Dynamically Adaptive Proximity Zones for Motorcycles

Abstract

A method of dynamically forming a proximity area for a motorcycle in a lane of a road, the method comprising determining a lateral position of the motorcycle in the lane of the road, forming a front proximity area having a shape defined by a perimeter of the front proximity area, a front length, a first lateral forward width at a first end that extends substantially from a first lane boundary to a second lane boundary along an axis perpendicular to the first and second lane boundaries and intersects with a portion of the motorcycle, and a second lateral forward width at a second end forward of the motorcycle, the second lateral forward width being smaller than the first lateral forward width, and modifying the shape of the front proximity area based on a change in the lateral position of the motorcycle in the lane of the road.

Description

[Technical field]

[0001] The present disclosure relates to advanced driver assistance systems for motorcycles, and more particularly, to systems, apparatus, and methods for determining and dynamically forming a proximity region around a motorcycle.

[0002] Related Applications This patent application claims the benefit of U.S. Provisional Application No. 63 / 296,901, filed January 6, 2022, the disclosure of which is incorporated by reference in its entirety. [Background technology]

[0003] The use of advanced driver assistance systems (ADAS) in automobiles is well established and becoming increasingly common. ADAS systems include automatic or emergency brake assist systems, adaptive cruise control, forward and rear collision warnings, lane keeping or lane change assist systems, and many others. These systems not only alert the automobile driver to surrounding conditions and impending hazards, but may also respond autonomously to a potential collision by braking, steering, or slowing the vehicle.

[0004] For example, in known collision warning or avoidance systems, the ADAS monitors the driving lanes in front of and / or behind the automobile to determine whether there is an object (typically another vehicle) in the lane in front of or behind the automobile. If another vehicle is within a predetermined vicinity or range, an audio or visual warning to the driver may be issued. Depending on several factors such as the relative speeds of the vehicles, distance, etc., typically after the warning, the ADAS may control functions of the automobile, such as braking, to avoid the collision.

[0005] However, known ADAS features tailored for automobiles do not fully take into account the behavior and needs of motorcycle drivers. Summary of the Invention

[0006] While driving, motorcycle riders use their own criteria to determine how close they are willing to be to other vehicles. Unlike many automobiles, which are relatively large and tend to fill substantially the width of the travel lane, motorcycles are generally smaller than automobiles and do not fill the entire width of the travel lane. This means that motorcycle riders may position their motorcycles in various lateral positions within the lane, such as in the center of the lane, left of center, right of center, etc. When traveling in a staggered configuration, as described further herein, a group of motorcycles may travel in a relatively close platoon, alternating between right-of-center and left-of-center positions.

[0007] In conventional ADAS, particularly collision warning and avoidance systems, the ADAS defines a "proximity zone" in the vicinity of the vehicle, i.e., in front of, behind, and somewhat nearby the vehicle. If another vehicle enters the proximity zone, the ADAS will warn and / or take action. Conventional proximity zones are generally rectangular in nature, extending laterally from one lane limit to the other, the entire length of the zone.

[0008] However, for motorcycles that can choose any number of positions across the width of a travel lane, particularly when travelling in a staggered configuration, an ADAS proximity zone that spans substantially the entire width of the lane would limit the motorcycle operator's ability to ride closely next to other motorcycles.

[0009] As a result, embodiments of the present disclosure provide a dynamically adaptable proximity region that is customized for motorcycle-specific ADAS applications. Adaptive proximity region embodiments may be determined and formed without having to identify the particular type of vehicle that shares the roadway or proximity of the motorcycle, and in some cases without having to identify the presence of other vehicles. Thus, adaptive proximity region embodiments are self-identifying and adaptive proximity regions.

[0010] One embodiment of the disclosure is a method for dynamically forming a proximity area for a motorcycle in a lane of a road, the method comprising: determining a lateral position of the motorcycle in the lane of the road; forming a front proximity area having a front proximity area shape formed by a perimeter of the front proximity area, a front length, a first lateral forward width at a first end, and a second lateral forward width at a second end forward of the motorcycle that is less than the first lateral forward width; modifying the front proximity area shape based on a change in the lateral position of the motorcycle in the lane of the road; the first lateral forward width extends substantially from the first lane boundary to the second lane boundary along an axis perpendicular to the first lane boundary and the second lane boundary, and intersects a portion of the motorcycle.

[0011] Another embodiment of the present disclosure is a method of operating a motorcycle. The method includes the steps of: acquiring lane boundary information using a sensor of the motorcycle. The lane boundary information is associated with one or more lane boundaries that define a lane of a road. The method includes determining a first lateral position of the motorcycle within the lane of the road based on the acquired lane boundary information. The method includes forming an adaptive proximity region including a first proximity region defined at least in part by the first lateral position of the motorcycle within the lane. The first proximity region defines a first region of the lane proximate to the motorcycle and has a first proximity region shape and a first proximity region size. The method includes determining a second lateral position of the motorcycle within the lane of the road. The second lateral position of the motorcycle within the lane is different from the first lateral position of the motorcycle within the lane of the road. The method includes reshaping the adaptive proximity region to include the second proximity region based on a change in position of the motorcycle from the first lateral position to the second lateral position. The second proximity region defines a second region of the lane having a second proximity region shape and a second proximity region size, the second region of the lane being different from the first region of the lane, thereby enabling the adaptable proximity region to adapt to changes in lateral position of the motorcycle within the lane.

[0012] Yet another embodiment of the present disclosure is an advanced driver assistance system (ADAS) for a motorcycle. The ADAS includes a first sensor for detecting road lane boundaries, a control unit in communication with the plurality of sensors via an interface, and a warning device in electronic communication with the control unit. The control unit includes a processor and a memory device storing instructions readable by the processor. The processor is configured to: receive information regarding road lane boundaries from the sensor; determine a lateral position of the motorcycle within the lane based at least in part on the information from the sensor; and form an adaptive proximity zone including a first proximity zone defined at least in part by a first lateral position of the motorcycle within the lane. The first proximity zone defines a first region of the lane proximate to the motorcycle and has a first proximity zone shape and a first proximity zone size. The processor is also configured to determine a second lateral position of the motorcycle within the lane of the road. The second lateral position of the motorcycle within the lane is different from the first lateral position of the motorcycle within the lane of the road. The processor is further adapted to reshape the adaptive proximity region to include a second proximity region based on a change in position of the motorcycle from the first lateral position to the second lateral position, the second proximity region defining a second region of the lane having a second proximity region shape and a second proximity region size, the second region of the lane being different than the first region of the lane, thereby enabling the adaptive proximity region to adapt to changes in lateral position of the motorcycle within the lane. [Brief description of the drawings]

