Driver assistance systems

Abstract

To provide a driving support system capable of reducing a burden on a rider during platooning in a zigzag pattern by three or more saddle type vehicles including an own vehicle.SOLUTION: A driving support control apparatus acquires forward information regarding a state ahead of an own vehicle V3, sets a preceding vehicle recognized based on the forward information as a tracking target, and executes tracking control of causing the own vehicle to automatically track the tracking target. While an offset preceding vehicle V2 traveling ahead of the own vehicle and a front preceding vehicle V1 traveling ahead of the offset preceding vehicle V2 and traveling at a closer position than the offset preceding vehicle V2 along a vehicle width direction are recognized on the basis of the forward information, the driving support control apparatus sets the offset preceding vehicle V2 as the tracking target in a case where a distance between the two preceding vehicles V1 and V2 is greater than a predetermined distance threshold and sets the front preceding vehicle V1 as the tracking target in a case where the distance between the preceding vehicles is less than the distance threshold.SELECTED DRAWING: Figure 3A

Description

[Technical Field]

[0001] The present invention relates to a driving assistance system, and more particularly to a driving assistance system for saddle-ride type vehicles that uses tracking control to assist a plurality of saddle-ride type vehicles, including a host vehicle, in maintaining a staggered formation. [Background technology]

[0002] In so-called group touring, where multiple motorcycles travel together toward a common destination, they often travel in a platoon while maintaining a staggered pattern (so-called staggered driving). A staggered pattern is a formation in which the driving positions of each vehicle are alternately offset along the vehicle width direction, like the footprints of a staggered bird. In this staggered driving, in order to maintain the formation, the riders of the vehicles third and subsequent from the front must pay attention to the distance between their own vehicle and at least two vehicles traveling in front and to the sides of their own vehicle, and make their own vehicle follow these two vehicles in front. For this reason, maintaining a formation places a great burden on riders who are unfamiliar with platooning.

[0003] In recent years, adaptive cruise control functions (hereinafter sometimes abbreviated as "ACC (Adaptive Cruise Control) functions") have been increasingly adopted for motorcycles in order to improve traffic safety (see, for example, Patent Document 1). The ACC function is a function that, when a vehicle in front traveling at a speed slower than a predetermined set speed can be recognized, automatically controls the vehicle's speed and distance from the vehicle in front, causing the vehicle to automatically follow the vehicle in front.

[0004] In the motorcycle driving assistance system disclosed in Patent Document 1, when multiple vehicles ahead that can be set as targets to be followed are detected, information about these vehicles ahead is displayed on a display visible to the rider, and the rider can select one of these vehicles ahead and set it as the target to be followed. Therefore, when performing the above-mentioned staggered driving as the third or subsequent vehicle, using the invention disclosed in Patent Document 1 may reduce the burden on the rider in maintaining the formation. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] International Publication No. 2019 / 180875 Summary of the Invention [Problem to be solved by the invention]

[0006] However, in the invention disclosed in Patent Document 1, the rider must manually select the vehicle to be followed by operating a selection means at an appropriate timing according to the status of the two vehicles ahead. As a result, riders who are unfamiliar with platooning may not be able to select the vehicle to be followed at the appropriate timing, which may result in the formation being disrupted.

[0007] The present invention aims to provide a driving assistance system that can reduce the burden on the rider when three or more saddle-type vehicles, including the vehicle itself, are traveling in a staggered formation. [Means for solving the problem]

[0008] (1) The driving assistance system of the present invention comprises a forward information acquisition means for acquiring forward information regarding the condition ahead of the host vehicle, which is a saddle-type vehicle; and a driving assistance control means for setting a vehicle ahead recognized based on the forward information as a target to be followed and for executing follow-up control to cause the host vehicle to automatically follow the target to be followed. The driving assistance control means is characterized in that, while a first vehicle ahead, which is a saddle-type vehicle traveling in front of and to the side of the host vehicle, and a second vehicle ahead, which is a saddle-type vehicle traveling ahead of the first vehicle ahead along the direction of travel and closer than the first vehicle ahead along the vehicle width direction, are recognized based on the forward information, if the inter-vehicle distance between the first and second vehicles ahead is greater than a predetermined distance threshold, the driving assistance control means sets the first vehicle ahead as the target to be followed, and if the inter-vehicle distance is less than the distance threshold, the driving assistance control means sets the second vehicle ahead as the target to be followed.

