Motorcycle rear detection device and motorcycle

Abstract

The utility model relates to a motorcycle rear detection device and a motorcycle. The motorcycle rear detection device comprises a millimeter wave radar detector which is installed at the tail of a motorcycle, and the vertical detection angle of the millimeter wave radar detector ranges from-60 degrees to 25 degrees; the vertical detection angle is a detection angle vertical to the plane direction of the motorcycle; the millimeter wave radar detector is used for transmitting and receiving millimeter wave signals and outputting obstacle detection information, and the obstacle detection information comprises the relative distance, the relative speed and the relative azimuth angle between an obstacle behind the motorcycle and the motorcycle. The rear obstacle can be reliably detected when the motorcycle is in a turning inclined state, and a guarantee is provided for driving safety.

Description

Technical Field

[0001] This application relates to the field of motorcycle driving safety technology, and in particular to a motorcycle rear detection device and a motorcycle. Background Technology

[0002] Motorcycles are equipped with radar for distance measurement, providing a strong guarantee for driving safety. However, in traditional technology, motorcycles create blind spots when tilted, leading to a decrease in detection reliability. Utility Model Content

[0003] Therefore, it is necessary to provide a motorcycle rear detection device and a motorcycle.

[0004] In one exemplary technology, a motorcycle rear-end detection device is provided, comprising:

[0005] A millimeter-wave radar detector is installed at the rear of the motorcycle. The vertical detection angle of the millimeter-wave radar detector ranges from -60° to 25°. The vertical detection angle is the detection angle perpendicular to the plane in which the motorcycle is located.

[0006] The millimeter-wave radar detector is used to transmit and receive millimeter-wave signals and output obstacle detection information, which includes the relative distance, relative speed, and relative azimuth angle between the obstacle behind the motorcycle and the motorcycle.

[0007] In one exemplary technique, the upper limit of the vertical detection angle of the millimeter-wave radar detector is in the range of 9° to 25°; and / or, the lower limit of the vertical detection angle of the millimeter-wave radar detector is in the range of -30° to -60°.

[0008] In one exemplary technology, the motorcycle rear-end detection device further includes:

[0009] A tilt angle detection device is used to detect the body posture information of the motorcycle, and the tilt angle detection device is connected to the millimeter-wave radar detector.

[0010] In one exemplary technique, the tilt angle detection device includes at least one of an acceleration sensor, a tilt angle sensor, and an inertial measurement unit.

[0011] In one exemplary technology, the motorcycle rear collision avoidance detection device further includes:

[0012] A vehicle speed detection unit is used to detect the speed of the motorcycle, and the vehicle speed detection unit is connected to the millimeter-wave radar detector.

[0013] In one exemplary technology, the motorcycle rear-end detection device further includes:

[0014] An alarm unit is connected to the millimeter-wave radar detector. The alarm unit is used to perform an alarm action when it receives an alarm signal sent by the millimeter-wave radar detector.

[0015] In one exemplary technique, the millimeter-wave radar detector includes;

[0016] Millimeter-wave radar is used to transmit and receive millimeter-wave signals;

[0017] A processing circuit, which is connected to the millimeter-wave radar, is provided to output the obstacle detection information.

[0018] In one exemplary technique, when a vehicle speed detection unit is included, the processing circuit is used to filter out obstacles that pose no risk of collision.

[0019] Among them, the obstacles that pose no risk of collision include obstacles whose relative speed is greater than or slower than the speed of the motorcycle and whose relative distance is greater.

[0020] The obstacle is the obstacle whose relative speed is stable at the speed of the motorcycle.

[0021] In one exemplary technology, a motorcycle includes a motorcycle body and the aforementioned rear detection device.

[0022] In one exemplary technology, when the motorcycle rear detection device includes an alarm unit, the alarm unit includes at least one of the following:

[0023] Warning lights and brake lights are integrated into the rearview mirror.

[0024] The aforementioned rear-view detection device and motorcycle. By increasing the detection range in the vertical detection direction, especially in the direction facing the ground, and designing the overall vertical detection angle to be between -60° and 25°, the device avoids blind spots caused by the motorcycle tilting during turns, thus ensuring reliable detection of obstacles behind the motorcycle in all driving postures, providing strong protection for driving safety. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of this application or the conventional technology, the drawings used in the description of the embodiments or the conventional technology will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1 This is a schematic diagram of the detection range when a motorcycle is traveling in a straight line using traditional technology.