[0013] The present disclosure can be understood in light of the following detailed description of various embodiments in conjunction with the accompanying drawings. [Figure 1] FIG. 1 is a top view of a motorcycle on a road lane equipped with an ADAS employing a prior art proximity zone. [Diagram 2] FIG. 2 is a top view of a motorcycle on a road lane with an ADAS employing adaptive proximity zones, according to one embodiment of the disclosure. [Diagram 3]FIG. 3 is a top view of a motorcycle equipped with an ADAS with sensors according to one embodiment of the present disclosure. [Figure 4] FIG. 4 is a block diagram of an ADAS according to one embodiment of the present disclosure. [Diagram 5] FIG. 5 is a top view of a motorcycle centered on a road lane with an ADAS employing adaptive proximity zones, in accordance with one embodiment of the disclosure. [Figure 6] FIG. 6 is a top view of a motorcycle positioned on the left side of a road lane with an ADAS employing adaptive proximity zones in accordance with one embodiment of the disclosure. [Figure 7] FIG. 7 is a top view of a motorcycle equipped with an ADAS employing adaptive proximity zones and positioned on the right side of a road lane, in accordance with one embodiment of the disclosure. [Figure 8] FIG. 8 is a top view of a motorcycle in a road lane with an ADAS employing adaptive proximity zones in accordance with an alternative embodiment of the present disclosure. [Figure 9] FIG. 9 is a top view of a motorcycle in a road lane with an ADAS employing adaptive proximity zones in accordance with another alternative embodiment of the present disclosure. [Figure 10] FIG. 10 is a top view of a motorcycle on a road lane with an ADAS employing adaptive proximity zones in accordance with yet another alternative embodiment of the present disclosure. [Figure 11] FIG. 11 is a top view of a motorcycle on a road lane with an ADAS employing an adaptive proximity region adapted to relatively low speeds, according to one embodiment of the disclosure. [Figure 12] FIG. 12 is a top view of a motorcycle in a road lane with an ADAS employing adaptive proximity zone adapted to medium speeds, according to one embodiment of the disclosure. [Figure 13] FIG. 13 is a top view of a motorcycle in a road lane with an ADAS employing adaptive proximity zones that adapt to relatively high speeds, according to one embodiment of the disclosure. [Figure 14]FIG. 14 is a top view of a motorcycle on a curved road lane with an ADAS employing an adaptive proximity region that adapts to road curvature, according to one embodiment of the disclosure. [Figure 15] FIG. 15 is a top view of a motorcycle on a road lane with an ADAS employing an adaptive forward proximity region including multiple selectable regions, according to one embodiment of the disclosure. [Figure 16] FIG. 16 is a top view of a motorcycle on a road lane with an ADAS employing an adaptive rear proximity region including multiple selectable regions, according to one embodiment of the disclosure. [Figure 17] FIG. 17 is a top view of multiple motorcycles traveling in a file on a common road lane, each having an ADAS employing adaptive proximity zones, according to one embodiment of the disclosure. [Figure 18] FIG. 18 is a top view of multiple motorcycles traveling in a line on a common road lane, each having an ADAS employing prior art proximity zones. [Figure 19] FIG. 19 is a top view of multiple motorcycles traveling in a staggered arrangement on a common road lane, each having an ADAS employing prior art proximity zones. [Figure 20] FIG. 20 is a top view of multiple motorcycles traveling in a staggered arrangement on a common road lane, each having an ADAS employing an adaptive forward proximity region according to one embodiment of the present disclosure. [Figure 21] FIG. 21 is a top view of multiple motorcycles traveling in a staggered arrangement on a common road lane, each having an ADAS employing an adaptive rear proximity region according to one embodiment of the present disclosure. [Figure 22] FIG. 22 is a top view of multiple motorcycles traveling in a staggered arrangement on a common road lane, each having an ADAS employing adaptive front and rear proximity regions according to one embodiment of the present disclosure. [Figure 23]FIG. 23 is a top view of a motorcycle having an ADAS employing an adaptive proximity zone according to an embodiment of the present disclosure following a vehicle in the forward proximity zone. [Figure 24] FIG. 24 is a top view of a motorcycle having an ADAS employing adaptive proximity zones in accordance with an embodiment of the present disclosure following a vehicle that is not in the forward proximity zone. [Diagram 25] FIG. 25 is a top view of a motorcycle having an ADAS employing an adaptive proximity zone in accordance with an embodiment of the present disclosure being followed by a vehicle in the rear proximity zone. [Figure 26] FIG. 26 is a top view of a motorcycle having an ADAS employing an adaptive proximity zone in accordance with an embodiment of the present disclosure being followed by a vehicle that is not within the rear proximity zone. [Figure 27] FIG. 27 is a top view of a motorcycle with an ADAS employing an adaptive proximity region having multiple front proximity sub-regions. [Figure 28] FIG. 28 is a top view of a motorcycle having an ADAS employing an adaptive proximity region having multiple rear proximity sub-regions in accordance with one embodiment of the disclosure. [Figure 29] FIG. 29 is a flow chart illustrating a process for dynamically determining a proximity region according to one embodiment of the present disclosure. [Diagram 30] FIG. 30 is a flow chart illustrating a process for determining an adaptive proximity region according to one embodiment of the present disclosure. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0014] A conventional proximity zone formed by an ADAS is shown in Figure 1. In Figure 1, a motorcycle 10 is located within a lane 12 formed by a median 14 and a lane edge, boundary, or border 16. A dashed rectangle A surrounding the motorcycle 10 and its driver represents the outline of a motor vehicle and illustrates the relative size difference between a typical motorcycle and a motor vehicle, and in particular their relative occupation of space within a lane.

[0015] In this conventional ADAS, the front proximity region 18 is defined as a rectangular region forward from the center of the motorcycle 10, and the rear proximity region 20 is defined as a rectangular region rearward from the center of the motorcycle 10. Each proximity region 18 and 20 extends laterally, i.e., side to side, between lane boundaries, i.e., from the median 14 to the lane edge 16 in the depicted scenario. In a conventional ADAS, such as an ADAS designed for a vehicle that occupies a large portion of the lateral space between lane boundaries, it is prudent to define the proximity region as a generally rectangular region that spans nearly the entire lateral width of the travel lane, since the vehicle will fill nearly the entire width of the lane and any object in the lane is likely to be in the path of the vehicle and may result in a collision with a relatively large vehicle.

[0016] However, for motorcycles, which are much smaller than automobiles and can be positioned at various lateral positions within a lane, the traditionally defined proximity zones depicted in FIG. 1 limit a motorcycle operator's ability to ride closely next to other motorcycles, especially when riding in a staggered configuration.

[0017] 2, one embodiment of an ADAS adaptive proximity zone 100 specific to a motorcycle is depicted. The adaptive proximity zone 100 comprises a front proximity zone 102 and a rear proximity zone 104. A motorcycle 106 carrying a driver 108 is located within the adaptive proximity zone 100 and is generally centered in a lane 110. Although the term "motorcycle" is used herein, it should be understood that "motorcycle" refers to and encompasses any motorized vehicle having a seat or saddle for use by a driver / rider and designed to travel on three or fewer wheels in contact with the ground.

[0018] For ease of explanation, forward refers to the direction from rear end 114 to front end 112, rear refers to the direction from front end 112 to rear end 114, left refers to the direction from right side 118 to left side 116, and right refers to the direction from left side 116 to right side 118.

[0019] Lane 110 includes a portion of a road, street, interstate, freeway, or other type of vehicular passageway and is defined laterally by a first boundary 120, i.e., a left lane limit or boundary 120, and a second boundary 122, i.e., a right lane limit or boundary 122. The first lane boundary 120 may form a separation between lanes traveling in opposite directions, such as a median strip, or a separation between lanes traveling in the same direction. The second lane boundary 122 may form a separation between lane 120 and a shoulder or roadbed, or between another lane.

[0020] 3, motorcycle 106 includes a front wheel 107, a rear wheel 109, a frame 111, an engine 113, and at least one electronic control unit (ECU) 115. Embodiments of motorcycle 106, and various components thereof, are generally well known in the art. U.S. Patent Publication 2016 / 0298807A1, owned by Indian Motorcycle International, LLC, entitled "Two-Wheeled Vehicle," published on October 13, 2016, and is hereby incorporated by reference in its entirety, describes embodiments of motorcycles and associated systems and components.

[0021] The motorcycle 106 also includes an ADAS 130. The ADAS 130 may include one or more systems for alerting the driver 108 or controlling operation of the motorcycle 106, such as emergency brake assist, automatic emergency braking, vehicle stability control, adaptive cruise control, forward collision warning, rear collision warning, lane departure warning, lane keep assist, blind spot detection, etc. The ADAS 130 may employ multiple cameras and / or sensors or detection systems 134-140, such as radar, lidar, lean sensors, accelerometers, and other such sensors and systems known for use in ADAS. The adaptive proximity zone determining and forming methods of the present invention may also be implemented by an ADAS to form a motorcycle-specific ADAS 130.

[0022] In the depicted embodiment, the motorcycle 106 includes a front sensor 134 , a rear sensor 136 , a left sensor 138 , and a right sensor 140 .

[0023] 4, a block diagram of an embodiment of an ADAS 130 specific to a motorcycle is depicted. In this exemplary embodiment, the ADAS 130 includes a control unit 132 in communication with a user input 133, a number of sensors including a front sensor 134, a rear sensor 136, a left sensor 138, and a right sensor 140, a warning system 142, and a motorcycle driving system 144. In one embodiment, the components of the ADAS 130 may be communicatively coupled by a control area network bus (CANBUS).

[0024] "User input" 133 generally refers to an input that is selectively controlled by a user or driver 108. User input 133 may be a function or other "input" selected by the driver 108 via a driver-motorcycle interface, such as a touch screen, voice recognition system, button, switch, etc. For example, driver input may include an input made by the driver to set a following distance warning threshold, or a similar selection.

[0025] Although the term "sensor" is used, it should be understood that "sensor" is intended to include a variety of possible sensors, sensing systems, image capture devices and systems, as briefly described above. In one embodiment, front sensor 134 includes a front radar system and a front camera, rear sensor 136 includes a rear radar system and a rear camera, left sensor 138 includes a camera, and right sensor 140 includes a camera. Although four sensors are depicted and described, it should be understood that ADAS 130 may include more or fewer sensors.

[0026] In one embodiment, the control unit 132 includes at least one processor 146 and a storage (memory) device 148 that stores various computer software control modules that implement the methods and systems of the present disclosure. The processor 146 may comprise a microprocessor, microcomputer, microcontroller, ASIC, or the like, and may be configured to process signals or data, including executing instructions, such as instructions, computer programs, codes, etc., stored in the memory 148. The control unit 132 may comprise one or more ECUs of the motorcycle 106, or may comprise a separate control unit dedicated to the ADAS 130 that communicates with the ECU 115 of the motorcycle 106. The control unit 132 may also include a system communication interface for interfacing with the sensors 134-140 and other systems described below. The storage device 148 may comprise any of a variety of known storage devices, such as RAM, ROM, EPROM, flash memory, etc.

[0027] In one embodiment, the ADAS 130 also includes a warning system 142 and a motorcycle 106 driving system 144. The warning system 142 may include any known warning device or system intended to audibly, visually, or tactilely warn the driver 108, such as a warning light, a speaker, a display, etc. The warning system 142 may include all or a portion of a specific ADAS, such as a collision avoidance system, blind spot detection, etc. The driving system 144 may include devices and systems configured to control one or more aspects of the driving (operation) of the motorcycle 106, such as braking, acceleration / deceleration, steering, etc. The driving system 144 may also include all or a portion of a specific ADAS, such as a collision avoidance system, blind spot detection, etc.

[0028] In operation, the control unit 130 receives inputs from the sensors 134-140, processes the data according to stored computer program instructions, determines an adaptive proximity region 100 (described further below), and outputs control signals as needed to the warning system 142 and the driving system 144 to warn the driver 108 and / or control the driving of the motorcycle 106 if an obstacle, such as a vehicle, is within the adaptive proximity region 100. To determine the adaptive proximity region 100, the ADAS 130 may be adapted to determine the position of the motorcycle 106 relative to the left boundary 120, the right boundary 122, and the lane boundaries, i.e., its lateral position within the lane 110. It should be understood that determining the lateral position within lane 110 may include steps of determining the distance from motorcycle 106 to one or both of lane lines 120 and 122, measuring the distance between lane lines 120 and 122, determining a position between lane lines 120 and 122, or the like.

