Device and method for controlling lean vehicle behavior

Abstract

The present invention provides a control device and control method whereby it is possible to improve assistance performance for a rider. A control device for the behavior of a lean vehicle (100), the device comprising: an acquisition unit that acquires surrounding environment information of the lean vehicle (100) while the lean vehicle (100) is traveling; and an execution unit that causes the lean vehicle (100) to perform automatic acceleration / deceleration operation on the basis of the surrounding environment information acquired by the acquisition unit. The execution unit causes the lean vehicle (100) to perform, as the automatic acceleration / deceleration operation, positional relationship adjustment control operation for one virtual moving object that symbolizes a plurality of surrounding vehicles (200) of the lean vehicle (100) when a group travel mode in which the lean vehicle (100) travels as a group with a plurality of other lean vehicles (200A) is enabled.

Description

[Technical field]

[0001] The present invention relates to a device for controlling the behavior of a lean vehicle and a method for controlling the behavior of a lean vehicle. [Background technology]

[0002] A conventional control device for the behavior of a lean vehicle acquires information about the surrounding environment of the lean vehicle, and causes the lean vehicle to perform automatic acceleration / deceleration operations based on the information about the surrounding environment (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] International Publication No. 2018 / 197965 Summary of the Invention [Problem to be solved by the invention]

[0004] In a conventional control device for the behavior of a lean vehicle, when a group driving mode in which a lean vehicle drives in a group with multiple other lean vehicles is active, an operation is executed as an automatic acceleration / deceleration operation to perform positional relationship adjustment control for one peripheral vehicle selected from multiple peripheral vehicles of the lean vehicle. However, since a lean vehicle has an extremely small body compared to other vehicles (e.g., passenger cars, trucks, etc.), a situation may arise in which multiple peripheral vehicles drive closely together in the group driving mode, making it difficult to appropriately select one peripheral vehicle to be the target of the positional relationship adjustment control.

[0005] The present invention has been made in view of the above-mentioned problems, and provides a control device capable of improving rider support. Also, it is an object of the present invention to provide a control method capable of improving rider support. [Means for solving the problem]

[0006] The control device of the present invention is a control device for the behavior of a lean vehicle, and includes an acquisition unit that acquires surrounding environment information of the lean vehicle while the lean vehicle is traveling, and an execution unit that causes the lean vehicle to perform automatic acceleration and deceleration operations based on the surrounding environment information acquired by the acquisition unit.When a group driving mode, in which the lean vehicle travels in a group with multiple other lean vehicles, is enabled, the execution unit causes the lean vehicle to perform an operation of adjusting a positional relationship with a virtual moving body that symbolizes multiple surrounding vehicles of the lean vehicle, as the automatic acceleration and deceleration operation.

[0007] The control method of the present invention is a method for controlling the behavior of a lean vehicle, and includes an acquisition step in which an acquisition unit of a control device acquires surrounding environment information of the lean vehicle while the lean vehicle is traveling, and an execution step in which an execution unit of the control device causes the lean vehicle to perform automatic acceleration and deceleration operations based on the surrounding environment information acquired in the acquisition step.In the execution step, when a group driving mode in which the lean vehicle travels in a group with multiple other lean vehicles is enabled, the execution unit causes the lean vehicle to perform an operation of adjusting a positional relationship with one virtual moving body symbolizing multiple surrounding vehicles of the lean vehicle as the automatic acceleration and deceleration operation. Effect of the Invention

[0008] In the control device and control method according to the present invention, when a group driving mode in which the lean vehicle drives in a group with a plurality of other lean vehicles is active, the execution unit causes the lean vehicle to perform an operation of adjusting a positional relationship with one virtual moving body that represents a plurality of surrounding vehicles of the lean vehicle as an automatic acceleration / deceleration operation. Therefore, even in a situation where a plurality of surrounding vehicles drive closely together, which is specific to lean vehicles, it is possible to cause the lean vehicle to appropriately perform an automatic acceleration / deceleration operation, thereby improving the supportability of the rider. [Brief description of the drawings]

[0009] [Figure 1]1 is a diagram showing a state in which a rider assistance system according to an embodiment of the present invention is mounted on a lean vehicle. [Diagram 2] 1 is a diagram showing a system configuration of a rider assistance system according to an embodiment of the present invention. [Diagram 3] 1 is a diagram for explaining a configuration of a rider support system according to an embodiment of the present invention; [Figure 4] 1 is a diagram for explaining a configuration of a rider support system according to an embodiment of the present invention; [Diagram 5] 1 is a diagram for explaining a configuration of a rider support system according to an embodiment of the present invention; [Figure 6] 1 is a diagram for explaining a configuration of a rider support system according to an embodiment of the present invention; [Figure 7] FIG. 4 is a diagram showing an operation flow of a control device of the rider assistance system according to the embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] Hereinafter, a control device and a control method according to the present invention will be described with reference to the drawings.

[0011] It should be noted that the configurations, operations, etc. described below are merely examples, and the control device and control method according to the present invention are not limited to such configurations, operations, etc.

[0012] For example, in the following, a case where the control device and the control method according to the present invention are used in a rider assistance system for a motorcycle is described, but the control device and the control method according to the present invention may be used in a rider assistance system for a lean vehicle other than a motorcycle. A lean vehicle means a vehicle whose body leans to the right when turning to the right and whose body leans to the left when turning to the left. Lean vehicles include, for example, motorcycles (motorcycles and motor three-wheelers) and bicycles. Motorcycles include vehicles powered by an engine and vehicles powered by an electric motor. Motorcycles include, for example, motorcycles, scooters, and electric scooters. A bicycle means a vehicle that can be propelled on a road by the rider's pedaling force applied to the pedals. Bicycles include normal bicycles, electrically assisted bicycles, and electric bicycles.

