Control device, lean vehicle, and control method
The control device for lean vehicles addresses the lack of gradient consideration in conventional curve speed warning systems by adjusting notification sensitivity based on acquired gradient information, thereby enhancing safety, especially on downhill roads.
Patent Information
- Application Number
- JP2023210702
- Authority / Receiving Office
- JP · JP
- Patent Type
- Applications
- Current Assignee / Owner
- Filing Date
- 2023-12-14
- Publication Date
- 2025-06-26
AI Technical Summary
Conventional lean vehicle curve speed warning systems do not consider road gradients, which can lead to instability and reduced safety, especially when traveling downhill.
A control device that acquires bending information, traveling attitude, and speed information of a lean vehicle, and compares these with gradient information to adjust the sensitivity of notification signals, particularly increasing sensitivity when traveling downhill.
The system enhances the safety of lean vehicles by providing more sensitive and effective curve speed warnings, especially on downhill roads, thereby improving driver attention and reducing instability.
Smart Images
Figure 2025094977000001_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to a control device mounted on a lean vehicle, a lean vehicle equipped with the control device, and a control method used for a lean vehicle.
Background Art
[0002] Some conventional lean vehicles are equipped with a curve speed warning system that alerts the rider with a warning sound or the like from a notification device to call attention to driving so that the lean vehicle can safely turn on a curved road (see, for example, Patent Document 1).
Prior Art Documents
Patent Documents
[0003]
Patent Document 1
Summary of the Invention
Problems to be Solved by the Invention
[0004] When a lean vehicle turns, the vehicle body tends to tilt in the roll direction, making it prone to instability. For this reason, there has been a problem that a curve speed warning system with further improved safety has been desired conventionally.
[0005] The present invention has been made against the background of the above problems, and a first object thereof is to provide a control device capable of realizing a curve speed warning system that can improve the safety of a lean vehicle more than before. Another object of the present invention is to provide a lean vehicle equipped with such a control device. Further, a third object of the present invention is to provide a control method capable of realizing a curve speed warning system that can improve the safety of a lean vehicle more than before.
Means for Solving the Problems
[0006] The control device according to the present invention is a control device mounted on a lean vehicle, and includes an acquisition unit that acquires bending information of a curve road that the lean vehicle enters or is traveling on, traveling attitude information of the lean vehicle, and speed information of the lean vehicle, and a first physical quantity obtained based on the traveling attitude information and the speed information, and a second physical quantity obtained based on the bending information are compared, and a notification operation execution unit that outputs a notification signal that is a signal for causing a notification device to notify. The acquisition unit is configured to acquire gradient information that is information on a gradient of at least one of the curve road and the road on which the lean vehicle is traveling. The notification operation execution unit is configured to increase the sensitivity of outputting the notification signal when the gradient information in the traveling direction of the lean vehicle is a downward gradient compared to when the gradient information in the traveling direction is not a downward gradient.
[0007] Further, the lean vehicle according to the present invention includes the control device according to the present invention.
[0008] Also, the control method according to the present invention is a control method used for a lean vehicle, and includes an acquisition step of acquiring bending information of a curve road that the lean vehicle enters or is traveling on, traveling attitude information of the lean vehicle, and speed information of the lean vehicle, and a comparison between a first physical quantity obtained based on the traveling attitude information and the speed information and a second physical quantity obtained based on the bending information, and a notification operation execution step of outputting a notification signal that is a signal for causing a notification device to notify. The acquisition step includes a gradient information acquisition step of acquiring gradient information that is information on a gradient of at least one of the curve road and the road on which the lean vehicle is traveling. The notification operation execution step includes a sensitivity adjustment step of increasing the sensitivity of outputting the notification signal when the gradient information in the traveling direction of the lean vehicle is a downward gradient compared to when the gradient information in the traveling direction is not a downward gradient.
Effect of the Invention
[0009] When a lean vehicle travels on a downhill road, it is more difficult to drive stably than when it travels on a non-downhill road. However, the conventional curve speed warning system does not consider the gradient of the road on which the lean vehicle travels. On the other hand, when the gradient information, which is information on the gradient of at least one of the curve road and the road on which the lean vehicle is traveling, is a downhill gradient, the control device according to the present invention is configured to increase the sensitivity of outputting a notification signal compared to the case where the gradient information is not a downhill gradient. Therefore, by using the control device according to the present invention, it is possible to provide a curve speed warning system with improved safety compared to the conventional one.
Brief Description of the Drawings
[0010]
Figure 1
Figure 2
Figure 3
Figure 4
Figure 5
Figure 6
Figure 7
Figure 8
Figure 9
Figure 10
Figure 11
Embodiments for Carrying Out the Invention
[0011] In the following embodiments, an example of the control device, the lean vehicle, and the control method according to the present invention will be described with reference to the drawings.
[0012] Note that the configurations, operations, etc. described below are examples of the present invention, and the present invention is not limited to such configurations, operations, etc.
