Control device and control method

Abstract

The present invention aims to provide a control device and control method that can improve safety. [Solution] In the control device and control method according to the present invention, the execution unit of the control device performs rider support operations to assist the rider, and the execution unit sets up a plurality of evaluation points (Pk) on a road that the saddle-type vehicle (1) will pass through in the future, where the passing times are different from each other, and evaluates an index of direction change, which is the change in the direction of travel (Dk) of the saddle-type vehicle (1) at the target evaluation point (Pk) that is the evaluation point (Pk) to be evaluated, with respect to the direction of travel (Dk) at the preceding evaluation point (Pk) that is an evaluation point (Pk) that is earlier than the target evaluation point, based on the index, divides the road into one of the following sections: a right corner section, a left corner section, or a straight road section, and performs rider support operations based on the section division result.

Description

Technical Field

[0006] ,

[0001] This disclosure relates to a control device and a control method capable of improving safety.

Background Art

[0002] Conventionally, various technologies for assisting the operation of a rider of a saddle-type vehicle such as a motorcycle have been proposed. For example, in Patent Document 1, based on information detected by a sensor device that detects an obstacle in the traveling direction or substantially in the traveling direction, a driver assistance system that warns a rider of a motorcycle that they are approaching an obstacle inappropriately is disclosed.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Here, in a saddle-type vehicle, the posture is likely to become unstable compared to a four-wheeled automobile or the like, and it is desired to improve safety. Also, in a saddle-type vehicle, the visibility around the rider is lower compared to a four-wheeled automobile or the like, which is also a factor that desires to improve safety.

[0005] The present invention has been made based on the above problems, and aims to obtain a control device and a control method capable of improving safety.

Means for Solving the Problems

[0006] The control device according to the present invention is a control device for a rider support system that assists the rider of a saddle-type vehicle, and comprises an execution unit that performs rider support operations to assist the rider, wherein the execution unit sets a plurality of evaluation points on a road that the saddle-type vehicle will travel on in the future, where the passing times of the saddle-type vehicle are different from each other, and evaluates an index of the change in the direction of travel of the saddle-type vehicle at the target evaluation point, which is the evaluation point to be evaluated, with respect to the direction of travel at the preceding evaluation point, which is the evaluation point whose passing time is earlier than the target evaluation point, and divides the road into one of the following sections: a right corner section, a left corner section, or a straight road section, and executes the rider support operations based on the result of the section division.

[0007] The control method according to the present invention is a control method for a rider support system that assists a rider of a saddle-type vehicle, wherein the execution unit of the control device performs rider support operations to assist the rider, the execution unit sets a plurality of evaluation points on a road that the saddle-type vehicle will travel on in the future, where the passing times of the saddle-type vehicle are different from each other, and evaluates an index of the change in the direction of travel of the saddle-type vehicle at the target evaluation point, which is the evaluation point to be evaluated, with respect to the direction of travel at the front evaluation point, which is the evaluation point whose passing time is earlier than the target evaluation point, and divides the road into one of the following sections: a right corner section, a left corner section, or a straight road section, and executes the rider support operations based on the result of the section division. [Effects of the Invention]

[0008] In the control device and control method according to the present invention, the execution unit of the control device performs rider support operations to assist the rider. The execution unit sets up multiple evaluation points on the road that the saddle-type vehicle will travel on in the future, where the passing times of the saddle-type vehicle are different from each other. Each of the multiple evaluation points is used as an evaluation target, and the execution unit evaluates an index of the change in the direction of travel of the saddle-type vehicle at the target evaluation point, which is the evaluation point to be evaluated, compared to the direction of travel at the preceding evaluation point, which is an evaluation point that passes before the target evaluation point. Based on the index, the system divides the road into one of three sections: a right-hand corner section, a left-hand corner section, or a straight road section, and performs rider support operations based on the section division result. This allows the system to understand how the road that the saddle-type vehicle will travel on in the future is curved and then assist the rider. Thus, safety can be improved. [Brief explanation of the drawing]

[0009] [Figure 1] This is a schematic diagram showing the general configuration of a saddle-type vehicle according to an embodiment of the present invention. [Figure 2] This is a block diagram showing an example of the functional configuration of a control device according to an embodiment of the present invention. [Figure 3] This flowchart shows an example of the processing flow performed by the control device according to an embodiment of the present invention. [Figure 4] This figure illustrates the process for determining the travel trajectory performed by a control device according to an embodiment of the present invention. [Figure 5] This figure illustrates the process related to setting evaluation points performed by a control device according to an embodiment of the present invention. [Figure 6] This figure illustrates the process related to determining the direction of travel performed by a control device according to an embodiment of the present invention. [Figure 7] This figure illustrates the process related to the evaluation of the change angle performed by a control device according to an embodiment of the present invention. [Figure 8] This is a diagram illustrating the processing related to section division performed by a control device according to an embodiment of the present invention. [Figure 9] This figure illustrates an example different from the example in Figure 8 of the processing related to section division performed by a control device according to an embodiment of the present invention. [Figure 10] This flowchart shows a different example of the processing flow performed by the control device according to an embodiment of the present invention, as shown in Figure 3. [Modes for carrying out the invention]

[0010] The control device and control method according to the present invention will be described below with reference to the drawings.

[0011] Although the following description refers to a control device used in a two-wheeled motorcycle (see saddle-type vehicle 1 in Figure 1), the vehicle controlled by the control device according to the present invention may be a saddle-type vehicle other than a two-wheeled motorcycle. A saddle-type vehicle means a vehicle that a rider straddles and rides on. Examples of saddle-type vehicles include motorcycles (two-wheeled vehicles, three-wheeled vehicles), bicycles, buggies, etc. Motorcycles include vehicles powered by an engine, vehicles powered by an electric motor, etc. Examples of motorcycles include motorcycles, scooters, electric scooters, etc. A bicycle means a vehicle that can be propelled on the road by the rider's pedaling force applied to the pedals. Bicycles include ordinary bicycles, electric assist bicycles, electric bicycles, etc.

[0012] Furthermore, the following description assumes that an engine (specifically, engine 11 in Figure 1, which will be described later) is installed as a drive source capable of outputting power to drive the drive wheels. However, other drive sources (for example, an electric motor) may be installed as a drive source, and multiple drive sources may be installed.

[0013] In the following, a case where a control unit that controls the hydraulic pressure of the brake fluid (specifically, the hydraulic pressure control unit 12 in FIG. 1 described later) is adopted as the control unit for the braking force generated on the wheel will be described. However, as the control unit for the braking force generated on the wheel, a control unit that controls the position of the braking part of the wheel itself by an electric signal (so-called brake-by-wire) may be adopted.

[0014] In addition, the configurations and operations described below are examples, and the control device and control method according to the present invention are not limited to such configurations and operations.

[0015] In the following, the same or similar descriptions are appropriately simplified or omitted. Also, in each figure, the same or similar members or parts are either not labeled or are labeled with the same reference numerals. Also, the detailed structure is appropriately simplified or omitted in the illustration.