[0027] Figure 2 This is a schematic diagram of the detection range when a motorcycle is tilted in traditional technology.

[0028] Figure 3 One of the schematic diagrams of a motorcycle rear detection device and a motorcycle according to one or more embodiments;

[0029] Figure 4 This is a second schematic diagram of a motorcycle rear detection device and a motorcycle, representing one or more embodiments.

[0030] Figure 5 A schematic diagram of the electrical structure of a motorcycle rear detection device according to one or more embodiments;

[0031] Figure 6 The third schematic diagram of a motorcycle rear detection device and a motorcycle, representing one or more embodiments;

[0032] Figure 7 This is a schematic diagram illustrating the difference in detection range between a motorcycle in one or more embodiments and a motorcycle in conventional technology;

[0033] Figure 8 This is a schematic diagram of the detection range when a motorcycle is tilted, representing one or more embodiments. Detailed Implementation

[0034] To facilitate understanding of this application, a more complete description will be provided below with reference to the accompanying drawings, which illustrate embodiments of the present application. However, the present application can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that the disclosure of this application will be thorough and complete.

[0035] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application.

[0036] It is understood that the terms “first,” “second,” etc., used in this application may be used herein to describe various elements, but these elements are not limited by these terms. These terms are only used to distinguish one element from another.

[0037] It is understood that the term "connection" in the following embodiments should be understood as "electrical connection," "communication connection," etc., if the connected circuits, modules, units, etc., have electrical signal or data transmission with each other.

[0038] When used herein, the singular forms of “a,” “an,” and “the” may also include the plural forms unless the context clearly indicates otherwise. It should also be understood that the terms “comprising / including” or “having,” etc., specify the presence of the stated features, wholes, steps, operations, components, parts, or combinations thereof, but do not preclude the possibility of the presence or addition of one or more other features, wholes, steps, operations, components, parts, or combinations thereof. Meanwhile, the term “and / or” as used in this specification includes any and all combinations of the associated listed items.

[0039] In traditional technology, obstacle detection devices are installed at the rear of motorcycles to enable functions such as blind spot detection (BSD), lane change assist (LCA), and time-to-collision (TTC) safe distance warning during motorcycle operation.

[0040] When the motorcycle is not tilted, its detection range is as follows: Figure 1 The three-dimensional fan-shaped area shown can effectively detect obstacles behind the vehicle and provide collision risk warnings to ensure driving safety.

[0041] However, the applicant discovered that during the motorcycle's operation, it tilts when cornering or changing lanes, and the traditional obstacle detection device would cause this... Figure 2 The blind spots shown lead to missed detection of obstacles within or beside the lane, resulting in poor detection reliability. Furthermore, the rapid changes in the motorcycle's tilt angle cause the detection range to change rapidly, leading to intermittent object detection. Traditional technologies that trigger an alarm upon object detection result in multiple, intermittent alerts, including those for objects with no collision risk, leading to low effectiveness and a poor user experience.

[0042] Based on this, in one exemplary technology, a motorcycle rear detection device is provided, such as... Figure 3 As shown, it includes: millimeter-wave radar detector 10.

[0043] Among them, such as Figure 3 As shown, a millimeter-wave radar detector 10 is mounted on the rear of the motorcycle. The vertical detection angle of the millimeter-wave radar detector 10 ranges from -60° to 25°, and the vertical detection angle is the detection angle perpendicular to the plane in which the motorcycle is located.

[0044] The millimeter-wave radar detector 10 is used to transmit and receive millimeter-wave signals and output obstacle detection information, including the relative distance, relative speed, and relative azimuth angle between the obstacle behind the motorcycle and the motorcycle. The millimeter-wave radar detector 10 supports obstacle ranging and direction finding, as well as relative speed testing; the specific implementation of these methods is not described in detail here, as they are known methods.