[0013] For example, in the following, a motorcycle is exemplified as the lean vehicle. However, the lean vehicle refers to all vehicles whose body tilts in the turning direction when turning. For this reason, the lean vehicle is not limited to motorcycles. For example, the lean vehicle includes motorcycles (motorcycles, three-wheeled motorcycles whose body tilts in the turning direction when turning), and bicycles, etc. whose body tilts in the turning direction when turning. Also, a motorcycle whose body tilts in the turning direction when turning may be driven by an engine or may be driven by a motor. For example, it includes motorcycles, scooters, electric scooters, etc. Also, a bicycle means all vehicles that can be propelled on the road by the pedaling force of the rider applied to the pedals. Bicycles include ordinary bicycles, electric assist bicycles, electric bicycles, etc.
[0014] In the following, the same or similar descriptions are appropriately simplified or omitted. Also, in each figure, for the same or similar members or parts, the assignment of reference numerals is either omitted or the same reference numerals are assigned. Further, for the detailed structure, the illustration is appropriately simplified or omitted.
[0015] Embodiment <Configuration of a Lean Vehicle> The configuration of a lean vehicle equipped with the control device according to this embodiment will be described. FIG. 1 is a side view showing a lean vehicle equipped with the control device according to an embodiment of the present invention.
[0016] For example, a lean vehicle 100 which is a motorcycle includes a body 101, a handle 102 rotatably held by the body 101, a front wheel 103 rotatably held by the body 101 together with the handle 102, and a rear wheel 104 rotatably held by the body 101. In this embodiment, the lean vehicle 100 is equipped with an engine as a drive source. The drive source of the lean vehicle 100 may be a motor.
[0017] This lean vehicle 100 is equipped with a curve speed warning system 1. The curve speed warning system 1 notifies from a notification device 2 so that the lean vehicle 100 can safely turn on a curved road, and alerts the rider to pay attention to driving. The notification method by the notification device 2 is not particularly limited as long as it can be recognized by the rider. For example, the notification method may be a method of displaying characters or marks, etc. Also, for example, the notification method may be a method of lighting or flashing a light bulb. Also, for example, the notification method may be a method of outputting a sound such as voice. Further, the notification device 2 is not limited to a device provided on the lean vehicle 100. For example, the notification device 2 may be a smart helmet worn by the rider, etc. This curve speed warning system 1 includes the above-mentioned notification device 2 and a control device 10.
[0018] <Configuration of the Control Device> FIG. 2 is a block diagram showing a control device according to an embodiment of the present invention. The control device 10 outputs a notification signal which is a signal for causing the notification device 2 to perform notification. The control device 10 may be one or may be divided into a plurality. Also, part or all of the control device 10 may be configured by, for example, a microcomputer, a microprocessor unit, etc., may be configured by something updatable such as firmware, or may be a program module executed according to a command from a CPU or the like. This control device 10 includes, as functional units, an acquisition unit 11, a notification operation execution unit 12, and a storage unit 15. The acquisition unit 11 is a functional unit that acquires information necessary for the operation of the control device 10. The notification operation execution unit 12 is a functional unit that outputs a notification signal. The storage unit 15 is a functional unit that stores tables, arithmetic expressions, etc. used by the acquisition unit 11 and the notification operation execution unit 12. Hereinafter, details of the acquisition unit 11 and the notification operation execution unit 12 will be described.
[0019] The acquisition unit 11 acquires turning information of a curved road on which the lean vehicle 100 enters or travels. The turning information of the curved road is information indicating the degree of turning of the curved road, and is, for example, the curvature or the radius of curvature of the curved road. Note that the method for acquiring the turning information of the curved road is not particularly limited. For example, the acquisition unit 11 acquires the turning information of the curved road based on map information. The map information may be stored in the storage unit 15 or may be acquired from outside the control device 10. Also, for example, the lean vehicle 100 according to the present embodiment includes a camera 113 that captures an image of the front of the lean vehicle 100. For example, the acquisition unit 11 acquires the turning information of the curved road based on the image data captured by the camera 113 mounted on the lean vehicle 100.
[0020] In addition, the acquisition unit 11 acquires the running attitude information of the lean vehicle 100. The running attitude information is a physical quantity that has a correlation with the turning radius of curvature during the turning of the lean vehicle 100. The running attitude information is, for example, at least one of the roll angle, lateral acceleration, and yaw rate of the lean vehicle 100. Further, the running attitude information is a physical quantity that can be converted into at least one of the roll angle, lateral acceleration, and yaw rate of the lean vehicle 100, for example. These physical quantities change according to the turning radius of curvature when the lean vehicle 100 is turning. That is, for example, the running attitude information includes the roll angle information (roll angle and physical quantity convertible to the roll angle) of the lean vehicle 100. Also, for example, the running attitude information includes the lateral acceleration information (lateral acceleration and physical quantity convertible to the lateral acceleration) of the lean vehicle 100. Also, for example, the running attitude information includes the yaw rate information (yaw rate and physical quantity convertible to the yaw rate) of the lean vehicle 100. Note that the method for acquiring the running attitude information is not particularly limited. For example, the lean vehicle 100 according to the present embodiment includes an inertial measurement device 111. For example, the control device 10 acquires the running attitude information based on the detection value of the inertial measurement device 111. Further, hereinafter, an example in which the acquisition unit 11 acquires the roll angle information as the running attitude information will be shown.