[0016] <Configuration of saddle-riding type vehicle> The configuration of the saddle-riding type vehicle 1 according to an embodiment of the present invention will be described.

[0017] FIG. 1 is a schematic diagram showing a schematic configuration of the saddle-riding type vehicle 1. The saddle-riding type vehicle 1 is a two-wheeled motorcycle corresponding to an example of the saddle-riding type vehicle according to the present invention. As shown in FIG. 1, the saddle-riding type vehicle 1 includes an engine 11, a hydraulic pressure control unit 12, a display device 13, a navigation device 14, a surrounding environment sensor 15, a front wheel speed sensor 16, a rear wheel speed sensor 17, and a control device (ECU) 20.

[0018] The saddle-riding type vehicle 1 includes a rider support system 100 that supports the rider of the saddle-riding type vehicle 1. The rider support system 100 includes the above-described components (specifically, the engine 11, the hydraulic pressure control unit 12, the display device 13, the navigation device 14, the surrounding environment sensor 15, the front wheel speed sensor 16, the rear wheel speed sensor 17, and the control device 20).

[0019] The engine 11 is an example of a power source for a saddle-type vehicle 1 and is capable of outputting power to drive the drive wheels (specifically, the rear wheels). For example, the engine 11 is equipped with one or more cylinders in which combustion chambers are formed, a fuel injector that injects fuel into the combustion chamber, and a spark plug. When fuel is injected from the fuel injector, a mixture of air and fuel is formed in the combustion chamber, and this mixture is ignited by the spark plug and combusted. As a result, a piston located in the cylinder reciprocates, causing the crankshaft to rotate. In addition, the intake manifold of the engine 11 is equipped with a throttle valve, and the amount of intake air into the combustion chamber changes according to the throttle opening, which is the opening degree of the throttle valve.

[0020] The hydraulic control unit 12 is a unit responsible for controlling the braking force generated in the wheels. For example, the hydraulic control unit 12 is installed on the oil passage connecting the master cylinder and the wheel cylinder and includes components (e.g., a control valve and a pump) for controlling the brake fluid pressure of the wheel cylinder. The braking force generated in the wheels is controlled by controlling the operation of the components of the hydraulic control unit 12. The hydraulic control unit 12 may control the braking force generated in both the front and rear wheels, or it may control the braking force generated in only one of the front or rear wheels.

[0021] The display device 13 has a display function that visually displays information to the rider. Examples of the display device 13 include liquid crystal displays. The display device 13 is, for example, installed in front of the handlebars of a saddle-type vehicle 1. However, the arrangement of the display device 13 on the vehicle body is not particularly limited.

[0022] The navigation device 14 is a device that guides the rider from the current position of the saddle-type vehicle 1 to the destination desired by the rider. The navigation device 14 displays various information related to route guidance (for example, the current position of the saddle-type vehicle 1, the driving route to be guided, the location of the destination, the distance on the driving route from the current position of the saddle-type vehicle 1 to the destination, and the estimated time to reach the destination). In addition, the navigation device 14 can acquire the position information of the saddle-type vehicle 1 based on information transmitted from GPS (Global Positioning System) satellites.

[0023] The ambient environment sensor 15 detects ambient environment information regarding the environment surrounding the saddle-type vehicle 1. Specifically, the ambient environment sensor 15 is located at the front of the saddle-type vehicle 1 and detects ambient environment information in front of the saddle-type vehicle 1. The ambient environment information detected by the ambient environment sensor 15 is output to the control device 20.

[0024] The ambient environment information detected by the ambient environment sensor 15 may be information related to the distance or direction to the subject located around the saddle-type vehicle 1 (e.g., relative position, relative distance, relative speed, relative acceleration, etc.), or it may be the characteristics of the subject located around the saddle-type vehicle 1 (e.g., type of subject, shape of the subject itself, marks attached to the subject, etc.). The ambient environment sensor 15 may be, for example, a radar, Lidar sensor, ultrasonic sensor, camera, etc.

[0025] Furthermore, ambient environmental information can also be detected by ambient environmental sensors mounted on other vehicles or by infrastructure equipment. In other words, the control device 20 can also acquire ambient environmental information via wireless communication with other vehicles or infrastructure equipment.

[0026] The front wheel speed sensor 16 is a wheel speed sensor that detects the wheel speed of the front wheel (for example, the number of rotations per unit time of the front wheel [rpm] or the distance traveled per unit time [km / h], etc.) and outputs the detection result. The front wheel speed sensor 16 may also detect other physical quantities that can be substantially converted to the wheel speed of the front wheel. The front wheel speed sensor 16 is installed on the front wheel.

[0027] The rear wheel speed sensor 17 is a wheel speed sensor that detects the wheel speed of the rear wheel (for example, the number of rotations per unit time of the rear wheel [rpm] or the distance traveled per unit time [km / h], etc.) and outputs the detection result. The rear wheel speed sensor 17 may also detect other physical quantities that can be substantially converted to the wheel speed of the rear wheel. The rear wheel speed sensor 17 is installed on the rear wheel.

[0028] The control device 20 controls the operation of the rider assistance system 100. For example, part or all of the control device 20 is composed of a microcontroller, microprocessor unit, etc. Alternatively, part or all of the control device 20 may be composed of updatable components such as firmware, or it may be a program module executed by commands from a CPU, etc. The control device 20 may be a single unit, or it may be divided into multiple units.

[0029] Figure 2 is a block diagram showing an example of the functional configuration of the control device 20. As shown in Figure 2, the control device 20 includes, for example, an acquisition unit 21 and an execution unit 22. The control device 20 communicates with each device of the rider assistance system 100 (for example, the engine 11, the hydraulic control unit 12, the display device 13, the navigation device 14, the ambient environment sensor 15, the front wheel speed sensor 16, and the rear wheel speed sensor 17). The control device 20 can also control the operation of each device of the rider assistance system 100 (for example, the engine 11, the hydraulic control unit 12, and the display device 13).

[0030] The acquisition unit 21 acquires information from each device of the rider assistance system 100 and outputs it to the execution unit 22. For example, the acquisition unit 21 acquires information from the navigation device 14, the surrounding environment sensor 15, the front wheel speed sensor 16, and the rear wheel speed sensor 17. In this specification, information acquisition may include information extraction or generation (e.g., calculation).

[0031] For example, the acquisition unit 21 can acquire location information of the saddle-type vehicle 1 based on the output information of the navigation device 14. The location information may be information that directly indicates the location of the saddle-type vehicle 1, or it may be information that can be substantially converted to the location of the saddle-type vehicle 1. The acquisition unit 21 can also acquire map data based on the output information of the navigation device 14.

[0032] Furthermore, for example, the acquisition unit 21 can acquire speed information of the saddle-type vehicle 1 based on the output information of the front wheel speed sensor 16 and the output information of the rear wheel speed sensor 17. The speed information may be information that directly indicates the speed of the saddle-type vehicle 1, or it may be information that can be substantially converted to the speed of the saddle-type vehicle 1.

