the information of the handlebar 2's rudder angle (hereinafter referred to as the first rudder angle) at the moment the riding vehicle 1 stops (hereinafter also referred to as the stopping time), i.e., the first rudder angle information. Furthermore, the stopping time refers, for example, the moment when the riding vehicle 1, which is in motion, stops and the speed of the riding vehicle 1 becomes approximately 0 km / h (for example, the moment when it is determined that the riding vehicle 1 has stopped). As described above, the first rudder angle is the handlebar 2's rudder angle at the stopping time. Additionally, the first rudder angle information can be information that directly represents the first rudder angle, or it can be other information that can be substantially converted into the first rudder angle.

[0067] As described later, the processing unit 22 determines information about the change in handlebar angle 2, i.e., the change in handlebar angle, based on ambient environment information detected by the ambient environment sensor 15 at at least one moment during the period when the riding vehicle 1 is in a stopped state, using a reference moment earlier than that moment as a reference. The aforementioned stopping moment is an example of a reference moment that serves as the reference for the aforementioned change in handlebar angle. In addition, as described later, the reference moment may also be a moment different from the stopping moment.

[0068] In step S102, the processing unit 22 determines the first steering angle information, for example, based on information about the riding state of the riding vehicle 1 during its movement, i.e., the riding state information. The riding state information includes various information related to the riding state of the riding vehicle 1, such as information about the yaw rate of the riding vehicle 1, the speed of the riding vehicle 1, and the tilt angle of the riding vehicle 1. For example, while the riding vehicle 1 is in motion, the riding state information is acquired by the acquisition unit 21 and stored in the storage element of the processing device 20 at all times. Using the riding state information acquired just before the riding vehicle 1 comes to a stop, the processing unit 22 can determine the steering angle (i.e., the first steering angle) of the handlebars 2 at the moment of stopping, i.e., the first steering angle information.

[0069] Furthermore, the acquisition unit 21 can, for example, acquire information on the yaw rate and tilt angle of the riding vehicle 1 based on the detection results of the inertial measurement device 18. Additionally, the acquisition unit 21 can, for example, acquire information on the speed of the riding vehicle 1 based on the detection results of the front wheel speed sensor 16 and the rear wheel speed sensor 17.

[0070] For example, the processing unit 22 first determines the radius of curvature of the trajectory of the riding vehicle 1 based on the yaw rate and speed before it stops. Furthermore, the processing unit 22 can, for example, determine the radius of curvature as the value obtained by dividing the speed of the riding vehicle 1 by the yaw rate. Here, we focus on the fact that the turning motion of the riding vehicle 1 occurs due to the resultant force generated by the force generated by the rudder angle of the handlebars 2 and the force generated by the tilt angle of the riding vehicle 1. With a fixed radius of curvature, a smaller tilt angle results in a larger rudder angle, and vice versa. Furthermore, with a fixed tilt angle, a smaller radius of curvature results in a larger rudder angle, and vice versa. Therefore, by comparing the radius of curvature of the trajectory of the riding vehicle 1, which can only travel at the tilt angle with the handlebars 2 at 0°, with the radius of curvature determined at the actual yaw rate and speed, the processing unit 22 can determine the rudder angle of the handlebars 2 at the moment of stopping, i.e., the first rudder angle.

[0071] Furthermore, for example, when it is not possible to obtain appropriate driving status information, the first rudder angle information cannot always be determined based on the driving status information. In such cases, in step S102, the processing unit 22 may, for example, assume that the handlebars 2 are facing forward when the riding vehicle 1 stops, and determine 0° as the first rudder angle.

[0072] Next, in step S103, the processing unit 22 determines information about the change in the rudder angle of the handlebar 2 based on the stopping time, namely, the rudder angle change information. Specifically, the aforementioned rudder angle change is the change in the rudder angle from the stopping time to the current time. In addition, the rudder angle change information may be information that directly represents the change in rudder angle, or it may be other information that can be substantially converted into a change in rudder angle.