[0029] ADAS 130 may also receive data from sensors 134-138 to determine the positions of lane lines 120 and 122, the positions of other vehicles near motorcycle 106, etc.

[0030] The method of measuring and forming the adaptive proximity zone 100 may be implemented by the exemplary ADAS 130, although other known ADAS may be used to implement the inventive system and method for measuring and forming the adaptive proximity zone 100 as described herein. For example, the following patents and patent publications describe known ADAS, all of which are incorporated herein by reference in their entirety, and may be used to implement the system and method relating to the adaptive proximity zone 100 as described herein: WO2020 / 041191A1 published on Feb. 27, 2020, entitled "Wheeled Vehicle Notification System and Method," owned by Indian Motorcycle International, LLC; and US2021 / 0188270 published on June 24, 2021, entitled "Wheeled Vehicle Adaptive Speed ​​Control Method and System," owned by Indian Motorcycle International, LLC. US2021 / 0162998A1 was published on June 3, 2021, is entitled "Control Device and Control Method for Controlling Behavior of Motorcycle" and is owned by applicant Robert Bosch BmbH. US2020 / 0231170A1 was published on July 23, 2020, is entitled "Method and Control Device for Monitoring the Blind Spot of a Two-Wheeled Vehicle" and is owned by applicant Robert Bosch BmbH. US10,429,501 was published on October 1, 2019, is entitled "Motorcycle Blind Spot Detection System and Rear Collision Alert Using Mechanically Aligned Radar" and is owned by applicant Continental Automotive Systems, Inc.

[0031] With reference to FIG. 5, the adaptive proximity zone 100, including the front proximity zone 102 and the rear proximity zone 104, is measured and formed at least in part based on the lateral position of the motorcycle 106 in the lane 110. In FIG. 5, the motorcycle 106 is located in the center of the lane 110. In general, the motorcycle 106 is arranged longitudinally along a travel path axis Pt that forms the expected travel path, or trajectory, of the motorcycle 106. In one embodiment, the travel path axis Pt may include a line that intersects both the front wheel 107 and the rear wheel 109 (see also FIG. 4) and may include the longitudinal centerline of the motorcycle 106. The travel path axis Pt may also comprise or be determined by a portion of the path that the motorcycle 106 has already traveled, such as a portion of the path behind the motorcycle 106 that has already traveled or a portion of the path ahead of the motorcycle 106 that is expected to travel.

[0032] The proximity region 100 extends longitudinally along a travel path axis Pt. The motorcycle 106 is laterally positioned in the center of the lane 110 along a transverse axis M, which may include a line passing through the motorcycle 106 or may be a front-to-rear bisector. In this illustration, the motorcycle 106 is located in the center of the lane 110, so the travel path axis Pt is the same as the central longitudinal axis Lc of the lane 110. As the lateral position of the motorcycle 106 changes within the lane 110, as will be explained further below with respect to Figures 6 and 7, which depict the motorcycle 106 positioned to the left and right, respectively, of the center of the lane 110, the adaptable proximity region 100 dynamically changes or adapts in response to the changing lateral position. As will be explained in more detail below with respect to Figure 8, the adaptable proximity region 100 allows for tighter platooning when multiple motorcycles 106 are traveling together in a staggered arrangement.

[0033] Further referring to FIG. 5, the length L FThe front proximal region 102 having a width of 102 mm is defined by a first front region 102a and a second front region 102b. The first front region 102a may be defined or described as a lateral front region, which includes the area forward of the axis M, which is directly to the left and right of the motorcycle 106. The second front region 102b may be defined or described as some or all of the longitudinal front region in front of the motorcycle 106.

[0034] In one embodiment, as depicted, the first forward region 102a and its perimeter P F1 may form a generally rectangular shape, although in other embodiments, the first front region 102 may form other rectilinear or curved shapes, including a trapezoidal shape. The width (horizontal) of the first front region 102a may be greater than the length (vertical) of the first front region 102a. In one embodiment, the length of the first front region 102a is approximately half the length of the motorcycle 106.

[0035] In one embodiment, as depicted, the second front region 102b extending longitudinally from the motorcycle 106 has a length that is greater than a width, i.e., greater than an average width of the second front region 102b. The average width of the second front region 102b is less than the width of the lane 110, i.e., less than the distance between the first lane boundary 120 and the second lane boundary 122. In one embodiment, as depicted, the second front region 102b has a curved perimeter P F1 , which may be bell-shaped as depicted, or may resemble a parabola. In one embodiment, as shown, the width of the second front region 102b decreases from rear to front with a minimum width closest to the motorcycle 106 and a minimum width adjacent the forward-most end of the second front region 102b. In another embodiment, the circumference P of the second front region 102b is F2 A portion of the second anterior region 102b may be curved to form a bell curve, a parabola, or other curve. In other embodiments, the second anterior region 102b forms a generally rectangular, triangular, or other shape.

[0036] Length L R The rear proximity region 104 having a first rear region 104a and a second rear region 104b are formed. The first rear region 104a can be formed as a lateral rear region including the region rearward of an axis M on the left and right sides of the motorcycle 106. The second rear region 104b can be formed as a longitudinal rear region generally rearward of the motorcycle 106. Although the rear proximity region 104 is depicted as being symmetrical about the axis M and having substantially the same size and shape (mirror image) as the front proximity region 102, it should be understood that in embodiments, the front proximity region 102 and the rear proximity region 104 may differ in size and shape depending on various factors. Such factors include driver inputs and preferences, such as how closely to follow a vehicle versus how closely the vehicle is followed, system parameters, such as whether both a front proximity region and a rear proximity region are required, lane conditions, etc.

[0037] In one embodiment, as depicted, the first rear region 104a and its perimeter P R1 may form a generally rectangular shape, although in other embodiments, the first rear region 104 may form other rectilinear or curved shapes, including a trapezoidal shape. The width (horizontal) of the first rear region 104a may be greater than the length (vertical) of the first rear region 104a. In one embodiment, the length of the first rear region 104a is approximately half the length of the motorcycle 106.

[0038] In one embodiment, as depicted, the second rear region 104b extending longitudinally from the motorcycle 106 has a length that is greater than a width, i.e., greater than an average width. The average width of the second rear region 104b is less than the width of the lane 110, i.e., less than the distance between the first lane boundary 120 and the second lane boundary 122. In one embodiment, and as depicted, the second rear region 102b forms a perimeter, the perimeter P R2The perimeter P of the second rear region 104b may be curved or bell-shaped as depicted. The width of the second rear region 104b is greatest closest to the motorcycle M and decreases in a front-to-rear direction to a minimum width at the rearmost portion of the second rear region 104b. In other embodiments, the perimeter P of the second rear region 104b may be greater than the perimeter P of the second rear region 104b. R2 The second posterior region 104b may be curved to form a parabola or other curvature. In other embodiments, the second posterior region 104b forms a generally rectangular shape.

[0039] The first anterior region 102a and the first posterior region 104a in combination form a lateral proximal region 100a, and the second anterior region 102b and the second posterior region 104b in combination form a longitudinal proximal region 100b.

[0040] In one embodiment, the adaptive proximity region 100 extends to both lateral edges or boundaries 122 and 124 of the lane 110 for a longitudinal distance relatively close to the leading and trailing ends 112 and 114 of the motorcycle 106 (indicated by transverse dashed lines at the leading and trailing ends 112 and 114, respectively, in FIG. 5 ). In another embodiment, the adaptive proximity region 110 extends substantially to both lateral edges or boundaries 122 and 124 of the lane 110 for a longitudinal distance relatively close to the leading and trailing ends 112 and 114 of the motorcycle 106. In other words, all or a portion of the lateral proximity region 100a extends laterally the entire distance or substantially the entire distance between the first lane boundary 120 and the second lane boundary 122 in the region of the lane 110 directly laterally adjacent to the motorcycle 106.

[0041] In one embodiment, the adaptive proximity range 100, including the lateral proximity region 100a, does not extend laterally beyond or outside the first lane boundary 122 and the second lane boundary 124.

[0042] 6 and 7, parameters including the shape and size of the adaptive proximity region 100 are dynamically adapted and changed by the ADAS 130 to take into account the relative position of the motorcycle 106 within its current lane 110, and in some embodiments, other factors, as described below. Generally, in embodiments, the lateral proximity region 102a does not change significantly in size and shape and extends laterally from the first lane boundary 120 to the second lane boundary 122, such that the width of the lateral proximity region 102a is the same or substantially the same as the distance between the lane boundaries and its length is the same or substantially the same as or approximating the length of the motorcycle 106, regardless of the position of the motorcycle 106 within the lane 110.

[0043] Conversely, the longitudinal components of the adaptive proximity region 100, i.e., the longitudinal region 102b (the second longitudinally extending front region 102b and the second rear region 104b), are dynamically adjusted by the ADAS 130 along the motion path axis Pt of the motorcycle 106. As such, as the position of the motorcycle 106 moves laterally within the lane 110, the longitudinal region 102b of the adaptive proximity region 100 similarly moves laterally within the lane 110 to track the lateral position and motion path axis Pt of the motorcycle 106. In other words, the adaptive proximity region 100 adapts to the lateral position of the motorcycle 106 within the lane 110.

