Driving assistance device for a vehicle of the saddle type

Abstract

Driving assistance device for a saddle-type vehicle, comprising: a driving sensor (37) which is configured to detect a driving position of a driver (J) on the vehicle; a vehicle body behavior generating component (25) which is configured to generate a behavior on a vehicle body of the vehicle by means of a prescribed power; and a control unit (27) which is configured to control the driving of the vehicle body behavior generation part (25), wherein the vehicle body behavior generating part (25) comprises a steering device (ST) which is configured to steer the vehicle, and wherein, when the steering device (ST) is operated independently of any operation by the driver (J), the control unit (27) operates the steering device (ST) according to the driving position of the driver (J) which has been detected by the driving sensor (37), wherein the vehicle body includes a pair of left and right footrests (14s) on which the driver (J) places his feet, on both sides of a vehicle body, wherein the driving sensor (37) comprises a pair of left and right foot pedal sensors (14c) which are each arranged on the pair of left and right foot pedals (14s), and wherein the control unit (27) actuates the vehicle body behavior generating part (25) according to a crossed difference between the footrest states of the driver (J) which have been detected by the pair of left and right foot pedal sensors (14c).

Description

[Technical field]

[0001] The present invention relates to a driving support device for a saddle type vehicle. [State of the art]

[0002] For example, Patent Literature 1 discloses a method for operating autonomous brakes of a caliper-type vehicle. In Patent Literature 1, a controller identifies a trigger of an autonomous braking event of a brake. The controller is in electrical communication with a driver sensor system. The driver sensor system includes one or both of the following components: One is a driver detection sensor (e.g., a camera) operable to detect a parameter related to driver detection and report a driver detection status to the controller. The other is a driver body sensor (e.g., a grip sensor) operable to detect a parameter related to a body between the driver and the vehicle and report a participation status of the driver body to the controller. [Reference list][Patent literature 1]

[0003] Japanese patent application, JP 2018- 118 716 A.

[0004] Furthermore, DE 10 2012 203 462 A1 discloses a method and an arrangement for acquiring data for a safety device for a balance vehicle. Driver-specific data acquired by at least two sensors, together with vehicle-specific data acquired by at least one further sensor, are transmitted to a data storage and control device, stored by the device, and static and / or dynamic driver- and / or vehicle-specific variables are determined from these data.

[0005] DE 10 2011 082 413 A1 discloses a steering assistance system for a two-wheeler and a controller for such a steering assistance system. The steering assistance system includes an actuator with which a steering torque can be applied to the two-wheeler. [Summary of the invention][Technical problem]

[0006] In the related art, a grip sensor detects pressure applied to the grip, thus detecting that the driver is placing his / her hand on the grip. However, there is no disclosure of the technical scope of determining a driver's driving attitude using detection information from a grip sensor or the like and reproducing the result through automatic control.

[0007] The present invention aims to provide a driving support device for a saddle-type vehicle, which is capable of determining a driving posture of a driver based on a sensor provided on a vehicle and performing automatic control. [Solution to the problem]

[0008] The aforementioned purposes are achieved by a driving assistance device according to claim 1. Advantageous further developments are specified in claims 2 to 10.

[0009] According to the configuration of the present invention, automatic steering is turned ON / OFF or an operation level is adjusted according to a driver's driving posture when the automatic steering control condition is met. Accordingly, when the driver is in an irregular driving posture, such as one-handed driving or the like, and the driver's posture is expected to be significantly disturbed by the vehicle body behavior due to automatic steering, a countermeasure for reducing the performance of the automatic steering or the like is enabled. Accordingly, interference with the driver's posture can be minimized.

[0010] Further disclosed is a driving assistance device for a saddle-type vehicle, comprising: a driving sensor (37) configured to detect a driving posture of a driver (J); a vehicle body behavior generating part (25) configured to generate a behavior on a vehicle body by a prescribed power; and a controller (27) configured to control driving of the vehicle body behavior generating part (25). The vehicle body behavior generating part (25) includes a braking device (BR) configured to brake a vehicle, and when the braking device (BR) is operated independently of an operation of the driver (J), the controller (27) operates the braking device (BR) according to the driving posture of the driver (J) detected by the driving sensor (37).

[0011] According to this configuration, an automatic brake is turned ON / OFF or an operation level is adjusted according to a driver's driving posture when a condition for automatic brake control is met. Accordingly, when the driver is in an irregular driving posture, such as one-handed driving or the like, and the driver's posture is expected to be significantly disturbed by the vehicle body behavior due to the automatic brake, a countermeasure to reduce the performance of the automatic brake or the like is enabled. Accordingly, interference with the driver's posture can be minimized.

[0012] According to a second aspect of the present invention, according to the first aspect, there is a grip member (20) on which the driver (J) performs a steering operation, wherein the driving sensor (37) comprises a grip sensor (20c) which is arranged on a grip (20a) of the grip member (20) and is configured to detect a grip state of the driver (J), and the controller (27) actuates the vehicle body behavior generating part (25) according to the grip state of the driver (J) which has been detected by the grip sensor (20c).

[0013] According to this configuration, the automatic control is switched ON / OFF or the operation level is adjusted according to the grip state of the grip element gripped by the driver. Accordingly, when the driver is in an irregular driving posture and the driver's posture is expected to be significantly disturbed by the vehicle body behavior due to the automatic control, a countermeasure to reduce the performance of the automatic control or the like is enabled. Accordingly, the impact on the driver's posture can be minimized.

[0014] According to a third aspect of the present invention, according to the second aspect, the grip member (20) comprises a pair of left and right grips (20a), the driving sensor (37) comprises a pair of left and right grip sensors (20c) respectively disposed on the pair of left and right grips (20a); and the controller (27) actuates the vehicle body behavior generating part (25) according to a crosswise difference of the grip state of the driver (J) detected by the pair of left and right grip sensors (20c).

[0015] According to this configuration, the automatic control is switched ON / OFF, and the operation level is adjusted according to the crossover difference between the grip states of the left and right grips by the driver. Accordingly, when the driver is in an irregular driving posture and the driver's posture is expected to be significantly disturbed by the vehicle body behavior due to automatic control, a countermeasure to reduce the performance of the automatic control or the like is enabled. Accordingly, the impact on the driver's posture can be minimized.

[0016] According to a fourth aspect of the present invention, according to the second aspect, the grip sensor (20c) detects a load direction with respect to the grip (20a), and the controller (27) actuates the vehicle body behavior generating part (25) according to the load direction detected by the grip sensor (20c).

[0017] According to this configuration, the automatic control is switched ON / OFF or the operation level is adjusted according to the load direction relative to the driver's grip of the handle element. Accordingly, when the driver is in an irregular driving posture and the driver's posture is expected to be significantly disturbed by the vehicle body behavior due to automatic control, a countermeasure to reduce the performance of the automatic control or the like is enabled. Accordingly, any impact on the driver's posture can be minimized.

[0018] According to a fifth aspect of the present invention, according to the second aspect, the handle sensor (20c) detects an oscillation frequency of the handle (20a), and the controller (27) actuates the vehicle body behavior generating part (25) according to the oscillation frequency detected by the handle sensor (20c).

[0019] According to this configuration, the automatic control is switched ON / OFF or the operation level is adjusted according to a change in the oscillation frequency due to the occurrence of gripping of the grip member gripped by the driver. Accordingly, when the driver is in an irregular driving posture and the driver's posture is expected to be significantly disturbed by the vehicle body behavior due to automatic control, a countermeasure to reduce the performance of the automatic control or the like is enabled. Accordingly, any disturbance to the driver's posture can be minimized.

[0020] Optionally, the driving assistance device further comprises a footrest (14s) on which the driver (J) places his / her foot, wherein the driving sensor (37) comprises a footrest sensor (14c) arranged on the footrest (14s), and wherein the controller (27) actuates the vehicle body behavior generating part (25) according to a footrest state of the driver (J) detected by the footrest sensor (14c).

[0021] According to this configuration, the automatic control is switched ON / OFF or the operation level is adjusted according to the footrest state on the footrest by the driver. Accordingly, when the driver is in an irregular driving posture, such as removing their legs from the footrest, and the driver's posture is expected to be significantly disturbed by the vehicle body behavior due to automatic control, a countermeasure to reduce the performance of the automatic control or the like is enabled. Accordingly, the impact on the driver's posture can be minimized.

[0022] Optionally, the driving assistance device comprises a pair of left and right footsteps (14s) on both sides of a vehicle body, wherein the driving sensor (37) comprises a pair of left and right footstep sensors (14c) respectively arranged on the pair of left and right footsteps (14s), and wherein the controller (27) actuates the vehicle body behavior generating part (25) according to a crossed difference between the footrest states of the driver (J) detected by the pair of left and right footstep sensors (14c).

[0023] According to this configuration, the automatic control is switched ON / OFF, or the operation level is adjusted according to a crossover difference between the footrest states and the driver's footsteps. Accordingly, when the driver is in an irregular driving posture and the driver's posture is expected to be significantly disturbed by the vehicle body behavior due to automatic control, a countermeasure to reduce the performance of the automatic control or the like is enabled. Accordingly, the impact on the driver's posture can be minimized.

[0024] According to a sixth aspect of the present invention, according to the first aspect, the footstep sensor (14c) detects a load direction with respect to the footstep (14s), and the controller (27) operates the vehicle body behavior generating part (25) according to the load direction detected by the footstep sensor (14c).