[0073] In step S103, the processing unit 22 determines the rudder angle change information based on the ambient environment information detected by the ambient environment sensor 15 during the period after the stopping moment. Hereinafter, refer to... Figure 5 The details of the method for determining the rudder angle change information based on the processing device 20 are explained.

[0074] Figure 5 This diagram illustrates the method for determining the amount of rudder angle change based on the processing device 20. Figure 5The image shows the area detected by the surrounding environment sensor 15, namely the detection area R1, and multiple detection points P1 detected within the detection area R1.

[0075] For example, when the ambient environment sensor 15 is a radar or the like, electromagnetic waves emitted from the ambient environment sensor 15 are reflected off the surfaces of surrounding objects, and the reflected waves are received by the ambient environment sensor 15. Thus, the relative position of the point where the electromagnetic wave is reflected (i.e., the point in the object where the electromagnetic wave is reflected) relative to the ambient environment sensor 15 is detected. This detected point of reflection is designated as detection point P1. Furthermore, the ambient environment information detected by the ambient environment sensor 15 includes information about the positional relationships between the ambient environment sensor 15 and each of the multiple detection points P1, i.e., positional relationship information (e.g., the relative position information described above).

[0076] Here, in Figure 5 In the diagram, the detection point P1 at the moment the riding vehicle 1 stops is represented by a dashed line, while the detection point P1 at the current moment when the riding vehicle 1 is in a stopped state is represented by a solid line. Figure 5 In the example, from the moment of stopping to the present moment, the handlebars 2 rotate counterclockwise when viewed from above. As a result, the orientation of the ambient environment sensor 15 (i.e., the direction in which the ambient environment sensor 15 is facing) changes from the front of the vehicle to the left side of the vehicle. Therefore, as... Figure 5 As shown, within the detection area R1, multiple detection points P1 have moved to the right side.

[0077] In step S103, the processing unit 22 determines the change in steering angle information, for example, based on the change in positional relationship information (e.g., the relative position of each detection point P1 relative to the surrounding environment sensor 15) between the ambient environment sensor 15 and each detection point P1 relative to the stopping time. For example, if, from the stopping time to the present time, many detection points P1 move in approximately the same direction and at approximately the same angle within the detection area R1, these detection points P1 are reflection points on objects that are stationary relative to the ground (e.g., utility poles), and it can be determined that these detection points P1 have moved due to the rotation of the handlebar 2. Therefore, in such a case, the processing unit 22 determines the change in steering angle of the handlebar 2 from the stopping time to the present time based on the angle changes of these detection points P1.

[0078] However, the processing unit 22 can also determine which detection point P1 among the detection points P1 within the detection area R1 is a reflection point on the stop based on data indicating the position of the stop. For example, data indicating the absolute position of the stop or data indicating the relative position of the stop with respect to the riding vehicle 1 may be pre-stored in the storage element of the processing device 20, and the processing unit 22 may use such data and information about the current position of the riding vehicle 1 to determine which detection point P1 among the detection points P1 within the detection area R1 is a reflection point on the stop. In addition, the acquisition unit 21 can acquire information about the current position of the riding vehicle 1, for example, based on information transmitted from GPS (Global Positioning System) satellites.

[0079] Furthermore, based on the movement direction of the detection point P1, which serves as a reflection point on the stationary object, the processing unit 22 can also determine the direction in which the handlebars 2 have changed orientation from the moment of stopping to the present moment. That is, the processing unit 22 can also determine whether the orientation of the handlebars 2 has changed to the left or right of the vehicle relative to the front of the vehicle.

[0080] then Figure 4 In step S103, in step S104, the processing unit 22 determines the information of the rudder angle of the handlebar 2 of the stationary riding vehicle 1, namely the second rudder angle information. Specifically, the second rudder angle is the rudder angle of the handlebar 2 at the current moment when the riding vehicle 1 is stationary. In addition, the second rudder angle information may be information that directly represents the second rudder angle, or it may be other information that can be substantially converted into the second rudder angle.