[0044] Unlike known proximity regions that span the entire length of the proximity region laterally across the width of the lane, the adaptive proximity region 100 allows customization of areas of the lane 110 that are deemed relevant to the safety of the driver 110. Because motorcycles are relatively small and especially narrow compared to automobiles, certain forward and rearward areas proximate to the motorcycle 106 that are not aligned or close to the path of travel of the motorcycle 106 are of less concern. Thus, objects in these less relevant parts of the lane 110 do not warrant warning the driver or autonomous intervention in driving the motorcycle 106. Such areas within the lane 110 and outside of the adaptive proximity region 100 include the forward left lane area or "space" 160a, the forward right lane area or space 160b, the rear left lane area or space 160c, and the forward right lane area or space 160d.

[0045] The areas directly to the left and right of the motorcycle 106 across the lane 110 are generally considered to be relevant to the driver 108 because objects in close proximity to the motorcycle 106 anywhere in the lane 110 pose a potential safety hazard or at least require the driver 108's attention. Thus, as the adaptive proximity region 100 dynamically adapts to the changing lane position of the motorcycle 106, the lateral region 102a of the adaptive proximity region 100 in one embodiment remains relatively constant in size and shape.

[0046] 6, the motorcycle 106 is positioned to the left of the center of the lane 110. By positioning the motorcycle 106 in this left position, the travel path axis Pt of the motorcycle 106 is shifted to the left of the centerline of the lane 110. The adaptive proximity region 100 is adapted to the change in position by the ADAS 130 and dynamically reshaped to include the relevant region of the lane 110, primarily by adjusting the longitudinal region 102b to the left to include the travel path axis Pt.

[0047] 7, the motorcycle 106 is positioned to the right of the center of the lane 110. By positioning the motorcycle 106 to the right, the travel path axis Pt of the motorcycle 106 is shifted to the right. The adaptive proximity region 100 is adapted to the change in position by the ADAS 130 and dynamically reshaped to include the relevant region of the lane 110, primarily by adjusting the longitudinal region 102b to the right.

[0048] In some cases, one or both lane boundaries 120, 122 may not be detectable. This may occur, for example, when lane paint is worn or lane markers are damaged or undetectable. In one embodiment, when one or both lane boundaries 120, 122 are not detectable, the ADAS 130 may estimate or implement a "default" proximity region 100. In one such embodiment, the ADAS implements the proximity region 100 of FIG. 5, which may form a symmetrical proximity region. Although the proximity region 100 defaults to that of FIG. 5 due to lack of lane boundary 120, 122 information, it may be reshaped based on features described below with respect to FIGS. 12-16.

[0049] In embodiments where a lane boundary is detectable, the ADAS 130 may implement the proximity region 100 according to Figures 6 or 7. In one such embodiment, if the ADAS 130 detects the distance to a detected lane boundary as less than a predetermined distance threshold, the ADAS 130 forms the proximity region 100 based on the detected distance. In one such embodiment, if the ADAS 130 detects the motorcycle 106 as being relatively close to the left lane boundary 120, the ADAS 130 forms and implements a proximity region 100 similar to that of Figure 6.

[0050] As briefly discussed above, the adaptive proximity region 100 may have shapes and configurations other than those depicted in Figures 5-7. With reference to Figures 8-10, alternative embodiments of an adaptive region 100 within a lane 110 are depicted.

[0051] 8, the adaptive proximal region 100 comprises a rectangular lateral region 102a and a rectangular lateral region 102b. The first anterior region 102a, the second anterior region 102b, the first posterior region 104a, and the second posterior region 104b are all generally rectangular.

[0052] 9, the adaptive proximal region 100 comprises a rectangular lateral region 102a and triangular longitudinal regions 102b and 104b. The rectangular lateral region 102b. The first anterior region 102a, the second anterior region 102b, the first posterior region 104a and the second posterior region 104b are all generally rectangular.

[0053] With reference to FIG. 10, the adaptive proximal region comprises a triangular anterior region 102 and a triangular posterior region 104 .

[0054] Embodiments of the adaptable proximity region 100 can include various shapes and configurations of the adaptable proximity region 100 shown and described above with respect to Figures 5-10, but are not necessarily limited to only those shown and described.

[0055] 11-13, the adaptive proximity region 100 can automatically adapt and change depending on the speed of the motorcycle 106, the speed of the motorcycle 106 relative to the moving object, or the speed of the moving object in or near the lane 110. FIG. 11 illustrates the adaptive proximity region 100 adapted to a relatively slow speed, e.g., 30 mph. FIG. 12 illustrates the adaptive proximity region 100 adapted to a speed greater than that of FIG. 11, e.g., 55 mph. And FIG. 13 illustrates the adaptive proximity region 100 adapted to a speed greater than that of FIGS. 11 and 12, e.g., 70 mph. As shown and described further below, as speed increases, the ADAS 130 dynamically increases the length of the adaptive proximity region 100, and conversely, as speed decreases, the ADAS 130 dynamically decreases the length of the adaptive proximity region 100.

[0056] In FIG. 11, based on the relatively low speed, the total length of the adaptive proximity region 100 is L1 which is the length L of the anterior proximal region 102 F1 and the length L of the rear adjacent region 104 R1 It is the sum of.

[0057] In FIG. 12, based on a higher speed than that of the motorcycle 106 of FIG. 11, the total length of the adaptive proximity zone 100 is L 2 which is the length L of the anterior proximal region 102 F2 and the length L of the rear adjacent region 104 R2 This is the sum of the above.

[0058] In FIG. 13, based on the relatively high speed, the total length of the adaptive proximity region 100 is L 3 which is the length L of the anterior proximal region 102 F3 and the length L of the rear adjacent region 104 R3 It is the sum of.

[0059] As is clear from Figs. 11 to 13, the high-speed length L 3 is the length L 1 and L 2 Larger than the medium speed length L 2 is the length of the slow speed L 1 . Dynamically varying the length of the adaptive proximity region 100 based on speed can improve safety for the driver 108. As speed increases, a greater distance is traveled in a shorter amount of time. Without dynamic adaptability of the proximity length, the driver 108 may have less time to react to a forward collision warning and possibly a rearward collision warning. With dynamic adaptability of the proximity length, the driver 108 may be provided with a similar amount of time to react to a collision warning.

[0060] Additionally, the proximity region 100 may be determined based on one or more predetermined times until a collision, which may include a calculation based on one or more of the speed of the motorcycle 106, the speed of an object in or near the lane 110, and the distance to the object.

[0061] 14, the adaptive proximity region 100 may be further adapted to match the curvature of the road, including the lane 110. The front proximity region 102b and the rear proximity region 104b still extend longitudinally rather than laterally, but this extension of the front and rear proximity regions follows an arc that matches the curvature of the lane 110.

[0062] For ease of illustration, the motorcycle 106 is depicted in a laterally centered position in the lane 110, however, it should be understood that the motorcycle 106 may be located to the side in the lane 110 and the ADAS 130 will not only take into account the curvature of the lane, but also the lateral position of the motorcycle 106 in the lane 110 to adapt the proximity region 100 as described above.

[0063] As depicted, each of the first lane boundary 120 and the second lane boundary 122 forms a respective boundary curvature, which also forms the curvature of the lane 110. Based on input from sensors 134-140 (see FIG. 4), which may include cameras imaging the first lane boundary 120 and the second lane boundary 122, the ADAS 130 dynamically determines and forms an adaptive proximity region 100 to follow or accommodate the curvature of the lane 110. In one embodiment, the control unit 132 of the ADAS 130 may determine or calculate the curvature of the lane boundaries and / or calculate the expected, non-linear trajectory, or curved path of travel Pt, of the motorcycle 106. In this manner, for the curved lane 110, the ADAS 130 forms an adaptive proximity region 100. This proximity region 100 takes into account or matches the curvature of the lane 110 as well as the expected curved path of travel Pt of the motorcycle 106 through the curvature of the lane 110. In one embodiment, the expected curved movement path Pt of the motorcycle 106 may be different from the curvature of the lane 110, i.e., the motorcycle 106 does not necessarily follow the exact curvature of the lane 110, and the proximity region 100 may be determined based on either or both of the expected curved movement path Pt of the motorcycle 106 or the expected driving trajectory, the curvature of the lane 110.

[0064] In one embodiment, the lateral portions of the adaptable proximity region 100, e.g., the front lateral region 102a and the rear lateral region 104a, may remain relatively constant in size and shape, while the curvature of the longitudinal portions of the adaptable proximity region 100, e.g., the front longitudinal region 102b and the rear longitudinal region 104b, is dynamically adjusted to conform to, i.e., match, the curvature of the lane 110 and / or the curved travel path Pt of the motorcycle 106.

[0065] Additionally, if the motorcycle 106 is following a curved travel path Pt and dynamically adapts the proximity regions to the curvature of the lane, the ADAS 130 can also adjust the lengths, including the arc lengths, of the front and rear proximity regions 102, 104 based on the speed of the motorcycle 106, as described above with respect to Figures 11-13.