[0021] In addition, the acquisition unit 11 acquires the speed information of the lean vehicle 100. The speed information of the lean vehicle 100 is the speed of the lean vehicle 100 or a physical quantity convertible to the speed. Note that the method for acquiring the speed information of the lean vehicle 100 is not particularly limited. For example, the lean vehicle 100 according to the present embodiment includes a speedometer 112. For example, the acquisition unit 11 may acquire the speed information of the lean vehicle 100 from the speedometer 112. Also, conventionally, various methods are known as methods for acquiring the speed information of a lean vehicle. For example, a method of acquiring the speed of a lean vehicle based on the detection value of a wheel speed sensor that detects the wheel speed of the lean vehicle is known. The acquisition unit 11 may acquire the speed information of the lean vehicle 100 using such a conventionally known method.
[0022] The notification operation execution unit 12 is a functional unit that compares the first physical quantity and the second physical quantity obtained based on the information acquired by the acquisition unit 11, and outputs a notification signal, which is a signal for causing the notification device 2 to perform notification, to the notification device 2. The first physical quantity is a physical quantity obtained based on the running attitude information and speed information of the lean vehicle 100. The second physical quantity is a physical quantity obtained based on the bending information of the curved road. In the present embodiment, the notification operation execution unit 12 includes a determination unit 13 and an output unit 14. The determination unit 13 is a functional unit that compares the first physical quantity and the second physical quantity and determines whether to output a notification signal. The output unit 14 is a functional unit that outputs the notification signal to the notification device 2 when the determination unit 13 determines that the notification signal is to be output. An example of the determination method of the determination unit 13 is shown below.
[0023] FIG. 3 is a plan view showing a road on which a lean vehicle according to an embodiment of the present invention travels. The white arrow shown in FIG. 3 indicates the traveling direction of the lean vehicle 100. That is, in FIG. 3, the lean vehicle 100 travels in the left lane of the road 200. Further, the traveling positions TP1 and TP2 indicate the positions of the lean vehicle 100 during traveling. Specifically, the traveling position TP1 indicates that the lean vehicle 100 is located on the approach road 201, which is a straight road in front of the curved road 202 of the road 200. The traveling position TP2 indicates that the lean vehicle 100 is located on the curved road 202 of the road 200. FIG. 4 is a diagram for explaining an example of a determination method performed by the determination unit of the control device according to an embodiment of the present invention. The horizontal axis V in FIG. 4 indicates the speed information of the lean vehicle 100, and the value increases as it goes to the right side of the paper surface. The vertical axis R in the figure indicates the roll angle information of the lean vehicle 100, and the value increases as it goes upward on the paper surface.
[0024] The determination unit 13 obtains a first physical quantity based on the roll angle information and speed information of the lean vehicle 100. For example, the first physical quantity P1 is the first physical quantity when the roll angle information of the lean vehicle 100 is R1 and the speed information of the lean vehicle 100 is V1. For example, the first physical quantity P2 is the first physical quantity when the roll angle information of the lean vehicle 100 is R2 and the speed information of the lean vehicle 100 is V1.
[0025] In addition, the determination unit 13 obtains a second physical quantity based on the turning information of the curve road 202. In the present embodiment, as the second physical quantity, a first threshold Ta and a second threshold Tb are obtained. The first threshold Ta indicates the upper limit of the suitable roll angle information of the lean vehicle 100 obtained for each speed information of the lean vehicle 100. Further, the second threshold Tb indicates the lower limit of the suitable roll angle information of the lean vehicle 100 obtained for each speed information of the lean vehicle 100. Specifically, assume that the lean vehicle 100 is traveling at the traveling position TP2. In this case, the first threshold Ta indicates the upper limit of the roll angle information of the lean vehicle 100 suitable for traveling on the curve road 202 obtained for each speed information of the lean vehicle 100. Further, the second threshold Tb indicates the lower limit of the roll angle information of the lean vehicle 100 suitable for traveling on the curve road 202 obtained for each speed information of the lean vehicle 100. Further, for example, assume that the lean vehicle 100 is traveling at the traveling position TP1. The lean vehicle 100 traveling on the approach road 201 in front of the curve road 202 begins to tilt in the roll direction in preparation for turning on the curve road 202. Therefore, the first threshold Ta indicates the upper limit of the suitable roll angle information of the lean vehicle 100 at the traveling position TP1 obtained for each speed information of the lean vehicle 100. Further, the second threshold Tb indicates the lower limit of the suitable roll angle information of the lean vehicle 100 at the traveling position TP1 obtained for each speed information of the lean vehicle 100. Note that the first threshold Ta and the second threshold Tb are merely examples of the second physical quantity. For example, the determination unit 13 may obtain only one of the first threshold Ta and the second threshold Tb as the second physical quantity. Further, the first physical quantity and the second physical quantity may be obtained by the acquisition unit 11.