[0033] In this specification, the output information of a sensor, etc. may be the output of the sensor, etc. itself, or it may be information extracted from said output.

[0034] The execution unit 22 can perform rider support operations to assist the rider. The execution unit 22 can perform various rider support operations by controlling the operation of each device, such as the engine 11, the hydraulic control unit 12, and the display device 13. Examples of rider support operations include notification operations that provide information to the rider, and speed control operations that automatically control the speed of the saddle-type vehicle 1. Details of the rider support operations will be described later.

[0035] <Operation of the control device> The operation of the control device 20 according to an embodiment of the present invention will be described.

[0036] In this case, the saddle-type vehicle 1 is more prone to instability compared to four-wheeled automobiles, and therefore, improving safety is desired. Furthermore, the lower visibility of the rider to their surroundings in the saddle-type vehicle 1 compared to four-wheeled automobiles is another factor that makes improving safety desirable. Therefore, in this embodiment, the execution unit 22 of the control device 20 divides the road that the saddle-type vehicle 1 will travel on into one of three sections: a right-hand corner section, a left-hand corner section, or a straight road section, and executes rider assistance operations based on the section division result. In this embodiment, as will be described later, safety is improved by making improvements to the section division process. The following describes an example of the processing performed by the control device 20.

[0037] Figure 3 is a flowchart showing an example of the processing flow performed by the control device 20. Step S101 in Figure 3 corresponds to the start of the processing flow shown in Figure 3. For example, the processing flow shown in Figure 3 starts when the rider assistance operation, which will be performed in step S107 later, is enabled (i.e., when it becomes ready to be executed).

[0038] When the processing flow shown in Figure 3 begins, in step S102, the execution unit 22 determines the trajectory of the saddle-type vehicle 1 on the road that the saddle-type vehicle 1 will travel on in the future.

[0039] Figure 4 is a diagram illustrating the process by which the control device 20 determines the travel trajectory 3. Figure 4 shows the road 2 that the saddle-type vehicle 1 will travel in the future. The travel trajectory 3 is the trajectory that the saddle-type vehicle 1 will travel in the future. As shown in Figure 4, the travel trajectory 3 follows the shape of the road 2.

[0040] The execution unit 22 determines the driving trajectory 3 based on, for example, the output information of the navigation device 14. For example, the execution unit 22 determines the driving route that is the target of the guidance set in the navigation device 14 as the driving trajectory 3.

[0041] If information indicating which lane of road 2 the driving route will pass through can be obtained, the execution unit 22 may, for example, determine the centerline of the lane the driving route will pass through as the driving trajectory 3. On the other hand, if information indicating which lane of road 2 the driving route will pass through cannot be obtained, the execution unit 22 may, for example, determine the centerline of the entire road 2 that the driving route will pass through as the driving trajectory 3.

[0042] Furthermore, if no driving route is set in the navigation device 14, the execution unit 22 may, for example, identify a road 2 that the saddle-type vehicle 1 will travel on in the future based on map information and the position information of the saddle-type vehicle 1, and determine the centerline of the road 2 as the driving trajectory 3.

[0043] Following step S102 in Figure 3, in step S103, the execution unit 22 sets up multiple evaluation points Pk on the road 2 that the saddle-type vehicle 1 will travel on in the future, where the passing times of the saddle-type vehicle 1 are all different.

[0044] As will be described later, in the processing flow shown in Figure 3, the road 2 is divided into one of three sections: a right-hand corner section, a left-hand corner section, or a straight road section, by focusing on the direction of travel Dk of the saddle-type vehicle 1 at each evaluation point Pk.

[0045] Figure 5 is a diagram illustrating the process of setting evaluation points Pk performed by the control device 20. As shown in Figure 5, each evaluation point Pk is placed on the travel trajectory 3 at intervals from each other. In the example in Figure 5, 13 evaluation points Pk, P1 to P13, are shown as evaluation points Pk. However, the number of evaluation points Pk to be set is not limited to this example.

[0046] The execution unit 22 sets multiple evaluation points Pk on the travel trajectory 3 at intervals of a certain passing time difference. The passing time difference is the difference in the time of passage between two points. For example, the execution unit 22 assumes that the saddle-type vehicle 1 travels at a constant speed and sets multiple evaluation points Pk such that the passing time difference between two adjacent evaluation points Pk is a predetermined passing time difference. For example, the execution unit 22 may set multiple evaluation points Pk assuming that the speed of the saddle-type vehicle 1 is maintained at its current speed. Alternatively, the execution unit 22 may set multiple evaluation points Pk assuming that the speed of the saddle-type vehicle 1 is maintained at a speed higher or lower than its current speed.

[0047] The execution unit 22 may set multiple evaluation points Pk on the travel trajectory 3 at regular intervals. For example, the execution unit 22 may set multiple evaluation points Pk such that the distance between two adjacent evaluation points Pk is a predetermined distance.

[0048] Here, if the predetermined time difference or distance is excessively short, the density of evaluation points Pk becomes excessively high, and the computational load tends to increase. On the other hand, if the predetermined time difference or distance is excessively long, the density of evaluation points Pk becomes excessively low, and the accuracy of the section division described later tends to decrease (i.e., the sections to be divided can be divided appropriately). Therefore, it is preferable to set the predetermined time difference or distance appropriately so as not to increase the computational load and not to decrease the accuracy of the section division described later.

[0049] Following step S103 in Figure 3, in step S104, the execution unit 22 identifies the direction of travel Dk of the saddle-type vehicle 1 at each evaluation point Pk.

[0050] Figure 6 illustrates the process by which the control device 20 identifies the direction of travel Dk. In Figure 6, for ease of understanding, only the six directions of travel D1 to D6, corresponding to evaluation points P1 to P6, are shown as directions of travel Dk. However, in step S104, the directions of travel Dk corresponding to evaluation points P7 to P13 are also identified.

[0051] The execution unit 22 identifies, for example, the tangential direction at evaluation point Pk of the driving trajectory 3 as the direction of travel Dk at that evaluation point Pk. For example, the execution unit 22 can obtain information on the tangential direction at evaluation point Pk of the driving trajectory 3 based on map data acquired using the navigation device 14. Then, the execution unit 22 can identify the direction of travel Dk at each evaluation point Pk based on the information thus obtained.

[0052] Following step S104 in Figure 3, in step S105, the execution unit 22 evaluates the change angle Δθn at each evaluation point Pk.

[0053] Hereinafter, the evaluation point Pk that is the subject of evaluation of the change angle Δθn will be referred to as the target evaluation point Pn, and the evaluation point Pk that is passed before the target evaluation point Pn will be referred to as the preceding evaluation point Pn-1. Specifically, the preceding evaluation point Pn-1 is the evaluation point Pk adjacent to the target evaluation point Pn (i.e., the evaluation point Pk one step before the target evaluation point Pn).