[0013] In the following, the same or similar parts will be appropriately simplified or omitted from the description. In each drawing, the same or similar parts will be denoted by the same reference numerals or will not be denoted by the reference numerals. In addition, the detailed structure will be appropriately simplified or omitted from the illustration.

[0014] Embodiment A rider assistance system according to an embodiment will be described below.

[0015] <Rider support system configuration> The configuration of the rider support system according to the embodiment will be described. Fig. 1 is a diagram showing a state in which a rider support system according to an embodiment of the present invention is mounted on a lean vehicle. Fig. 2 is a diagram showing a system configuration of the rider support system according to an embodiment of the present invention. Figs. 3 to 6 are diagrams for explaining the configuration of the rider support system according to an embodiment of the present invention.

[0016] 1 and 2, the rider assistance system 1 is mounted on a lean vehicle 100. The rider assistance system 1 includes, for example, an ambient environment sensor 11, a vehicle behavior sensor 12, a setting input device 13, a control device (ECU) 20, a braking device 30, a drive device 40, and an alarm device 50.

[0017] In the rider assistance system 1, the control device 20 executes a rider assistance operation that assists the rider in driving the lean vehicle 100 using the outputs of the surrounding environment sensor 11 and the vehicle behavior sensor 12 and the output of the setting input device 13. The control device 20 executes the rider assistance operation by outputting commands to various devices (e.g., the braking device 30, the drive device 40, the notification device 50, etc.). The control device 20 receives outputs from various sensors (not shown) for detecting other information (e.g., information on the operation state of the braking device 30 by the rider, information on the operation state of the drive device 40 by the rider, etc.) as necessary. Each part of the rider assistance system 1 may be used exclusively for the rider assistance system 1, or may be shared with other systems.

[0018] The surrounding environment sensor 11 may be, for example, an surrounding environment sensor 11a directed toward the front of the lean vehicle 100, an surrounding environment sensor 11b directed toward the rear of the lean vehicle 100, an surrounding environment sensor 11c directed toward the left of the lean vehicle 100, an surrounding environment sensor 11d directed toward the right of the lean vehicle 100, or a combination thereof. The surrounding environment sensors 11a, 11b, 11c, and 11d are, for example, radar, Lidar sensors, ultrasonic sensors, cameras, etc. At least a part of the surrounding environment sensor 11c and the surrounding environment sensor 11d may be substituted with the surrounding environment sensor 11a or the surrounding environment sensor 11b.

[0019] The vehicle behavior sensor 12 is, for example, a vehicle speed sensor, an inertial sensor (IMU), etc. The vehicle speed sensor detects the speed occurring in the lean vehicle 100. The vehicle speed sensor may detect other physical quantities that can be substantially converted into the speed occurring in the lean vehicle 100. The inertial sensor detects three-axial (front-rear, width-height, and height-wise) accelerations occurring in the lean vehicle 100 and three-axial (roll, pitch, and yaw) angular velocities. The inertial sensor may detect other physical quantities that can be substantially converted into the three-axial accelerations occurring in the lean vehicle 100 and three-axial angular velocities. The inertial sensor may detect only a portion of the three-axial accelerations and three-axial angular velocities.

[0020] The setting input device 13 accepts input of various settings by the rider. For example, the rider can use the setting input device 13 to switch between enabling and disabling various rider assistance operations. In addition, for example, the rider can use the setting input device 13 to set various modes or various thresholds (e.g., upper limit, lower limit, etc.) used in various rider assistance operations. The setting input device 13 may be one that accepts operations by the rider's body (e.g., hands, feet, etc.), or may be one that accepts voice uttered by the rider. In addition, the setting input device 13 may be provided in the lean vehicle 100, or may be provided in equipment (e.g., helmet, gloves, etc.) associated with the lean vehicle 100.

[0021] The control device 20 includes at least an acquisition unit 21 and an execution unit 22. All or each unit of the control device 20 may be provided together in one housing, or may be provided separately in multiple housings. All or each unit of the control device 20 may be configured, for example, by a microcomputer, a microprocessor unit, or the like, may be configured with updatable firmware, or may be a program module executed by a command from a CPU, or the like.

[0022] The acquisition unit 21 acquires ambient environment information of the lean vehicle 100 based on the output of the ambient environment sensor 11 while the lean vehicle 100 is traveling. The ambient environment information includes positional relationship information between the lean vehicle 100 and objects (e.g., vehicles, obstacles, road facilities, people, animals, etc.) located around the lean vehicle 100. The positional relationship information is, for example, information such as relative position, relative distance, relative speed, relative acceleration, relative jerk, passing time difference, predicted time until a collision, etc. The positional relationship information may be information of other physical quantities that can be substantially converted into these.

[0023] The execution unit 22 causes the lean vehicle 100 to execute an automatic acceleration / deceleration operation as a rider assistance operation based on the positional relationship information acquired by the acquisition unit 21. When executing the automatic acceleration / deceleration operation, the execution unit 22 outputs a command to the braking device 30 or the drive device 40. The braking device 30 brakes the lean vehicle 100. The drive device 40 drives the lean vehicle 100 as a power source of the lean vehicle 100. The braking device 30 may be controlled to cause or increase deceleration, or may be controlled to cause or increase acceleration. The drive device 40 may be controlled to cause or increase acceleration, or may be controlled to cause or increase deceleration.

[0024] When the execution unit 22 executes the rider assistance operation, the notification device 50 executes a notification operation for the rider as necessary. The notification device 50 may notify the rider by display (i.e., perception in which the visual organs are used as a sensory organ), may notify the rider by sound (i.e., perception in which the auditory organs are used as a sensory organ), or may notify the rider by vibration (i.e., perception in which the tactile organs are used as a sensory organ). For example, the notification device 50 is a display, a lamp, a speaker, a vibrator, or the like. The notification device 50 may be provided in the lean vehicle 100, or may be provided in an accessory (e.g., a helmet, gloves, or the like) associated with the lean vehicle 100.