[0026] Then, the determination unit 13 compares the first physical quantity with the second physical quantity and determines whether to output an alarm signal. Specifically, when the first physical quantity exists between a first threshold Ta and a second threshold Tb which are the second physical quantity, the determination unit 13 determines not to output an alarm signal. Also, when the first physical quantity does not exist between the first threshold Ta and the second threshold Tb which are the second physical quantity, the determination unit 13 determines to output an alarm signal. That is, in the example shown in FIG. 3, when the obtained first physical quantity is the first physical quantity P1, the determination unit 13 determines not to output an alarm signal. Also, when the obtained first physical quantity is the first physical quantity P2, the determination unit 13 determines to output an alarm signal.
[0027] Incidentally, when the lean vehicle 100 travels on a downhill road 200, it becomes more difficult to travel stably than when it travels on a road 200 that is not a downhill. For example, when the lean vehicle 100 travels on a downhill road 200, the lean vehicle 100 accelerates due to its own weight. Also, when the lean vehicle 100 travels on a downhill road 200, the lean vehicle 100 has a front load. For this reason, for example, when the lean vehicle 100 travels on a downhill road 200, usually, when the rider reduces the speed of the lean vehicle 100, the braking force of the brake on the front wheel 103 side with a high braking force is suppressed, and the braking force of the brake on the rear wheel 104 side is made larger than in the case of flat ground. Therefore, when the lean vehicle 100 travels on a downhill road 200, it takes time for the rider to reduce the speed of the lean vehicle 100. Thus, when the lean vehicle 100 travels on a downhill road 200, it becomes more difficult to travel stably than when it travels on a road 200 that is not a downhill.
[0028] Here, the conventional curve speed warning system did not consider the gradient of the road on which the lean vehicle travels. On the other hand, the control device 10 according to the present embodiment is attempting to realize a curve speed warning system 1 with improved safety compared to the prior art by considering the gradient of the road 200 on which the lean vehicle 100 travels as follows.
[0029] Specifically, the acquisition unit 11 acquires gradient information, which is information on the gradient of the road 200 on which the lean vehicle 100 is traveling. Note that the gradient information is the gradient of the road 200 on which the lean vehicle 100 is traveling or a physical quantity convertible to the gradient. More specifically, when the lean vehicle 100 is traveling on the approach road 201 of the road 200, the acquisition unit 11 acquires the gradient information of the approach road 201. Further, when the lean vehicle 100 is traveling on the curve road 202 of the road 200, the acquisition unit 11 acquires the gradient information of the curve road 202. Also, when the lean vehicle 100 is traveling on the approach road 201, it is preferable to consider the gradient of the subsequent curve road 202. For this reason, when the lean vehicle 100 is traveling on the approach road 201, the acquisition unit 11 may acquire the gradient information of the curve road 202. That is, the acquisition unit 11 acquires the gradient information of at least one of the curve road 202 and the road 200 on which the lean vehicle 100 is traveling.
[0030] Note that the method by which the acquisition unit 11 acquires the gradient information of the road 200 is not particularly limited. For example, the acquisition unit 11 may acquire the gradient information of the road 200 based on the above-described map information. Also, conventionally, a method of acquiring the gradient information of the road 200 based on the detection value of the inertial measurement device 111 is known. For example, the acquisition unit 11 may acquire the gradient information of the road 200 based on the detection value of the inertial measurement device 111. Further, for example, the acquisition unit 11 may acquire the gradient information of the road 200 based on the image data captured by the above-described camera 113. For example, the acquisition unit 11 can acquire the gradient information of the road 200 based on the image data captured by the above-described camera 113 by using a reference for the gradient information of the road 200 such as a utility pole that can be assumed to be standing substantially vertically.
[0031] Further, when the above-described gradient information in the traveling direction of the lean vehicle 100 is a downhill gradient, the notification operation execution unit 12 increases the sensitivity of outputting a notification signal as compared with the case where the above-described gradient information in the traveling direction of the lean vehicle 100 is not a downhill gradient. For example, the configuration for increasing the sensitivity of outputting a notification signal includes a configuration in which the notification signal is more likely to be output. Hereinafter, an example in which the notification operation execution unit 12 varies the sensitivity of outputting a notification signal will be introduced.