[0081] In step S104, the processing unit 22 determines the second rudder angle information based on the first rudder angle information determined in step S102 and the rudder angle change amount information determined in step S103. Specifically, the processing unit 22 can determine the rudder angle after the first rudder angle represented by the first rudder angle information determined in step S102 changes to the rudder angle change amount represented by the rudder angle change amount information determined in step S103 as the second rudder angle. In addition, as described above, since the processing unit 22 can also determine the direction of change from the first rudder angle to the second rudder angle in step S103, it can add the direction to determine the second rudder angle.

[0082] Figure 6 This is a diagram used to illustrate the second steering angle of the handlebars 2 of a riding vehicle 1. Figure 6 The image shows a parked riding vehicle 1 and another vehicle 3 that is set as the target vehicle in adaptive cruise control relative to the riding vehicle 1, which is parked in front of it. Furthermore, in Figure 6In the diagram, the orientation of the handlebars 2 and front wheel of the riding vehicle 1 at the moment of stopping is indicated by dashed lines, while the orientation of the handlebars 2 and front wheel of the riding vehicle 1 at the current moment is indicated by solid lines.

[0083] exist Figure 6 In the example, at the moment of stopping, the handlebars 2 are oriented in the direction D1 corresponding to the front of the vehicle. That is, at the moment of stopping, the orientation of the ambient environment sensor 15 is also in the direction D1. Moreover, in step S102, the rudder angle of the handlebars 2 at the moment of stopping, i.e., the first rudder angle, is determined to be 0°. Figure 6 In the example, at the moment of stopping, the orientation of the ambient environment sensor 15 is aligned with the direction of travel of the riding vehicle 1. The ambient environment sensor 15 is also oriented relative to other vehicles 3 located in front of the riding vehicle 1, so other vehicles 3 are detected by the ambient environment sensor 15. Therefore, other vehicles 3 are set as the target vehicles in adaptive cruise control.

[0084] In addition, Figure 6 In the example, from the moment of stopping to the present moment, the handlebars 2 rotate counterclockwise when viewed from above. As a result, at the present moment, the orientation of the handlebars 2 changes from direction D1 to the left side of the vehicle, becoming direction D2. That is, at the present moment, the orientation of the ambient environment sensor 15 also becomes direction D2. Then, in step S103, the change in the steering angle of the handlebars 2 from the moment of stopping to the present moment is determined. In step S104, the angle between direction D1 and direction D2 is determined as the steering angle of the handlebars 2 at the present moment, i.e., the second steering angle. .exist Figure 6 In the example, at the current moment, the orientation of the ambient environment sensor 15 is inconsistent with the direction of travel of the riding vehicle 1. The ambient environment sensor 15 is not oriented towards other vehicles 3 located in front of the riding vehicle 1. Therefore, it is possible that other vehicles 3 may deviate from the detection area R1 of the ambient environment sensor 15 and not be detected. Therefore, in the case where a vehicle different from other vehicles 3 exists in the direction D2, there is a situation where such a vehicle is set as the target vehicle in adaptive cruise control.

[0085] Here, in Figure 4 In the processing flow shown, as described later, by performing different processing based on the comparison result of the second rudder angle and the angle threshold θ_TH, it is possible to suppress actions by the riding vehicle 1 that contradict the rider's intentions. Furthermore, in Figure 6 In the example, the angle between direction D1 and direction D2 The second rudder angle is larger than the angle threshold θ_TH.

[0086] then Figure 4In step S104, in step S105, the execution unit 23 determines whether the second rudder angle is smaller than the angle threshold θ_TH.

[0087] If it is determined that the second rudder angle is smaller than the angle threshold θ_TH (step S105 / Yes), proceed to step S106. In step S106, the execution unit 23 permits the change of the target vehicle set in the adaptive cruise control and permits the automatic start action, returning to step S103. Thus, when the riding vehicle 1 is stationary, it becomes a state where the target vehicle set in the adaptive cruise control can switch according to the detection results of the surrounding environment sensor 15, and it becomes a state where the automatic start action can be performed.