[0025] The execution unit 22 determines whether or not the group driving mode is enabled while the lean vehicle 100 is traveling. As shown in Figures 3 and 4, the group driving mode is a mode in which the lean vehicle 100 travels together with a plurality of other lean vehicles 200A in a group, i.e., in a convoy.

[0026] For example, the group driving mode is automatically switched between enabled and disabled by the execution unit 22 based on the surrounding environment information acquired by the acquisition unit 21, and the execution unit 22 determines whether the group driving mode is enabled or disabled based on the switching information. Based on the surrounding environment information acquired by the acquisition unit 21, the execution unit 22 determines whether the lean vehicle 100 and the multiple other lean vehicles 200A that are the peripheral vehicles 200 of the lean vehicle 100 have been traveling in a specific manner (for example, as shown in FIG. 3, the lean vehicle 100 and the multiple other lean vehicles 200A form two vehicle trains so that they are lined up in a zigzag pattern, as shown in FIG. 4, the lean vehicle 100 and the multiple other lean vehicles 200A form two vehicle trains so that they are lined up side by side, etc.) for a reference time or a reference driving distance, and automatically enables the group driving mode when the determination is affirmative. The execution unit 22 may identify other lean vehicles 200A located within the driving lane DL in which the lean vehicle 100 is driving, and may make only the identified other lean vehicles 200A the subject of its judgment, or may identify other lean vehicles 200A that continue to be located around the lean vehicle 100 for more than a reference time or a reference driving distance without using information about the boundaries of the driving lane DL, and may make the identified other lean vehicles 200A the subject of its judgment.

[0027] For example, the group riding mode can be switched between enabled and disabled by a setting input by the rider, and the execution unit 22 determines whether the group riding mode is enabled or disabled based on the output of the setting input device 13 acquired by the acquisition unit 21. Note that the execution unit 22 automatically suggests enabling and / or disabling the group riding mode based on the surrounding environment information acquired by the acquisition unit 21, and the suggestion may be confirmed by a setting input of approval by the rider.

[0028] When the group driving mode is not enabled, the execution unit 22 causes the lean vehicle 100 to execute, as an automatic acceleration / deceleration operation, an operation of performing positional relationship adjustment control for one surrounding vehicle 200 that actually exists around the lean vehicle 100. In addition, when the group driving mode is enabled, the execution unit 22 causes the lean vehicle 100 to execute, as an automatic acceleration / deceleration operation, an operation of performing positional relationship adjustment control for one virtual moving body that represents the multiple surrounding vehicles 200 of the lean vehicle 100. The positional relationship adjustment control is an operation of automatically causing deceleration or acceleration in the lean vehicle 100 to adjust the positional relationship between the lean vehicle 100 and one surrounding vehicle 200 or one virtual moving body without the operation of the brake device 30 and the drive device 40 by the rider (for example, an adaptive cruise control operation with one surrounding vehicle 200 or one virtual moving body as a speed tracking target, an operation of decelerating or accelerating the lean vehicle 100 to avoid or mitigate a collision with one surrounding vehicle 200 or one virtual moving body, an operation of operating the brake device 30 to control the inter-vehicle distance to one surrounding vehicle 200 or one virtual moving body to a distance according to the amount of operation while the rider is operating the drive device 40, an operation of operating the brake device 30 to control the inter-vehicle distance to one surrounding vehicle 200 or one virtual moving body to a distance according to the amount of operation by the rider ... according to the amount of operation by the rider, an operation of operating the brake device 30 to control the inter-vehicle distance to one surrounding vehicle 200 or one virtual moving body according to the amount of operation by the rider, an operation of operating the brake device 30 to control the inter-vehicle distance to one surrounding vehicle 200 or one virtual moving body according to the amount of operation by the rider, an operation of operating the brake device 30 to operate the inter-vehicle distance to one surrounding vehicle 200 or one virtual moving body according to the amount of operation by the rider, an operation of operating the brake device 30 to operate the inter-vehicle distance to one surrounding vehicle 200 or one virtual moving body according to the amount of operation by the rider, an operation of operating the brake device 30 to operate the inter-vehicle The control operation may be an operation of automatically increasing or decreasing the braking force acting on the lean vehicle 100 to adjust the positional relationship between the lean vehicle 100 and one of the surrounding vehicles 200 or one of the virtual moving bodies in order to correct an excess or deficiency in the operation of the braking device 30 by the rider, or an operation of automatically increasing or decreasing the driving force acting on the lean vehicle 100 to adjust the positional relationship between the lean vehicle 100 and one of the surrounding vehicles 200 or one of the virtual moving bodies in order to correct an excess or deficiency in the operation of the driving device 40 by the rider.

[0029] In addition, when the automatic acceleration / deceleration operation is intended to assist the rider in driving in response to an event occurring in front of the lean vehicle 100, the execution unit 22 performs positional relationship adjustment control for one peripheral vehicle 200 located in front of the lean vehicle 100, or one virtual moving body representing multiple peripheral vehicles 200 located in front of the lean vehicle 100. The same applies when the automatic acceleration / deceleration operation is intended to assist the rider in driving in response to an event occurring behind, to the left, or to the right of the lean vehicle 100.