[0009] (2) In this case, the driving assistance system further includes a rear information acquisition means for acquiring rear information regarding the condition behind the vehicle, and the driving assistance control means includes, as control modes for the following control, a first platooning mode in which the target to be followed is set based on the distance between the leading vehicles while the first and second leading vehicles are recognized, a second platooning mode in which the offset leading vehicle, which is a saddle-type vehicle traveling in front of the vehicle, and the offset following vehicle, which is a saddle-type vehicle traveling in front of the vehicle, are recognized based on the forward information and the rear information, and the offset leading vehicle is set as the target to be followed, and it is preferable that the following control can be performed under any of the control modes.

[0010] (3) In this case, the driving assistance system further includes an information presentation means for presenting first information to the rider of the vehicle indicating that the following control can be executed under the first platooning mode when the first and second leading vehicles that satisfy the predetermined first platooning conditions are recognized based on the forward information, and an operation acceptance means for accepting an approval operation by the rider, and it is preferable that the driving assistance control means starts the following control under the first platooning mode when the approval operation is accepted by the operation acceptance means after presenting the first information by the information presentation means.

[0011] (4) In this case, when the offset leading vehicle and the offset following vehicle that satisfy the predetermined second platooning conditions are recognized based on the forward information and the rearward information, the information presentation means presents second information to the rider indicating that the following control can be executed under the second platooning mode, and it is preferable that the driving assistance control means, after presenting the second information by the information presentation means, starts the following control under the second platooning mode when the approval operation is received by the operation receiving means.

[0012] (5) In this case, it is preferable that the driving assistance system further includes an operation receiving means for receiving a setting operation by the rider, and that when the operation receiving means receives a first mode setting operation for setting the first convoy driving mode as the control mode, the driving assistance control means starts the following control under the first convoy driving mode in response to the recognition of the first and second leading vehicles that satisfy predetermined first convoy driving conditions based on the forward information.

[0013] (6) In this case, when the operation receiving means receives a second mode setting operation for setting the second platooning mode as the control mode, it is preferable that the driving assistance control means starts the following control under the second platooning mode in response to the recognition of the offset leading vehicle and the offset following vehicle that satisfy predetermined second platooning conditions based on the forward information and the rearward information.

[0014] (7) In this case, it is preferable that the driving assistance control means sets the speed obtained by adding a predetermined value to the host vehicle speed at the start of the following control under the first convoy driving mode as the set vehicle speed, automatically causes the host vehicle to follow the target vehicle within a range in which the host vehicle speed does not exceed the set vehicle speed, and cancels the following control if the vehicle speed of the target vehicle steadily exceeds the set vehicle speed.

[0015] (8) In this case, it is preferable that the driving assistance control means sets the speed obtained by adding a predetermined value to the host vehicle speed at the start of the following control under the second convoy driving mode as the set vehicle speed, automatically causes the host vehicle to follow the target vehicle within a range in which the host vehicle speed does not exceed the set vehicle speed, and cancels the following control if the vehicle speed of the target vehicle steadily exceeds the set vehicle speed.

[0016] (9) In this case, when the offset leading vehicle decelerates and goes out of the detection range of the forward information acquisition means while the following control is being performed in the second convoy driving mode, it is preferable that the driving assistance control means estimates the position of the offset leading vehicle based on the position of the front end of the offset following vehicle recognized based on the rear information, and continues to perform the following control based on the result of this estimation. [Effects of the Invention]