[0045] Specifically, by increasing the detection range in the vertical detection direction, especially in the direction facing the ground, and designing the overall vertical detection angle to be between -60° and 25°, when the motorcycle is turning, the detection blind spot caused by the motorcycle tilting during the turning process is avoided. This ensures that the motorcycle can reliably detect obstacles behind it in all postures during the driving process, providing a strong guarantee for driving safety.

[0046] In one exemplary technique, the upper limit of the vertical detection angle of the millimeter-wave radar detector 10 is in the range of 9° to 25°; and / or, the lower limit of the vertical detection angle of the millimeter-wave radar detector 10 is in the range of -30° to -60°.

[0047] Specifically, the upper and lower limits of the vertical detection angle can be selected within the range of -60° to 25°, depending on the motorcycle model. Testing showed that when the upper limit of the vertical detection angle is constrained to a range of 9° to 25°, and the lower limit is constrained to a range of -30° to -60°, the rear object detection requirements for various motorcycle models can be met. It should be noted that the upper and lower limits of the vertical detection angle can be selected based on the motorcycle model and the maximum tilt angle during the motorcycle's movement. This allows for the selection of the minimum angle that can scan the road surface at the maximum tilt angle, as a larger scanning angle may require higher power consumption or a larger millimeter-wave radar detector 10. This can be achieved by selecting the coverage... Figure 1 The minimum angle required for the middle blind zone is used to design the upper and lower limits of the vertical detection angle, which can balance the reliability of detecting objects behind motorcycles with low power consumption and miniaturized product design.

[0048] In one exemplary technology, such as Figure 4 As shown, the horizontal detection angle range of the millimeter-wave radar detector 10 is -75° to 75°. This angle range can cover a relatively wide area behind the motorcycle, meeting the requirement for full detection of obstacles around the motorcycle.

[0049] In one exemplary technology, such as Figure 5 As shown, the horizontal detection angle of the millimeter-wave radar detector 10 is an angle symmetrically set along the central axis. This is to better detect objects on the left and right sides of the motorcycle.

[0050] In one embodiment, such as Figure 5As shown, the horizontal detection angle of the millimeter-wave radar detector 10 ranges from 50° to 75° on one side. Testing has shown that this range of horizontal detection angles can meet the detection needs of most vehicle models on different roads, providing reliable obstacle detection results for driving safety. Similar to the selection of the upper and lower limits of the vertical detection angle, the upper and lower limits of the horizontal detection angle can be designed by selecting the minimum angle covering both left and right lanes, balancing the reliability of detecting objects behind motorcycles with low power consumption and miniaturized product design.

[0051] In one exemplary technology, the motorcycle rear detection device also includes a tilt angle detection device 30.

[0052] The tilt angle detection device 30 is used to detect the motorcycle's body posture information, and the tilt angle detection device 30 is connected to the millimeter-wave radar detector 10.

[0053] When a motorcycle is tilted (e.g., while turning), its trajectory differs significantly from normal straight-line travel. The safe zone around the vehicle dynamically changes with the tilt angle, and the detection angle of the millimeter-wave radar detector 10 relative to the road surface also changes. For example, in a sharp curve with a large tilt angle, the safe distance on the outer edge of the vehicle, which was safe when traveling straight, may become relatively dangerous due to factors such as the smaller turning radius. By adding a tilt angle detection device 30, the tilt angle of the motorcycle is detected in real time, and this attitude information representing the tilt angle is transmitted to the millimeter-wave radar detector 10. Simultaneously, the millimeter-wave radar detector 10 continuously monitors the surrounding environment. Once an obstacle is detected during the tilting phase, it is not immediately classified as a collision risk obstacle. Instead, based on the detected motorcycle attitude information, the threshold for the duration of continuous detection of the obstacle is adjusted accordingly. Only when the duration of continuous detection of the obstacle reaches the threshold is the obstacle deemed a collision risk. By dynamically adjusting the time threshold based on the tilt angle to determine collision risk, the system can better reflect the actual driving trajectory of the motorcycle and changes in the surrounding safety zone. This avoids misjudging objects that are normally close to the outside of the vehicle when turning (such as roadside signs) as collision risk obstacles, improving the accuracy of the judgment, reducing false alarms, and allowing drivers to focus more accurately on targets that truly pose a potential collision risk, thus enhancing driving safety.