[0030] When the group driving mode is enabled, the execution unit 22 may cause the lean vehicle 100 to execute, as an automatic acceleration / deceleration operation, an operation of performing positional relationship adjustment control with respect to one virtual moving body that represents only a plurality of other lean vehicles 200A traveling in a group together with the lean vehicle 100. Whether or not the other lean vehicle 200A is a vehicle traveling in a group together with the lean vehicle 100 may be determined based on information registered in advance by the rider (for example, information on the traveling position of the lean vehicle 100 within the group, identification information of the other lean vehicles 200A belonging to the group, etc.), or may be determined based on information on the positional relationship with respect to the lean vehicle 100 over time.

[0031] When the group driving mode is enabled, the execution unit 22 may cause the lean vehicle 100 to perform an automatic acceleration / deceleration operation of performing positional relationship adjustment control for one virtual moving body that represents at least one other lean vehicle 200A belonging to the first vehicle train L1 to which the lean vehicle 100 belongs and at least one other lean vehicle 200A belonging to the second vehicle train L2 to which the lean vehicle 100 does not belong. The execution unit 22 can specify whether the lean vehicle 100 belongs to the left or right vehicle train in the driving lane DL based on information registered in advance by the rider (for example, information on the running position of the lean vehicle 100 in the group, etc.) or information on the time lapse of the positional relationship with respect to the multiple other lean vehicles 200A, that is, by using the vehicle train information of the group, it can specify at least one other lean vehicle 200A belonging to the first vehicle train L1 and at least one other lean vehicle 200A belonging to the second vehicle train L2.

[0032] In the following, as a specific example, a case will be described in which the positional relationship adjustment control to be executed is an adaptive cruise control operation in which one virtual moving object is set as a target for speed tracking. The same explanation is also applicable to the case in which other positional relationship adjustment controls are executed.

[0033] When the group driving mode is enabled, the acquisition unit 21 acquires, as surrounding environment information, positional relationship information between the lean vehicle 100 and the other lean vehicles 200A for each of the other lean vehicles 200A traveling in a group together with the lean vehicle 100. Then, the execution unit 22 determines a target value of the positional relationship adjustment control based on the multiple pieces of positional relationship information acquired by the acquisition unit 21 for each of the other lean vehicles 200A. In order to simplify the processing in the execution unit 22, it is preferable that the acquisition unit 21 acquires positional relationship information between the lean vehicle 100 and the other lean vehicles 200A in the front-rear direction of the lean vehicle 100 and positional relationship information between the lean vehicle 100 and the other lean vehicles 200A in the left-right direction of the lean vehicle 100.

[0034] The execution unit 22 derives virtual positional relationship information, which is positional relationship information between the lean vehicle 100 and the virtual moving body, based on a plurality of pieces of positional relationship information acquired by the acquisition unit 21 for each of the other lean vehicles 200A, and determines a target value of the positional relationship adjustment control based on the virtual positional relationship information. The execution unit 22 may use vehicle train information of the group when identifying the other lean vehicle 200A for which positional relationship information is to be acquired from among the many surrounding vehicles 200. The execution unit 22 determines weights for each of the plurality of other lean vehicles 200A for which positional relationship information is acquired by the acquisition unit 21, substitutes the weights into the following formula 1 to derive virtual positional relationship information, and determines a target value of the output of the braking device 30 or the driving device 40 so that the positional relationship between the lean vehicle 100 expressed as the virtual positional relationship information and the virtual moving body is optimized.

[0035]

number

[0036] In Equation 1, PV means virtual positional relationship information, P1 means positional relationship information of another lean vehicle 200A that travels closest to the lean vehicle 100 in the first vehicle train L1, k1 means the weight of the other lean vehicle 200A, P2 means positional relationship information of another lean vehicle 200A that travels closest to the lean vehicle 100 in the second vehicle train L2, and k2 means the weight of the other lean vehicle 200A. The sum of the weight k1 and the weight k2 is 1. The weights k1 and k2 are determined as numerical values ​​greater than 0 and less than 1. The weights k1 and k2 may be 0 or 1 as necessary, and in such a case, positional relationship adjustment control is performed for one other lean vehicle 200A that actually exists. The execution unit 22 may use positional relationship information between the lean vehicle 100 and the other lean vehicle 200A in the front-rear direction of the lean vehicle 100 as the positional relationship information P1, P2, and may use positional relationship information between the lean vehicle 100 and the other lean vehicle 200A in the left-right direction of the lean vehicle 100 when determining the weights k1, k2. That is, the execution unit 22 may determine the weights k1, k2 based on the surrounding environment information acquired by the acquisition unit 21. Note that the weights k1, k2 may be set in advance as fixed values ​​that do not depend on the positional relationship information between the lean vehicle 100 and the other lean vehicle 200A in the left-right direction of the lean vehicle 100. The weights k1, k2 may also be appropriately set by the rider. That is, the execution unit 22 may determine the weights k1, k2 based on the setting input information by the rider acquired by the acquisition unit 21.

[0037] Alternatively, the execution unit 22 determines, for each of the other lean vehicles 200A, an individual target value that is a target value of individual positional relationship adjustment control for the other lean vehicles 200A based on a plurality of positional relationship information acquired by the acquisition unit 21 for each of the other lean vehicles 200A, and determines a target value of the positional relationship adjustment control based on the individual target value determined for each of the other lean vehicles 200A. The execution unit 22 may use vehicle train information of the group when identifying the other lean vehicles 200A for which positional relationship information is to be acquired from among many surrounding vehicles 200. For example, the execution unit 22 determines, for each of the other lean vehicles 200A, an individual target value of the output of the braking device 30 or the driving device 40 such that the positional relationship between the lean vehicle 100 expressed as the positional relationship information and the other lean vehicles 200A is optimized. The execution unit 22 determines the weighting for each of the multiple other lean vehicles 200A whose positional relationship information is acquired by the acquisition unit 21, and substitutes the weighting into the following equation 2 to determine the target value of the actual output of the braking device 30 or the driving device 40.