[0017] (1) In the driving assistance system according to the present invention, while the driving assistance control means recognizes, based on forward information, a first vehicle in front traveling to either side of the host vehicle and a second vehicle in front traveling ahead of the first vehicle in the direction of travel and closer to the first vehicle in the vehicle width direction, i.e., while the host vehicle is traveling third or later from the lead vehicle in a staggered pattern of three or more saddle-ride vehicles, if the inter-vehicle distance between the first and second vehicles in front is greater than a predetermined distance threshold, the driving assistance control means sets the first vehicle in front as the vehicle to be followed, and if the inter-vehicle distance is less than the distance threshold, the driving assistance control means sets the second vehicle in front as the vehicle to be followed. As a result, when the first vehicle in front ahead of the host vehicle is traveling at an appropriate distance from the second vehicle in front traveling to its side, the driving assistance control means can cause the host vehicle to automatically follow the first vehicle in front traveling to its side while maintaining an appropriate distance. Furthermore, if the second vehicle in front decelerates for some reason, shortening the distance between the first and second vehicles in front, the host vehicle can be made to automatically follow the second vehicle in front traveling ahead in the direction of travel while maintaining an appropriate distance. Therefore, according to the present invention, the vehicle to be followed can be automatically switched at an appropriate timing according to the acceleration and deceleration of the first and second vehicles in front traveling ahead of the host vehicle, thereby reducing the burden on the rider of the host vehicle when traveling in a zigzag pattern.

[0018] (2) In the driving assistance system according to the present invention, the driving assistance control means has three control modes for the following control: a first platooning mode, a second platooning mode, and a normal following mode, and is capable of executing following control in any of these control modes. In the first platooning mode, the driving assistance control means sets the target to be followed based on the distance between the leading vehicle and the leading vehicle while the first and second leading vehicles are recognized, i.e., while the host vehicle is traveling in a position third or later than the leading vehicle in a staggered driving pattern involving three or more saddle-riding type vehicles. In the second platooning mode, the driving assistance control means sets the offset leading vehicle as the target to be followed while the offset leading vehicle traveling in front of and on both sides of the host vehicle and the offset following vehicle traveling in rear of the host vehicle are recognized based on the forward information and rearward information, i.e., while the host vehicle is traveling in a position second from the leading vehicle in a staggered driving pattern involving three or more saddle-riding type vehicles. Therefore, according to the present invention, by performing follow-up control under either of the first and second platooning modes, it is possible to reduce the burden on the rider while the vehicle is traveling in a position other than the lead vehicle in a staggered formation of three or more saddle-riding type vehicles. Furthermore, in the normal follow-up traveling mode, the driving assistance control means sets the leading vehicle recognized based on forward information as the vehicle to be followed. Therefore, according to the present invention, the vehicle can be automatically made to follow an arbitrarily determined vehicle to be followed, thereby reducing the burden on the rider while traveling.

[0019] (3) In the driving assistance system according to the present invention, the driving assistance control means presents the rider with first information indicating that follow-up control under the first platooning mode is executable, and then, if an approval operation is received by the operation receiving means, starts follow-up control under the first platooning mode. That is, according to the present invention, by starting follow-up control under the first platooning mode after an approval operation by the rider, it is possible to prevent the rider from unintentionally driving in a staggered pattern with an unintended group.

[0020] (4) In the driving assistance system according to the present invention, the driving assistance control means presents the rider with second information indicating that follow-up control in the second platooning mode is executable, and then, if an approval operation is received by the operation receiving means, starts follow-up control in the second platooning mode. That is, according to the present invention, by starting follow-up control in the second platooning mode after an approval operation by the rider, it is possible to prevent the rider from unintentionally zigzag traveling with an unintended group.

[0021] (5) In the driving assistance system according to the present invention, when the operation receiving means receives a first mode setting operation for setting the first platooning mode as the control mode, the driving assistance control means starts follow-up control under the first platooning mode in response to the recognition of first and second leading vehicles that satisfy predetermined first platooning conditions based on forward information. Thus, according to the present invention, when a rider intends to perform staggered driving in a position third or later from the lead vehicle with assistance from follow-up control, the rider can automatically start follow-up control under the first platooning mode by performing the first mode setting operation and then adjusting the speed and position of the rider's vehicle so as to satisfy the first platooning conditions.

[0022] (6) In the driving assistance system according to the present invention, when the operation receiving means receives a second mode setting operation for setting the second platooning mode as the control mode, the driving assistance control means starts follow-up control under the second platooning mode in response to the recognition of an offset leading vehicle and an offset following vehicle that satisfy predetermined second platooning conditions based on the forward information and rearward information. Thus, according to the present invention, when a rider attempts to perform staggered driving in a position second from the leading vehicle with assistance from follow-up control, the rider can automatically start follow-up control under the second platooning mode by performing the second mode setting operation and then adjusting the speed and position of the rider's vehicle so as to satisfy the second platooning conditions.