[0054] When the motorcycle is traveling in a straight line without tilting, if the millimeter-wave radar detector 10 detects an obstacle, it needs to continuously detect the obstacle for a fixed threshold time before determining that the obstacle is a collision risk obstacle. Based on this, objects that only briefly appear within the radar's detection range and will not actually collide with the motorcycle, such as roadside debris that suddenly appears and quickly disappears, can be filtered out. This prevents false collision risk assessments due to momentary fluctuations in the detection signal. It also helps the driver concentrate on dealing with truly threatening obstacles, ensuring driving safety, and to some extent reduces unnecessary warnings that interfere with the driver's attention, improving the driving experience.

[0055] In summary, by combining the millimeter-wave radar detector 10 to detect obstacles and the tilt angle detection device 30 to detect the vehicle's attitude information, and employing a differentiated collision risk assessment mechanism under different driving states (tilted driving and non-tilted driving), the system can more accurately identify obstacles that truly pose a collision risk during motorcycle driving. This avoids excessive misjudgments, reduces unnecessary interference with the driver, and ensures that the driver receives accurate collision risk warnings in a timely manner, allowing sufficient time to take appropriate evasive or braking measures. This effectively reduces the probability of motorcycle collisions and improves motorcycle driving safety in various complex road conditions.

[0056] In one exemplary technique, the tilt angle detection device 30 includes at least one of an acceleration sensor, a tilt angle sensor, and an inertial measurement unit.

[0057] An accelerometer is a device that measures the acceleration of an object. Common types include piezoelectric, capacitive, and piezoresistive accelerometers. Accelerometers sense changes in acceleration caused by a force acting on an object in a specific direction and convert this physical quantity into an electrical signal output. For example, a piezoelectric accelerometer utilizes the piezoelectric effect of a piezoelectric crystal. When the crystal is subjected to a force generated by acceleration, an electric charge is generated on its surface. The magnitude and direction of the motorcycle's acceleration can then be determined by detecting changes in this charge. Accelerometers can measure acceleration along multiple axes (such as the X, Y, and Z axes), thus comprehensively reflecting the changes in the motorcycle's motion state in three-dimensional space.

[0058] The tilt angle sensor directly measures the tilt angle of the motorcycle relative to the road surface. It outputs a precise tilt angle value. When the motorcycle is tilted, such as when cornering or riding on an incline, it provides a real-time, accurate tilt angle, reducing errors that may arise from intermediate calculations. This allows for more precise adjustments to the time threshold for determining whether an obstacle poses a collision risk based on the tilt angle, improving the accuracy of the entire collision risk detection mechanism. Consequently, the collision risk warnings received by the driver are more realistic, better ensuring driving safety.

[0059] An inertial measurement unit (IMU) is a device that integrates multiple sensors, typically including an accelerometer, gyroscope, and sometimes a magnetometer. It comprehensively measures an object's attitude, angular velocity, and acceleration. Because motorcycles undergo complex motion during operation, involving not only linear acceleration and deceleration but also frequent turns and inclines / descents, resulting in various attitude changes, the IMU, through the collaborative work of its multiple internal sensors, can simultaneously acquire multi-dimensional information such as acceleration and angular velocity. After data fusion processing, it accurately outputs the motorcycle's current overall attitude information, including precise tilt angles.

[0060] In one exemplary technology, the motorcycle rear collision avoidance detection device also includes a vehicle speed detection unit 40.

[0061] The vehicle speed detection unit 40 is used to detect the speed of the motorcycle, and the vehicle speed detection unit 40 is connected to the millimeter-wave radar detector 10.

[0062] The speed of the motorcycle, as well as the relative distance, relative speed, and relative azimuth angle between the obstacle and the motorcycle, can characterize the relative speed and relative direction of movement between the obstacle and the motorcycle.