[0038]

number

[0039] In Equation 2, TV means a target value of the actual positional relationship adjustment control, T1 means an individual target value for the other lean vehicle 200A that travels closest to the lean vehicle 100 in the first vehicle train L1, k1 means the weight of the other lean vehicle 200A, T2 means an individual target value for the other lean vehicle 200A that travels closest to the lean vehicle 100 in the second vehicle train L2, and k2 means the weight of the other lean vehicle 200A. The sum of the weight k1 and the weight k2 is 1. The weights k1 and k2 are determined as values ​​greater than 0 and less than 1. The weights k1 and k2 may be 0 or 1 as necessary, and in such a case, the positional relationship adjustment control is performed for one other lean vehicle 200A that actually exists. The execution unit 22 may use positional relationship information between the lean vehicle 100 and the other lean vehicle 200A in the front-rear direction of the lean vehicle 100 when determining the individual target values ​​T1 and T2, and may use positional relationship information between the lean vehicle 100 and the other lean vehicle 200A in the left-right direction of the lean vehicle 100 when determining the weights k1 and k2. That is, the execution unit 22 may determine the weights k1 and k2 based on the surrounding environment information acquired by the acquisition unit 21. Note that the weights k1 and k2 may be set in advance as fixed values ​​that do not depend on the positional relationship information between the lean vehicle 100 and the other lean vehicle 200A in the left-right direction of the lean vehicle 100. The weights k1 and k2 may also be appropriately set by the rider. That is, the execution unit 22 may determine the weights k1 and k2 based on the setting input information by the rider acquired by the acquisition unit 21.

[0040] The execution unit 22 sets the weight k2 of the other lean vehicle 200A traveling in front of the lean vehicle 100 closest to the lean vehicle 100 in the second vehicle train L2 to be lower than the weight k1 of the other lean vehicle 200A traveling in front of the lean vehicle 100 closest to the lean vehicle 100 in the first vehicle train L1. Furthermore, when the positional relationship information P2 between the lean vehicle 100 and the other lean vehicle 200A traveling in front of the lean vehicle 100 closest to the lean vehicle 100 in the second vehicle train L2 in the left-right direction of the lean vehicle 100 indicates that the degree of approach is high or is rapidly increasing, the execution unit 22 sets the weight k2 of the other lean vehicle 200A to be higher.

[0041] The virtual moving body may represent the other lean vehicle 200A that runs closest to the lean vehicle 100 in the first vehicle train L1 and the other lean vehicle 200A that runs closest to the lean vehicle 100 in the second vehicle train L2, as well as the other lean vehicle 200A that runs second closest to the lean vehicle 100 in the first vehicle train L1 and / or the other lean vehicle 200A that runs second closest to the lean vehicle 100 in the second vehicle train L2. The execution unit 22 makes the weight of the other lean vehicle 200A that runs second closest to the lean vehicle 100 in the second vehicle train L2 lower than the weight of the other lean vehicle 200A that runs second closest to the lean vehicle 100 in the first vehicle train L1. The execution unit 22 sets the weight of the other lean vehicle 200A traveling second closest to the lean vehicle 100 in the first vehicle train L1 lower than the weight k1 of the other lean vehicle 200A traveling closest to the lean vehicle 100 in the first vehicle train L1. The execution unit 22 sets the weight of the other lean vehicle 200A traveling second closest to the lean vehicle 100 in the second vehicle train L2 lower than the weight k2 of the other lean vehicle 200A traveling closest to the lean vehicle 100 in the second vehicle train L2.

[0042] The execution unit 22 may increase the weight of the other lean vehicle 200A traveling ahead of the second vehicle train L2 when the lean vehicle 100 or group is turning, compared to when the lean vehicle 100 or group is traveling straight. With such a configuration, even if the lean vehicle 100 approaches the second vehicle train L2 when the lean vehicle 100 or group is turning, the lean vehicle 100 can travel at an appropriate inter-vehicle distance. The acquisition unit 21 acquires vehicle behavior information of the lean vehicle 100 (e.g., information such as roll angle, lateral acceleration, yaw angular velocity, steering angle, etc.) based on the output of the vehicle behavior sensor 12. The execution unit 22 can determine whether the lean vehicle 100 or group is turning based on the vehicle behavior information acquired by the acquisition unit 21. That is, the execution unit 22 determines the weight based on the vehicle behavior information of the lean vehicle 100. The execution unit 22 may determine whether the lean vehicle 100 or group is turning based on the surrounding environment information (e.g., vehicle behavior information of the other lean vehicles 200A, road shapes, road signs, GPS positioning, etc.) acquired by the acquisition unit 21. That is, the execution unit 22 may determine the weight based on the surrounding environment information of the lean vehicle 100. The execution unit 22 may increase the weight of the other lean vehicle 200A traveling ahead of the second vehicle train L2 as the degree of turning of the lean vehicle 100 or group increases.