[0023] (7) In the driving assistance system according to the present invention, the driving assistance control means sets the speed obtained by adding a predetermined value to the host vehicle speed at the start of the following control in the first platooning mode as the set vehicle speed, and automatically causes the host vehicle to follow the target vehicle within a range in which the host vehicle speed does not exceed the set vehicle speed. Therefore, according to the present invention, the host vehicle can be made to follow the target vehicle even if the target vehicle increases its speed slightly after the start of the following control. Furthermore, the driving assistance control means cancels the following control if the vehicle speed of the target vehicle steadily exceeds the set vehicle speed. Therefore, according to the present invention, it is possible to prevent the host vehicle from accelerating to a speed range beyond the rider's skill level due to excessive following of the target vehicle that exceeds the set vehicle speed.

[0024] (8) In the driving assistance system according to the present invention, the driving assistance control means sets the speed obtained by adding a predetermined value to the host vehicle speed at the start of the following control in the second platooning mode as the set vehicle speed, and automatically causes the host vehicle to follow the target vehicle within a range in which the host vehicle speed does not exceed the set vehicle speed. Therefore, according to the present invention, the host vehicle can be made to follow the target vehicle even if the target vehicle increases its speed slightly after the start of the following control. Furthermore, the driving assistance control means cancels the following control if the vehicle speed of the target vehicle steadily exceeds the set vehicle speed. Therefore, according to the present invention, it is possible to prevent the host vehicle from accelerating to a speed range beyond the rider's skill level due to excessive following of the target vehicle that exceeds the set vehicle speed.

[0025] (9) In the driving assistance system according to the present invention, if the offset leading vehicle decelerates for some reason during execution of following control in the second platooning mode and this offset leading vehicle goes out of the detection range of the forward information acquisition means, the driving assistance control means estimates the position of the offset leading vehicle based on the position of the front end of the offset following vehicle attempting to maintain a predetermined inter-vehicle distance from the offset leading vehicle, and continues to execute following control based on this estimation result. Thus, according to the present invention, even if the offset leading vehicle, which is the target to be followed, decelerates for some reason during execution of following control in the second platooning mode and this offset leading vehicle and the host vehicle end up traveling side by side, it is possible to continue following control of this virtual offset leading vehicle. [Brief explanation of the drawings]