[0025] According to this configuration, the automatic control is switched ON / OFF or the operation level is adjusted according to a footrest load direction with respect to the driver's footstep. Accordingly, when the driver is in an irregular driving posture and the driver's posture is expected to be significantly disturbed by the vehicle body behavior due to automatic control, a countermeasure to reduce the performance of the automatic control or the like is enabled. Accordingly, the impact on the driver's posture can be minimized.

[0026] According to a seventh aspect of the present invention, according to the first aspect, the foot pedal sensor (14c) detects an oscillation frequency of the foot pedal (14s), and wherein the controller (27) actuates the vehicle body behavior generating part (25) according to the oscillation frequency detected by the foot pedal sensor (14c).

[0027] According to this configuration, by adjusting the level (strength) of the automatic control according to a change in the oscillation frequency due to the presence of the footrest load in relation to the driver's footstep, when the driver is in an irregular driving posture and the driver's posture is expected to be significantly disturbed by the vehicle body behavior due to automatic control, a countermeasure to reduce the performance of the automatic control or the like is possible. Accordingly, interference with the driver's posture can be minimized. [Advantageous effects of the invention]

[0028] According to the present invention, it is possible to provide a driving support device for a saddle-type vehicle capable of determining a driving posture of a driver from a sensor provided on a vehicle and performing automatic control. [Brief description of the drawings] Fig. 1 illustrates a configuration view of a vehicle system of an embodiment of the present invention. Fig. 2 is a view for explaining an aspect in which a relative position and a posture of a vehicle with respect to a lane are detected by a detection part of the vehicle system. Fig. 3 is a view for explaining an aspect in which a target trajectory is generated based on a recommended lane in the vehicle system. Fig. 4 shows a left side view of a motorcycle of an embodiment. Fig. 5 shows a configuration view of a control device of the motorcycle. Fig. 6 illustrates a configuration view of a driving support device of the motorcycle. Fig. 7 is a view for explaining an example of driving support control of the motorcycle. Fig. 8 is a flowchart showing a processing example performed by the control device when a behavior suppression part of the motorcycle is operated to perform driving assistance. Fig. 9 shows a top view for explaining the motorcycle. Fig. 10 is a side view for explaining the motorcycle. Fig. 11 is a flowchart showing an example of processing performed by the control device when a posture of the rider on the motorcycle is detected. Fig. 12 is a flowchart showing an example of processing performed by the control device when generating a preparatory behavior of the motorcycle to perform driving assistance. Fig. 13 is a flowchart showing a processing example performed by the control device when a behavior suppression part of the motorcycle is operated to perform driving assistance. Fig. 14 is a side view for explaining an action of a seat moving device of the behavior suppressing part. Fig. Fig. 15 is a view for explaining an application example of the driving support device, wherein Fig. 15(a) shows a comparative example and Fig. 15(b) shows a practical example. Fig. 16 is a flowchart showing a processing example performed by a control device in the application example. [Description of the embodiments]

[0029] An example of a vehicle system will now be described with reference to the accompanying drawings.

[0030] In the embodiment, the vehicle system is applied to an automatically driving vehicle. Here, levels of automatic driving exist. The level of automatic driving can be determined by a scale, for example, whether the level is lower than a predetermined reference or whether the level is equal to or greater than the predetermined reference. The level of automatic driving that is lower than the predetermined reference can be, for example, a case where manual driving is performed or a case where only a driving support device, such as an adaptive cruise control system (ACC), a lane keeping assist system (LKAS), or the like, is operated. The driving mode in which the level of automatic driving is lower than the predetermined reference is an example of a "first driving mode."In addition, the level of automatic driving equal to or greater than the predetermined reference may be, for example, a case where a control level higher than that of the ACC or the LKAS is operated, and a driving support device such as automatic lane change (ALC), low-speed overtaking (LSP), or the like is operated, or a case where automatic driving is automatically executed for lane change, merging, or departure. The driving mode in which the level of automatic driving is equal to or greater than the predetermined reference is an example of a "second driving mode." The predetermined reference can be set arbitrarily. In this embodiment, the first driving mode corresponds to manual driving, and the second driving mode corresponds to automatic driving. <Gesamtes System>

[0031] Fig. 1 illustrates a configuration view of a vehicle system 50 according to an embodiment. A vehicle on which the vehicle system 50 is mounted is, for example, a two-wheeled, three-wheeled, or four-wheeled vehicle, and a drive source thereof is an internal combustion engine, such as a gasoline engine, a diesel engine, or the like, an electric motor, or a combination thereof. The electric motor is driven by power generated by a generator connected to the internal combustion engine, or by the discharged energy of a secondary battery or a fuel cell.

[0032] The vehicle system 50 includes, for example, a camera 51, a radar device 52, a finder 53, an object recognition device 54, a communication device 55, a human-machine interface (HMI) 56, a vehicle sensor 57, a navigation device 70, a map positioning unit (MPU) 60, a driving operator 80, an automatic driving control device 100, a traveling driving force power device 200, a braking device 210, and a steering device 220. These devices or instruments are connected to each other via a multiple communication line, for example, a Controller Area Network (CAN) communication line or the like, a serial communication line, a wireless communication network, or the like. Furthermore, the Fig. 1 is only an example, part of the configuration can be omitted and another configuration can be added.

[0033] The camera 51 is, for example, a digital camera using a solid-state image sensor device such as a charge-coupled device (CCD), a complementary metal-oxide semiconductor (CMOS), or the like. The camera 51 is mounted anywhere on a vehicle (hereinafter referred to as vehicle M) on which the vehicle system 50 is mounted. When imaging a front side of the vehicle M, the camera 51 is attached to an upper portion of a windshield, a rear surface of a rearview mirror, or the like. In the case of a saddle-type vehicle such as a two-wheeled vehicle or the like, the camera 51 is attached to steered system parts or exterior parts or the like on the side of a vehicle body that supports the steered system parts. The camera 51 periodically and repeatedly records the surroundings of the vehicle M, for example.Camera 51 may be a stereo camera.

[0034] The radar device 52 radiates radio waves, such as millimeter waves or the like, into the surroundings of the vehicle M and simultaneously detects the radio waves reflected by the object (reflected waves) to detect at least a position (a distance and an azimuth) of the object. The radar device 52 is mounted anywhere on the vehicle M. The radar device 52 can detect a position and a speed of the object using a frequency-modulated continuous wave (FM-CW) method.

[0035] Finder 53 corresponds to "light detection and ranging" (LIDAR). Finder 53 emits light into the surroundings of vehicle M and measures scattered light. Finder 53 determines the distance to a target based on the time between the emission and reception of the light. The emitted light is, for example, a pulsed laser beam. Finder 53 is mounted anywhere on vehicle M.

[0036] The object detection device 54 detects a position, type, speed, or the like of the object by performing sensor fusion processing on the detection results of some or all of the camera 51, the radar device 52, and the finder 53. The object detection device 54 outputs the detected result to the automatic driving control device 100. The object detection device 54 may output the detection results of the camera 51, the radar device 52, and the finder 53 unchanged to the automatic driving control device 100. The object detection device 54 may be separated from the vehicle system 50.

[0037] The communication device 55 uses, for example, a cellular network, a Wi-Fi network, Bluetooth (registered trademark), Dedicated Short Range Communication (DSRC) or the like, communicates with other vehicles in the vicinity of the vehicle M, or communicates with various server devices via a radio base station.

[0038] The human-machine interface 56 receives input from an occupant in the vehicle M while providing various types of information to the occupant. The HMI 56 includes various display devices, a speaker, a buzzer, a touch panel, a switch, a button, or the like.

[0039] The vehicle sensor 57 comprises a vehicle speed sensor configured to detect a speed of the vehicle M, an acceleration sensor configured to detect an acceleration, a yaw rate sensor configured to detect an angular velocity about a vertical axis, and an azimuth sensor configured to detect an orientation of the vehicle M.

[0040] The navigation device 70 includes, for example, a global navigation satellite system (GNSS) receiver 71, a navigation HMI 72, and a route determination part 73. The navigation device 70 stores first map information 74 in a storage device, such as a hard disk drive (HDD), a flash memory, or the like. The GNSS receiver 71 determines a position of the vehicle M based on the signal received from GNSS satellites. The position of the vehicle M may be determined or supplemented by an inertial navigation system (INS) using the performance of the vehicle sensor 57. The navigation HMI 72 includes a display device, a speaker, a touch panel, a button, and the like. The navigation HMI 72 may be shared with part or all of the HMI 56 described above.The route determining part 73 determines, for example, a route to a destination input by a passenger using the navigation HMI 72 (hereinafter, a route on a map) from a position of the vehicle M specified by the GNSS receiver 71 (or an arbitrary input position) with reference to the first map information 74. The first map information 74 is, for example, information in which a road shape is expressed by a link showing a road and a node connected by the link. The first map information 74 may include a curvature of a road, information about points of interest (POI), or the like. The route on a map is output to the MPU 60. The navigation device 70 can perform route guidance using the navigation HMI 72 based on the route on a map.The navigation device 70 can be implemented, for example, by a function of a connection device, such as a smartphone, a tablet connection, or the like, held by the occupant. The navigation device 70 can transmit the current position and destination to the navigation server via the communication device 55 and retrieve the same route as the route on a map from the navigation server.