[0043] The execution unit 22 may increase the weight of the other lean vehicle 200A traveling ahead of the second vehicle train L2 in a state where the traveling direction of the lean vehicle 100 or group is suddenly changed, compared to a state where the traveling direction of the lean vehicle 100 or group is stable. With such a configuration, even if the lean vehicle 100 approaches the second vehicle train L2 when the traveling direction of the lean vehicle 100 or group suddenly changes, the lean vehicle 100 can travel at an appropriate inter-vehicle distance. The acquisition unit 21 acquires vehicle behavior information of the lean vehicle 100 (e.g., information such as the rate of change of the roll angle, the rate of change of the lateral acceleration, the rate of change of the yaw angular velocity, and the rate of change of the steering angle) based on the output of the vehicle behavior sensor 12. The execution unit 22 can determine whether the traveling direction of the lean vehicle 100 or group is suddenly changed based on the vehicle behavior information acquired by the acquisition unit 21. In other words, the execution unit 22 determines the weight based on the vehicle behavior information of the lean vehicle 100. The execution unit 22 may determine whether the posture of the lean vehicle 100 has become unstable by checking the GPS positioning signal of the lean vehicle 100 against map information. The execution unit 22 may determine whether the traveling direction of the lean vehicle 100 or the group has suddenly changed based on the surrounding environment information acquired by the acquisition unit 21 (for example, vehicle behavior information of the other lean vehicles 200A, road shapes, road signs, GPS positioning, etc.). In other words, the execution unit 22 may determine the weighting based on the surrounding environment information of the lean vehicle 100. The execution unit 22 may increase the weighting of the other lean vehicle 200A traveling ahead of the second vehicle train L2 as the degree of change in the traveling direction of the lean vehicle 100 or the group increases.

[0044] The execution unit 22 may lower the weight of the other lean vehicles 200A traveling ahead of the second vehicle train L2 in a state where the group is predicted to stop, compared to a state where the group is predicted not to stop. With such a configuration, a smooth transition is made from a state where the group travels in a manner in which the lean vehicle 100 and the multiple other lean vehicles 200A are arranged in a zigzag pattern to a state where the group stops in a manner in which the lean vehicle 100 and the multiple other lean vehicles 200A are arranged side by side to each other, as shown in FIG. 4. The acquisition unit 21 acquires vehicle behavior information (e.g., information such as vehicle speed and deceleration) of the lean vehicle 100 based on the output of the vehicle behavior sensor 12. The execution unit 22 can predict whether the group will stop based on the vehicle behavior information acquired by the acquisition unit 21. The execution unit 22 may lower the weight of the other lean vehicle 200A traveling ahead in the second vehicle train L2 as the vehicle speed of the lean vehicle 100 decreases. That is, the execution unit 22 determines the weight based on the vehicle behavior information of the lean vehicle 100. The execution unit 22 may predict whether the group will come to a stop based on the surrounding environment information acquired by the acquisition unit 21 (for example, vehicle behavior information of the other lean vehicle 200A, congestion degree, traffic lights, stop lines, road signs, GPS positioning, etc.). That is, the execution unit 22 may determine the weight based on the surrounding environment information of the lean vehicle 100.

[0045] In a state where some of the other lean vehicles 200A are decelerating rapidly, the execution unit 22 may increase the weight of the other lean vehicles 200A that are decelerating rapidly, compared to other lean vehicles 200A that are not decelerating rapidly. Whether or not the other lean vehicles 200A are decelerating rapidly can be determined based on the surrounding environment information acquired by the acquisition unit 21. That is, the execution unit 22 determines the weight based on the surrounding environment information of the lean vehicle 100. In this case, when the other lean vehicle 200A that is decelerating rapidly belongs to the second vehicle train L2, it is preferable to suppress an increase in the weight compared to when the other lean vehicle 200A that is decelerating rapidly belongs to the first vehicle train L1. That is, the execution unit 22 may determine the weight based on the vehicle train information of the group.

[0046] As shown in FIG. 5 and FIG. 6, the execution unit 22 executes an operation of displaying a mark LV representing a virtual moving object on the notification device 50 in addition to a mark LA representing a type of rider assistance operation. The mark LA may be a mark representing the adaptive cruise control operation itself as shown in FIG. 5, or may be a mark representing a speed following mode (e.g., a passing time difference mode, a vehicle distance mode, etc.) set in the adaptive cruise control operation as shown in FIG. 6. The mark LV may be displayed adjacent to the mark LA. The mark LV may be an illustration imitating a vehicle (e.g., a motorcycle, a passenger car, etc.), or may be a character or a symbol representing a virtual moving object. When a positional relationship adjustment control is being performed for one virtual moving object, the execution unit 22 may display a mark representing the vehicle displayed when a positional relationship adjustment control is being performed for one real vehicle as the mark LV representing the virtual moving object in a different manner (e.g., a different color, a different thickness, a different line type, etc.). It should be noted that the mark LA indicating the type of rider assistance operation does not necessarily have to be displayed.

[0047] The execution unit 22 executes an operation of causing the notification device 50 to display the weights of the other lean vehicles 200A to the rider as the information VI of the virtual moving object. For example, in the example shown in Fig. 3, the weight k1 of the other lean vehicle 200A traveling closest to the lean vehicle 100 in the first vehicle train L1 may be set to 0.8, and the weight k2 of the other lean vehicle 200A traveling closest to the lean vehicle 100 in the second vehicle train L2 may be set to 0.2. When the positional relationship adjustment control for one virtual moving object is being performed, the weights k1 and k2 may be displayed in a manner according to the positional relationship of the other lean vehicles 200A to the lean vehicle 100. The execution unit 22 may cause the notification device 50 to notify the rider of the information VI of the virtual moving object by other means such as sound. Furthermore, the information VI of the virtual moving object may be other information related to the virtual moving object, such as the positional relationship information P1, P2, the virtual positional relationship information PV, the individual target values ​​T1, T2, the target value TV, and the like.

[0048] <Rider Assistance System Operation> The operation of the rider support system according to the embodiment will be described. FIG. 7 is a diagram showing an operation flow of the control device of the rider assistance system according to the embodiment of the present invention.

[0049] The control device 20 executes the operation flow shown in FIG.

[0050] (Acquisition step) In step S101, the acquisition unit 21 acquires ambient environment information of the lean vehicle 100 while the lean vehicle 100 is traveling. In addition, the acquisition unit 21 acquires various types of information as necessary.