[0054] Figure 7 is a diagram illustrating the process of evaluating the change angle Δθn performed by the control device 20. In Figure 7, the direction of travel Dn at the target evaluation point Pn and the direction of travel Dn-1 at the front evaluation point Pn-1 are shown when the target evaluation point Pn and the front evaluation point Pn-1 are superimposed at the positions of the white circles. As shown in Figure 7, the change angle Δθn at the target evaluation point Pn is the angle that indicates the change in the direction of travel Dn at the target evaluation point Pn relative to the direction of travel Dn-1 at the front evaluation point Pn-1 (hereinafter referred to as "direction change"). In other words, the change angle Δθn corresponds to the index of the direction change described above.

[0055] The execution unit 22 evaluates the angle representing the change in direction of Dn relative to direction Dn-1 (i.e., the change in direction from direction Dn-1 to direction Dn) based on the direction of travel Dn at the target evaluation point Pn and the direction of travel Dn-1 at the front evaluation point Pn-1, and defines this as the change angle Δθn. In the example in Figure 7, the positive and negative signs of the change angle Δθn are defined with clockwise rotation as positive and counterclockwise rotation as negative. Thus, the change angle Δθn indicates the rotation direction of the change in direction of Dn relative to direction Dn-1 (i.e., the rotation direction from direction Dn-1 to direction Dn) depending on its sign. Furthermore, the absolute value of the change angle Δθn indicates the amount of change in the change in direction of Dn relative to direction Dn-1 (i.e., the magnitude of the angle between direction Dn and direction Dn-1).

[0056] The execution unit 22 then evaluates the angle of change Δθn for each of the evaluation points P1 to P13 as described above. For example, the execution unit 22 evaluates the angle showing the change in direction of travel D1 at evaluation point P1 relative to the direction of travel D0 at evaluation point P0 as the angle of change Δθ1 at evaluation point P1. Although evaluation point P0 is not shown in Figures 5 and 6, it is the evaluation point Pk one step before evaluation point P1. Also, for example, the execution unit 22 evaluates the angle showing the change in direction of travel D2 at evaluation point P2 relative to the direction of travel D1 at evaluation point P1 as the angle of change Δθ2 at evaluation point P2. Also, for example, the execution unit 22 evaluates the angle showing the change in direction of travel D3 at evaluation point P3 relative to the direction of travel D2 at evaluation point P2 as the angle of change Δθ3 at evaluation point P3. In this way, the execution unit 22 sequentially evaluates the angle of change Δθn at each evaluation point Pk.

[0057] Following step S105 in Figure 3, in step S106, the execution unit 22 divides the road 2 into one of three sections: a right-hand corner section, a left-hand corner section, or a straight road section, based on the angle of change Δθn.

[0058] A right-hand corner section refers to a section of Road 2 that curves to the right (i.e., a section that curves clockwise when viewed from above). A left-hand corner section refers to a section of Road 2 that curves to the left (i.e., a section that curves counterclockwise when viewed from above). A straight section refers to a section of Road 2 that is not curved and is straight, or a section that is almost straight and not curved.

[0059] The execution unit 22 determines, for example, whether the change in direction at each evaluation point Pk on the driving trajectory 3 relative to the evaluation point Pk immediately preceding it is a clockwise change, a counterclockwise change, or neither a clockwise nor a counterclockwise change, based on the angle of change Δθn. Based on the result of this determination, the execution unit 22 divides the road 2 into one of three sections: a right-hand corner section, a left-hand corner section, or a straight road section.

[0060] For example, the execution unit 22 divides the road 2 into a right-corner section if there is a first range in which evaluation points Pk, determined to be clockwise based on the angle of change Δθn, are located consecutively for one or more times. The execution unit 22 determines that the change in direction at evaluation point Pk is clockwise if, for example, the angle of change Δθn at evaluation point Pk is a positive value and the absolute value of the angle of change Δθn is equal to or greater than a reference value. In other words, the execution unit 22 determines the first range in the road 2 if there is a first range in which evaluation points Pk, where the angle of change Δθn is a positive value and the absolute value of the angle of change Δθn is equal to or greater than a reference value, are located consecutively for one or more times, and divides it into a right-corner section.

[0061] In this specification, the presence of N consecutive evaluation points Pk that satisfy a certain condition means that the N evaluation points Pk that satisfy that condition are arranged in order without any evaluation points Pk that do not satisfy that condition in between.

[0062] The reference value can be set to a value that allows for an appropriate determination of whether the change in direction is small or large. The first number can be set to a value that allows for an appropriate determination of whether evaluation points Pk with similar changes in direction are clustered together within a certain range.

[0063] Here, evaluation point Pk where the angle of change Δθn is positive and the absolute value of the angle of change Δθn is greater than or equal to the reference value is a point where the change in direction is clockwise, and therefore is likely to be included in the right-hand corner section. Thus, by classifying the first range in which one or more such evaluation points Pk are consecutive as the right-hand corner section, the right-hand corner section can be appropriately divided considering the tendency of change in direction over a wide area of ​​road 2.

[0064] Furthermore, for example, the execution unit 22 divides the road 2 into a left corner section if there are one or more consecutive evaluation points Pk where the change in direction is determined to be counterclockwise based on the change angle Δθn. For example, the execution unit 22 determines that the change in direction at evaluation point Pk is counterclockwise if the change angle Δθn at evaluation point Pk is a negative value and the absolute value of the change angle Δθn is equal to or greater than the reference value. In other words, the execution unit 22 determines the second range of the road 2, and divides it into a left corner section, if there are one or more consecutive evaluation points Pk where the change angle Δθn is a negative value and the absolute value of the change angle Δθn is equal to or greater than the reference value.

[0065] Here, evaluation point Pk where the angle of change Δθn is negative and the absolute value of the angle of change Δθn is greater than or equal to the reference value is a point where the change in direction is counterclockwise, and therefore is likely to be included in the left corner section. Thus, by classifying the second range in which one or more such evaluation points Pk are consecutive as the left corner section, the left corner section can be appropriately divided while considering the tendency of direction changes over a wide area of ​​road 2.

[0066] Furthermore, for example, the execution unit 22 divides the road 2 into a straight road section, which is a third range in which there are two or more consecutive evaluation points Pk where the change in direction is determined to be neither clockwise nor counterclockwise based on the change angle Δθn. For example, the execution unit 22 determines that the change in direction at evaluation point Pk is neither clockwise nor counterclockwise if the absolute value of the change angle Δθn at evaluation point Pk is smaller than the reference value. In other words, the execution unit 22 determines the range in the road 2 where there are two or more consecutive evaluation points Pk where the absolute value of the change angle Δθn is smaller than the reference value to be the third range, and divides it into a straight road section.

[0067] The second number can be set to a value that allows for a reasonable determination of whether evaluation points Pk with similar directional changes are clustered together within a certain range.