[0066] 15 and 16, in one embodiment, the ADAS 130 is adapted to accept input from the driver 108 to manually adjust the adaptive proximity region 100 such that the adaptive proximity region 100 is driver-configurable. The driver 110 can then change the appropriate settings to increase or decrease sensitivity or following distance based on the adaptive proximity region 100 parameters selected. Such parameters include, but are not limited to, the length L of the forward proximity region 102, the distance L from the forward proximity region 102, and the distance L from the forward proximity region 102. F or the length L of the rear adjacent region 104 R may include:

[0067] With particular reference to FIG. 15 , the ADAS 130 may be configured to allow the driver 108 to select one of multiple forward proximity regions 102. Such a feature may also be incorporated into an adaptive cruise control system to obtain different following distances based on the driver's 108 preferences. As one embodiment, as depicted, three adaptive forward proximity regions 102-1, 102-2, and 102-3 are available for the driver 108 to select based on the driver's 108 preferences. Although three regions 102 are depicted and described, it should be understood that more or less than three proximity regions may be selectable. The forward proximity region 102-1 may be adapted for a relatively close following distance, which may be a first forward length L F1 The front proximity region 102-2 may be adapted for an intermediate following distance, which is a second front length L F2 And the front proximity region 102-3 may be adapted for a relatively long following distance, which is a third front length L F3 may be also possible.

[0068] The selectable forward proximity zone 102 feature based on the driver's 108 selection may also be applied to a forward collision warning system, where the selection of the forward proximity zone 102 determines when a warning or alert is issued to the driver 108 or when operation of the motorcycle 106 is autonomously controlled.

[0069] 16 , the ADAS 130 may similarly be configured to allow the driver 108 to select one of multiple rear proximity regions 104. As one embodiment, as depicted, three adaptable proximity regions 104-1, 104-2, and 104-3 are selectable by the driver 108 based on the driver's 108 preferences. Although three regions 104 are depicted and described, it should be understood that more or less than three proximity regions may be selectable. The rear proximity region 104-1 is adapted for a relatively close following distance, which is defined by a first rear length L R1 The front proximity region 104-2 is adapted for a medium following distance, which is equal to the second rear length LR2 And the rear proximity region 104-3 is adapted for a relatively long following distance, which is the third rear length L R3 may be also possible.

[0070] The selectable rear proximity zone 102 feature based on the driver's 108 selection can be applied to a rear collision warning system, where the selection of the rear proximity zone 104 determines when a warning or alert is issued to the driver 108 or when operation of the motorcycle 106 is autonomously controlled.

[0071] 17, there is depicted four motorcycles 106 arranged in a line within a lane 110. Each motorcycle 106 is equipped with an ADAS 130 that implements an adaptive proximity zone 100 (only the forward proximity zone is depicted in FIG. 17 for simplicity). The adaptive proximity zone 100 allows a driver 108 to safely and uniformly space the motorcycles 106 within the lane 110, especially when used in conjunction with adaptive cruise control or a forward collision warning system.

[0072] 18, motorcycles 106 are depicted positioned in a lane 110 with a conventional ADAS employing a conventional forward proximity region 18. Using the conventional ADAS, the motorcycles 106 can be spaced evenly in a line, but their rectangular shape fills the entire width of the lane 110 along the entire length of each region 18, preventing them from traveling in a tight staggered formation as described further below.

[0073] 19, four motorcycles 106a, 106b, 106c, and 106d are depicted driving in a staggered arrangement in a lane 110 using a conventional ADAS with a conventional forward proximity area 18. Although driving in a staggered formation, i.e., motorcycles driving in alternating positions in a pattern of the left side of the lane and the right side of the lane, is possible, the longitudinal distance between pairs of motorcycles 106 is unnecessarily large, resulting in a particularly long formation. For example, the longitudinal distance between the first motorcycle 106a located in the left lane and the second motorcycle 106b located in the right lane is Da-b, which is slightly longer than the forward length of the conventional proximity area. Furthermore, the longitudinal distance between the first motorcycle 106a and the third motorcycle 106c is Da-c, which is approximately twice the distance Da-b due to the inherent characteristics of the conventional proximity area 18.

[0074] In contrast, referring to FIG. 20, the motorcycles 106a, 106b, 106c, and 106d using the adaptive proximity zone 100 with the adaptive forward proximity zone 102 in the lane 110 in a staggered arrangement can safely ride in a tighter staggered arrangement (formation). The longitudinal distance Da-b between the first motorcycle 106a and the second motorcycle 106b is relatively short, and is significantly shorter than the distance Da-b between the first motorcycle 106a and the second motorcycle 106b when using the conventional proximity zone 18 (FIG. 19). Furthermore, the longitudinal distance Da-c between the first motorcycle 106a and the third motorcycle 106c is also significantly shorter than the distance Da-c when using the conventional proximity zone 18. As depicted, the distance Da-c for a motorcycle 106 using the adaptive proximity zone 100 with a front proximity zone 102 is half the corresponding distance for a motorcycle 106 using a conventional proximity zone 18.

[0075] The front proximity area 102 can be customized or adapted to include only the parts most relevant to the motorcycle, e.g., the front area and areas in the path of travel of the motorcycle, to efficiently use the available space without compromising safety. In one embodiment, as depicted, a portion of one front proximity area 102 may overlap a portion of another front proximity area 102. In one such embodiment, a lateral proximity area 100a of a forward or another motorcycle 106 may overlap a longitudinal area 100b of a motorcycle behind the motorcycle 106. For example, as depicted, the lateral proximity area 100a of motorcycle 106b overlaps the longitudinal proximity area 100b of motorcycle 106a. Referring also to FIG. 19 , a configuration in which the proximity regions overlap was not possible with conventional proximity regions 18 because the ADAS of one of the motorcycles 106 (e.g., motorcycle 106a) would detect the motorcycle 106 in front (e.g., motorcycle 106b) before the proximity regions 18 overlap, thereby preventing the formation of a relatively close platoon.

[0076] 21, four motorcycles 106a, 106b, 106c, and 106d, each employing an ADAS 130 configured to generate an adaptive proximity region 100, are traveling in a staggered formation in a lane 110. In this configuration, a respective rear proximity region 104 is depicted for each motorcycle 106. Similar to the overlapping front proximity regions 102 depicted in FIG. 20 and described above, the rear proximity regions 104 may also be allowed to overlap in certain configurations, including a staggered formation.

[0077] FIG. 22 illustrates the entire proximity zone 100 of four motorcycles 106 traveling in a staggered formation on a lane 110. For ease of illustration, FIG. 22 combines all aspects of FIG. 20, which illustrates the front proximity zone 102, with all aspects of FIG. 21, which illustrates the rear proximity zone 104. As is evident from FIG. 22, when multiple motorcycles 106 travel in a close platoon, their respective proximity zones 100 may overlap significantly. Furthermore, although the proximity zones 100 of the motorcycles 106 overlap, none of the motorcycles 106 is within the proximity zone 100 of another motorcycle.

[0078] 23 and 24, the application of the adaptive proximity region 100 in forward-related ADAS, such as adaptive cruise control (ACC) and forward collision warning, is depicted.

[0079] 23 illustrates a motorcycle 106 following too close to a car 170 in lane 110, i.e., the car 170 is in the forward proximity zone 102. FIG 24 illustrates a motorcycle 106 following the car 170 at a minimum safe distance, i.e., outside the forward proximity zone 102, as determined by the ADAS 130.

[0080] The forward proximity region 102 can be used to define an acceptable following distance for application to an adaptive cruise control system, which may be part of the ADAS 130. In one embodiment, the length L of the forward proximity region 102 can be F defines an acceptable following distance for the adaptive cruise control system. The ADAS 130 with the adaptive cruise control system adjusts the speed of the motorcycle 106 to maintain an appropriate target following distance that keeps the vehicle, such as the car 170, outside of the forward proximity zone 102.

[0081] With respect to a forward collision warning system, the ADAS 130 utilizes the forward proximity region 102 to form warning and / or intervention thresholds for applying a forward collision warning or forward collision avoidance.

[0082] The above-illustrated front proximity region 102 and related methods and systems for determining and forming same can be incorporated into the ADAS 130 or into known ADAS including forward collision warning and adaptive cruise control systems, such as those described in the above-mentioned patents and publications, as well as those described in the following patents and publications, which are incorporated herein by reference in their entirety: EP 3640918 A1, entitled “Processing Unit and Processing Method for Front Recognition System, Front Recognition System, and Motorcyle”, published on April 22, 2020, to Robert Bosch GmbH; and EP 3800099 A1, entitled “Leaning Vehicle”, published on May 31, 2019, to Yamaha Motor Co., Ltd., Iwata City. US2020 / 0108830A1, entitled "Method for Automatically Adjusting the Speed ​​of a Motorcycle," published on April 9, 2020 to Robert Bosch GmbH; and US9,802,537, entitled "Approach Notification Device of Straddle Type Vehicle," published on October 31, 2017 to Honda Motor Co., Ltd.

[0083] 25 and 26, applications of the adaptive proximity zone 100 in rear-related ADAS such as rear collision warning, rear traffic approach, and blind spot detection systems are depicted. Fig. 25 depicts a vehicle 170 entering the rear proximity zone 104. Fig. 26 depicts a vehicle 170 behind the motorcycle 106 in the lane 110, but not within the rear proximity zone 104.

[0084] The ADAS 130 may be configured to detect a rear vehicle, such as an automobile 170 entering the rear proximity region 104, and may also be configured to detect whether a vehicle is rapidly approaching the motorcycle 106. When an approaching automobile 170 from behind is detected in the rear proximity region 104, functions of the ADAS 130 may be activated to either alert the driver 108 or autonomously control certain operations of the motorcycle 106 to avoid a collision.