[0051] (Steps to be taken) In step S102, the execution unit 22 causes the lean vehicle 100 to perform an automatic acceleration / deceleration operation based on the surrounding environment information acquired by the acquisition unit 21. When a group driving mode in which the lean vehicle 100 drives in a group together with a plurality of other lean vehicles 200A is enabled, the execution unit 22 causes the lean vehicle 100 to perform an operation of adjusting a positional relationship with one virtual moving body representing the plurality of surrounding vehicles 200 of the lean vehicle 100 as the automatic acceleration / deceleration operation.

[0052] <Effects of rider support systems> The effects of the rider support system according to the embodiment will be described. In the control device 20, when a group driving mode in which the lean vehicle 100 drives in a group together with a plurality of other lean vehicles 200A is active, the execution unit 22 causes the lean vehicle 100 to perform an operation of adjusting a positional relationship with one virtual moving body representing a plurality of surrounding vehicles 200 of the lean vehicle 100 as an automatic acceleration / deceleration operation. Therefore, even in a situation where a plurality of surrounding vehicles 200 drive close together, which is specific to the lean vehicle 100, it becomes possible to cause the lean vehicle 100 to appropriately perform an automatic acceleration / deceleration operation, thereby improving the supportability of the rider.

[0053] Preferably, the virtual moving object represents only the other lean vehicles 200A belonging to the group. By configuring in this way, in the group driving mode, it becomes possible to deal with congestion that occurs in the driving lane DL in which the lean vehicle 100 travels, and the support for the rider is improved.

[0054] In particular, the virtual moving bodies may symbolize other lean vehicles 200A belonging to the first vehicle train L1 to which the lean vehicle 100 belongs, and other lean vehicles 200A belonging to the second vehicle train L2 to which the lean vehicle 100 does not belong. Such a configuration makes it possible to deal with crowding that occurs when the lean vehicle 100 and the multiple lean vehicles 200A travel in a unique manner that cannot be adopted by other vehicles (e.g., passenger cars, trucks, etc.), thereby improving the supportability of the rider.

[0055] Preferably, the acquisition unit 21 acquires, as the surrounding environment information, positional relationship information P1, P2 between the lean vehicle 100 and the surrounding vehicles 200 for each surrounding vehicle 200, and the execution unit 22 determines a target value TV of the positional relationship adjustment control for one virtual moving object based on the plurality of pieces of positional relationship information P1, P2 acquired by the acquisition unit 21 for each surrounding vehicle 200. For example, the execution unit 22 derives virtual positional relationship information PV, which is positional relationship information between the lean vehicle 100 and the virtual moving object, based on the plurality of pieces of positional relationship information P1, P2 acquired by the acquisition unit 21 for each surrounding vehicle 200, and determines a target value TV of the positional relationship adjustment control for one virtual moving object based on the virtual positional relationship information PV. Also, for example, the execution unit 22 determines, for each of the surrounding vehicles 200, individual target values ​​T1, T2 that are target values ​​of individual positional relationship adjustment control for the surrounding vehicles 200, based on the multiple pieces of positional relationship information P1, P2 acquired by the acquisition unit 21 for each of the surrounding vehicles 200, and determines a target value TV of the positional relationship adjustment control for one virtual moving body, based on the individual target values ​​T1, T2 determined for each of the surrounding vehicles 200. By being configured in this way, it becomes possible to appropriately determine the target value TV of the positional relationship adjustment control for one virtual moving body.

[0056] In particular, the acquisition unit 21 may acquire, as the positional relationship information P1, P2, positional relationship information between the lean vehicle 100 and the surrounding vehicles 200 in the front-to-rear direction of the lean vehicle 100, and positional relationship information between the lean vehicle 100 and the surrounding vehicles 200 in the left-to-right direction of the lean vehicle 100. By being configured in this way, the processing in the execution unit 22 is simplified.

[0057] In particular, the execution unit 22 determines the weights k1 and k2 of the multiple surrounding vehicles 200 whose positional relationship information P1 and P2 is acquired by the acquisition unit 21, and determines the target value TV of the positional relationship adjustment control for one virtual moving body based on the weights k1 and k2. By being configured in this way, it is possible to appropriately determine the target value TV of the positional relationship adjustment control for one virtual moving body. For example, the execution unit 22 determines the weights k1 and k2 based on the vehicle train information of the group. Also, for example, the execution unit 22 determines the weights k1 and k2 based on the surrounding environment information acquired by the acquisition unit 21. Also, for example, the execution unit 22 determines the weights k1 and k2 based on the setting input information by the rider of the lean vehicle 100. Also, for example, the execution unit 22 determines the weights k1 and k2 based on the vehicle behavior information of the lean vehicle 100. By being configured in this way, it is possible to appropriately determine the target value TV of the positional relationship adjustment control for one virtual moving body.

[0058] Preferably, the execution unit 22 executes an operation of displaying a mark LV representing a virtual moving object on the notification device 50. Such a configuration enables the rider to recognize that positional relationship adjustment control is being performed for one virtual moving object, improving the support for the rider.

[0059] Preferably, the execution unit 22 executes an operation of causing the notification device 50 to notify the information VI of the virtual moving object. Such a configuration makes it possible to improve the predictability of the positional relationship adjustment control for one virtual moving object by the rider, thereby improving the supportability for the rider.

[0060] Although the embodiments have been described above, only a part of the embodiments may be implemented, or a part of the embodiments may be modified in a different manner. In other words, the present invention is not limited to the description of the embodiments.