[0088] On the other hand, if it is determined that the second rudder angle is greater than the angle threshold θ_TH (step S105 / No), proceed to step S107. In step S107, the execution unit 23 prohibits changes to the target vehicle set in the adaptive cruise control and prohibits the automatic start action, returning to step S103. Thus, when the riding vehicle 1 is stopped, the target vehicle set in the adaptive cruise control is maintained without switching according to the detection results of the surrounding environment sensor 15, and the automatic start action cannot be performed.

[0089] As explained above, the processing unit 22 of the processing device 20 in this embodiment performs a determination process, including determining information on the change in handlebar angle, based on ambient environment information detected by the ambient environment sensor 15 at at least one moment during the period when the riding vehicle 1 is stationary. This change in handlebar angle information is based on a reference moment earlier than that moment (in the above example, the moment of stop). Therefore, it is possible to grasp the change in the handlebar angle of the riding vehicle 1 while it is stationary. Thus, it is possible to predict the handlebar angle of the riding vehicle 1 while it is stationary.

[0090] Furthermore, the example described above uses the stop time as the reference time. However, the reference time can also be a different time from the stop time. For example, the reference time can be a time before or after the stop time. In the case where the reference time is after the stop time, the processing unit 22 can also assume that the steering angle of the handlebar 2 at the reference time, i.e., the first steering angle, is approximately the same as the steering angle of the handlebar 2 at the stop time, and determine the first steering angle information in the same way as in the example described above.

[0091] Furthermore, the above description illustrates an example of determining the rudder angle change information based on ambient environment information detected by the ambient environment sensor 15 during the period following the stopping moment. However, the processing unit 22 can determine the rudder angle change information based on ambient environment information detected by the ambient environment sensor 15 at at least one moment during the period when the riding vehicle 1 is in a stopped state. For example, the rudder angle change information can also be determined based on ambient environment information detected by the ambient environment sensor 15 during a portion of the period following the stopping moment.

[0092] Furthermore, as described above, the execution unit 23 executes the control mode based on the result of the determination processing. Specifically, in the example above, in the control mode, the execution unit 23 determines the target vehicle based on the result of the determination processing and executes the automatic start action based on the result of the determination processing. More specifically, in the control mode, the execution unit 23 prohibits changes to the target vehicle based on the result of the determination processing and changes the feasibility of executing the automatic start action based on the result of the determination processing. Thus, it is possible to suppress vehicles detected by the surrounding environment sensor 15 (e.g., those facing a direction different from the direction of travel) that are not in the direction of travel. Figure 6 In the example, other vehicles (3 different vehicles) are set as the target vehicle, and it is possible to suppress the state where the surrounding environment sensor 15 is facing a direction different from the direction of travel (e.g., it cannot be detected). Figure 6 In the example of other vehicles 3, the automatic start action is performed. In this way, it is possible to prevent the riding vehicle 1 from taking actions that contradict the rider's intentions.

[0093] The above describes a processing example performed by the processing device 20. However, the processing performed by the processing device 20 may also be a modified version of the processing example described above.

[0094] For example, the above describes an example where the execution unit 23 determines the target vehicle and performs an automatic start-up action based on the result of the determination processing in control mode. However, the execution unit 23 may also determine the target vehicle in control mode based on the result of the determination processing, but perform an automatic start-up action without relying on the result of the determination processing. Furthermore, the execution unit 23 may also perform an automatic start-up action in control mode based on the result of the determination processing, but without determining the target vehicle based on the result of the determination processing.

[0095] Furthermore, when the execution unit 23 determines the target vehicle based on the result of the determination process, it can also perform processes other than those prohibiting changes to the target vehicle based on the result of the determination process. For example, the execution unit 23 can adjust the parameters used in deciding whether to change the target vehicle based on the result of the determination process, thereby changing the ease of changing the target vehicle. In this example, the execution unit 23 can, for example, make it more difficult to change the target vehicle when the second rudder angle is larger than the angle threshold θ_TH compared to when the second rudder angle is smaller than the angle threshold θ_TH. In addition, the execution unit 23 can, for example, gradually make it more difficult to change the target vehicle as the second rudder angle gradually increases.