[0041] The MPU 60 includes, for example, a recommended lane determination part 61 and stores second map information 62 in a storage device such as a hard disk, a flash memory, or the like. The recommended lane determination part 61 divides the route on a map provided by the navigation device 70 into a plurality of blocks (for example, every 100 [m] in a direction in which the vehicle is traveling), and determines a recommended lane in each block with reference to the second map information 62. The recommended lane determination part 61 determines which numbered lane from the left the vehicle will travel.The recommended lane determining part 61 determines a recommended lane so that the vehicle M can travel to a branch destination on an appropriate route when a deviating location on the route exists in a map.

[0042] The second map information 62 is map information that is more precise than the first map information 74. The second map information 62 includes, for example, information about the center of a lane, information about the edge of a lane, or the like. Additionally, the second map information 62 may include road information, traffic control information, address information (address / zip code), facility information, telephone numbers, and the like. The second map information 62 may be updated at any time by the communication device 55 in communication with another device.

[0043] The driving operator 80 includes, for example, an accelerator pedal (and a handle), a brake pedal (and a lever), a shift lever (and a pedal), a steering wheel (and a handlebar grip), a heteromorphic steering, a joystick, and other operators. A sensor configured to detect a drive amount or presence of drive is attached to the driving operator 80, and the detection result is output to some or all of the automatic driving control device 100, the traveling driving force power device 200, the braking device 210, and the steering device 220.

[0044] The automatic driving control device 100 includes, for example, a first controller 120 and a second controller 160. The first controller 120 and the second controller 160 are implemented by executing a program (software) using a hardware processor such as a central processing unit (CPU) or the like. In addition, some or all of these components may be implemented by hardware (a circuit part; including a circuit), such as large-scale integration (LSI), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), a graphics processing unit (GPU), or the like, or by the cooperation of software and hardware.

[0045] The first controller 120 includes, for example, a recognition part 130 and an action plan creation part 140. The first controller 120 simultaneously implements, for example, an artificial intelligence (AI) function and a pre-provided model function. For example, the "intersection recognition" function is executed in parallel with intersection recognition through deep learning or the like and recognition based on a pre-provided condition (a signal that enables pattern matching, road markings, or the like), and can be implemented by scoring and comprehensively evaluating them. Accordingly, the reliability of automatic driving is ensured.

[0046] The detection part 130 detects a state, such as a position, speed, acceleration, and the like, of an object (another vehicle or the like) around the vehicle M based on information input from the camera 51, the radar device 52, and the finder 53 via the object detection device 54. For example, the position of the object can be detected as a position on absolute coordinates using a representative point (a center of gravity, a drive shaft center, or the like) of the vehicle M as the origin and used for control. The position of the object can be expressed at a representative point, such as a center of gravity, a corner, or the like of the object, or it can be represented as an expressed area.“A state” of the object may include an acceleration or a jerk of the object or “an action state” (for example, whether a lane change is being performed or is about to occur).

[0047] In addition, the recognition part 130 recognizes, for example, a lane on which the vehicle M is traveling. For example, the recognition part 130 recognizes a lane by comparing a pattern (e.g., an array of solid and dashed lines) of road marking lines obtained from the second map information 62 and a pattern of road marking lines around the vehicle M recognized from the image captured by the camera 51. In addition, the recognition part 130 can recognize the lane by recognizing lane boundaries (road boundaries) including road marking lines, road shoulders, curbs, median strips, guardrails, and the like, but is not limited to road marking lines. In the recognition, the position of the vehicle M detected by the navigation device 70 or a processing result of the INS may be added.In addition, the detection part 130 can detect a temporary stop line, an obstacle, a red signal, a toll booth and other road events.

[0048] The detection part 130 detects a position or a posture of the vehicle M with respect to the lane when the lane is detected.

[0049] Fig. 2 is a view showing an example of an aspect in which a relative position and posture of the vehicle M with respect to a lane L1 are detected by the detection part 130. For example, the detection part 130 may detect a distance OS from a lane center CL of a reference point (e.g., a center of gravity) of the vehicle M and an angle θ with respect to a line connecting the lane centers CL in a direction in which the vehicle M travels as a relative position and posture of the vehicle M with respect to the lane L1. In addition, the detection part 130 may instead detect a position or the like of reference points of the vehicle M with respect to a lateral end portion of an arbitrary position of the lane L1 (road marking lines or road boundaries) as a relative position of the vehicle M with respect to the lane.

[0050] Back on Fig. 1, the action plan generation part 140 generates a target trajectory along which the vehicle M will automatically travel (independently of the driver's operation) in the future, so that the vehicle travels in a recommended lane determined in principle by the recommended lane determination part 61, and further so that the vehicle can conform to an environmental situation of the vehicle M. The target trajectory includes, for example, a speed element. The target trajectory is expressed, for example, as the order of points (trajectory points) that the vehicle M is to reach.The trajectory point is a point at which the vehicle M will arrive after every predetermined travel distance (for example, approximately several [m]) around a stretch of road. Separately, the target speed and the target acceleration are generated as part of the target trajectory for each predetermined sampling time (for example, approximately every several fractions of a [sec]). Additionally, the trajectory point may be a position at which the vehicle M will arrive in the sampling time for each predetermined sampling time. In this case, the information about the target speed or the target acceleration is expressed as an interval between the trajectory points.

[0051] The action plan generation part 140 can determine the automatic driving event when generating the target trajectory. The automatic driving event includes, for example, a fixed-speed driving event in which the vehicle M travels at a fixed speed in the same lane, a following driving event in which the vehicle M follows a preceding vehicle, a lane change event in which a lane of the vehicle M is changed, a branching event in which the vehicle M travels in a target direction at a branching point of a road, a merging event in which the vehicle M merges at a merging point, an overtaking event in which the vehicle M overtakes a preceding vehicle, and the like. The action plan generation part 140 generates a target trajectory in accordance with the started event.

[0052] Fig. 3 is a view showing an aspect in which the target trajectory is created based on the recommended lane. As shown, the recommended lane is set to be suitable for traveling along the route to the destination. The action plan generation part 140 initiates a lane change event, a branch event, a merging event, or the like when the vehicle M approaches a predetermined distance before a change point of the recommended lane (can be determined depending on the type of event). Upon execution of each event, if there is a need to avoid an obstacle, an avoidance route is generated as shown.

[0053] Back on Fig. 1, the second controller 160 controls the traveling driving force power device 200, the braking device 210, and the steering device 220 such that the vehicle M travels the target trajectory generated by the action plan generating part 140 at a scheduled time.

[0054] The second controller 160 includes, for example, a detection part 162, a speed controller 164, and a steering controller 166. The detection part 162 detects information about the target trajectory (trajectory points) generated by the action plan generation part 140 and stores the detected information in a memory (not shown). The speed controller 164 controls the traveling driving force power device 200 or the braking device 210 based on the speed element associated with the target trajectory stored in the memory. The steering controller 166 controls the steering device 220 depending on a cornering condition of the target trajectory stored in the memory. The processing of the speed controller 164 and the steering controller 166 is implemented, for example, by a combination of feedforward control and feedback control.For example, the steering controller 166 combines the feedforward control according to the curvature of the road in front of the vehicle M and the feedback control based on the distance to the target trajectory and executes the combination.

[0055] The traveling driving force power device 200 outputs a traveling driving force (torque) to a drive wheel so that the vehicle M travels. The traveling driving force power device 200 includes, for example, a combination of an internal combustion engine, an electric motor, a transmission, and the like, and an electronic control unit (ECU) configured to control the same. The ECU controls the above-mentioned configuration according to the information input from the second controller 160 or the information input from the driving operator 80.

[0056] The braking device 210 includes, for example, a brake caliper, a cylinder configured to transmit hydraulic pressure to the brake caliper, an electric motor configured to generate hydraulic pressure in the cylinder, and a brake ECU. The brake ECU controls the electric motor according to the information input from the second controller 160 or the driving operator 80, so that the braking torque corresponding to the braking operation is output to each wheel. The braking device 210 may include a mechanism configured to transmit hydraulic pressure generated by an operation of the brake operating device included in the driving operator 80 to the cylinder via the master cylinder as an assist.Furthermore, the brake device 210 is not limited to the above-mentioned configuration and may be an electronically controlled hydraulic brake device configured to control an actuator according to the information input from the second controller 160 and to transmit a hydraulic pressure of the master cylinder to the cylinder.

[0057] The steering device 220 includes, for example, a steering ECU and an electric motor. The electric motor changes the orientation of a steered wheel, for example, by applying a force to a rack and pinion mechanism. The steering ECU drives the electric motor and changes the orientation of the steered wheel according to the information input from the second controller 160 or the driving operator 80. <Gesamtes Fahrzeug>

[0058] Next, a motorcycle is described, which is an example of a saddle-type vehicle according to the embodiment. Furthermore, the directions forward, backward, left, right, etc. in the following description are the same as the directions in a vehicle described below, unless the context clearly indicates otherwise. In addition, at appropriate locations in the drawings used in the following description, an arrow FR indicates a forward direction with respect to a vehicle, and an arrow UP indicates an upward direction with respect to the vehicle.