[0068] Here, evaluation point Pk where the absolute value of the angle of change Δθn is smaller than the reference value is a point where the change in direction is neither clockwise nor counterclockwise, and therefore is likely to be included in the straight road section. Accordingly, by classifying the third range where two or more such evaluation points Pk are consecutive into a straight road section, the straight road section can be appropriately divided while considering the tendency of change in direction over a wide area of ​​road 2.

[0069] The second number may be greater than the first number, less than the first number, or the same as the first number. However, the straight road section should be a section in which the rider can accelerate with confidence, and therefore should be a reasonably long section. For this reason, it is preferable to make the second number greater than the first number to classify a reasonably long section as the straight road section.

[0070] Figure 8 is a diagram illustrating the processing related to section division performed by the control device 20. In the example of Figure 8, a different travel trajectory 3 is shown compared to the examples in Figures 4 to 6 for ease of understanding. In the example of Figure 8, 14 evaluation points Pk are shown, namely evaluation points P1 to P14.

[0071] In the example shown in Figure 8, at each evaluation point Pk from evaluation points P1 to P7, the angle of change Δθn is a positive value, and the absolute value of the angle of change Δθn is greater than or equal to the reference value. In this example, the first number is set to 7 or less. Therefore, the range R11 of road 2 from evaluation point P1 to evaluation point P7 corresponds to the first range where there are 1 or more consecutive evaluation points Pk where the change in direction is determined to be clockwise based on the angle of change Δθn. Accordingly, the execution unit 22 divides the range R11 into a right corner section.

[0072] Furthermore, in the example in Figure 8, the angle of change Δθn is smaller than the reference value at each evaluation point Pk from evaluation points P8 to P14. In this example, the second number is set to 7 or less. Therefore, the range R12 of road 2 from evaluation point P8 to evaluation point P14 corresponds to the third range where there are two or more consecutive evaluation points Pk where the change in direction is determined to be neither clockwise nor counterclockwise based on the angle of change Δθn. Accordingly, the execution unit 22 divides the range R12 into straight road sections.

[0073] Figure 9 is a diagram illustrating an example of the section division process performed by the control device 20, which differs from the example in Figure 8. In the example in Figure 9, a travel trajectory 3 similar to that in Figure 8 is shown. And, similar to the example in Figure 8, in the example in Figure 9, 14 evaluation points Pk, from evaluation points P1 to P14, are shown as evaluation points Pk.

[0074] In the example in Figure 9, at each evaluation point Pk from evaluation points P1 to P5, the angle of change Δθn is a positive value, and the absolute value of the angle of change Δθn is greater than or equal to the reference value. In this example, the first number is set to 5 or less. Therefore, the range R21 of road 2 from evaluation point P1 to evaluation point P5 corresponds to the first range where there are 1 or more consecutive evaluation points Pk where the change in direction is determined to be clockwise based on the angle of change Δθn. Accordingly, the execution unit 22 divides the range R21 into a right corner section.

[0075] Furthermore, in the example in Figure 9, the angle of change Δθn is smaller than the reference value at each evaluation point Pk from evaluation points P8 to P14. In this example, the second number is set to 7 or less. Therefore, the range R23 of road 2 from evaluation point P8 to evaluation point P14 corresponds to the third range where there are two or more consecutive evaluation points Pk where the change in direction is determined to be neither clockwise nor counterclockwise based on the angle of change Δθn. Accordingly, the execution unit 22 divides the range R23 into straight road sections.

[0076] Here, the execution unit 22 may integrate the fourth range of road 2, which is separated and not included in any of the first, second, and third ranges, into the range adjacent to the fourth range among the first, second, and third ranges. For example, in the example of Figure 9, the range R22 of road 2 from evaluation point P6 to evaluation point P7 corresponds to the above-mentioned fourth range. Therefore, the execution unit 22 may integrate range R22 into range R21, which is adjacent to range R22. Thus, in this case, the execution unit 22 divides range R21 and range R22 into a right corner section.

[0077] In the example above, the execution unit 22 integrates the fourth range into the ranges adjacent to the fourth range among the first, second, and third ranges, where the point of passage is before the fourth range (i.e., the range closer to the viewer). However, the execution unit 22 may also integrate the fourth range into the ranges adjacent to the fourth range among the first, second, and third ranges, where the point of passage is after the fourth range (i.e., the range further away). For example, in the example in Figure 9, the execution unit 22 may integrate range R22 into range R23 adjacent to range R22. In this case, the execution unit 22 divides range R22 and range R23 into straight road sections.

[0078] Following step S106 in Figure 3, in step S107, the execution unit 22 performs rider assistance operations based on the segment division results and returns to step S102.

[0079] As described above, the execution unit 22 can perform various rider support operations. Examples of rider support operations performed in step S107 are described below.

[0080] The execution unit 22 can, for example, perform a notification operation as a rider support operation, which involves notifying the rider based on the segment division result.

[0081] For example, the execution unit 22 may display the section division results on the display device 13 during the notification operation. In this case, the execution unit 22 may display on the display device 13, for example, an image showing the road 2 or driving trajectory 3 that the saddle-type vehicle 1 will travel on in the future, and an image showing which parts of road 2 are right-hand corner sections, which parts are left-hand corner sections, and which parts are straight road sections. This allows the LiDAR to understand how the road 2 that the saddle-type vehicle 1 will travel on in the future is curved.

[0082] For example, in the example shown in Figure 8 or Figure 9, the execution unit 22 may display on the display device 13 an image showing the road 2 or the driving trajectory 3, and an image indicating that the range from evaluation point P1 to evaluation point P7 (i.e., range R11 or range R21, R22) is a right-hand corner section, and the range from evaluation point P8 to evaluation point P14 (i.e., range R12 or range R23) is a straight road section.

[0083] The execution unit 22 may perform the above notification operation by means other than display by the display device 13. For example, the execution unit 22 may perform the above notification operation using a display device provided on the rider's equipment (e.g., helmet). Alternatively, the execution unit 22 may perform the above notification operation using a sound output device provided on the saddle-type vehicle 1 or the rider's equipment.

[0084] Furthermore, the execution unit 22 can perform a speed control operation as a rider assistance operation, for example, to automatically control the speed of the saddle-type vehicle 1 based on the section division result. The execution unit 22 can also automatically control the speed of the saddle-type vehicle 1 by, for example, controlling the operation of the engine 11 and the hydraulic control unit 12.

[0085] For example, the execution unit 22 may perform adaptive cruise control as a speed control operation. Adaptive cruise control is an operation that automatically controls the speed of the saddle-type vehicle 1 to make it follow the preceding vehicle. For example, in adaptive cruise control, if the preceding vehicle is detected by the surrounding environment sensor 15, the execution unit 22 automatically controls the speed of the saddle-type vehicle 1 so that the positional relationship between the saddle-type vehicle 1 and the preceding vehicle is adjusted to a target positional relationship. This makes the saddle-type vehicle 1 follow the preceding vehicle. Also, for example, in adaptive cruise control, if the preceding vehicle is not detected by the surrounding environment sensor 15, the execution unit 22 controls the speed of the saddle-type vehicle 1 to a set speed. This makes the saddle-type vehicle 1 travel at a constant speed.