[0096] Furthermore, when the execution unit 23 performs the automatic start-up action based on the result of the determination process, it can also perform processing other than processing that changes the execution of the automatic start-up action based on the result of the determination process. For example, the execution unit 23 can also change the execution mode of the automatic start-up action based on the result of the determination process. In this example, the execution unit 23 can, for example, perform the automatic start-up action such that when the second rudder angle is larger than the angle threshold θ_TH, the riding vehicle 1 accelerates with a lower acceleration compared to when the second rudder angle is smaller than the angle threshold θ_TH. In addition, the execution unit 23 can, for example, gradually reduce the acceleration generated in the riding vehicle 1 by means of the automatic start-up action as the second rudder angle gradually increases.

[0097] Furthermore, for example, in control mode, the execution unit 23 can also determine the state of the control mode based on the result of the determination process. For example, in control mode, the execution unit 23 can also switch the state of the control mode from the execution state ST_EXE to the deactivated state based on the result of the determination process. In this example, the execution unit 23 can, for example, switch the state of the control mode from the execution state ST_EXE to the standby state ST_STB when the second rudder angle is greater than the angle threshold θ_TH, and maintain the state of the control mode as the execution state ST_EXE when the second rudder angle is less than the angle threshold θ_TH.

[0098] Furthermore, when the execution unit 23 determines the state of the control mode based on the result of the determination process, it can also perform processes other than switching the state of the control mode from the execution state ST_EXE to the deactivation state based on the result of the determination process. For example, when the control mode state of the riding vehicle 1 is in the standby state ST_STB while the vehicle is stationary, the execution unit 23 can switch the state of the control mode from the standby state ST_STB to the execution state ST_EXE if the second rudder angle is smaller than the angle threshold θ_TH.

[0099] The above describes the processes for executing control modes based on the results of the deterministic processing, including determining the state of the control mode based on the results of the deterministic processing, determining the object (e.g., the target vehicle) based on the results of the deterministic processing, and executing an automatic start-up action based on the results of the deterministic processing. The execution unit 23 may perform all of these processes, only a portion of them, or other processes not described above.

[0100] Furthermore, for example, the execution unit 23 may also perform a reporting action to the rider of the riding vehicle 1 based on the result of the determination process. In the reporting action, the execution unit 23 may, for example, report using the display device 13. In this example, the execution unit 23 may report to the rider using the display device 13 if the second steering angle is greater than the angle threshold θ_TH. Thus, for example, if an automatic start action is performed, the rider may be notified that the riding vehicle 1 has taken an action contrary to its intent. On the other hand, the execution unit 23 may not perform the aforementioned reporting if the second steering angle is less than the angle threshold θ_TH.

[0101] Furthermore, the reporting action to the rider can also be performed using a device other than the display device 13. For example, the actuator 23 can also use a display device installed on the rider's clothing (e.g., a helmet) to make the report. Additionally, the actuator 23 can also use a sound output device or vibration generator installed on the riding vehicle 1 or the rider's clothing to make the report. Furthermore, the actuator 23 can also make the report by causing the riding vehicle 1 to undergo instantaneous acceleration or deceleration. In this case, the instantaneous acceleration or deceleration can be performed using the driving source of the riding vehicle 1 (e.g., engine 11), a control unit for braking force generated at the wheels (e.g., hydraulic control unit 12), or the transmission mechanism of the riding vehicle 1.

[0102] The above describes the processing of executing control mode based on the result of the deterministic processing, and the processing of executing reporting actions based on the result of the deterministic processing. The execution unit 23 may perform both of these processes, only one of them, or other processes not described above.