[0032] FIG. 5 is a diagram for explaining an example of a configuration in which the notification operation execution unit of the control device according to the embodiment of the present invention varies the sensitivity of outputting a notification signal, and is a diagram showing the relationship between the weighting coefficient of speed information and gradient information. Note that the horizontal axis G in FIG. 5 is the above-described gradient information in the traveling direction of the lean vehicle 100. Also, the region on the right side of the paper from the 0 point on the horizontal axis G indicates that the gradient information is an uphill gradient. Further, the horizontal axis G indicates that the uphill gradient increases as it goes from the 0 point to the right side of the paper. Also, the region on the left side of the paper from the 0 point on the horizontal axis G indicates that the gradient information is a downhill gradient. Further, the horizontal axis G indicates that the downhill gradient increases as it goes from the 0 point to the left side of the paper. Also, the vertical axis VWC in FIG. 5 indicates the weighting coefficient used for weighting the speed information of the lean vehicle 100. Also, the vertical axis VWC in FIG. 5 has a larger value as it goes upward on the paper. FIG. 6 is a diagram for explaining an example of a configuration in which the notification operation execution unit of the control device according to the embodiment of the present invention varies the sensitivity of outputting a notification signal, and is a diagram showing the relationship between the weighting coefficient of roll angle information and gradient information. Note that the horizontal axis G in FIG. 6 is the same as that in FIG. 5. Also, the vertical axis RWC in FIG. 6 indicates the weighting coefficient used for weighting the roll angle information of the lean vehicle 100. Also, the vertical axis RWC in FIG. 6 has a larger value as it goes upward on the paper. FIG. 7 is a diagram for explaining an example of a configuration in which the notification operation execution unit of the control device according to the embodiment of the present invention varies the sensitivity of outputting a notification signal. The horizontal axis V in FIG. 7 indicates the speed information of the lean vehicle 100, similar to the horizontal axis in FIG. 4. Also, the vertical axis R in FIG. 7 indicates the roll angle information of the lean vehicle 100, similar to the vertical axis in FIG. 4.
[0033] The determination unit 13 of the notification operation execution unit 12 acquires a weighting coefficient of the speed information of the lean vehicle 100 according to the above gradient information in the traveling direction of the lean vehicle 100. As shown in FIG. 5, the above gradient information in the traveling direction of the lean vehicle 100 is a downward gradient, and the larger the downward gradient is, the larger the weighting coefficient of the speed information of the lean vehicle 100 becomes. The determination unit 13 of the notification operation execution unit 12 multiplies the weighting coefficient by the speed information of the lean vehicle 100 or the like, thereby weighting the speed information of the lean vehicle 100 according to the above gradient information in the traveling direction of the lean vehicle 100.
[0034] Further, the determination unit 13 of the notification operation execution unit 12 acquires a weighting coefficient of the roll angle information of the lean vehicle 100 according to the above gradient information in the traveling direction of the lean vehicle 100. As shown in FIG. 6, the above gradient information in the traveling direction of the lean vehicle 100 is a downward gradient, and the larger the downward gradient is, the larger the weighting coefficient of the roll angle information of the lean vehicle 100 becomes. The determination unit 13 of the notification operation execution unit 12 multiplies the weighting coefficient by the roll angle information of the lean vehicle 100 or the like, thereby weighting the roll angle information of the lean vehicle 100 according to the above gradient information in the traveling direction of the lean vehicle 100.
[0035] The first physical quantity P3 shown in FIG. 7 is obtained by weighting the roll angle information and speed information of the lean vehicle 100, which becomes the first physical quantity P1, when the above-described gradient information in the traveling direction of the lean vehicle 100 is a downward gradient. As shown in FIG. 7, by weighting the roll angle information and speed information of the lean vehicle 100, when the above-described gradient information in the traveling direction of the lean vehicle 100 is a downward gradient, in the traveling state of the lean vehicle 100 where a notification signal is not output when not weighting the roll angle information and speed information of the lean vehicle 100, a notification signal will be output. Thus, the curve speed warning system 1 equipped with the control device 10 according to the present embodiment is more likely to output a notification signal when the above-described gradient information in the traveling direction of the lean vehicle 100 is a downward gradient than when the above-described gradient information in the traveling direction of the lean vehicle 100 is not a downward gradient. For this reason, the curve speed warning system 1 according to the present embodiment can alert the rider to driving attention according to the above-described gradient information in the traveling direction of the lean vehicle 100, so that the safety can be improved compared with the conventional curve speed warning system.
[0036] In addition, in FIGS. 5 to 7, the determination unit 13 of the notification operation execution unit 12 weighted the roll angle information and speed information of the lean vehicle 100. However, it is not limited to this, and the determination unit 13 of the notification operation execution unit 12 may weight the first physical quantity obtained from the roll angle information and speed information of the lean vehicle 100. Further, the determination unit 13 of the notification operation execution unit 12 may weight either one of the roll angle information and speed information of the lean vehicle 100. That is, the determination unit 13 of the notification operation execution unit 12 may weight at least one of the roll angle information of the lean vehicle 100, the speed information of the lean vehicle 100, and the first physical quantity according to the above-described gradient information in the traveling direction of the lean vehicle 100, and vary the sensitivity of outputting the notification signal. Thereby, the curve speed warning system 1 according to the present embodiment can alert the rider to driving attention according to the above-described gradient information in the traveling direction of the lean vehicle 100, so that the safety can be improved compared with the conventional curve speed warning system.
[0037] Further, as shown in FIGS. 8 and 9, the determination unit 13 of the notification operation execution unit 12 may weight the second physical quantity according to the above-described gradient information in the traveling direction of the lean vehicle 100 and vary the sensitivity for outputting a notification signal.