[0026] [Figure 1] 1 is a diagram showing a configuration of a driving assistance system according to an embodiment of the present invention; [Figure 2] FIG. 10 is a diagram showing an example of a staggered pattern formation formed when a group of multiple motorcycles travels in a staggered pattern. [Figure 3A] FIG. 10 is a diagram for explaining a specific procedure of follow-up control in the first platooning mode (when cruising). [Figure 3B] FIG. 10 is a diagram for explaining a specific procedure of follow-up control in the first platooning mode (during deceleration). [Figure 4A] FIG. 10 is a diagram for explaining a specific procedure of follow-up control in the second platooning mode (when cruising). [Figure 4B] FIG. 10 is a diagram for explaining a specific procedure of follow-up control in the second platooning mode (during deceleration). [Figure 5] FIG. 10 is a control mode transition diagram. [Figure 6] FIG. 10 is a diagram showing an example of an image displayed in standby mode. [Figure 7A] FIG. 10 is a diagram showing an example of an image displayed when the normal follow-up driving mode is set (when follow-up control is being executed). [Figure 7B]FIG. 10 is a diagram showing an example of an image displayed when the normal following driving mode is set (when automatic speed control is being executed). [Figure 8] FIG. 10 is a diagram showing an example of an image displayed when the second platooning mode is proposed. [Figure 9] FIG. 10 is a diagram illustrating an example of a mode setting image. [Figure 10A] FIG. 10 is a diagram showing an example of an image displayed when the second platooning mode is set (when the offset leading vehicle is the target to be followed). [Figure 10B] FIG. 10 is a diagram showing an example of an image displayed when the second platooning mode is set (when a virtual offset leading vehicle is set as the follow-up target). [Figure 11] FIG. 10 is a diagram showing an example of an image displayed when a first convoy driving mode is proposed. [Figure 12A] FIG. 10 is a diagram showing an example of an image displayed when the first platooning mode is set (when the offset leading vehicle is set as the follow-up target). [Figure 12B] FIG. 10 is a diagram showing an example of an image displayed when the first platooning mode is set (when the vehicle ahead is the target to be followed). [Figure 13] 4 is a flowchart showing a specific procedure for automatic driving control (when the standby mode is set). [Figure 14] 10 is a flowchart showing a specific procedure for automatic driving control (when the second convoy driving mode is proposed while the standby mode is set). [Figure 15] 10 is a flowchart showing a specific procedure for automatic driving control (when the first convoy driving mode is proposed while the standby mode is set). [Figure 16] 4 is a flowchart showing a specific procedure of automatic driving control (when the normal following driving mode is set). [Figure 17A] 10 is a flowchart showing a specific procedure for automatic driving control (when a mode setting image is displayed). [Figure 17B] 10 is a flowchart showing a specific procedure for automatic driving control (when a mode setting image is displayed). [Figure 18]10 is a flowchart showing a specific procedure for automatic driving control (when the second platooning mode is proposed while the normal following driving mode is set). [Figure 19] 10 is a flowchart showing a specific procedure for automatic driving control (when the first platooning mode is proposed while the normal following driving mode is set). [Figure 20A] 10 is a flowchart showing a specific procedure for automatic driving control (when the second platooning mode is set). [Figure 20B] 10 is a flowchart showing a specific procedure for automatic driving control (when the second platooning mode is set). [Figure 21A] 4 is a flowchart showing a specific procedure for automatic driving control (when the first platooning mode is set). [Figure 21B] 4 is a flowchart showing a specific procedure for automatic driving control (when the first platooning mode is set). DETAILED DESCRIPTION OF THE INVENTION

[0027] Hereinafter, the configuration of a driving assistance system according to an embodiment of the present invention will be described with reference to the drawings.

[0028] FIG. 1 is a diagram showing the configuration of a driving assistance system 1 according to this embodiment. The driving assistance system 1 is mounted on a motorcycle (not shown) as a straddle-type vehicle. The driving source of the motorcycle may be an internal combustion engine, a rotating electric machine, or a combination of these. The power source for the rotating electric machine may be a secondary battery, a capacitor, or a fuel cell. The following description will be given of a case in which the driving assistance system 1 is applied to a motorcycle, but the present invention is not limited to this. In addition to motorcycles, the present invention can be applied to straddle-type vehicles such as straddle-type three-wheeled vehicles, straddle-type four-wheeled vehicles, and motorized bicycles.

[0029] The driving assistance system 1 assists the driver in safe driving of a motorcycle. Among the various driving assistance functions realized by this driving assistance system 1, the following will explain a following control function (hereinafter also referred to as "ACC function") that automatically controls at least one of the following distance to a vehicle in front and the vehicle speed of the vehicle (hereinafter also referred to as "vehicle speed"), and makes the vehicle automatically follow the vehicle in front.

[0030] The driving assistance system 1 includes an external sensor unit 2, a vehicle sensor unit 3, a human-machine interface 4 (hereinafter abbreviated as "HMI 4"), a navigation device 5, a driving assistance control device 6, a driving operator 81, a driving force output device 82, and a brake device 83. These devices are connected to each other by multiplexed communication lines such as a CAN (Controller Area Network) communication line, serial communication lines, a wireless communication network, etc.

[0031] The external sensor unit 2 is composed of a camera unit 21, a front radar unit 22, a rear radar unit 23, an external recognition device 24, and the like.

[0032] The camera unit 21 includes a digital camera using a solid-state imaging element such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). The camera unit 21 is attached to any position on the front of the vehicle (e.g., the front windshield, mirror, etc.) while facing forward. The front radar unit 22 and the rear radar unit 23 include millimeter-wave radar that detects objects by measuring the reflected waves from the object in response to millimeter-wave irradiation. The front radar unit 22 is attached to any position on the front of the vehicle (e.g., the front windshield, mirror, etc.) while facing forward, and detects objects in front of the vehicle. The rear radar unit 23 is attached to any position on the rear of the vehicle (e.g., near the tail lamp and near the left and right turn signals) while facing rearward, and detects objects behind the vehicle.