[0085] In one embodiment, the ADAS 130 can dynamically change the size and shape of the rear proximity region 130 in response to the speed of an approaching vehicle. In one such embodiment, the ADAS 130 increases the length of the longitudinal proximity region 104b to warn the driver 108 sooner or to provide more time to implement an autonomous intervention in the operation of the motorcycle 106.

[0086] In another embodiment, the ADAS 130 may include utilizing the rear proximity region 102 to detect another vehicle, such as another motorcycle, in the lane 110. In another embodiment, the ADAS 130 may include using the rear proximity region 102 in combination with other blind spot detection functions to detect vehicles in adjacent lanes.

[0087] The above-described rear proximity area 104 and related methods and systems for determining and forming the same may be incorporated into the ADAS 130 and known ADAS including rear collision warning, rear collision avoidance, and blind spot detection systems, such as those described in the above-listed patents and publications, as well as the following patents and publications, which are incorporated herein by reference in their entirety: WO2017 / 125190A1, published July 27, 2017, to Robert Bosch GmbH and entitled "Method for Detecting and Indicating an Object Which can be Foundally of a Two-Wheeled Vehicle in the Blind Spot of the View of the Operator"; US10,429,501, published October 1, 2019, to Continental Automotive systems, Inc. and entitled "Motorcycle Blind Spot Detection System and Rear Collison Alert Using Mechanically Aligned Radar"; US10,377,308, issued on August 13, 2019, entitled "Motorcycle with Device for Detecting a Vehicle Approaching from the Rear," to Ducati Motor Holding SPA; and US2019 / 0172354A1, published on June 6, 2019, entitled "Device for Warning a Two-Wheeler Driver of a Collision with Another Vehicle," to Hochschule fur Technik und Wirtschaft des Saarland.

[0088] 27 and 28, the adaptive proximity region 100, particularly the front proximity region 102 and the rear proximity region 104, can be divided into smaller sub-regions to provide finer resolution intervention options for the ADAS 130 algorithms.

[0089] 27, a motorcycle 106 with an ADAS 130 employing a forward region 102 is depicted in the center of a lane 110. As discussed above, the forward proximity region 102 may be applicable to adaptive cruise control, forward collision warning and forward collision intervention systems. The forward proximity region 102 includes a plurality of forward proximity sub-regions, which in an embodiment includes three forward proximity sub-regions: a first forward proximity sub-region 180, a second forward proximity sub-region 182, and a third forward proximity sub-region 184. Although the forward proximity region 102 is depicted and described in this embodiment as three sub-regions, it should be understood that the forward proximity region 102 may include more or less than three sub-regions.

[0090] Each sub-region may be associated with a particular action or threshold. In one embodiment, the forward proximity sub-region 180 may be considered a "Level 1" sub-region and may be associated with a first or Level 1 action, such as reducing the adaptive cruise speed setting. The first action associated with the first forward proximity sub-region 180 may include a driver warning or alert, such as a flashing light, an audible warning, or a haptic warning, as appropriate. The first forward proximity sub-region 180 is the longest in the longitudinal direction, and therefore an object entering the sub-region 180 will be further away from the motorcycle 106 compared to sub-regions 182 and 184, and therefore Level 1 actions may be less strict than those associated with sub-regions 182 and 184.

[0091] The second front proximity sub-region 182 is considered a "Level 2" sub-region and may be associated with a second or Level 2 action, such as turning on or manipulating the throttle to slow down the motorcycle 106. This Level 2 action may be somewhat more strict or intrusive than a Level 1 action, such as reducing cruising speed. More strict warnings or alerts, including, for example, a faster flash rate, a louder sound, more intense vibrations, etc., may also be implemented as part of the Level 2 action. Because the second front proximity sub-region 182 has a shorter longitudinal length than the length of the first sub-region 180, objects within the second sub-region 182 are closer to the motorcycle 106 compared to objects within the first front proximity sub-region 180, and as a result, the danger to the rider 108 is more imminent and more drastic action is warranted.

[0092] The third front proximity sub-region 184 may be considered a "Level 3" sub-region and may be associated with a third or Level 3 action, such as providing an active warning or applying the brakes to quickly slow the motorcycle 106 to reduce the risk or severity of a collision. This Level 3 action is considered to be the most severe or intrusive compared to the Level 1 or Level 2 actions. The third front proximity sub-region 184 has a shorter longitudinal length than those of the first sub-region 180 and the second sub-region 182, and objects in the third sub-region 184 are closer to the motorcycle 106 compared to objects in the first front proximity sub-region 180 or the second front proximity sub-region 182.

[0093] 28, a motorcycle 106 is shown with an ADAS 130. The ADAS 130 employs a rear proximity region 104 having multiple rear proximity sub-regions, including a rear proximity sub-region 190, a rear proximity sub-region 192, and a rear proximity sub-region 194. The ADAS 130 may employ multiple rear proximity sub-regions with or without multiple front sub-regions, as shown and described above with respect to FIG.

[0094] The use of a rear proximity region 104 having multiple rear proximity sub-regions may be employed by the ADAS 130 for rear collision warning or rear approaching traffic warning.

[0095] The rear adjacent sub-regions are formed and used similarly to the front adjacent sub-regions described above with respect to FIG.

[0096] The various features, systems, and methods relating to determining and forming the adaptive proximity region 110 and operating the motorcycle 106, as described above, may be part of or incorporated into the ADAS 130. With reference to FIG. 29, in one particular embodiment, a method 200 for operating a motorcycle 106 is depicted that includes dynamically determining the adaptive proximity region 110. In one embodiment, the steps of the method 200 may be stored as computer readable instructions in the ADAS 130, including in a non-transitory embodiment of the memory 148 (see also FIG. 4).

[0097] In step 202, information or data relating to lane boundaries 120 and / or lane boundaries 122 is obtained using sensors 134-140. As discussed above, such information may be obtained by a variety of sensing and detection devices and systems, including cameras, radar, lidar, etc.

[0098] In step 204, the obtained information or data regarding the lane boundaries 120 and / or lane boundaries 122 is used to determine the lateral position of the motorcycle 106 in the lane 110. In one embodiment, the processor 146 is adapted to determine the lateral position of the motorcycle 106 within the lane 110.

[0099] In step 206, an adaptive proximity region 100 is determined based at least in part on the determined lateral position of the motorcycle 106 in the lane 110. Characteristics such as size and shape of the adaptive proximity region 100 may be determined based on the steps described above with respect to Figures 1-28 and below with respect to Figure 30.

[0100] In step 208, it is determined whether the lateral lane position of the motorcycle 106 has changed. In one embodiment, the ADAS 130 determines whether a change in lateral position has occurred. Determining whether the lateral position has changed may include comparing a first lateral position, or forward lateral position, of the motorcycle 106 to a second lateral position, or rear lateral position, of the motorcycle 106.

[0101] If, at step 208, it is determined that no change has occurred in the lateral position of the motorcycle 106, then, at step 210, the current adaptive proximity region 100 is maintained.

[0102] If, at step 208 , it is determined that a change has occurred in the lateral position of the motorcycle 106 , the adaptive proximity region 100 is then re-formed based on the latest or new lateral position of the motorcycle 106 in the lane 110 .

[0103] In one embodiment, the ADAS 130 repeatedly checks the lateral lane position of the motorcycle 106 in the lane 110 to frequently re-form the adaptive proximity region 100. In one embodiment, the lateral lane position of the motorcycle 106 in the lane 110 is determined periodically using a time function. If a predetermined period of time has elapsed in step 214, then new lane boundary information is obtained and processing begins anew in step 202. If the period of time has not elapsed in step 214, then the current adaptive proximity region 100 is maintained in step 212.

[0104] 30, one embodiment of a method 206 for forming an adaptable proximal region 100 is depicted. The adaptable proximal region 100 has a front proximal region 102 having a front lateral region 102a and a front longitudinal region 104a, and a rear proximal region 104 having a rear lateral region 104a and a rear longitudinal region 104b.

[0105] In step 222, the distance between the first lane boundary 120 and the second lane boundary 122 is determined.

[0106] In step 224, a path of travel, i.e., a forward trajectory, of the motorcycle 106 is determined. The path of travel may be estimated based on various inputs received by the ADAS 130, including data and information provided by the sensors 134-140. As the motorcycle 106 moves laterally within the lane 110, the travel path of the motorcycle 106 changes.

[0107] In step 226, the width of the lateral proximity region 102 of the adaptive proximity region 100, including the width of the forward lateral region 102a and the rearward lateral region 104a, is formed to be substantially equal to the distance between the first lane boundary 120 and the second lane boundary 122.

[0108] In step 228, the forward length of the adaptive proximity zone 102 is formed based on one or more factors, such as the speed of the motorcycle 106, the rider's 108 preference input, the proximity of detected objects or vehicles, etc., as described above with respect to Figures 1-28.

[0109] In step 230, a relative position of the longitudinal front region 102 between the first lane boundary 120 and the second lane boundary 122 is formed based on the determined or estimated forward travel path of the motorcycle 106. In one embodiment, as described above, the longitudinal front region 102 includes a portion of the forward travel path of the motorcycle 106. Also as described above, as the motorcycle 106 moves laterally within the lane 110, the travel path of the motorcycle 106 changes, resulting in the relative position of the longitudinal front region 102 shifting laterally as necessary to follow the travel path of the motorcycle 106.