[0038] FIG. 8 is a diagram for explaining an example of a configuration in which the notification operation execution unit of the control device according to the embodiment of the present invention varies the sensitivity for outputting a notification signal, and shows the relationship between the weighting coefficient of the second physical quantity and the gradient information. Note that the horizontal axis G in FIG. 8 is the same as that in FIG. 5. Further, the vertical axis TWC in FIG. 8 indicates the weighting coefficient used for weighting the second physical quantity. Also, the value of the vertical axis TWC in FIG. 8 increases as it goes upward on the paper surface. FIG. 9 is a diagram for explaining an example of a configuration in which the notification operation execution unit of the control device according to the embodiment of the present invention varies the sensitivity for outputting a notification signal. The horizontal axis V in FIG. 9 indicates the speed information of the lean vehicle 100, similar to the horizontal axis in FIG. 4. Further, the vertical axis R in FIG. 9 indicates the roll angle information of the lean vehicle 100, similar to the vertical axis in FIG. 4.
[0039] The determination unit 13 of the notification operation execution unit 12 acquires the weighting coefficient of the second physical quantity according to the above-described gradient information in the traveling direction of the lean vehicle 100. As shown in FIG. 8, the above-described gradient information in the traveling direction of the lean vehicle 100 is a downhill gradient, and the larger the downhill gradient is, the smaller the weighting coefficient of the second physical quantity becomes. The determination unit 13 of the notification operation execution unit 12 weights the second physical quantity according to the above-described gradient information in the traveling direction of the lean vehicle 100 by multiplying the weighting coefficient by the second physical quantity or the like.
[0040] As shown in FIG. 9, when the above-described gradient information in the traveling direction of the lean vehicle 100 is a downward gradient, the first threshold Ta and the second threshold Tb, which are the second physical quantities, are weighted and thus drop from the position of the two-dot chain line to the position of the solid line. For this reason, as shown in FIG. 9, when the above-described gradient information in the traveling direction of the lean vehicle 100 is a downward gradient, by weighting the second physical quantity, in the traveling state of the lean vehicle 100 where a notification signal is not output when the second physical quantity is not weighted, a notification signal will be output. In this way, even when the second physical quantity is weighted, the curve speed warning system 1 including the control device 10 according to the present embodiment is such that when the above-described gradient information in the traveling direction of the lean vehicle 100 is a downward gradient, compared with the case where the above-described gradient information in the traveling direction of the lean vehicle 100 is not a downward gradient, a notification signal is more likely to be output. For this reason, even when the second physical quantity is weighted, the curve speed warning system 1 according to the present embodiment can call the rider's attention to driving according to the above-described gradient information in the traveling direction of the lean vehicle 100, so that the safety can be improved compared with the conventional curve speed warning system.
[0041] In addition, in FIGS. 8 and 9, the determination unit 13 of the notification operation execution unit 12 weights the second physical quantity. However, this is not the only case. The determination unit 13 of the notification operation execution unit 12 may weight the turning information of the curved road 202 used when obtaining the second physical quantity. That is, the determination unit 13 of the notification operation execution unit 12 may weight at least one of the turning information of the curved road 202 and the second physical quantity according to the above-described gradient information in the traveling direction of the lean vehicle 100, and vary the sensitivity of outputting the notification signal. Thereby, the curve speed warning system 1 according to the present embodiment can call the rider's attention to driving according to the above-described gradient information in the traveling direction of the lean vehicle 100, so that the safety can be improved compared with the conventional curve speed warning system.
[0042] Here, in the above description, the configuration for increasing the sensitivity of outputting the notification signal was such that the notification signal was more likely to be output. Not limited to this, the configuration for increasing the sensitivity of outputting the notification signal may be a configuration for outputting a notification signal that causes the notification device 2 to perform a notification with higher perceptibility, either together with the configuration in which the notification signal is more likely to be output or separately from the configuration in which the notification signal is more likely to be output. That is, the configuration for increasing the sensitivity of outputting the notification signal includes a configuration for outputting a notification signal that causes the notification device 2 to perform a notification with higher perceptibility. The notification with higher perceptibility by the notification device 2 is, for example, a notification that makes it easier for the rider to recognize by varying the thickness of displayed characters or marks, or varying the color or brightness of a light bulb that lights up or blinks.
[0043] FIG. 10 is a diagram for explaining an example of a configuration in which the notification operation execution unit of the control device according to the embodiment of the present invention varies the sensitivity of outputting a notification signal. The horizontal axis V in FIG. 10 indicates the speed information of the lean vehicle 100, similar to the horizontal axis in FIG. 4. Also, the vertical axis R in FIG. 10 indicates the roll angle information of the lean vehicle 100, similar to the vertical axis in FIG. 4.