[0063] During motorcycle travel, numerous stationary objects, such as road signs, utility poles, and streetlights, exist along the roadside. While these objects are within the detection range of the millimeter-wave radar detector 10, they normally do not collide with the motorcycle. If these stationary objects are not effectively filtered out, the driver will receive frequent alerts about them. This not only distracts the driver, making it difficult to focus on truly threatening targets, but may also lead to driver fatigue from the warnings issued by the entire collision avoidance detection system, reducing alertness to genuine dangers. By utilizing the vehicle speed detection unit 40 in conjunction with the millimeter-wave radar detector 10 to accurately identify and filter out stationary objects, unnecessary interference can be significantly reduced. This allows the driver to focus more intently on dynamic objects traveling in the same direction that may collide with the motorcycle, thereby improving information processing efficiency during driving, enhancing the ability to respond to potential collision risks, and ensuring driving safety.

[0064] Similarly, filtering oncoming vehicles in different lanes would frequently trigger collision warnings for these vehicles, increasing the amount of information the driver receives, distracting their attention, and potentially masking warning signals from objects traveling in the same direction with a genuine collision risk. By using the vehicle speed detection unit 40 in conjunction with the millimeter-wave radar detector 10 to accurately identify and filter oncoming vehicles, the collision warning information received by the driver can be more precise and concise. This allows the driver to focus on objects traveling in the same direction as their vehicle and more likely to collide, avoiding distraction caused by excessive irrelevant information. This helps in timely detection and response to genuine dangerous situations while driving, improving driving safety and the driving experience.

[0065] By cooperating with the millimeter-wave radar detector 10, the vehicle speed detection unit 40 effectively filters out non-priority objects such as stationary objects and oncoming vehicles, following the aforementioned judgment and filtering logic for stationary objects and oncoming vehicles. Only objects traveling in the same direction are retained as potential collision risk obstacles for focused attention. This significantly optimizes the information quality provided by the motorcycle rear collision avoidance system, reducing a large amount of irrelevant and distracting information. It allows the driver to focus more efficiently and accurately on objects that may actually collide with the motorcycle, enabling them to take more rapid and accurate evasive and braking actions with limited attention resources. This significantly reduces the probability of collisions during motorcycle operation, improving driving safety in complex traffic environments and enhancing the driver's actual driving experience.

[0066] In one exemplary technology, the vehicle speed detection unit 40 may include a vehicle speed sensor and a vehicle speed calculation unit (e.g., ABS (Antilock Braking System) 60, electronic fuel injection ECU (Electronic Control Unit) 70, instrument panel, etc.) connected to the vehicle speed sensor. The vehicle speed calculation unit calculates the motorcycle speed based on the signal output by the vehicle speed sensor and sends the motorcycle speed information to the vehicle communication network or alarm unit 50.

[0067] In one exemplary technology, the motorcycle rear detection device also includes an alarm unit 50.

[0068] The alarm unit 50 is connected to the millimeter-wave radar detector 10, and the alarm unit 50 is used to perform an alarm action when it receives an alarm signal sent by the millimeter-wave radar detector 10.

[0069] When the millimeter-wave radar detector 10 detects an obstacle posing a collision risk, it sends an alarm signal to the connected alarm unit 50. Upon receiving the signal, the alarm unit 50 immediately executes alarm actions, such as emitting an audible alarm (e.g., a rapid beeping sound), flashing lights (e.g., rapidly flashing hazard lights), or vibration alerts (if the alarm unit 50 integrates a vibration function), to attract the driver's attention. This timely reminder allows the driver to quickly shift their attention to the potentially dangerous area, becoming aware of the potential collision and preparing in advance, such as taking braking or swerving maneuvers. This effectively enhances the driver's safety awareness while driving and reduces the probability of collisions caused by failure to detect danger in time.

[0070] In one exemplary technology, such as Figure 5 As shown, the vehicle speed detection unit 40 can be connected to the millimeter-wave radar detector 10 via the ABS 60 or the alarm unit 50. The ABS 60 and the alarm unit 50 can be connected to the millimeter-wave radar detector 10 via a motorcycle onboard communication network, such as CANBus, Flexray, Ethernet, etc., or they can be integrated into the millimeter-wave radar detector 10 and connected to the processing circuit.

[0071] The tilt angle detection device 30 detects the vehicle body attitude, outputs the vehicle body attitude information and sends it to the vehicle communication network or alarm unit 50, so as to indirectly send it to the millimeter-wave radar detector 10.