[0086] In an example where adaptive cruise control is performed as a speed control operation, the execution unit 22 may, for example, decelerate the saddle-type vehicle 1 if it determines, based on the section division result, that the saddle-type vehicle 1 is located just before the point where it enters a right-hand corner section or a left-hand corner section from a straight road section. This prevents the saddle-type vehicle 1 from entering the right-hand corner section or left-hand corner section at an excessively high speed, thereby stabilizing the behavior of the saddle-type vehicle 1 while driving around a curve.

[0087] Furthermore, in an example where adaptive cruise control is performed as a speed control operation, the execution unit 22 may, for example, accelerate the saddle-type vehicle 1 if it determines, based on the section division result, that the saddle-type vehicle 1 is located just before the point where it enters a straight road section from a right corner section or a left corner section. This prevents the saddle-type vehicle 1 from entering the straight road section at an excessively low speed, thereby stabilizing the behavior of the saddle-type vehicle 1 while driving in a straight line.

[0088] As explained above, the execution unit 22 sets multiple evaluation points Pk on the road 2 that the saddle-type vehicle 1 will travel on in the future. The execution unit 22 then evaluates the angle of change Δθn at each evaluation point Pk, which is the target of evaluation. Based on the angle of change Δθn, the execution unit 22 divides the road 2 into one of three sections: a right-hand corner section, a left-hand corner section, or a straight road section, and executes rider assistance operations based on the section division results. This allows the saddle-type vehicle 1 to understand how the road 2 that it will travel on in the future is curved and then assist the rider. Thus, safety can be improved.

[0089] Here, the execution unit 22 may determine the degree of curvature of a section based on the angle of change Δθn at each evaluation point Pk in that section, and perform rider assistance operations based on the determination result of the degree of curvature of the section, in addition to the section division result. An example of such processing will be explained below with reference to Figure 10.

[0090] Figure 10 is a flowchart showing a different example of the processing flow performed by the control device 20 from the example in Figure 3. Step S201 in Figure 10 corresponds to the start of the processing flow shown in Figure 10. For example, the processing flow shown in Figure 10, like the processing flow shown in Figure 3 described above, starts when the RID assistance operation, which will be performed in step S107 later, is enabled (i.e., when it becomes ready to be executed).

[0091] The processing flow shown in Figure 10 corresponds to an example in which step S202 is added after step S106 to the processing flow shown in Figure 3 described above.

[0092] In the processing flow shown in Figure 10, following step S106, in step S202, the execution unit 22 determines the degree of curvature of the section.

[0093] In step S202, the execution unit 22 determines the degree of curvature of each of the multiple sections divided in step S106, treating each section as the target for determination. Hereafter, the sections that are subject to determination of the degree of curvature will be referred to as the target sections.

[0094] The execution unit 22 determines the degree of curvature of the target section based, for example, on the amount of change in direction at each evaluation point Pk within the target section relative to the evaluation point Pk immediately preceding it (i.e., the absolute value of the angle of change Δθn).

[0095] For example, the execution unit 22 determines that the degree of curvature is greater than when the first condition is not met if the first condition is met, when the first condition is met, which is that there are three or more consecutive evaluation points Pk in the target section where the amount of change in direction is determined to be equal to or greater than the first threshold based on the change angle Δθn. In other words, the execution unit 22 determines that the first condition is met if there is a range in the target section where there are three or more consecutive evaluation points Pk where the absolute value of the change angle Δθn is equal to or greater than the first threshold, and determines that the degree of curvature is greater than when the first condition is not met.

[0096] The first threshold can be set to a value greater than the reference value described above, for example, a value sufficient to appropriately determine whether the amount of change in direction at evaluation point Pk is sufficiently large. The third number can be set to a value smaller than the first number described above, for example, a value sufficient to appropriately determine whether evaluation points Pk with sufficiently large amounts of change in direction are clustered together within a certain range in the target interval.

[0097] Here, evaluation points Pk where the absolute value of the angle of change Δθn is greater than or equal to the first threshold are points where the amount of change in direction is relatively large (i.e., points where the curve is relatively sharp). Therefore, if there is a range within the target section in which three or more such evaluation points Pk are consecutive, it can be determined that the curvature of the target section is greater than in the case where such a range does not exist within the target section.

[0098] Furthermore, if the first condition is met, the execution unit 22 may determine that the degree of curvature is greater than when the second condition is not met, for example, if the second condition is met such that, in the target section, there are four or more consecutive evaluation points Pk where the amount of change in direction is determined to be greater than or equal to the second threshold, based on the change angle Δθn. In other words, if there is a range within the target section in which there are four or more consecutive evaluation points Pk where the absolute value of the change angle Δθn is greater than or equal to the second threshold, the execution unit 22 may determine that the second condition is met and that the degree of curvature is greater than when the second condition is not met.

[0099] The second threshold is greater than the first threshold mentioned above and can be set to a value sufficient to appropriately determine, for example, whether the amount of change in direction at evaluation point Pk is significantly large. The fourth number is smaller than the first number mentioned above and can be set to a value sufficient to appropriately determine, for example, whether evaluation points Pk with significantly large amounts of change in direction are clustered together within a certain range in the target interval.

[0100] Here, evaluation point Pk where the absolute value of the angle of change Δθn is greater than or equal to the second threshold is a point where the amount of change in direction is significantly large (i.e., a point where the curve is particularly sharp compared to evaluation point Pk where the absolute value of the angle of change Δθn is greater than or equal to the first threshold but less than the second threshold). Therefore, if there is a range within the target interval in which four or more such evaluation points Pk are consecutive, it can be determined that the curvature of the target interval is greater than in the case where such a range does not exist within the target interval.

[0101] The fourth number may be smaller than the third number, or it may be the same as the third number. However, the range where points with particularly sharp curves are consecutive tends to be shorter than the range where points with less sharp curves are consecutive. Therefore, by making the fourth number smaller than the third number, the range where points with particularly sharp curves are consecutive can be detected with high accuracy.

[0102] Following step S202 in Figure 10, in step S107, the execution unit 22 performs a rider assistance operation and returns to step S102.

[0103] In the example shown in Figure 10, in step S107, the execution unit 22 performs rider assistance operations based on the determination results of the degree of curvature for each section, in addition to the section division results. As described above, in step S107, the execution unit 22 can perform, for example, a notification operation or a speed control operation as rider assistance operations.

[0104] For example, in the notification operation, the execution unit 22 may display on the display device 13 the determination result of the degree of curvature of each section in addition to the section division result. In this case, the execution unit 22 may display on the display device 13, for example, an image showing the road 2 or driving trajectory 3 that the saddle-type vehicle 1 will travel on in the future, and an image showing which range of road 2 is a right-hand corner section, which range is a left-hand corner section, and which range is a straight road section, as well as an image showing the degree of curvature of each section. As a result, the rider can understand not only how the road 2 that the saddle-type vehicle 1 will travel on in the future is curved, but also the degree of curvature in each section of road 2 that the saddle-type vehicle 1 will travel on in the future.