[0061] For example, in the above, a case has been described in which the acquisition unit 21 acquires the positional relationship information P1, P2 between the lean vehicle 100 and the surrounding vehicles 200 based on the output of the surrounding environment sensor 11, but the acquisition unit 21 may also acquire the positional relationship information P1, P2 between the lean vehicle 100 and the surrounding vehicles 200 using other means (e.g., wireless communication between the lean vehicle 100 and the surrounding vehicles 200, wireless communication between the lean vehicle 100 and the surrounding infrastructure equipment, etc.). [Explanation of symbols]

[0062] 1 Rider assistance system, 11 Surrounding environment sensor, 12 Vehicle behavior sensor, 13 Setting input device, 20 Control device, 21 Acquisition unit, 22 Execution unit, 30 Braking device, 40 Drive device, 50 Notification device, 100 Lean vehicle, 200 Surrounding vehicles, 200A Other lean vehicles, DL Driving lane, L1 First vehicle train, L2 Second vehicle train, LA Mark representing type of rider assistance operation, LV Mark representing virtual moving object, VI Information of virtual moving object.

Claims

1. A control device (20) for the behavior of a lean vehicle (100), comprising: An acquisition unit (21) that acquires surrounding environment information of the lean vehicle (100) while the lean vehicle (100) is traveling; an execution unit (22) that causes the lean vehicle (100) to execute an automatic acceleration / deceleration operation based on the surrounding environment information acquired by the acquisition unit (21); It is equipped with When a group driving mode is active in which the lean vehicle (100) forms multiple convoys together with multiple other lean vehicles (200A) in one lane and drives as a group, the execution unit (22) causes the lean vehicle (100) to perform an operation of adjusting a positional relationship with one virtual moving body representing multiple surrounding vehicles (200) of the lean vehicle (100) as the automatic acceleration / deceleration operation. A control device (20).

2. The virtual moving object represents only the other lean vehicles (200A) belonging to the group. The control device (20) of claim 1.

3. The virtual moving body symbolizes the other lean vehicle (200A) belonging to a first vehicle train (L1) to which the lean vehicle (100) belongs, and the other lean vehicle (200A) belonging to a second vehicle train (L2) to which the lean vehicle (100) does not belong. The control device (20) of claim 2.

4. The acquisition unit (21) acquires, as the surrounding environment information, positional relationship information (P1, P2) between the lean vehicle (100) and the surrounding vehicle (200) for each of the surrounding vehicles (200), The execution unit (22) determining weights (k1, k2) of the surrounding vehicles (200) from which the positional relationship information (P1, P2) is acquired by the acquisition unit (21); deriving virtual positional relationship information (PV) which is positional relationship information between the lean vehicle (100) and the virtual moving body based on the multiple pieces of positional relationship information (P1, P2) and the weights (k1, k2) acquired for each of the surrounding vehicles (200) by the acquisition unit (21); performing positional relationship adjustment control for the one virtual moving body based on the virtual positional relationship information (PV); The control device (20) of claim 1.

5. The acquisition unit (21) acquires, as the surrounding environment information, positional relationship information (P1, P2) between the lean vehicle (100) and the surrounding vehicle (200) for each of the surrounding vehicles (200), The execution unit (22) determining, for each of the surrounding vehicles (200), individual target values ​​(T1, T2) which are target values ​​for individual positional relationship adjustment control for the surrounding vehicles (200) based on the plurality of pieces of positional relationship information (P1, P2) acquired for each of the surrounding vehicles (200) by the acquisition unit (21); determining weights (k1, k2) of the surrounding vehicles (200) from which the positional relationship information (P1, P2) is acquired by the acquisition unit (21); determining the target value (TV) of the positional relationship adjustment control for the one virtual moving body based on the individual target values ​​(T1, T2) and the weights (k1, k2) determined for each of the surrounding vehicles (200); The control device (20) of claim 1.

6. The acquisition unit (21) acquires, as the positional relationship information (P1, P2), positional relationship information between the lean vehicle (100) and the surrounding vehicle (200) in the front-rear direction of the lean vehicle (100), and positional relationship information between the lean vehicle (100) and the surrounding vehicle (200) in the left-right direction of the lean vehicle (100). A control device (20) according to claim 4 or 5.

7. The execution unit (22) determines the weights (k1, k2) based on vehicle train information of the group. A control device (20) according to claim 4 or 5.

8. The execution unit (22) determines the weights (k1, k2) based on the surrounding environment information acquired by the acquisition unit (21). A control device (20) according to claim 4 or 5.

9. The execution unit (22) determines the weights (k1, k2) based on setting input information by a rider of the lean vehicle (100). A control device (20) according to claim 4 or 5.

10. The execution unit (22) determines the weights (k1, k2) based on vehicle behavior information of the lean vehicle (100). A control device (20) according to claim 4 or 5.

11. The execution unit (22) executes an operation of causing a notification device (50) to display a mark (LV) representing the virtual moving body. A control device (20) according to any one of the preceding claims.

12. The execution unit (22) executes an operation of causing a notification device (50) to notify information (VI) of the virtual moving body. A control device (20) according to any one of the preceding claims.

13. A method for controlling the behavior of a lean vehicle (100), comprising: An acquisition step (S101) in which an acquisition unit (21) of a control device (20) acquires surrounding environment information of the lean vehicle (100) while the lean vehicle (100) is traveling; An execution step (S102) in which an execution unit (22) of the control device (20) causes the lean vehicle (100) to execute an automatic acceleration / deceleration operation based on the surrounding environment information acquired in the acquisition step (S101); It is equipped with In the execution step (S102), when a group driving mode is active in which the lean vehicle (100) forms multiple convoys together with multiple other lean vehicles (200A) in one lane and drives as a group, the execution unit (22) causes the lean vehicle (100) to perform an operation of adjusting a positional relationship with one virtual moving body representing multiple surrounding vehicles (200) of the lean vehicle (100) as the automatic acceleration / deceleration operation. Control methods.

Images