[0072] In one exemplary technology, such as Figure 5 As shown, the millimeter-wave radar detector 10 can also send the calculated obstacle detection information and other results to the vehicle communication network or alarm unit 50. The information can then be sent to the ECU 70 via the vehicle communication network.

[0073] In one exemplary technology, the millimeter-wave radar detector 10 includes a millimeter-wave radar and a processing circuit. The millimeter-wave radar is used to transmit and receive millimeter-wave signals. The processing circuit is connected to the millimeter-wave radar to output the obstacle detection information.

[0074] Millimeter waves, with wavelengths between centimeter waves and light waves, are less affected by adverse weather conditions such as rain, snow, fog, and sandstorms compared to optical sensors (like cameras). For instance, while rain can blur a camera's field of view and impair obstacle detection, millimeter waves can penetrate the rain effectively and continue transmitting and receiving signals. The processing circuitry analyzes the received millimeter wave signals and outputs obstacle detection information, ensuring the motorcycle can accurately detect surrounding obstacles even in adverse weather conditions, thus guaranteeing driving safety.

[0075] Millimeter-wave radar is relatively small in size and does not take up much space. This allows it to be easily installed at the rear of a motorcycle or in other suitable locations without significantly affecting the motorcycle's overall structure and appearance. For example, millimeter-wave radar can be integrated near the taillight or other concealed locations, effectively fulfilling its detection function without compromising the motorcycle's aesthetics.

[0076] The processing circuit can be easily connected and integrated with other systems on the motorcycle (such as alarm unit 50, speed detection unit 40, etc.). Through the data interface and communication protocol, the processing circuit can send alarm signals to alarm unit 50, triggering alarm action and reminding the driver to pay attention to safety.

[0077] In one exemplary technique, when a vehicle speed detection unit 40 is included, the processing circuit is used to filter out obstacles that pose no risk of collision.

[0078] Among them, the obstacles that pose no risk of collision include obstacles whose relative speed is greater than or slower than the speed of the motorcycle and whose relative distance is greater.

[0079] The obstacle is the obstacle whose relative speed is stable at the speed of the motorcycle.

[0080] When the relative speed of the obstacle is greater than the speed of the motorcycle, and the relative distance between them increases, it means that the obstacle is in front of the motorcycle and traveling in the same direction as the motorcycle, and its speed is greater than the speed of the motorcycle. At the current speed, the distance between the two will continue to increase, and there is no risk of collision.

[0081] When the relative speed of the obstacle is slower than the speed of the motorcycle, and the relative distance between them increases, it means that the obstacle is behind the motorcycle and traveling in the same direction as the motorcycle, but its speed is less than the speed of the motorcycle. At the current speed, the distance between the two will continue to increase, and there is no risk of collision.

[0082] Therefore, obstacles in both of these situations can be filtered out as obstacles that pose no risk of collision.

[0083] In one exemplary technology, such as Figure 6 As shown, a motorcycle 100 is provided, including a motorcycle body 20 and the aforementioned rear detection device for the motorcycle.

[0084] In one exemplary technology, when the rear detection device of a motorcycle includes an alarm unit, the alarm unit includes at least one of the following: an alarm light and a brake taillight built into the rearview mirror.

[0085] Motorcycle riders frequently check their rearview mirrors to monitor traffic conditions behind them. By integrating a warning light into the rearview mirror, when a millimeter-wave radar detector detects a collision-risk obstacle and triggers an alarm signal, the light illuminates. Being within the rider's direct field of vision, the warning light is immediately visible, eliminating the need to look elsewhere for other warning devices. This allows for rapid identification of danger and timely responses, such as slowing down or changing lanes, significantly improving the timeliness of hazard response.

[0086] Reusing the brake taillights as a warning unit reduces the number of hardware components compared to installing a completely new, independent warning light assembly. This lowers production and maintenance costs, and avoids the problems of complex wiring and increased potential failure points that can result from too many independent components, thus improving the reliability and stability of the entire warning system. Furthermore, while driving, people are accustomed to observing the brake taillights of the vehicle in front to judge its driving intentions and road conditions. Integrating the warning function into the brake taillights aligns with people's visual observation habits, making hazard signals easier to detect and take seriously. This allows surrounding vehicles to make corresponding driving adjustments more naturally and quickly, ensuring road traffic safety.