[0105] As mentioned above, the execution unit 22 may perform the notification operation described above by a method other than displaying it on the display device 13.

[0106] Furthermore, for example, the execution unit 22 may perform adaptive cruise control based on the determination of the degree of curvature of each section, in addition to the section division results. For example, if the execution unit 22 determines, based on the section division results, that the saddle-type vehicle 1 is located just before a point where it will enter a right-hand corner section or a left-hand corner section from a straight road section, it may change the degree to which it decelerates the saddle-type vehicle 1 based on the determination of the degree of curvature of the corner section that the saddle-type vehicle 1 will enter. For example, in the above case, the execution unit 22 may decelerate the saddle-type vehicle 1 more strongly the greater the degree of curvature of the corner section that the saddle-type vehicle 1 will enter. This makes it possible to more effectively stabilize the behavior of the saddle-type vehicle 1 while driving around a curve, according to the degree of curvature of the corner section.

[0107] As explained above, the execution unit 22 determines the degree of curvature of the section (specifically, the target section) based on the angle of change Δθn of each evaluation point Pk in the section, and performs rider assistance operations based on the determination of the degree of curvature of the section in addition to the section classification result. This makes it possible to assist the rider after understanding not only how the road 2 that the saddle-type vehicle 1 will travel on in the future is curved, but also the degree of curvature in each section of the road 2 that the saddle-type vehicle 1 will travel on in the future. Thus, safety can be improved more effectively.

[0108] <Effects of the control device> The effects of the control device 20 according to an embodiment of the present invention will be described.

[0109] The control device 20 includes an execution unit 22 that performs rider assistance actions to support the rider. The execution unit 22 sets multiple evaluation points Pk on the road 2 that the saddle-type vehicle 1 will travel on in the future, each of which has a different passing time. The execution unit 22 evaluates each of the multiple evaluation points Pk as an evaluation target and evaluates an index (in the above example, the angle of change Δθn) of the change in the direction of travel Dn of the saddle-type vehicle 1 at the target evaluation point Pn, which is the evaluation point Pk, compared to the direction of travel Dn-1 at the preceding evaluation point Pn-1, which is an evaluation point Pk that passes before the target evaluation point Pn. Based on the index, the execution unit 2 divides the road 2 into one of three sections: a right-hand corner section, a left-hand corner section, or a straight road section, and performs rider assistance actions based on the section division result. This allows the rider to be supported after understanding how the road 2 that the saddle-type vehicle 1 will travel on in the future is curved. Thus, safety can be improved.

[0110] In the above example, the indicator of direction change is the angle of change Δθn. However, the indicator of direction change may be an indicator other than the angle of change Δθn. For example, the indicator of direction change may be an indicator that shows the direction of rotation of the direction change but does not show the amount of change in direction.

[0111] Preferably, in the control device 20, the forward evaluation point Pn-1 is an evaluation point Pk adjacent to the target evaluation point Pn. This allows for a more accurate evaluation of the directional change of the target evaluation point Pn compared to the case where an evaluation point Pk two or more points before the target evaluation point Pn is adopted as the forward evaluation point Pn-1 (i.e., an index that more accurately represents the directional change of the target evaluation point Pn can be obtained). Therefore, the rider can be assisted with a more accurate understanding of how the road 2 that the saddle-type vehicle 1 will travel on in the future is curved. Thus, safety can be improved more effectively.

[0112] However, an evaluation point Pk that is two or more points prior to the target evaluation point Pn may be adopted as the preceding evaluation point Pn-1.

[0113] Preferably, in the control device 20, the execution unit 22 divides the road 2 into a right corner section, a first range in which there are one or more consecutive evaluation points Pk where the change in direction is determined to be clockwise based on an index (in the above example, the angle of change Δθn), a second range in which there are one or more consecutive evaluation points Pk where the change in direction is determined to be counterclockwise based on an index, a left corner section, and a third range in which there are two or more consecutive evaluation points Pk where the change in direction is determined to be neither clockwise nor counterclockwise based on an index, a straight road section. This appropriately divides the road 2 into one of the right corner section, the left corner section, or the straight road section.

[0114] However, the execution unit 22 may divide the road 2 into any of the following sections: a right-hand corner section, a left-hand corner section, and a straight road section, by a method other than the one described above. For example, the execution unit 22 may divide the area containing evaluation points Pk, which are determined to be clockwise changes, at a density of a predetermined or higher into a right-hand corner section, the area containing evaluation points Pk, which are determined to be counterclockwise changes, at a density of a predetermined or higher into a left-hand corner section, and the area containing evaluation points Pk, which are determined to be neither clockwise nor counterclockwise changes, at a density of a predetermined or higher into a straight road section.

[0115] Preferably, in the control device 20, the second number is greater than the first number. This allows a section long enough for the rider to accelerate with confidence to be designated as a straight road section.

[0116] Preferably, in the control device 20, the execution unit 22 integrates the fourth range of the road 2, which is separated and not included in any of the first, second, and third ranges, into the range adjacent to the fourth range among the first, second, and third ranges. This appropriately divides the road 2 into one of the following sections: a right-hand corner section, a left-hand corner section, or a straight road section.

[0117] Preferably, in the control device 20, the execution unit 22 determines the degree of curvature of the section based on an index (in the above example, the angle of change Δθn) at each evaluation point Pk in the section, and performs rider assistance operations based on the determination of the degree of curvature in addition to the section classification result. This makes it possible to assist the rider after understanding not only how the road 2 that the saddle-type vehicle 1 will travel on in the future is curved, but also the degree of curvature in each section of the road 2 that the saddle-type vehicle 1 will travel on in the future. Thus, safety can be improved more effectively.

[0118] Preferably, in the control device 20, the execution unit 22 determines that the degree of curvature is greater than when the first condition is not met if the evaluation point Pk where the amount of change in direction is determined to be equal to or greater than a first threshold based on an index (in the above example, the angle of change Δθn) is found to be three or more consecutive times within the section. This makes it possible to appropriately determine the degree of curvature of the section by considering the trend of the amount of change in direction within the section.

[0119] However, the first condition is not limited to the conditions described above. For example, the first condition may be that the density of evaluation points Pk where the amount of change in direction is determined to be equal to or greater than a first threshold is equal to or greater than a predetermined density within the interval.

[0120] Preferably, in the control device 20, when the first condition is met, the execution unit 22 determines that the degree of curvature is greater than when the second condition is not met if there are four or more consecutive evaluation points Pk in the section where the amount of change in direction is determined to be greater than or equal to a second threshold (based on an index, in the above example, the change angle Δθn) than the first threshold. This allows for more accurate determination of the degree of curvature in the section by considering the trend of the amount of change in direction within the section.