[0033] The external recognition device 24 is a computer that acquires information about the state ahead of the vehicle, more specifically, information such as the position, shape, type, and speed of roads and objects ahead of the vehicle and the contents of road signs (hereinafter collectively referred to as "forward information"), and information such as the position, shape, type, and speed of objects behind the vehicle (hereinafter referred to as "rear information"), by performing sensor fusion processing on the detection results from some or all of the camera unit 21, the front radar unit 22, and the rear radar unit 23. The external recognition device 24 transmits the acquired forward information and rear information to, for example, the driving assistance control device 6.

[0034] The vehicle sensor unit 3 includes an encoder that generates pulse signals at intervals corresponding to the rotation speed of the wheels, a vehicle speed sensor that detects the vehicle speed by counting the number of pulses output from the encoder when the wheels are rotating in the forward direction, and a five- or six-axis inertial measurement unit. The inertial measurement unit detects the angles or angular velocities and accelerations of three axes (roll axis, pitch axis, and yaw axis) of the vehicle body. The detection signals of the vehicle sensor unit 3 are transmitted to, for example, the driving assistance control device 6.

[0035] The HMI 4 is composed of multiple interfaces that present various information to the vehicle occupants and accept various input operations by the occupants. Of the multiple interfaces that make up the HMI 4, Fig. 1 illustrates only the display 41, ACC function indicator light 42, ACC main switch 43, ACC lever 44, and setting button 45, which are particularly related to the ACC function.

[0036] The display 41 is provided in a position visible to the rider while driving, and displays images in response to commands from a display control unit 65 (described later) of the driving assistance control device 6. The display 41 mainly displays various information related to the ACC function (described later).

[0037] The ACC main switch 43 is pressed by the rider when switching on / off the ACC function by the driving assistance control device 6. The ACC main switch 43 is provided, for example, at the base of the accelerator grip that the rider holds with his right hand.

[0038] The ACC lever 44 is tilted by the rider in order to change the speed set in the ACC function by the driving assistance control device 6 or to switch the control mode of the ACC function from a standby mode (to be described later) to a normal ACC mode (to be described later). The ACC lever 44 can be tilted from a neutral position to either the "RES / +" side or the "SET / -" side. The ACC lever 44 is provided, for example, at the base of the accelerator grip.

[0039] More specifically, when the control mode of the ACC function by the driving assistance control device 6 is in standby mode and the rider tilts the ACC lever 44 toward the "SET / -" side, the control mode of the ACC function transitions to normal ACC mode and the vehicle speed at that time is set as the set vehicle speed. Also, when the control mode of the ACC function by the driving assistance control device 6 is in standby mode and the rider tilts the ACC lever 44 toward the "RES / +" side, a value stored in a memory (not shown) (the set vehicle speed when the ACC function was previously in the on state) is set as the set vehicle speed, and the control mode of the ACC function transitions to normal ACC mode.

[0040] Furthermore, when the ACC function by the driving assistance control device 6 is on and the vehicle speed is equal to or higher than a predetermined speed, if the rider tilts the ACC lever 44 toward the "RES / +" side, the set vehicle speed is increased by a predetermined unit speed (for example, 1 [km / h]). Furthermore, when the ACC function by the driving assistance control device 6 is on and the vehicle speed is equal to or higher than a predetermined speed, if the rider tilts the ACC lever 44 toward the "SET / -" side, the set vehicle speed is decreased by a unit speed.

[0041] The setting button 45 is composed of multiple buttons that are pressed by the rider to input setting operations and approval operations related to the control mode of the ACC function by the driving assistance control device 6. More specifically, the setting button 45 includes four cursor buttons arranged in a cross shape for moving a cursor displayed on the display 41 in all four directions, and an enter button located in the center of the cursor buttons. The setting button 45 is provided, for example, at the base of the handlebar grip that the rider holds with his left hand.