[0059] As in Fig. 4, a front wheel 2, which is a steering wheel of a motorcycle 1, is supported by lower end portions of a pair of left and right front forks 3. The upper portions of the left and right front forks 3 are steerably supported via a steering shaft 4 on a head tube 6 of a front end portion of a vehicle frame 5. The steering shaft 4 includes a steering shaft 4c passed through the head tube 6 and pivotally supported, and upper and lower bridge members (an upper bridge 4a and a lower bridge 4b) fixed to the upper and lower end portions of the steering shaft 4c, respectively. A rod-like grip member 20 is attached to at least one of the upper portions (the upper bridge 4a) of the handlebar 4 and the left and right front forks 3. The grip member 20 includes a pair of left and right grips 20a, which are gripped by a rider J.In the drawings, reference symbol 4S denotes a steering mechanism including the steering shaft 4 and the left and right front forks 3, and reference symbol ST denotes a steering device including the steering mechanism 4S and a steering actuator 43 (see . Fig. 5).

[0060] A rear wheel 7, which is a drive wheel of the motorcycle 1, is supported by a rear end portion of a swing arm 8 extending below a rear portion of a vehicle body in a forward / backward direction. A front end portion of the swing arm 8 is vertically pivotally supported on a pivot portion 9 of a longitudinally intermediate portion of the vehicle body frame 5. A rear cushion 8a is disposed between the front portion of the swing arm 8 and the longitudinally intermediate portion of the vehicle body frame 5.

[0061] Here, the motorcycle 1 includes jacks (not shown) in the left and right front forks 3 and the rear cushion 8a. The lengths (cushion lengths) of the left and right front forks 3 and the rear cushion 8a, as well as the vehicle height, can be adjusted by operating the jacks. In the drawings, reference symbol SU denotes a vehicle height adjustment device comprising the left and right front forks 3 and the rear cushion 8a.

[0062] An engine (an internal combustion engine) 10, which is a prime mover, is supported by the frame of the vehicle body 5. The engine 10 has a cylinder 12 positioned above a front portion of a crankcase 11. A fuel tank 13, in which fuel for the engine 10 is stored, is disposed above the engine 10. A seat 14, on which an occupant (a driver and a rear passenger) sits, is disposed behind the fuel tank 13. A pair of left and right footsteps 14, on which the driver J can rest his legs, are disposed on both the left and right sides below the seat 14. A front cowl 15 supported by the vehicle body 5 is attached to a front portion of the vehicle body. A panel 16 is attached to a front upper surface of the front cowl 15. A gauge 17 is disposed on an inner side of the front cowl 15.A side cover 18 is attached to a side portion of the vehicle body below the seat 14. A rear panel 19 is attached to a rear portion of the vehicle body.

[0063] Here, the motorcycle 1 includes a seat movement device SV that can tilt the seat 14 forward and backward. The seat movement device SV tilts the seat 14 to raise or lower its front and rear ends. The seat movement device SV can have the function of tilting the seat 14 to raise or lower its left and right ends. The seat movement device SV includes an actuator (not shown) configured to tilt the seat 14.

[0064] The motorcycle 1 comprises a front brake main body 2B, a rear brake main body 7B and a brake actuator 42 (see Fig. 5). Both the front brake main body 2B and the rear brake main body 7B are hydraulic disc brakes. The motorcycle 1 represents a wire-connected brake system, which is designed to electrically control the front brake main body 2B and the rear brake main body 7B with a brake operator ba, for example, a brake lever 2a, a brake pedal 7a (see Fig. 9) and the like, which is operated by the driver J. In the drawings, reference symbol BR indicates a brake device comprising the front and rear wheel brake main bodies 2B and 7B and the brake operating device 42.

[0065] Here, the brake device BR constitutes an interlocking front / rear wheel brake system (a combined brake system (CBS)) configured to generate braking forces for the front and rear wheels upon application of the brake lever 2a or the brake pedal 7a by linking the front and rear brake main bodies 2B and 7B. In addition, the brake device BR constitutes an anti-lock braking system (ABS) configured to appropriately control the slip conditions of the front and rear wheels by releasing braking pressure according to the slip conditions of the front and rear wheels upon application of the front and rear brake main bodies 2B and 7B.

[0066] Fig. 5 illustrates a configuration view of a main part of the motorcycle 1 according to the embodiment.

[0067] The motorcycle 1 includes a control device 23 configured to control the operation of various devices 22 based on detection information acquired by various sensors 21. The control device 23 is configured, for example, as an integrated or a plurality of electronic control units (ECUs). The control device 23 can be implemented at least partially through the cooperation of software and hardware. The control device 23 includes a fuel injection controller, an ignition controller, and a throttle controller configured to control the drive of the engine 10.The motorcycle 1 represents a wired engine control system configured to electrically link auxiliary machines, such as a throttle device 48 or the like, and an acceleration operator, such as an acceleration handle or the like, operated by the rider J.

[0068] The various sensors 21 include a vehicle body acceleration sensor 34, a steering angle sensor 35, a steering torque sensor 36, a driving sensor 37, an exterior detection camera 38 and an occupant detection camera 39, as well as a throttle sensor 31, a wheel speed sensor 32 and a brake pressure sensor 33.

[0069] The various sensors 21 detect various operating inputs of the rider J and various states of the motorcycle 1 and the passenger. The various sensors 21 output various types of detection information to the control device 23.

[0070] The throttle sensor 31 detects an operation amount (an acceleration request) of an accelerator pedal operator, such as a throttle grip or the like.

[0071] The wheel speed sensors 32 are mounted on the front and rear wheels 2 and 7, respectively. The detection information from the wheel speed sensors 32 is used to control the ABS, traction control, and the like. The detection information from the wheel speed sensors 32 can be used as vehicle speed information, which is transmitted to the measuring device 17.

[0072] The brake pressure sensor 33 detects an operating force (a deceleration request) of the brake operator ba of the brake lever 2a, the brake pedal 7a and the like.

[0073] The vehicle body acceleration sensor 34 is a five- or six-axis inertial measurement unit (IMU) that detects the angles (or angular velocity) of three axes (a roll, a pitch, and a yaw axis) and acceleration in the vehicle body. The vehicle body acceleration sensor 34 may be referred to as the IMU 34 hereinafter.

[0074] The steering angle sensor 35 is, for example, a potentiometer which is attached to the steering shaft 4c and detects the swivel angle (steering angle) of the steering shaft 4c with respect to the vehicle body.

[0075] Also with regard to Fig. 4, the steering torque sensor 36 is, for example, a magnetostriction torque sensor disposed between the handle member 20 and the steering shaft 4c and detects a torsional torque (steering input) input from the handle member 20 to the steering shaft 4c. The steering torque sensor 36 is an example of a load sensor configured to detect a steering force input to the handle member 20 (the steering operator).

[0076] In the exemplary embodiment, the handle element rotation axis, which pivotally supports the handle element 20, is the same as the steering axis 4c, which steerably supports the front wheel 2.

[0077] Here, the steering mechanism 4S of the embodiment is a general term for a configuration in which the steering mechanism 4S is provided between the handle member 20 and the front wheel 2 (the steering wheel), and a pivoting movement of the handle member 20 is transmitted to the front wheel 2. The handle rotation axis and the steering axis (the front wheel rotation axis) are configured to be identical and may be provided separately or on different axes. When the handle member rotation axis and the steering axis are provided on different axes, a configuration for linking the handle member rotation axis and the steering axis into the steering mechanism 4S is included.

[0078] The driving sensor 37 detects whether the driver J is in a normal driving position. The driving sensor 37 can be illustrated, for example, as a seat sensor 14d arranged on the seat 14 and configured to detect whether the driver J is sitting on the seat; left and right grip sensors 20c arranged on the left and right grips 20a of the grip member 20 and configured to detect whether the driver J is grasping the left and right grips 20a; left and right foot pedal sensors 14c arranged on the left and right foot pedals 14s and configured to detect whether a footrest for the driver J is present; and the like.

[0079] Also with regard to Fig. 9, the grip sensors 20c include a load sensor, such as a piezoelectric sensor or the like, configured to detect the degree and orientation of a load due to the gripping of the rider J, and an acceleration sensor configured to measure the vibration frequency of the grips 20a. The information detected by the grip sensors 20c is input to the control device 23.

[0080] The foot pedal sensors 14c also include a load sensor configured to detect the degree and orientation of a load due to the footrest of the rider J, and an acceleration sensor configured to measure the oscillation frequency of the foot pedals 14s. The information detected by the foot pedal sensors 14c is input to the control device 23.

[0081] The seat sensor 14d includes a load sensor, such as a piezoelectric sensor or the like, configured to detect a degree and orientation of a load due to the seating of the driver J. The information detected by the seat sensor 14d is input to the control device 23.

[0082] The control device 23 detects that the driver J is in a driving state corresponding to one-handed driving based on a cross-over difference in the degree of gripping load detected by the grip sensors 20c. "The driving state corresponding to one-handed driving" is an irregular driving state and a state in which the posture of the driver J is easily disturbed due to a behavior of the vehicle body. The control device 23 determines that the driver J is in the irregular driving posture when the cross-over difference in the degree of gripping load is equal to or greater than a predetermined threshold. Here, when automatic control that affects the vehicle body behavior, such as automatic braking, automatic steering, or the like, is performed, the posture of the driver J is likely to be disturbed, leading to fatigue.When the control device 23 determines that the driver J is in an irregular driving posture, it takes measures such as reducing the power of the automatic brake or automatic steering. Accordingly, the disturbance of the driver J's driving posture is suppressed.