[0121] However, the second condition is not limited to the conditions described above. For example, the second condition may be that, in the interval, the density of evaluation points Pk where the amount of change in direction is determined to be equal to or greater than a second threshold is equal to or greater than a predetermined density.

[0122] Furthermore, the execution unit 22 performs a process to determine that the degree of curvature is greater when the first condition is met compared to when the first condition is not met, but it does not need to perform a process to determine that the degree of curvature is greater when the second condition is met compared to when the second condition is not met.

[0123] Preferably, in the control device 20, the fourth number is smaller than the third number. This allows for accurate detection of a range where points with particularly sharp curves are continuous.

[0124] Preferably, in the control device 20, the rider assistance operation includes a notification operation that notifies the rider. This allows the system to understand how the road 2 that the saddle-type vehicle 1 will travel on in the future is curved and then execute the notification operation. Thus, for example, the system can understand how the road 2 that the saddle-type vehicle 1 will travel on in the future is curved.

[0125] Preferably, in the control device 20, the rider assistance operation includes a speed control operation that automatically controls the speed of the saddle-type vehicle 1. This allows the speed control operation to be performed after understanding how the road 2 that the saddle-type vehicle 1 will travel on in the future is curved. Thus, for example, the behavior of the saddle-type vehicle 1 can be stabilized.

[0126] In the above, notification and speed control operations were described as rider support operations performed based on the section division results. However, the rider support operations performed based on the section division results are not particularly limited. For example, the execution unit 22 may perform only one of the notification and speed control operations, or it may perform both the notification and speed control operations, based on the section division results. Also, for example, the execution unit 22 may perform rider support operations other than notification and speed control operations based on the section division results (for example, operations that automatically perform various settings of the saddle-type vehicle 1 (for example, suspension mode settings, etc.)).

[0127] The present invention is not limited to the descriptions of embodiments. For example, only a portion of the embodiments may be implemented. [Explanation of Symbols]

[0128] 1 Saddle-type vehicle, 2 Road, 3 Driving trajectory, 11 Engine, 12 Hydraulic control unit, 13 Display device, 14 Navigation device, 15 Surrounding environment sensor, 16 Front wheel speed sensor, 17 Rear wheel speed sensor, 20 Control device, 21 Acquisition unit, 22 Execution unit, 100 Rider support system, Dk Direction of travel, Pk Evaluation point, Pn Target evaluation point, Pn-1 Front evaluation point, R11 Range, R12 Range, R21 Range, R22 Range, R23 Range, Δθn Angle of change.

Claims

1. A control device (20) for a rider support system (100) that assists the rider of a saddle-type vehicle (1), The system includes an execution unit (22) that performs rider support operations to assist the rider, The execution unit (22) is In the road (2) that the saddle-type vehicle (1) will travel on in the future, multiple evaluation points (Pk) are set, each having a different passing time, where the saddle-type vehicle (1) is at the point of passage. Each of the plurality of evaluation points (Pk) is the target of evaluation, and an index (Δθn) of the change in the direction of travel (Dn) of the saddle-type vehicle (1) at the target evaluation point (Pn), which is the evaluation point (Pk) being evaluated, with respect to the direction of travel (Dn-1) at the preceding evaluation point (Pn-1), which is the evaluation point (Pk) that passes before the target evaluation point (Pn), is evaluated. Based on the aforementioned index (Δθn), the road (2) is divided into one of the following sections: a right-hand corner section, a left-hand corner section, or a straight road section. Based on the division result of the aforementioned section, the rider assistance operation is performed. Control device.

2. The aforementioned front evaluation point (Pn-1) is the evaluation point (Pk) adjacent to the aforementioned target evaluation point (Pn). The control device according to claim 1.

3. The execution unit (22) is Of the road (2), the first range, which is a range in which one or more evaluation points (Pk) are consecutive based on the index (Δθn) and are determined to be clockwise changes, is divided into the right corner section. Of the road (2), the second range, which is a range in which the evaluation point (Pk) determined to be a counterclockwise change based on the index (Δθn) is continuous for one or more times, is divided into the left corner section. Of the aforementioned road (2), the third range is defined as the straight road section, which is the range in which two or more evaluation points (Pk) are consecutive, where it is determined that the change is neither clockwise nor counterclockwise based on the index (Δθn). The control device according to claim 2.

4. The second number is greater than the first number. The control device according to claim 3.

5. The execution unit (22) integrates the fourth area of ​​the road (2) that is separated from the first, second, and third areas and is not included in any of them, into the area adjacent to the fourth area among the first, second, and third areas. The control device according to claim 3.

6. The execution unit (22) determines the degree of curvature of the section based on the index (Δθn) at each of the evaluation points (Pk) in the section, and executes the rider assistance operation based on the determination result of the degree of curvature in addition to the section classification result. The control device according to claim 1.

7. The execution unit (22) determines the degree of curvature of the section based on the index (Δθn) at each of the evaluation points (Pk) in the section, and executes the rider assistance operation based on the determination result of the degree of curvature in addition to the section classification result. The control device according to claim 2.

8. The execution unit (22) determines that the degree of curvature is greater than when the first condition is met, if the evaluation point (Pk) in the section is determined to be equal to or greater than a first threshold based on the index (Δθn) for a third or more consecutive evaluation points. The control device according to claim 7.

9. When the first condition is met, The execution unit (22) determines that the degree of curvature is greater than the case where the second condition is met, if the evaluation point (Pk) for which the amount of change is determined to be greater than or equal to a second threshold, based on the index (Δθn), is four or more consecutive, then the execution unit (22) determines that the degree of curvature is greater than the case where the second condition is not met. The control device according to claim 8.

10. The fourth number is smaller than the third number. The control device according to claim 9.

11. The rider assistance operation includes a notification operation that provides notification to the rider. A control device according to any one of claims 1 to 10.

12. The rider assistance operation includes a speed control operation that automatically controls the speed of the saddle-type vehicle (1). A control device according to any one of claims 1 to 10.

13. A control method for a rider support system (100) that assists the rider of a saddle-type vehicle (1), The execution unit (22) of the control device (20) performs rider support operations to assist the rider, The execution unit (22) is In the road (2) that the saddle-type vehicle (1) will travel on in the future, multiple evaluation points (Pk) are set, each having a different passing time, where the saddle-type vehicle (1) is at the point of passage. Each of the plurality of evaluation points (Pk) is the target of evaluation, and an index (Δθn) of the change in the direction of travel (Dn) of the saddle-type vehicle (1) at the target evaluation point (Pn), which is the evaluation point (Pk), with respect to the direction of travel (Dn-1) at the preceding evaluation point (Pn-1), which is the evaluation point (Pk) that passes before the target evaluation point (Pn), is evaluated. Based on the aforementioned index (Δθn), the road (2) is divided into one of the following sections: a right-hand corner section, a left-hand corner section, or a straight road section. Based on the division result of the aforementioned section, the rider assistance operation is performed. Control method.

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