[0044] The first physical quantity P5 shown in FIG. 10 is obtained by weighting the roll angle information and speed information of the lean vehicle 100, which becomes the first physical quantity P4, when the above-described gradient information in the traveling direction of the lean vehicle 100 is a downward gradient. The first physical quantity P4 and the first physical quantity P5 do not exist between the first threshold Ta and the second threshold Tb. Therefore, when the obtained first physical quantity is the first physical quantity P4 and the first physical quantity P5, the determination unit 13 of the notification operation execution unit 12 determines to output a notification signal. At this time, the determination unit 13 also determines the method of notification of the notification device 2. Then, the output unit 14 of the notification operation execution unit 12 outputs a notification signal, in which the notification of the notification device 2 is in the notification method determined by the determination unit 13, to the notification device 2. Here, as shown in FIG. 10, by weighting the roll angle information and speed information of the lean vehicle 100, when the above-described gradient information in the traveling direction of the lean vehicle 100 is a downward gradient, the first physical quantity is farther from the first threshold Ta and the second threshold Tb than when the roll angle information and speed information of the lean vehicle 100 are not weighted. For example, the greater the distance from the first threshold Ta and the second threshold Tb to the first physical quantity, the more the notification operation execution unit 12 causes the notification device 2 to execute a notification with higher perceptibility.
[0045] In the curve speed warning system 1 including the control device 10 configured as described above, when the above-described gradient information in the traveling direction of the lean vehicle 100 is a downward gradient, compared with the case where the above-described gradient information in the traveling direction of the lean vehicle 100 is not a downward gradient, the rider is more likely to notice the notification from the notification device 2. Therefore, the curve speed warning system 1 including the control device 10 configured as described above can also call the rider's attention to driving according to the above-described gradient information in the traveling direction of the lean vehicle 100, similar to the curve speed warning system 1 described with reference to FIGS. 1 to 9, and thus can improve safety compared to the conventional curve speed warning system.
[0046] <Operation of the control device> The operation of the control device 10 according to the present embodiment will be described.
[0047] FIG. 11 is a control flowchart showing an example of the operation of the control device according to an embodiment of the present invention. When the control disclosure condition is satisfied, in step S1, the control device 10 starts the control shown in FIG. 11. The control start condition is, for example, when the lean vehicle 100 is in the ignition-on state.
[0048] Step S10 after step S1 is an acquisition step. Step S10 includes step S11 and step S12. Step S11 is a first acquisition step. In step S11, the acquisition unit 11 acquires the turning information of the curved road 202, the traveling attitude information of the lean vehicle 100, and the speed information of the lean vehicle 100. Step S12 is a gradient information acquisition step that is a second acquisition step. In step S12, the acquisition unit 11 acquires the gradient information of at least one of the curved road 202 and the road 200 on which the lean vehicle 100 is traveling. In FIG. 11, step S12 is executed after step S11. However, this is not the only case, and step S12 may be executed simultaneously with step S11 or before step S11.
[0049] Step S20 after step S10 is a notification operation execution step that compares the first physical quantity and the second physical quantity and outputs a notification signal. Step S20 includes step S21 to step S24.
[0050] Step S21 is a step of acquiring comparison physical quantities. In step S21, the determination unit 13 obtains a first physical quantity based on the roll angle information and speed information of the lean vehicle 100. Further, the determination unit 13 obtains a second physical quantity based on the turning information of the curved road 202. Step S22 after step S21 is a sensitivity adjustment step. In step S22, the determination unit 13 varies the sensitivity of outputting an alarm signal according to the above-described gradient information in the traveling direction of the lean vehicle 100. Specifically, when the above-described gradient information in the traveling direction of the lean vehicle 100 is a downward gradient, the determination unit 13 increases the sensitivity of outputting an alarm signal compared to the case where the above-described gradient information in the traveling direction of the lean vehicle 100 is not a downward gradient.
[0051] Step S23 after step S22 is a determination step. In step S23, the determination unit 13 determines whether to output an alarm signal. In step S23, when the determination unit 13 determines not to output an alarm signal, the control device 10 proceeds to step S2. On the other hand, in step S23, when the determination unit 13 determines to output an alarm signal, the control device 10 proceeds to step S24. Step S24 is an alarm signal output step. In step S24, the output unit 14 outputs an alarm signal to the alarm device 2 to cause the alarm device 2 to give an alarm. Then, after step S24, the control device 10 proceeds to step S2. Step S2 is an end determination step. In step S2, the control device 10 determines whether the end condition of the control has been satisfied. The end condition of the control is, for example, when the lean vehicle 100 is in the ignition-off state. When the end condition of the control is satisfied, the control device 10 proceeds to step S3 and ends the control shown in FIG. 11. On the other hand, when the end condition of the control is not satisfied, the control device 10 returns to step S10.
[0052] <Effect of the processing device> The control device 10 according to this embodiment is a control device mounted on a lean vehicle 100. The control device 10 includes an acquisition unit 11 and a notification operation execution unit 12. The acquisition unit 11 is configured to acquire the turning information of the curve road 202 that the lean vehicle 100 enters or is traveling on, the traveling attitude information of the lean vehicle 100, and the speed information of the lean vehicle 100. The notification operation execution unit 12 is configured to compare a first physical quantity obtained based on the above-described traveling attitude information and the above-described speed information with a second physical quantity obtained based on the above-described turning information, and output a notification signal, which is a signal for causing the notification device 2 to perform a notification. Further, the acquisition unit 11 is configured to acquire gradient information, which is information on the gradient of at least one of the curve road 202 and the road 200 on which the lean vehicle 100 is traveling. Then, when the gradient information in the traveling direction of the lean vehicle 100 is a downhill gradient, the notification operation execution unit 12 is configured to increase the sensitivity of outputting the notification signal as compared with the case where the gradient information in the traveling direction of the lean vehicle 100 is not a downhill gradient.