[0083] In addition, the control device 23 detects that the driver J is in the driving state corresponding to one-handed driving by also using the crossover difference in handle oscillation detected by the handle sensors 20c. That is, since a difference in the relationship between the engine speed and the handle vibration frequency occurs due to the presence of gripping the handles 20a, one-handed driving can be detected based on the crossover difference in handle oscillation.

[0084] It is possible to accurately determine from the grip load and the oscillation frequency that the driver J is in the driving state corresponding to one-handed driving.

[0085] Here, even if the driver J grips the left and right grips 20a, for example, in a state where the driver J looks backward and stretches his limbs, as in one-handed driving, it can be said that the driver J is not in the regular driving posture. The control device 23 detects not only the degree of grip load detected by the grip sensors 20c but also an orientation of the grip load. That is, the control device 23 determines that the driver J is in an irregular driving posture even if the orientation of the grip load changes due to a body twist of the driver J or if the orientation of the grip load changes due to a stretch of the driver. Even in this case, the control device 23 suppresses the disturbance of the driver J's posture by taking measures such as lowering the power of the automatic control.While the orientation of the gripping load can be adjusted using the downward orientation in the vertical direction as the orientation of the reference, it can also be adjusted by learning the orientation of the gripping load during normal travel without performing automatic control.

[0086] When it is detected that the rider J is in an irregular riding posture, an alarm may be given to the rider J by operating an alarm part 49 described below or the like. In addition, when it is determined that the rider J is in an irregular riding posture, operations related to the acceleration of the motorcycle 1 (an operation that impairs deceleration), such as a throttle opening operation or an upshift operation, may be disabled or invalidated. In this case, as in the case of alerting the rider J, visual, audible, and tactile signals may be output to the rider J.

[0087] Back on Fig. 4 and Fig. Referring to Fig. 5, the exterior detection camera 38 captures a situation in front of the vehicle. The exterior detection camera 38 is provided, for example, at a front end portion of the vehicle body (for example, at a front end portion of the front fascia 15). The image captured by the exterior detection camera 38 is transmitted to the control device 23, for example, subjected to appropriate image processing, and processed into desired image data for use in various controls. That is, the information from the exterior detection camera 38 is provided for detecting the position, type, speed, or the like of the object in the detection direction, and driving assistance control, automatic driving control, or the like of the vehicle is performed based on the detection.

[0088] For example, the external detection camera 38 may be a camera that captures not only visible light but also invisible light, such as infrared light or the like. As the external detection sensor, instead of the external detection camera 38, not only an optical sensor, such as a camera or the like, but also a radio wave sensor, such as a radar or the like, which uses microwaves, such as infrared light, millimeter waves, or the like, may be used. Instead of a single sensor, a configuration comprising a plurality of sensors, such as a stereo camera or the like, may also be used. A camera and a radar may be used together.

[0089] The occupant detection camera 39 is a digital camera that uses a solid-state image sensor, such as a CCD or CMOS image sensor, like the exterior detection camera 38. The occupant detection camera 39 is mounted, for example, on an inner side of the front cowl 15 or on an upper portion of the rear cowl 19. The occupant detection camera 39 periodically and repeatedly captures, for example, the head and upper body of the driver J. The image captured by the occupant detection camera 39 is transmitted to the control device 23 and used for driving assistance control, automatic driving control, or the like of the vehicle.

[0090] The motorcycle 1 includes the steering actuator 43, a steering damper 44 and the alarm part 49, in addition to an engine control part 45 and the brake actuator 42.

[0091] The engine control part 45 includes a fuel injection device 46, an ignition device 47, the throttle device 48, and the like. That is, the engine control part 45 includes auxiliary machines configured to drive the engine 10. In the drawings, reference symbol EN denotes a drive device including the engine 10 and auxiliary machines.

[0092] The brake actuator 42 supplies hydraulic pressure to the front wheel brake main body 2B and the rear wheel brake main body 7B and actuates them according to an operation by the brake operator ba. The brake actuator 42 functions as a control unit for the CBS and the ABS.

[0093] The steering actuator 43 outputs a steering torque to the steering shaft 4c. The steering actuator 43 actuates an electric motor according to the detection information of the steering torque sensor 36 and applies an assist torque to the steering shaft 4c.

[0094] The steering damper 44 is arranged, for example, near the head pipe 6 and exerts a damping force on a steering system with the grip member 20 in a steering direction (a rotational direction around the steering shaft 4c). The steering damper 44 is, for example, an electronically controlled damper with variable damping force, and its operation is controlled by the control device 23. For example, the steering damper 44 reduces a damping force exerted on the steering system when the motorcycle 1 is stopped or at a low vehicle speed, and increases a damping force exerted on the steering system at a medium / high vehicle speed of the motorcycle 1. The steering damper 44 may be a vane type or a rod type, as long as the damping force is variable depending on the control of the control device 23.

[0095] The alarm part 49 alerts the driver J, for example, when it is determined that the driver J is not in the prescribed riding posture. The alarm part 49 gives the driver J a visual, audible, or tactile warning. The alarm part 49 is, for example, an indicator lamp, a display device, a speaker, an oscillator, and the like. The indicator lamp and the display device are arranged, for example, on the measuring device 17. The speaker is installed, for example, in a helmet and is connected to a sound signal output part, which is provided wirelessly or wired on the control device 23. The oscillator is arranged on a portion with which the driver J's body comes into contact in the prescribed riding posture, for example, the seat 14, a knee grip (the fuel tank 13, the side cover 18, or the like), the handles 20a, the footrests 14s, and the like. <Fahrunterstützungsvorrichtung>

[0096] An example of a driving support device of the motorcycle 1 of the embodiment will be described below.

[0097] As in Fig. 6, a driving assistance device 24 of the embodiment includes: a vehicle body behavior generation part 25 configured to generate a behavior in a vehicle body by a prescribed power; a driving posture detection part 26 configured to detect a driving posture of the driver J; a vehicle body behavior detection part 28 configured to detect a roll angle of an upright state of the vehicle body; a behavior suppression part 29 configured to suppress a behavior of at least one of the vehicle body and the driver J; and a controller 27 configured to control the driving of the vehicle body behavior generation part 25 and the behavior suppression part 29 based on detection information of the driving posture detection part 26 and the vehicle body behavior detection part 28.

[0098] The vehicle body behavior generating part 25 includes, for example, the braking device BR, the steering device ST, and the driving device EN.

[0099] The brake device BR includes the front and rear brake main bodies 2B and 7B and the brake actuator 42. The brake device BR is operated by the operation of at least one of the brake operator ba and / or the control of the controller 27 to generate a prescribed braking force.

[0100] The steering device ST includes the steering mechanism 4S and the steering actuator 43. The steering device ST is operated by the operation of at least one of the steering operator and / or the controller of the controller 27 to generate a predetermined steering force.

[0101] The drive device EN includes engine auxiliary machines, such as the throttle device 48 or the like. The engine auxiliary machines are actuated by the operation of at least one of the accelerator pedal and / or the control of the controller 27 to generate a prescribed driving force of the engine 10.

[0102] The driving position detection part 26 includes, for example, the driving sensor 37 and the occupant detection camera 39.

[0103] The driving sensor 37 includes the grip sensors 20c, the foot pedal sensors 14c and the seat sensor 14d.

[0104] The occupant detection camera 39 detects, for example, movements (movement amounts) of the head and upper body of the driver J. The occupant detection camera 39 can also detect movements of the body of the passenger on a rear part in addition to the movements of the body of the driver J.

[0105] The vehicle body behavior detection part 28 includes, for example, the vehicle body acceleration sensor (IMU) 34. Specifically, the IMU 34 detects angles (or angular velocities) and accelerations of the roll axis, the pitch axis, and the yaw axis of the vehicle body, including the roll angle from the upright state of the vehicle body.

[0106] The behavior suppression part 29 includes, for example, the vehicle height adjustment device SU and the seat movement device SV. The vehicle height adjustment device SU minimizes the pitching of the vehicle body by lowering the vehicle height of the motorcycle 1 when performing acceleration and deceleration, automatic braking control, or the like.

[0107] As in Fig. As shown in FIG. 14, the seat moving device SV moves the center of gravity G of the driver J rearward by tilting an upper surface (a seat surface) of the seat 14 diagonally upward when the automatic braking control is performed, and minimizes the forward movement of the driver J's body. The seat moving device SV can tilt the seat 14 such that the outer side of the upper surface (the seat surface) of the seat 14 is raised with respect to the corner when the automatic steering control is performed. In this case, the center of gravity G of the driver J is moved to the inside of the turn, and the inclination of the vehicle body is easier to maintain.

[0108] The controller 27 is, for example, the control device 23. At least a part of the control device 27 can be realized by the interaction of software and hardware.

[0109] Fig. Fig. 7 is a view for explaining an example of the driving support control, and Fig. Fig. 8 is a flowchart showing an example of the processing performed by the control device 23 in the driving support control. Furthermore, a control flow of the Fig. 8 not shown embodiment is repeatedly executed with a prescribed control period (1 to 10 ms) when a main switch of the motorcycle 1 is turned on.

[0110] The Fig. 7 and Fig. The driving assistance control shown in FIG. 8 is a control when cornering is performed in the case where only one driving assistance device, such as an adaptive cruise control (ACC), a lane keeping assist system (LKAS), or the like, is operated. The control device 23 detects a curve in the lane and assists the cornering based, for example, on information ahead of the vehicle acquired by the outside detection camera 38.