[0087] In one embodiment, such as Figure 6 As shown, the inertial measurement unit 31 can be installed at the front of the motorcycle.

[0088] In one embodiment, the vehicle speed sensor of the vehicle speed detection unit may include, for example: Figure 6 The front wheel speed sensor 41 and the rear wheel speed sensor 42 are shown.

[0089] In one embodiment, such as Figure 6 As shown, the vehicle speed calculation unit can be implemented by the instrument 80 located at the front of the vehicle.

[0090] like Figures 7-8 As shown, this application provides a motorcycle rear detection device and a motorcycle. By limiting the vertical detection angle of the millimeter-wave radar detector to -60° to 25°, compared to... Figure 7 The detection range of traditional technology, as shown by the solid line, especially in the direction towards the road surface as shown by the dashed line, has been expanded in design. Figure 8 Even under the tilted driving condition shown, the detection range can still cover [the area]. Figure 1 The blind spot shown Figure 8 (The position is indicated by the dashed line in the middle) to avoid missed detections and false detections.

[0091] In the description of this specification, references to terms such as "some embodiments," "other embodiments," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative descriptions of the above terms do not necessarily refer to the same embodiments or examples.

[0092] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0093] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these modifications and improvements all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A motorcycle rear detection device, characterized in that, include: A millimeter-wave radar detector is installed at the rear of the motorcycle. The vertical detection angle of the millimeter-wave radar detector ranges from -60° to 25°. The vertical detection angle is the detection angle perpendicular to the plane in which the motorcycle is located. The millimeter-wave radar detector is used to transmit and receive millimeter-wave signals and output obstacle detection information, which includes the relative distance, relative speed, and relative azimuth angle between the obstacle behind the motorcycle and the motorcycle.

2. The motorcycle rear detection device according to claim 1, characterized in that, The upper limit of the vertical detection angle of the millimeter-wave radar detector is in the range of 9° to 25°; and / or, the lower limit of the vertical detection angle of the millimeter-wave radar detector is in the range of -30° to -60°.

3. The motorcycle rear detection device according to claim 1, characterized in that, Also includes: A tilt angle detection device is used to detect the body posture information of the motorcycle, and the tilt angle detection device is connected to the millimeter-wave radar detector.

4. The motorcycle rear detection device according to claim 3, characterized in that, The tilt angle detection device includes at least one of an acceleration sensor, a tilt angle sensor, and an inertial measurement unit.

5. The motorcycle rear detection device according to claim 1, characterized in that, Also includes: A vehicle speed detection unit is used to detect the speed of the motorcycle, and the vehicle speed detection unit is connected to the millimeter-wave radar detector.

6. The motorcycle rear detection device according to any one of claims 1-5, characterized in that, Also includes: An alarm unit is connected to the millimeter-wave radar detector. The alarm unit is used to perform an alarm action when it receives an alarm signal sent by the millimeter-wave radar detector.

7. The motorcycle rear detection device according to any one of claims 1-5, characterized in that, The millimeter-wave radar detector includes: Millimeter-wave radar is used to transmit and receive millimeter-wave signals; A processing circuit, which is connected to the millimeter-wave radar, is provided to output the obstacle detection information.

8. The motorcycle rear detection device according to claim 7, characterized in that, In the case of a vehicle speed detection unit, the processing circuit is used to filter out obstacles that pose no risk of collision. Among them, the obstacles that pose no risk of collision include obstacles whose relative speed is greater than or slower than the speed of the motorcycle and whose relative distance is greater. The obstacle is the obstacle whose relative speed is stable at the speed of the motorcycle.

9. A motorcycle, characterized in that, It includes the motorcycle body and the motorcycle rear detection device according to any one of claims 1-8.

10. The motorcycle according to claim 9, characterized in that, When the motorcycle rear detection device includes an alarm unit, the alarm unit includes at least one of the following: Warning lights and brake lights are integrated into the rearview mirror.

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