[0103] Furthermore, as described above, an example was given in which the second steering angle information, i.e., the steering angle information of the handlebar 2 when the riding vehicle 1 is stationary, is determined during the determination process, and a control mode or reporting action is executed based on the determination result of the second steering angle information. However, during the determination process, the processing unit 22 may determine the steering angle change information but not the second steering angle information. In this case, the execution unit 23 may also execute a control mode or reporting action based on the determination result of the steering angle change information. In this case, for example, the execution unit 23 may assume that the handlebar 2 is approximately facing forward of the vehicle at the moment the riding vehicle 1 is stationary, and consider the second steering angle to be approximately consistent with the steering angle change, and execute the control mode or reporting action in the same way as in the examples described above.

[0104] <Effects of the processing device> The effects of the processing apparatus 20 described in the embodiments of the present invention will be explained.

[0105] The processing device 20 is a processing device for a riding vehicle 1 equipped with handlebars 2 and an ambient environment sensor 15 whose orientation changes in conjunction with the orientation of the handlebars 2. It includes a processing unit 22, which performs determination processing including determining information on the change in steering angle based on ambient environment information detected by the ambient environment sensor 15 at at least one moment during a period when the riding vehicle 1 is stationary. This steering angle change information is based on a reference moment earlier than that moment (in the above example, the moment of stopping). Therefore, it is possible to grasp the change in steering angle of the handlebars 2 during a stationary riding vehicle 1. Thus, it is possible to predict the steering angle of the handlebars 2 during a stationary riding vehicle 1.

[0106] Preferably, in the processing device 20, the surrounding environment information includes positional relationship information, which is information about the positional relationship between the surrounding environment sensor 15 and the plurality of detection points P1; in the determination process, the processing unit 22 determines the rudder angle change information based on the change in the positional relationship information based on a reference time (in the above example, the stopping time). Thus, considering the change in the aforementioned positional relationship information, the determination of the rudder angle change information is appropriately realized.

[0107] Alternatively, the processing unit 22 can also determine the rudder angle change information using methods other than those described above. For example, if the ambient environment sensor 15 is a camera, the acquisition unit 21 can acquire an image reflecting the surrounding conditions of the riding vehicle 1 from the ambient environment sensor 15. Furthermore, the processing unit 22 can also determine the rudder angle change information based on the changes in the image based on a reference time (in the above example, the stopping time).

[0108] Preferably, in the processing device 20, the processing unit 22, during the determination process, determines the second rudder angle of the handlebar 2 when the riding vehicle 1 is stationary, based on the information of the first rudder angle (i.e., the rudder angle information) and the rudder angle change information at a reference time (in the above example, the stopping time). This appropriately achieves the purpose of predicting the second rudder angle as the rudder angle of the handlebar 2 when the riding vehicle 1 is stationary.

[0109] Preferably, in the processing device 20, the processing unit 22 determines the first rudder angle information based on the information of the driving state of the riding vehicle 1 during its movement, i.e., the driving state information, during the determination process. Thus, the determination of the first rudder angle information is appropriately achieved by considering the driving state of the riding vehicle 1 during its movement.

[0110] Preferably, the processing device 20 includes an execution unit 23 for executing a control mode in which a positional relationship adjustment action (adaptive cruise control in the above example) is performed to adjust the positional relationship between the riding vehicle 1 and an object (e.g., a target vehicle) to a target positional relationship; the execution unit 23 executes the control mode based on the result of the determination processing. Therefore, the control mode can be executed according to the rudder angle of the handlebars 2 of the riding vehicle 1 when it is stationary, thus preventing the riding vehicle 1 from taking actions contrary to the rider's intentions.

[0111] Preferably, in the processing device 20, the execution unit 23 determines the state of the control mode based on the result of the determination process in the control mode. Therefore, the state of the control mode can be determined based on the rudder angle of the handlebars 2 when the riding vehicle 1 is stationary, thus appropriately suppressing actions by the riding vehicle 1 that contradict the rider's intentions.