[0111] First, the control device 23 determines whether the motorcycle 1 is at the entrance of the curve (step S11). In this example, it is determined that when the motorcycle 1 is at the entrance of the curve, it begins to tilt the vehicle body after deceleration. At least one of the deceleration and the lowering of the vehicle body may occur due to the operation of the driver J or due to automatic control. If YES in step S11 (when entering the curve), the processing shifts to step S12. In step S12, the engine auxiliary machine is operated by a wired throttle, and the driving force of the engine 10 is reduced (for example, by switching to a low-power map for cornering). If NO in step S11 (not entering the curve), the processing terminates once.

[0112] Next, the control device 23 determines whether the motorcycle 1 is in a normal turning state (step S13). The "normal turning state" is, for example, a state in which regular turning is performed at a fixed-balance bank angle and vehicle speed, and is detected by the IMU 34 and the vehicle speed sensor. If YES in step S13 (normal turning state), the processing shifts to step S14, and the driving power of the engine 10 is kept constant (a partial throttle). If NO in step S13 (not a normal turning state), the processing terminates once.

[0113] Next, the control device 23 determines whether the motorcycle 1 begins to return to a straight line after the turn (step S15). In this example, an exit is determined as the beginning of the turn when the outside detection camera 38 detects the turn. If YES in step S15 (at the beginning of the turn), the processing shifts to step S16. In step S16, the engine auxiliary machine is actuated by the wired throttle, and the driving power of the engine 10 is increased (for example, by returning to a state before a decrease in driving power). Accordingly, the processing smoothly switches to the acceleration from the beginning of the turn. If NO in step S15 (not at the beginning of the return to a straight line after the turn), the processing is terminated once.

[0114] When cornering the motorcycle 1, the driving force of the engine is reduced when entering the curve, and the driving force of the engine 10 is used to stabilize the turning movement during the turn. When subsequently approaching the vehicle in front, the driver J may experience discomfort and impair the attractiveness of the products if the vehicle is turned at a fixed vehicle speed.

[0115] Here, the maneuverability of the driver J is realized without inconvenience to improve the attractiveness of the products by automatically controlling the driving power of the engine 10 as described above within a range in which there is no influence on the vehicle speed.

[0116] While the driving assistance control enables cornering of the motorcycle 1 without the operation of the driver J, it is possible to prioritize the operation intention of the driver J and intervene in the operation of the driver J during control.

[0117] Here, the motorcycle 1 generates a steering assist force around the steering shaft 4c by driving the steering actuator 43. The strength of the assist force is adjusted such that the steering operation of the driver J is not impaired.

[0118] For example, when the motorcycle 1 is traveling in an upright position, if a clockwise steering assist force is generated at the center of the steering shaft 4c, the following effects occur. Namely, the motorcycle 1 experiences an action (a roll assist force) that tends to roll the vehicle body to the left (a side opposite to the steering direction). In other words, an effect that causes the vehicle body to roll sideways due to reverse handling (counter-steering).

[0119] Thereafter, the countersteering disappears with an increase in the bank angle, and the front wheel 2 enters a self-steering state with a steering angle in the bank direction. Then, when the bank angle and the steering angle reach a predetermined angle according to the vehicle speed or the like, cornering begins, maintaining the bank angle and the steering angle.

[0120] For example, when the motorcycle 1 turns with the vehicle body tilted to the left, and a counterclockwise steering assist force is generated at the center of the steering shaft 4c (on the same side as the turning direction), the following effects occur. Namely, the vehicle body of the motorcycle 1 is lifted to the right (a side opposite to the steering direction). In other words, an action of returning the vehicle body to the upright state is generated by further returning the handle member of the steering mechanism 4S.

[0121] The controller 27 controls the drive of the steering actuator 43 such that an increase speed (an increase rate) of the bank angle (the roll angle) is lower than a predetermined threshold when the motorcycle 1 is in a banked position (when the bank angle is increased). By limiting the increase speed of the bank angle, the motorcycle 1 tilts downward more slowly, and it is easier to control the vehicle body.

[0122] The controller 27 does not restrict the rate of bank angle reduction when the motorcycle 1 is lifted from the bank angle (when the bank angle is reduced), and facilitates the return of the vehicle body to the upright state. Accordingly, the behavior of the vehicle body related to bank angle is suppressed, and it is possible to quickly transition to acceleration at the end of cornering.

[0123] In relation to Fig. 9 and Fig. 10, when the rider J is in a regular riding position, the prescribed downward loads F1 and F2 are exerted on the left and right handles 20a and on the left and right footrests 14s, respectively.

[0124] On the other hand, the rider J may twist their body to turn around or stand up while holding the handlebar and extending their limbs, and the load acting on the handlebars 20a and the steps 14s is not always symmetrical and constant. In addition, the oscillation frequency of the handlebars 20a and the footrests 14s changes when the input load changes. The riding posture of the rider J is also detected through these points.

[0125] Fig. Fig. 11 is a flowchart showing an example of the processing performed by the control device 23 when the posture of the driver J is detected.

[0126] In this example, the control device 23 detects a magnitude, a crossover difference, and an oscillation frequency of the load detected by the grip sensors 20c and the foot pedal sensors 14c (step S21), and determines whether the driver J is in a regular driving posture based on the detection information (step S22). If YES in step S22 (a regular driving posture), the driving assistance is performed at a predetermined standard power (step S23). If NO in step S22 (not a regular driving posture), the driving assistance is performed at a low power lower than the standard power (step S24).

[0127] Fig. 12 is a flowchart showing an example of the processing performed by the control device 23 when the preparation behavior is generated and the driving assistance is performed.

[0128] In this example, the control device 23 generates a preparatory behavior in the vehicle body behavior generation part 25 according to a preparatory power lower than the standard power (step S31). Subsequently, it is determined whether a behavior of the driver J with respect to the preparatory behavior is appropriate (whether a change in a load or the like with respect to the handles 20a and the footrests 14s is within the assumption) (step S32). If YES in step S32 (a behavior of the driver J is appropriate), it is determined that the driver J can withstand the behavior of the vehicle body that has now been generated, and the driving assistance is performed with the standard power (step S33).In the case of NO in step S32 (the behavior of the driver J is not appropriate), it is determined that the posture of the driver J is largely disturbed due to the vehicle body behavior that has now been generated, and the driving assistance is performed with the low power (step S34).

[0129] Fig. Fig. 13 is a flowchart showing an example of the processing performed by the control device 23 when the behavior suppression part 29 is operated and the driving support is performed, and Fig. 14 is a view for explaining an action of the seat moving device SV of the behavior suppressing part 29 as seen from the side.

[0130] In this example, the control device 23 determines whether the driving assistance condition is set (step S41). If YES in step S41 (the driving assistance condition is set), driving assistance is performed (step S43) after the behavior suppression part 29 is operated (step S42). The behavior suppression part 29 is operated for the purpose of suppressing at least one of the generated vehicle body behaviors from now on and causing the rider J to easily endure the vehicle body behavior. For the first purpose, the behavior suppression part 29 operates the vehicle height adjustment device SU to lower the vehicle height of the motorcycle 1. For the second purpose, the behavior suppression part 29 operates the seat moving device SV to shift the center of gravity G of the rider J rearward.

[0131] Here, during the automatic brake application, the driver J concentrates on supporting the change in body posture caused by deceleration with his arms, making it difficult to add braking force by operating the brake lever 2a. At this time, although it is conceivable to operate the brake pedal 7a with his foot to add braking force, it is generally difficult to obtain sufficient braking force. That is, when the vehicle decelerates, the ground pressure of the rear wheel is low, and it is difficult to increase the braking force of the rear wheels. Even if the interlocking front / rear brake system is provided, it is usually difficult to increase the braking force of the front wheel 2 because the rear wheel 7 is given priority when operating the brake pedal 7a during braking.

[0132] Here, in this embodiment, during the brake operation by the driver J during the automatic brake application, even if one of the brake operators ba is operated, the front wheel 2 is given priority for braking by, for example, switching the braking force map of the front and rear wheels. Accordingly, even if the driver J attempts to add braking force by operating the brake pedal 7a, sufficient braking force can be added.

[0133] A body posture of the driver J is disturbed and leads to fatigue depending on an operation of the automatic braking control and the automatic steering control. Therefore, for example, the center of gravity position of the driver J can be estimated using the seat sensor 14d by comparing a difference from a standard value (an estimated value) of the vehicle body behavior and the like, and the control intervention amount can be adjusted according to the movement of the center of gravity position. That is, if it is determined that the movement of the center of gravity position of the driver J is large, the control intervention amount can be reduced. In addition, the control intervention amount can be reduced when the behavior (displacement) of the driver J is detected with the occupant detection camera 39 and the behavior of the driver J is large.

[0134] Fig. 15 is a view for explaining an application example of the driving support control, and Fig. 16 is a flowchart showing an example of the processing performed by the control device 23 in the application example.

[0135] As in Fig. As shown in Fig. 15(a), in a situation where the motorcycle 1 is cornering while following a preceding vehicle 1A using the adaptive cruise control (ACC) system, when the preceding vehicle 1A is decelerated, the vehicle is also decelerated accordingly. Here, in a state where the motorcycle 1 is banked, the bank angle is increased according to the deceleration, and the course may move toward the inside of the curve (shown by a dashed arrow in the drawings). In this case, normally, while the course is corrected by the operation of the rider J, the effort of the rider J is required.