[0053] The curve speed warning system 1 provided with the control device 10 configured as described above can alert the rider to driving attention according to the above-described gradient information in the traveling direction of the lean vehicle 100, so that the safety can be improved as compared with the conventional curve speed warning system.
[0054] As described above, an example of the control device according to the present invention has been described in the embodiment, but the control device according to the present invention is not limited to the description of the embodiment. For example, only a part of the description of the embodiment may be implemented for the control device according to the present invention.
Explanation of Signs
[0055] 1 Curve speed warning system, 2 Notification device, 10 Control device, 11 Acquisition unit, 12 Notification operation execution unit, 13 Determination unit, 14 Output unit, 15 Storage unit, 100 Lean vehicle, 101 Body, 102 Handlebar, 103 Front wheel, 104 Rear wheel, 111 Inertial measurement device, 112 Speedometer, 113 Camera, 200 Road, 201 Entrance road, 202 Curve road.
Claims
1. A control device (10) mounted on a lean vehicle (100), an acquisition unit (11) that acquires bending information of a curved road (202) on which the lean vehicle (100) enters or is traveling, traveling attitude information of the lean vehicle (100), and speed information of the lean vehicle (100); a notification operation execution unit (12) that compares a first physical quantity obtained based on the traveling attitude information and the speed information with a second physical quantity obtained based on the bending information, and outputs a notification signal that is a signal for causing a notification device (2) to perform notification; comprising: the acquisition unit (11) is configured to acquire gradient information that is information on the gradient of at least one of the curved road (202) and the road (200) on which the lean vehicle (100) is traveling; when the gradient information in the traveling direction of the lean vehicle (100) is a downward gradient, the notification operation execution unit (12) increases the sensitivity of outputting the notification signal as compared with the case where the gradient information in the traveling direction is not a downward gradient Control device (10).
2. The notification operation execution unit (12) is configured to weight at least one of the traveling attitude information, the speed information, and the first physical quantity according to the gradient information in the traveling direction, and make the sensitivity different The control device (10) according to claim 1.
3. The notification operation execution unit (12) is configured to weight at least one of the bending information and the second physical quantity according to the gradient information in the traveling direction, and make the sensitivity different The control device (10) according to claim 1.
4. The configuration for increasing the sensitivity includes a configuration in which the notification signal is easily output The control device (10) according to any one of claims 1 to 3.
5. The configuration for increasing the sensitivity includes a configuration in which the notification signal for causing the notification device (2) to perform a notification with higher perceptibility is output The control device (10) according to any one of claims 1 to 3.
6. The acquisition unit (11) is configured to acquire the gradient information based on map information The control device (10) according to any one of claims 1 to 3.
7. The acquisition unit (11) is configured to acquire the gradient information based on a detection value of an inertial measurement device (111) mounted on the lean vehicle (100) The control device (10) according to any one of claims 1 to 3.
8. The acquisition unit (11) is configured to acquire the gradient information based on the image data captured by the camera (113) mounted on the lean vehicle (100). The control device (10) according to any one of claims 1 to 3.
9. The running attitude information includes roll angle information of the lean vehicle (100). The control device (10) according to any one of claims 1 to 3.
10. The running attitude information includes lateral acceleration information of the lean vehicle (100). The control device (10) according to any one of claims 1 to 3.
11. The running attitude information includes yaw rate information of the lean vehicle (100). The control device (10) according to any one of claims 1 to 3.
12. A lean vehicle (100) provided with the control device (10) according to any one of claims 1 to 3. Lean vehicle (100).
13. A control method used for a lean vehicle (100), comprising: an acquisition step (S10) of acquiring bending information of a curve road (202) into which the lean vehicle (100) enters or is traveling, running attitude information of the lean vehicle (100), and speed information of the lean vehicle (100); an informing operation execution step (S20) of comparing a first physical quantity obtained based on the running attitude information and the speed information with a second physical quantity obtained based on the bending information, and outputting an informing signal which is a signal for causing an informing device (2) to perform an informing operation; The acquisition step (S10) includes a gradient information acquisition step (S12) of acquiring gradient information which is information on a gradient of at least one of the curve road (202) and the road (200) on which the lean vehicle (100) is running. When the gradient information in the traveling direction of the lean vehicle (100) is a downward gradient, the informing operation execution step (S20) includes a sensitivity adjustment step (S22) of increasing the sensitivity of outputting the informing signal as compared with the case where the gradient information in the traveling direction is not a downward gradient. Control method.
Citation Information
Patent Citations
Tumble warning device for motorcycle
JP1997109967A