[0112] Preferably, in the processing device 20, the execution unit 23, in the control mode, switches the state of the control mode from the execution state ST_EXE to the deactivated state (e.g., standby state ST_STB) based on the result of the determination processing. Therefore, the state of the control mode can be switched from the execution state ST_EXE to the deactivated state based on the rudder angle of the handlebars 2 when the riding vehicle 1 is stationary, thus enabling more appropriate suppression of actions by the riding vehicle 1 that contradict the rider's intentions.

[0113] Preferably, in the processing device 20, the execution unit 23 determines the target (e.g., the target vehicle) based on the result of the determination processing in the control mode. Therefore, the target can be determined according to the rudder angle of the handlebars 2 of the stationary riding vehicle 1, thus appropriately suppressing the riding vehicle 1 from taking actions contrary to the rider's intentions.

[0114] Preferably, in the processing device 20, the execution unit 23, in control mode, prohibits changes to the object (e.g., the target vehicle) based on the result of the determined processing. Therefore, changes to the object can be prohibited based on the rudder angle of the handlebars 2 when the riding vehicle 1 is stationary, thus enabling more appropriate suppression of actions by the riding vehicle 1 that contradict the rider's intentions.

[0115] Preferably, in the processing device 20, the execution unit 23, in control mode, performs an automatic start-up action to automatically start the riding vehicle 1 based on the result of the determination processing. Therefore, since the automatic start-up action can be performed according to the rudder angle of the handlebars 2 when the riding vehicle 1 is stationary, it is possible to appropriately suppress actions by the riding vehicle 1 that contradict the rider's intentions.

[0116] Preferably, in the processing device 20, the execution unit 23, in control mode, determines whether the execution of the automatic start action can be changed based on the result of the processing. Therefore, the execution of the automatic start action can be changed according to the rudder angle of the handlebars 2 when the riding vehicle 1 is stationary, thus enabling more appropriate suppression of actions by the riding vehicle 1 that contradict the rider's intentions.

[0117] Preferably, in the processing device 20, the execution unit 23, in control mode, changes the execution mode of the automatic start action based on the result of the determination processing. Therefore, the execution mode of the automatic start action can be changed according to the rudder angle of the handlebars 2 when the riding vehicle 1 is stationary, thus enabling more appropriate suppression of actions by the riding vehicle 1 that contradict the rider's intentions.

[0118] Preferably, the processing device 20 includes an execution unit 23 that performs a reporting action to the rider of the riding vehicle 1; the execution unit 23 performs the reporting action based on the result of the determination processing. Thus, the reporting action can be performed based on the rudder angle of the handlebars 2 when the riding vehicle 1 is stationary, so the rider can drive the riding vehicle 1 with information related to the rudder angle of the handlebars 2.

[0119] This invention is not limited to the description of the embodiments. For example, only a portion of the embodiments may be implemented.

[0120] Explanation of reference numerals in the attached figures 1. Riding vehicle; 2. Handlebars; 3. Other vehicles; 11. Engine; 12. Hydraulic control unit; 13. Display device; 14. Input device; 15. Ambient environment sensor; 16. Front wheel speed sensor; 17. Rear wheel speed sensor; 18. Inertial measurement unit; 20. Processing unit; 21. Acquisition unit; 22. Processing unit; 23. Execution unit; D1. Direction; D2. Direction; P1. Detection point; R1. Detection area; ST_ACT. Activation state; ST_EXE. Execution state; ST_OFF. Off state; ST_ON. On state; ST_STB. Standby state; ST_SUS. Suspended state; θ_TH. Angle threshold; angle.

Claims

1. A processing device (20) for a riding vehicle (1), the riding vehicle (1) having handlebars (2) and an ambient environment sensor (15) whose orientation changes in conjunction with the orientation of the handlebars (2), the processing device (20) being characterized in that, The system includes a processing unit (22) that performs a determination process, which includes determining rudder angle change information based on ambient environment information detected by the ambient environment sensor (15) at least one moment during the period when the aforementioned riding vehicle (1) is in a stopped state. The rudder angle change information is information on the rudder angle change of the aforementioned handlebar (2) based on a reference moment earlier than the aforementioned moment.