[0136] That is, during acceleration and deceleration during cornering, not only the behavior in the pitch direction but also the behavior in the roll direction occurs due to the adjustment of the vehicle body's tilt angle. Therefore, the effort required by the driver J to control the vehicle body is greater than during straight-line driving. On the other hand, a reduction in driver J's fatigue is achieved because the control device 23 supports acceleration and deceleration during cornering and the adjustment of the bank angle.

[0137] As in Fig. As shown in Figure 15(b), in the application example, in the middle of deceleration in which the motorcycle 1 is cornering while following the preceding vehicle 1A, an action to raise the vehicle body (maintaining or reducing the bank angle) is generated by also operating the steering device ST. Accordingly, an unintentional tipping of the motorcycle 1 is suppressed, and a change in the course of the motorcycle 1 toward the inside of the curve corresponding to deceleration during cornering is suppressed.

[0138] As in Fig.16, in the application example, the control device 23 first determines whether the banked position of the motorcycle 1 exists (step S51). If YES (banked position exists) in step S51, the processing shifts to step S52, and it is determined whether the deceleration of the motorcycle 1 exists. If YES (deceleration exists) in step S52, the processing shifts to step S53, and an action for lifting the vehicle body is generated by steering assistance. If NO (banked position does not exist and deceleration does not exist) in steps S51 and S52, the processing is terminated once.

[0139] As described above, the drive assist device for a saddle-type vehicle in the embodiment includes the traveling sensor 37 configured to detect a traveling posture of the driver J, the vehicle body behavior generating part 25 configured to generate a behavior on a vehicle body by a prescribed power, and the controller 27 configured to control the driving of the vehicle body behavior generating part 25. When the vehicle body behavior generating part 25 is operated independently of the operation of the driver J, the controller 27 operates the vehicle body behavior generating part 25 according to the traveling posture of the driver J detected by the traveling sensor 37.

[0140] According to this configuration, when the automatic control condition is satisfied in which the behavior in the vehicle body is generated by the prescribed power, such as automatic braking control, automatic steering control, or the like, the automatic control is operated according to the driving posture of the driver J. Accordingly, when the driver J is in an irregular driving posture, such as one-handed driving or the like, and it is assumed that the driver J's posture will be greatly disturbed by the behavior of the vehicle body due to the automatic control, a countermeasure of turning OFF the automatic control or reducing the power becomes possible. Accordingly, the disturbance to the driver J's posture can be minimized.

[0141] In addition, in the above-mentioned driving support device for a saddle-type vehicle, the vehicle body behavior generating part 25 includes the braking device BR which is adapted to brake the vehicle to brake, and the controller 27 actuates the braking device BR according to the driving position of the driver J, which is detected by the driving sensor 37 when the braking device BR is actuated independently of the operation of the driver J.

[0142] According to this configuration, the automatic brake is switched ON / OFF or an operation level is adjusted according to the driver's driving posture when the automatic brake control condition is met. Accordingly, when the driver is in an irregular driving posture and the driver's posture is expected to be significantly disturbed by the vehicle body behavior due to the automatic brake, a countermeasure to reduce the performance of the automatic brake or the like is enabled. Accordingly, the impact on the driver's posture can be minimized.

[0143] In addition, in the above-mentioned driving support device for a saddle-type vehicle, the vehicle body behavior generating part 25 includes the steering device ST configured to steer the vehicle, and the controller 27 operates the steering device ST according to the driving posture of the driver J detected by the driving sensor 37 when the steering device ST is operated independently of the operation of the driver J.

[0144] According to this configuration, the automatic steering is switched ON / OFF or an operation level is adjusted according to the driver's driving posture when the automatic steering control condition is met. Accordingly, when the driver is in an irregular driving posture and the driver's posture is expected to be significantly disturbed by the vehicle body behavior due to automatic steering, a countermeasure to reduce the performance of the automatic brake or the like is enabled. Accordingly, the impact on the driver's posture can be minimized.

[0145] In addition, in the above-mentioned driving assistance device for a saddle-type vehicle, the grip member 20 on which the driver J performs a steering operation is provided, the driving sensor 37 includes the grip sensor 20c arranged on the grips 20a of the grip member 20 and configured to detect a grip state of the driver J, and the controller 27 operates the vehicle body behavior generating part 25 according to the grip state of the driver J detected by the grip sensor 20c.

[0146] According to this configuration, the automatic control is turned ON / OFF or the operation level is adjusted according to the grip state of the grip member grips 20a gripped by the driver J. Accordingly, when the driver J is in an irregular driving posture and the driver J's posture is expected to be significantly disturbed by the vehicle body behavior due to the automatic control, a countermeasure to reduce the performance of the automatic control or the like is enabled. Accordingly, interference with the driver J's posture can be minimized.

[0147] In addition, in the above-mentioned driving support device for a saddle-type vehicle, the grip member 20 includes the pair of left and right grips 20a, the driving sensor 37 includes the pair of left and right grip sensors 20c respectively disposed on the pair of left and right grips 20a, and the controller 27 actuates the vehicle body behavior generating part 25 according to a cross-difference of the grip state of the driver J detected by the pair of left and right grip sensors 20c.

[0148] According to this configuration, the automatic control is turned ON / OFF, and the operation level is adjusted according to a crossover difference between the grip states of the left and right grips 20a by the driver J. Accordingly, when the driver J is in an irregular driving posture and the driver J's posture is considered to be significantly disturbed by the vehicle body behavior due to automatic control, a countermeasure to reduce the performance of the automatic control or the like is enabled. Accordingly, interference with the driver J's posture can be minimized.

[0149] In addition, in the above-mentioned driving support device for a saddle-type vehicle, the grip sensor 20c detects a loading direction with respect to the grips 20a, and the controller 27 operates the vehicle body behavior generating part 25 according to the loading direction detected by the grip sensor 20c.

[0150] According to this configuration, the automatic control is turned ON / OFF or the operation level is adjusted according to the load direction with respect to the grips 20a of the grip member 20 by the driver J. Accordingly, when the driver J is in an irregular driving posture and the driver J's posture is expected to be significantly disturbed by the vehicle body behavior due to automatic control, a countermeasure to reduce the performance of the automatic control or the like is enabled. Accordingly, the disturbance to the driver J's posture can be minimized.

[0151] In addition, in the above-mentioned driving support device for a saddle-type vehicle, the grip sensor (20c) detects an oscillation frequency of the grips 20a, and the controller 27 actuates the vehicle body behavior generating part 25 according to the oscillation frequency detected by the grip sensor 20c.

[0152] According to this configuration, the automatic control is turned ON / OFF or the operation level is adjusted according to a change in the oscillation frequency due to the occurrence of gripping of the grips 20a of the grip member 20 gripped by the driver J. Accordingly, when the driver J is in an irregular driving posture and it is assumed that the driver J's posture is significantly disturbed by the vehicle body behavior due to automatic control, a countermeasure for reducing the performance of the automatic control or the like is enabled. Accordingly, interference with the driver J's posture can be minimized.

[0153] In addition, in the above-mentioned driving support device for a saddle-type vehicle, footrests 14s on which the driver J puts his foot are provided, the driving sensor 37 includes the footrest sensors 14c arranged on the footrests 14s, and the controller 27 operates the vehicle body behavior generating part 25 according to a footrest state of the driver J detected by the footrest sensors 14c.

[0154] According to this configuration, the automatic control is turned ON / OFF or the operation level is adjusted according to the footrest state on the footsteps 14s by the driver J. Accordingly, when the driver J is in an irregular driving posture, such as removing legs from the footsteps 14s or the like, and the driver J's posture is expected to be significantly disturbed by the vehicle body behavior due to automatic control, a countermeasure to reduce the performance of the automatic control or the like is enabled. Accordingly, interference with the driver J's posture can be minimized.

[0155] In addition, in the above-mentioned driving support device for a saddle-type vehicle, the pair of left and right footsteps 14s are provided on both sides of the vehicle body, the driving sensor 37 includes the pair of left and right footstep sensors 14c respectively disposed on the pair of left and right footsteps 14s, and the controller 27 actuates the vehicle body behavior generating part 25 according to the crossed difference between the footrest state of the driver J detected by the pair of left and right footstep sensors 14c.

[0156] According to this configuration, the automatic control is switched ON / OFF or the operation level is adjusted according to the cross-over difference between the footrest state on the footsteps 14s by the driver J. Accordingly, when the driver J is in an irregular driving posture and the driver J's posture is expected to be significantly disturbed by the vehicle body behavior due to automatic control, a countermeasure to reduce the performance of the automatic control or the like is enabled. Accordingly, the disturbance to the driver J's posture can be minimized.

[0157] In addition, in the above-mentioned driving support device for a saddle-type vehicle, the foot pedal sensors 14c detect the loading direction with respect to the foot pedals 14s, and the controller 27 operates the vehicle body behavior generating part 25 according to the loading direction detected by the foot pedal sensors 14c.

[0158] According to this configuration, the automatic control is switched ON / OFF or the operation level is adjusted according to the load direction with respect to the footsteps 14s by the driver J. Accordingly, when the driver J is in an irregular driving posture and the driver J's posture is expected to be significantly disturbed by the vehicle body behavior due to automatic control, a countermeasure to reduce the performance of the automatic control or the like is enabled. Accordingly, the disturbance to the driver J's posture can be minimized.