[0110] In step 232, the width of the front and rear longitudinal regions 102b and 102a are formed to be less than the width of the lateral proximity region 102 and the distance between the first lane boundary 120 and the second lane boundary 122, thereby excluding the lateral portions of the lane 110 adjacent the front and rear longitudinal regions 102b and 104b from the adaptive proximity region 100. As discussed above, excluding such lateral and adjacent portions of the lane 110, i.e., leaving space 160, allows multiple motorcycles 106 to enter otherwise unavailable areas and travel in tighter, closer staggered formations.

[0111] In step 234 , the perimeters of the anterior proximal region 102 and posterior proximal region 104 are formed in terms of steps 222 - 232 , thereby forming the shape and size of the adaptive proximal region 100 .

[0112] Embodiments of the present disclosure also include a non-transitory computer-readable medium having stored thereon instructions executable by the processor 146 and causing the processor to perform the methods described above, including the methods of FIGS.

[0113] The invention is not limited to the details of the foregoing embodiments. The invention extends to any novel or novel combination of features disclosed in this specification (including any references incorporated by reference, the accompanying claims, the abstract and drawings), or any novel or novel combination of steps of any method or process so disclosed. The above references in all sections of this application are hereby incorporated by reference in their entirety for all purposes.

[0114] While the foregoing specific embodiments of the present invention have been shown and described, it will be apparent to one skilled in the art that, based on the teachings herein, changes and modifications may be made without departing from the present invention and its broader aspects. Accordingly, the appended claims are intended to encompass within their scope all such changes and modifications as are within the true spirit and scope of the present invention. Where a specific number of an introduced claim element is intended, such intent will be expressly set forth in the claim, and it will be understood by those skilled in the art that, absent such a statement, no such limitation exists. As a non-limiting example and as an aid to understanding, the following appended claims use the preambles "at least one" and "one or more" to introduce claim elements. However, the use of such phrases should not be construed to mean that the introduction of a claim element by the indefinite article "a" or "an" limits a particular claim that includes such an introduced claim element to an invention that includes only one such element, nor does the use of definite articles in a claim even when the same claim includes the preamble "one or more" or "at least one" and an indefinite article such as "a" or "an".

[0115] All of the above patents and patent publications are incorporated herein by reference in their entirety for all purposes, except for the express definitions and claims contained therein.

Claims

1. A method of operating a motorcycle, comprising: acquiring lane boundary information using a sensor of the motorcycle, the lane boundary information relating to one or more lane boundaries forming a lane of a road; determining a first lateral position of the motorcycle within a lane of the road based on the obtained lane boundary information; forming an adaptable proximity zone including a first proximity zone defined at least in part by a first lateral position of the motorcycle within the lane, the first proximity zone defining a first region of the lane proximate to the motorcycle and having a first proximity zone shape and a first proximity zone size; determining a second lateral position of the motorcycle within a lane of the road, the second lateral position of the motorcycle within the lane being different from the first lateral position of the motorcycle within the lane of the road; reshaping the adaptable proximity region to include a second proximity region based on a change in position of the motorcycle from a first lateral position to a second lateral position, the second proximity region forming a second region of the lane having a second proximity region shape and a second proximity region size, the second region of the lane being different from the first region of the lane, thereby adapting the adaptable proximity region to changes in lateral position of the motorcycle within the lane.

2. The method of claim 1 , further comprising the step of varying the first proximity region size based on a speed of the motorcycle.

3. 3. The method of claim 2, wherein varying the first proximity region size based on a speed of the motorcycle comprises increasing a length of the first proximity region based on an increase in a speed of the motorcycle.

4. 3. The method of claim 2, wherein varying the first proximity region size based on a speed of the motorcycle comprises decreasing a length of the first proximity region based on a decrease in speed of the motorcycle.

5. 10. The method of claim 1, further comprising the step of varying the first proximity region size based on a rider-selectable input received by the motorcycle.

6. The method of claim 1 , wherein the first proximity region includes a lateral proximity region and a longitudinal proximity region.

7. 7. The method of claim 6, wherein the lateral proximity region extends laterally from a first lane boundary to a second lane boundary.

8. 8. The method of claim 7, wherein the first lane boundary is a center of the road and the second lane boundary is a road edge.

9. 7. The method of claim 6, wherein the lateral proximity region has a lateral width greater than the lateral width of the longitudinal region and the longitudinal length of the longitudinal proximity region is greater than the longitudinal length of the lateral proximity region.

10. 10. The method of claim 9, wherein the lateral width of the longitudinal region is less than the lateral width of a road lane.

11. 7. The method of claim 6, wherein the longitudinal proximity region extends along a first path of travel of the motorcycle that extends longitudinally and forwardly of the motorcycle.

12. 12. The method of claim 11, wherein the longitudinal proximity region of the second proximity region extends along a second path of travel of the motorcycle that extends longitudinally and forwardly of the motorcycle, the second path of travel being laterally offset from the first path of travel.

13. The method of claim 1 , further comprising modifying the second proximity region shape based on curvature of road lanes.

14. 14. The method of claim 13, wherein modifying the second proximity region shape based on the curvature of the road lanes includes modifying a longitudinal proximity region of the second proximity region to have a peripheral boundary having a curvature that matches the curvature of the road lanes.

15. The method of claim 6 , wherein the lateral proximity region includes a front lateral proximity region and a rear lateral proximity region.

16. 16. The method of claim 15, wherein the front and rear lateral proximity regions are substantially the same size and the shape of the front lateral proximity region is a mirror image of the shape of the rear lateral proximity region about a lateral axis that generally extends from a first lane boundary to a second lane boundary.

17. The method of claim 6 , wherein the longitudinal proximity region includes an anterior longitudinal proximity region and a posterior longitudinal proximity region.

18. 18. The method of claim 17, wherein the forward longitudinal proximity region and the rear lateral proximity region are substantially the same size and the shape of the forward longitudinal proximity region is a mirror image of the shape of the rear longitudinal proximity region about a lateral axis that generally extends from a first lane boundary to a second lane boundary.

19. 20. The method of claim 17, wherein the anterior longitudinal proximity region is longer than the posterior longitudinal proximity region.

20. The method of claim 6 , wherein the longitudinal proximity region forms a bell or parabolic shape along a periphery.

21. 2. The method of claim 1, wherein reshaping the adaptive proximity region to include the second proximity region comprises forming a lateral width of the second proximity region to be the same as a lateral width of the first proximity region.

22. 10. The method of claim 1, further comprising forming the first proximity region to include a plurality of sub-regions, each sub-region having a different length.

23. 10. The method of claim 1, further comprising the step of alerting a motorcycle operator when an object is within an adaptable proximity region.

24. 10. The method of claim 1, further comprising causing a control unit of the motorcycle to vary a speed of the motorcycle without driver input based on objects within the adaptive proximity region.

25. An advanced driver assistance system (ADAS) for a motorcycle, comprising: a first sensor for detecting lane boundaries of a road; a control unit in communication with the first sensor via an interface, the control unit including a processor and a memory device storing instructions readable by the processor; a warning device in electrical communication with the control unit; The processor receiving information regarding road lane boundaries from a first sensor; determining a lateral position of the motorcycle within the lane based at least in part on information from the first sensor; forming an adaptable proximity zone including a first proximity zone defined at least in part by a first lateral position of the motorcycle within the lane, the first proximity zone defining a first region of the lane proximate to the motorcycle and having a first proximity zone shape and a first proximity zone size; determining a second lateral position of the motorcycle within a lane of the road, the second lateral position of the motorcycle within the lane being different from the first lateral position of the motorcycle within the lane of the road; and reshaping the adaptive proximity zone to include a second proximity zone based on a change in position of the motorcycle from a first lateral position to a second lateral position, the second proximity zone defining a second region of the lane having a second proximity zone shape and a second proximity zone size, the second region of the lane being different from the first region of the lane, thereby adapting the adaptive proximity zone to changes in the lateral position of the motorcycle within the lane.

26. 26. The ADAS of claim 25, wherein the processor is further configured to determine whether an object is within an adaptive proximity region and to output an alert signal if the object is within the adaptive proximity region.

27. 27. The ADAS of claim 26, wherein the warning device is adapted to receive the warning signal and to issue a warning to a motorcycle operator in response to the warning signal.

28. 27. The ADAS of claim 26, wherein the processor is further configured to output a control signal to a driving system of the motorcycle instructing a modification to the driving of the motorcycle.

29. 30. The ADAS of claim 28, wherein the modification to the operation of the motorcycle includes either braking the motorcycle or reducing throttle input to the motorcycle.

30. 26. The ADAS of claim 25, wherein the first sensor comprises a camera system.

31. 26. The ADAS of claim 25, further comprising a second sensor comprising a radar system or a lidar system.

32. 26. The ADAS of claim 25, wherein the processor is further configured to vary the first proximity region size based on a speed of the motorcycle.

33. 26. The ADAS of claim 25, wherein the processor is further configured to vary the first proximity region size based on an operator-selectable input received by the motorcycle.

34. 26. The ADAS of claim 25, wherein the processor is further configured to form the first proximity region to include a lateral proximity region and a longitudinal proximity region.

35. 35. The ADAS of claim 34, wherein the processor is further configured to define the lateral proximity region to extend laterally from the first lane boundary to the second lane boundary.