2. The processing apparatus as described in claim 1, characterized in that, The aforementioned surrounding environment information includes positional relationship information, which is information about the positional relationship between the aforementioned surrounding environment sensor (15) and multiple detection points (P1); In the aforementioned determination process, the aforementioned processing unit (22) determines the aforementioned rudder angle change information based on the change in the aforementioned positional relationship information with the aforementioned reference time as the reference.

3. The processing apparatus as described in claim 1, characterized in that, In the aforementioned determination process, the aforementioned processing unit (22) determines the second rudder angle information based on the first rudder angle information and the aforementioned rudder angle change information. The first rudder angle information is the information of the first rudder angle of the aforementioned handlebar (2) at the aforementioned reference time, and the second rudder angle information is the information of the second rudder angle of the aforementioned handlebar (2) when the aforementioned riding vehicle (1) is stopped.

4. The processing apparatus as described in claim 3, characterized in that, In the aforementioned determination process, the aforementioned processing unit (22) determines the aforementioned first rudder angle information based on the information of the driving state of the aforementioned riding vehicle (1) during its operation, namely the driving state information.

5. The processing apparatus according to any one of claims 1 to 4, characterized in that, The execution unit (23) is equipped with an execution control mode, in which it performs a positional relationship adjustment action to adjust the positional relationship between the aforementioned riding vehicle (1) and the object to the target positional relationship; The aforementioned execution unit (23) executes the aforementioned control mode based on the results of the aforementioned determination process.

6. The processing apparatus as described in claim 5, characterized in that, In the aforementioned control mode, the aforementioned execution unit (23) determines the state of the aforementioned control mode based on the result of the aforementioned determination process.

7. The processing apparatus as described in claim 6, characterized in that, In the aforementioned control mode, the aforementioned execution unit (23) switches the state of the aforementioned control mode from the execution state to the release state based on the result of the aforementioned determination process.

8. The processing apparatus as described in claim 5, characterized in that, In the aforementioned control mode, the aforementioned execution unit (23) determines the aforementioned object based on the result of the aforementioned determination process.

9. The processing apparatus as claimed in claim 8, characterized in that, In the aforementioned control mode, the aforementioned execution unit (23) prohibits changes to the aforementioned object based on the result of the aforementioned determination process.

10. The processing apparatus as claimed in claim 5, characterized in that, In the aforementioned control mode, the aforementioned execution unit (23) performs an automatic start action to automatically start the aforementioned riding vehicle (1) based on the result of the aforementioned determination process.

11. The processing apparatus as claimed in claim 10, characterized in that, In the aforementioned control mode, the aforementioned execution unit (23) changes whether the execution of the aforementioned automatic start action can be changed based on the result of the aforementioned determination process.

12. The processing apparatus as claimed in claim 10, characterized in that, In the aforementioned control mode, the aforementioned execution unit (23) changes the execution mode of the aforementioned automatic start action based on the result of the aforementioned determination process.

13. The processing apparatus according to any one of claims 1 to 4, characterized in that, An execution unit (23) is equipped with a reporting action to report to the rider of the aforementioned riding vehicle (1); The aforementioned execution unit (23) performs the aforementioned reporting action based on the results of the aforementioned determination process.

14. A method for processing a riding vehicle (1), the riding vehicle (1) having handlebars (2) and an ambient environment sensor (15) whose orientation changes in conjunction with the orientation of the handlebars (2), the method being characterized in that, The processing unit (22) of the processing device (20) performs a determination process, which includes determining the amount of change of the rudder angle based on the ambient environment information detected by the ambient environment sensor (15) at least one moment during the period when the aforementioned riding vehicle (1) is in a stopped state. The amount of change of the rudder angle is information on the amount of change of the rudder angle of the aforementioned handlebar (2) based on a reference moment earlier than the aforementioned moment.

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