[0159] In addition, in the above-mentioned driving support device for a saddle-type vehicle, the foot pedal sensors 14c detect an oscillation frequency of the foot pedals 14s, and the controller 27 actuates the vehicle body behavior generating part 25 according to the oscillation frequency detected by the foot pedal sensors 14c.

[0160] According to this configuration, the automatic control is switched ON / OFF or the operation level is adjusted according to a change in the oscillation frequency due to the presence of the footrest load with respect to the footsteps 14s by the driver J. Accordingly, when the driver J is in an irregular driving posture and the driver J's posture is considered to be significantly disturbed by the vehicle body behavior due to automatic control, a countermeasure to reduce the performance of the automatic control or the like is possible. Accordingly, the disturbance to the driver J's posture can be minimized.

[0161] In addition, in the above-mentioned driving support device for a saddle-type vehicle, first, the controller 27 controls the vehicle body behavior generating part 25 to generate a low power lower than a predetermined original target power when the vehicle body behavior generating part 25 is operated independently of the operation of the driver J, and thereafter adjusts the power value according to the change of at least one of the gripped state of the handles and the footrest state of the footsteps generated due to the low power.

[0162] According to this configuration, when the condition of automatic control is satisfied in which the behavior in the vehicle body is generated by the prescribed power, for example, automatic braking control, automatic steering control, or the like, an automatic control level (strength) is set according to the change of at least one of the gripped state of the handles and the footrest state of the footrests by the driver J. Accordingly, when the driver J is in an irregular driving posture, such as one-handed driving, removing the legs from the footrests, or the like, and it is considered that the posture of the driver J is significantly disturbed by the vehicle body behavior due to automatic control, a countermeasure for reducing the power of the automatic control or the like is enabled.Accordingly, any impairment of the position of the driver J can be minimized.

[0163] In addition, in the above-mentioned driving support device for a saddle-type vehicle, the behavior suppressing part 29 is provided, which is configured to suppress at least one of the behaviors of the vehicle body and the driver J according to the operation of the brake device BR, and the controller 27 operates the brake device BR in a state in which the behavior suppressing part 29 is operated.

[0164] According to this configuration, when the condition of the automatic brake control is satisfied, the behavior of at least one of the vehicle body and the driver J is suppressed by the behavior suppressing part 29 by operating the automatic brake while operating the behavior suppressing part 29, and deterioration of the posture of the driver J can be minimized.

[0165] In addition, in the above-mentioned riding support device for a saddle-type vehicle, the behavior suppressing part 29 includes the vehicle height adjusting device SU configured to raise and lower the vehicle height of the motorcycle 1, and the controller 27 operates the brake device BR in a state in which the vehicle height adjusting device SU is operated and the vehicle height is lowered.

[0166] According to this configuration, when the condition of the automatic brake control is satisfied, the behavior (pitch) of the vehicle body is suppressed by the behavior suppressing part 29 by operating the automatic brake while lowering the vehicle height of the motorcycle 1, and interference with the posture of the rider J can be minimized.

[0167] In addition, in the above-mentioned driving support device for a saddle-type vehicle, the behavior suppressing part 29 includes the seat moving device SV configured to change a relative height of the front and rear sides of the seat 14 on which the occupant sits, and the control unit 27 operates the braking device BR in a state in which the seat moving device SV is operated and the seat 14 is tilted rearward and downward.

[0168] According to this configuration, when the condition of the automatic brake control is satisfied, a behavior (forward movement) of the body of the driver J is suppressed by the behavior suppressing part 29 by operating the automatic brake while the seat 14 is tilted rearward, and deterioration of the posture of the driver J can be minimized.

[0169] In addition, in the above-mentioned driving support device for a saddle-type vehicle, the brake operator ba is provided which enables the driver J to operate the brake device BR, and in the case where the operation is performed with respect to the brake operator ba when the brake device BR is operated, the controller 27 increases the power of the brake device BR in accordance with such operation.

[0170] According to this configuration, in the case where the brake operator ba is operated such that the driver J intends to increase the braking force when the automatic brake is operated, the braking force can be increased according to the driver J's intention to apply more brakes by increasing the power of the braking device according to the operation.

[0171] Furthermore, the present invention is not limited to the above-mentioned embodiment, and, for example, a configuration for detecting a riding posture of a rider with respect to a sensor installed on a helmet, clothing, or the like of the rider may be provided.

[0172] All vehicles on which a rider rides on the vehicle body are included as a saddle-type vehicle and in addition to a motorcycle (including a motorized bicycle and a scooter-type vehicle), a three-wheeled vehicle (including a vehicle with two front wheels and one rear wheel in addition to a vehicle with one front wheel and two rear wheels) or a four-wheeled vehicle may also be included. <bezugszeichenliste> 1 motorcycle (saddle-type vehicle) 1A vehicle ahead 2a Brake lever 3 front forks 4S steering mechanism 7a Brake pedal 8a rear cushion 10 Engine 14 seats 14c Foot pedal sensor 14d seat sensor 14s kick 20 handle element 20a handle 20c handle sensor 24 driving support device 25 Vehicle body behavior generation part 26 Occupant position detection part 27 Control 28 Vehicle body behavior detection part 29 Behavioral Suppression Part 37 Driving sensor 39 Occupant detection camera 43 Steering actuator BR braking device EN drive device ST steering device SU vehicle height adjustment device SV seat movement device ba brake operator J Driver< / bezugszeichenliste>

Claims

[1] A driving assistance device for a saddle-type vehicle, comprising: a driving sensor (37) which is arranged to detect a driving position of a driver (J) on the vehicle; a vehicle body behavior generating part (25) adapted to generate a behavior on a vehicle body of the vehicle by a prescribed power; and a controller (27) configured to control driving of the vehicle body behavior generating part (25), wherein the vehicle body behavior generating part (25) comprises a steering device (ST) which is adapted to steer the vehicle, and wherein, when the steering device (ST) is operated independently of an operation of the driver (J), the controller (27) operates the steering device (ST) according to the driving position of the driver (J) which has been detected by the driving sensor (37), wherein the vehicle body comprises a pair of left and right footsteps (14s) on which the driver (J) places his feet, on both sides of a vehicle body, wherein the travel sensor (37) comprises a pair of left and right footstep sensors (14c) which are respectively arranged on the pair of left and right footsteps (14s), and wherein the controller (27) operates the vehicle body behavior generating part (25) according to a crossed difference between the footrest states of the driver (J) detected by the pair of left and right footstep sensors (14c). [2] A driving support device for a saddle-type vehicle according to claim 1, comprising: a handle member (20) on which the driver (J) performs a steering operation, wherein the driving sensor (37) comprises a grip sensor (20c) which is arranged on a handle (20a) of the handle element (20) and is designed to detect a grip state of the driver (J), and the controller (27) operates the vehicle body behavior generating part (25) according to the grip state of the driver (J) detected by the grip sensor (20c). [3] A saddle-type vehicle driving support device according to claim 2, wherein the grip member (20) comprises a pair of left and right grips (20a), wherein the driving sensor (37) comprises a pair of left and right handle sensors (20c) which are respectively arranged on the pair of left and right handles (20a); and the controller (27) operates the vehicle body behavior generating part (25) according to a crossed difference in the grip state of the driver (J) detected by the pair of left and right grip sensors (20c). [4] A saddle-type vehicle driving support device according to claim 2, wherein the grip sensor (20c) detects a loading direction with respect to the grip (20a), and the controller (27) operates the vehicle body behavior generating part (25) according to the loading direction detected by the grip sensor (20c). [5] A driving support device for a saddle-type vehicle according to claim 2, wherein the grip sensor (20c) detects an oscillation frequency of the grip (20a), and the controller (27) operates the vehicle body behavior generating part (25) according to the oscillation frequency detected by the grip sensor (20c). [6] A saddle-type vehicle driving support device according to claim 1, wherein the foot pedal sensor (14c) detects a loading direction with respect to the foot pedal (14s), and the controller (27) operates the vehicle body behavior generating part (25) according to the loading direction detected by the foot pedal sensor (14c). [7] A driving support device for a saddle-type vehicle according to claim 1, wherein the foot pedal sensor (14c) detects an oscillation frequency of the foot pedal (14s), and wherein the controller (27) operates the vehicle body behavior generating part (25) according to the oscillation frequency detected by the foot pedal sensor (14c). [8] A driving support device for a saddle-type vehicle according to claim 1, wherein the vehicle body further comprises: a seat on which the driver (J) sits, and a seat sensor (14d) arranged on the seat, and wherein the controller (27) adjusts a control intervention amount based on the footrest states of the driver (J) detected by the foot pedal sensors (14c) and a center of gravity position of the driver (J) estimated by a detection result of the seat sensor (14d) when the steering device (ST) is operated. [9] A driving support device for a saddle-type vehicle according to claim 1, wherein the vehicle body further comprises an occupant detection camera (39) that detects the driver (J), and wherein the controller (27) adjusts a control intervention amount based on the footrest states of the driver (J) detected by the footstep sensors (14c) and a behavior or behavior shift of the driver (J) detected by the occupant detection camera (39) when the steering device (ST) is operated. [10] A driving support device for a saddle-type vehicle according to any one of claims 1 to 3, wherein the vehicle body further comprises an adaptive cruise control (ACC) driving support device, and wherein the controller (27) operates the steering device (ST) when a speed of the vehicle body has changed in a state in which the vehicle body is in banked inclination.

Images