36. 35. The ADAS of claim 34, wherein the processor is further configured to configure the lateral proximity region to have a lateral width greater than the lateral width of the longitudinal region and a longitudinal length greater than the longitudinal length of the lateral proximity region.

37. 35. The ADAS of claim 34, wherein the processor is further configured to configure the lateral width of the longitudinal region to be less than the lateral width of a lane of a road.

38. 26. The ADAS of claim 25, wherein the processor is further configured to define the longitudinal proximity region to extend along a first path of travel of the motorcycle extending longitudinally and forwardly of the motorcycle.

39. 39. The ADAS of claim 38, wherein the processor is further configured to form a longitudinal proximity region of a second proximity region extending along a second path of movement of the motorcycle extending longitudinally and forwardly of the motorcycle, the second path of movement being offset laterally from the first path of movement within the lane.

40. 26. The ADAS of claim 25, wherein the processor is further configured to modify the second proximity region shape based on curvature of a lane of a road.

41. 41. The ADAS of claim 40, wherein the processor is further adapted to modify the second proximity region shape based on curvature of the road lanes including modifying a longitudinal proximity region of the second proximity region to have a peripheral boundary having a curvature that matches the curvature of the road lanes.

42. 35. The ADAS of claim 34, wherein the processor is further configured to define the lateral proximity regions to include a front lateral proximity region and a rear lateral proximity region.

43. 43. The ADAS of claim 42, wherein the processor is further configured to form the forward lateral proximity region and the rearward lateral proximity region to be substantially the same size, and to form the shape of the forward lateral proximity region to be a mirror image of the shape of the rearward lateral proximity region about a lateral axis generally extending from a first lane boundary to a second lane boundary.

44. 35. The ADAS of claim 34, wherein the processor is further configured to form the longitudinal proximity region to form a bell shape along a portion of the perimeter.

45. 35. The ADAS of claim 34, wherein the processor is further configured to form the longitudinal proximity region to form a parabolic shape along a portion of the perimeter.

46. 26. The ADAS of claim 25, wherein the processor is further configured to configure the lateral width of the second proximity region to be the same as the lateral width of the first proximity region.

47. 26. The ADAS of claim 25, wherein the processor is further configured to form the first proximity region to include a plurality of sub-regions, each sub-region having a different length.

48. 26. A motorcycle comprising a front wheel, a rear wheel, a frame, an engine, and the ADAS of claim 25.

49. 50. The motorcycle of claim 49, wherein an engine control unit of the motorcycle comprises a processor of the ADAS.

50. 1. A method for dynamically forming a region in proximity to a motorcycle in a lane of a road, comprising: determining a lateral position of the motorcycle in a lane of a road; forming a front proximity region having a front proximity region shape, the front proximity region shape being defined by a front proximity region perimeter, a front length, a first lateral forward width at a first end that extends substantially from the first lane boundary to the second lane boundary along an axis perpendicular to the first and second lane boundaries and intersects with a portion of the motorcycle, and a second lateral forward width at a second end forward of the motorcycle, the second lateral forward width being less than the first lateral forward width; The method includes modifying a forward proximity region shape based on a change in a lateral position of a motorcycle in a lane of a road.

51. 51. The method of claim 50, further comprising the step of detecting a first lane boundary and a second lane boundary of a lane of the road, and wherein determining a lateral position of the motorcycle in the lane of the road comprises determining a position of the motorcycle relative to one or both of the first lane boundary and the second lane boundary.

52. 51. The method of claim 50, further comprising forming a rear proximity region rearward of the front proximity region.

53. 53. The method of claim 52, wherein forming a rear proximity region comprises forming a rear proximity region having a rear length and extending substantially from the first lane boundary to the second lane boundary along an axis perpendicular to the first and second lane boundaries and having a first rear lateral width at a first end intersecting a portion of the motorcycle and a second rear lateral width at a second end rearward of the motorcycle, the second rear lateral width being less than the first rear lateral width.

54. 51. The method of claim 50, wherein forming the forward proximity zone includes forming the forward proximity zone to encompass a portion of an expected path of travel of the motorcycle.

55. 55. The method of claim 54, wherein the anticipated path of travel is defined by an axis extending in a direction from a rear wheel of the motorcycle towards a front wheel of the motorcycle.

56. 55. The method of claim 54, further comprising the step of reshaping the forward proximity region in response to changes in an expected path of travel of the motorcycle.

57. 51. The method of claim 50, further comprising detecting a change in lateral position of the motorcycle in a lane of a road.

58. 51. The method of claim 50, wherein modifying the shape of the forward proximity region based on a change in a lateral position of the motorcycle in a lane of the road comprises reshaping the forward proximity region to have a shape of the forward proximity region that encompasses an expected path of movement of the motorcycle based on the changed lateral position, but that does not encompass an expected path of movement of the motorcycle based on a previously determined lateral position of the motorcycle.

59. 51. The method of claim 50, further comprising the step of varying a length of the front proximity region in response to changes in speed of the motorcycle.

60. 51. The method of claim 50, further comprising the step of varying a forward length of the forward proximity region in response to input from a rider of the motorcycle.

61. 51. The method of claim 50, wherein the shape of the anterior proximal region comprises a longitudinal anterior portion that is bell-shaped or parabolic-shaped.

62. 62. The method of claim 61, wherein the anterior proximal region comprises a lateral anterior portion that is substantially rectangular in shape.

63. 51. The method of claim 50, wherein varying the shape of the forward proximity region based on a change in lateral position of the motorcycle in a lane of a roadway comprises maintaining a second lateral width.

64. 1. A method of operating a motorcycle on a roadway, comprising: forming an adaptable proximity zone including a first proximity zone defining a first region of a roadway proximate to the motorcycle and having a first proximity zone shape and a first proximity zone size; 11. A method comprising: reshaping the adaptable proximity region to include a second proximity region based on one or more of a change in position of the motorcycle on the roadway, a change in speed of the motorcycle, and a detection of an object on the roadway, wherein the second proximity region defines a second region of the roadway having a second proximity region shape and a second proximity region size, the second region of the roadway being different from the first region of the roadway.

65. 65. The method of claim 64, wherein the first proximity region includes a lateral proximity region and a longitudinal proximity region.

66. 66. The method of claim 65, wherein the longitudinal proximity region forms a bell-shape or a parabolic shape along a periphery.

67. 65. The method of claim 64, wherein the longitudinal proximity region includes an anterior longitudinal proximity region and a posterior longitudinal proximity region.

68. 68. The method of claim 67, wherein the front longitudinal proximity region and the rear lateral proximity region are substantially the same size, and the shape of the front longitudinal proximity region is a mirror image of the shape of the rear longitudinal proximity region about a lateral axis extending perpendicular to the direction of movement of the motorcycle.

69. 65. The method of claim 64, further comprising the step of varying the first proximity region size based on a speed of the motorcycle.

70. 65. The method of claim 64, further comprising the step of varying the first proximity region size based on a rider-selectable input received by the motorcycle.

71. 65. The method of claim 64, further comprising identifying a left boundary of the roadway and a right boundary of the roadway.

72. 72. The method of claim 71, further comprising the step of determining a lateral position of the motorcycle between a left boundary of the roadway and a right boundary of the roadway.

73. 73. The method of claim 72, wherein the step of reshaping the adaptive proximity region to include the second proximity region is performed based on a change in position of the motorcycle on the roadway between a left boundary of the roadway and a right boundary of the roadway.

74. An advanced driver assistance system (ADAS) for a motorcycle, comprising: A first sensor is provided, a control unit in communication with the first sensor via an interface, the control unit including a processor and a memory device storing instructions readable by the processor; a warning device in electrical communication with the control unit; The processor forming an adaptable proximity zone including a first proximity zone, the first proximity zone defining a first region of a roadway proximate to the motorcycle and having a first proximity zone shape and a first proximity zone size; The ADAS is configured to reshape the adaptive proximity region to include a second proximity region based on one or more of a change in position of the motorcycle on the roadway, a change in speed of the motorcycle, and detection of an object on the roadway, the second proximity region forming a second region of the lane having a second proximity region shape and a second proximity region size, the second region of the lane being different from the first region of the lane.

75. 1. A method of operating a motorcycle on a roadway, comprising: sensing information relating to the operation of a motorcycle on a roadway; A method comprising the step of forming an adaptable proximity zone based on the sensed information, the adaptable proximity zone including a first proximity zone, the first proximity zone defining a first region of a roadway proximate to the motorcycle and having a first proximity zone shape and a first proximity zone size, the first proximity zone defining a first lateral width adjacent to the motorcycle and a second lateral width longitudinally forward of the motorcycle, the second lateral width being smaller than the first lateral width.

76. 76. The method of claim 75, wherein the first proximity region includes a lateral proximity region and a longitudinal proximity region.

77. 77. The method of claim 76, wherein the longitudinal proximity region forms a bell or parabolic shape along a periphery.

78. 76. The method of claim 75, further comprising the step of reshaping the adaptive proximity region to include the second proximity region based on a change in position of the motorcycle from a first lateral position on the roadway to a second lateral position on the roadway.

79. 76. The method of claim 75, further comprising the step of reshaping the adaptive proximity region to include a second proximity region based on one or more of a change in position of the motorcycle on the roadway, a change in speed of the motorcycle, and detection of an object on the roadway, wherein the second proximity region forms a second region of the lane having a second proximity region shape and a second proximity region size, and the second region of the lane is different from the first region of the lane.

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