[0042] The ACC function indicator light 42 can be illuminated in a number of different colors, such as green and white. The ACC function indicator light 42 is provided in a position visible to the rider while driving. When the ACC function is on and tracking control or vehicle speed control, which will be described later, is being executed, the ACC function indicator light is illuminated in green. When the control mode of the ACC function is in standby mode, the ACC function indicator light is illuminated in white. When the ACC function is off, the ACC function indicator light is turned off. Therefore, when the ACC main switch 43 is turned on by the rider, the ACC function indicator light is illuminated in either green or white. When the ACC main switch 43 is turned off by the rider, the ACC function indicator light is turned off.

[0043] The navigation device 5 includes, for example, a GNSS (Global Navigation Satellite System) receiver that identifies the current position of the vehicle based on signals received from GNSS satellites, a storage device that stores map information, etc. Here, the map information also includes information about road signs. The navigation device 5 transmits information about the current position of the vehicle to the driving assistance control device 6 together with the map information of the current position.

[0044] The driving controls 81 are made up of a plurality of controls that are operated by the rider when driving the vehicle, sensors that detect the amount of operation of these controls, etc. Of these controls and sensors, only an accelerator grip 811, an accelerator position sensor 812, a brake lever 813, a brake lever switch 814, a brake pedal 815, and a brake pedal switch 816 that are particularly related to the ACC function are shown in Figure 1.

[0045] The accelerator grip 811 can be rotated by the rider to accelerate or decelerate the vehicle. The accelerator grip 811 is located in a position where the rider can grip it with his or her right hand while driving. The accelerator grip 811 is rotatable between a fully closed position (neutral position) and a fully open position. The position of the accelerator grip 811 (hereinafter also referred to as the "accelerator position") returns to the neutral position by an elastic member (not shown) when no external force is acting on it. Hereinafter, the direction from the neutral position toward the fully open position is referred to as the "open direction," and the direction from the fully open position toward the neutral position is referred to as the "close direction." In other words, when the ACC function by the driving assistance control device 6 is in an off state or the control mode of the ACC function is in the standby mode, the rider can accelerate or decelerate the vehicle by rotating the accelerator grip 811 in the open direction or the close direction between the neutral position and the fully open position.

[0046] The accelerator grip 811 can be rotated between the neutral position and a minus position on the opposite side of the fully open position. In the following, the operation of rotating the accelerator grip 811 from the neutral position to the minus position is also referred to as a minus operation.

[0047] The accelerator position sensor 812 is a sensor that detects the rotation operation of the accelerator grip 811. The accelerator position sensor 812 detects the accelerator position and transmits a detection signal to the driving assistance control device 6 according to the detected value.

[0048] The brake lever 813 is a lever that the rider can grip and operate with his or her right hand in order to brake the front wheel with the brake device 83. The brake lever switch 814 is a sensor that detects the on / off operation of the brake lever 813. The brake lever switch 814 transmits a signal corresponding to the on / off operation of the brake lever 813 to the driving assistance control device 6.

[0049] The brake pedal 815 is a pedal that the rider can step on with his / her right foot to brake the rear wheel with the brake device 83. The brake pedal switch 816 is a sensor that detects the on / off operation of the brake pedal 815. The brake pedal switch 816 transmits a signal corresponding to the on / off operation of the brake pedal 815 to the driving assistance control device 6.

[0050] The driving force output device 82 outputs a driving force to the driving wheels for driving the vehicle. The driving force output device 82 includes a driving force source such as an internal combustion engine or a rotating electric machine, a transmission, and an electronic control unit that controls the driving force source and the transmission based on command signals sent from the driving assistance control device 6 and generates acceleration / deceleration according to the commands.

[0051] The braking device 83 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper in accordance with the amount of operation of the brake lever or brake pedal, an electric motor that generates hydraulic pressure in the cylinder, and an electronic control unit that controls the electric motor based on a command signal sent from the driving assistance control device 6 and generates braking force in accordance with the command.

[0052] The driving assistance control device 6 is a computer that controls the driving assistance functions. The driving assistance control device 6 includes an automatic driving control unit 61, a control mode setting unit 62, a vehicle distance setting unit 63, a vehicle speed setting unit 64, and a display control unit 65 as modules that realize the ACC function among the multiple driving assistance functions.

[0053] When the ACC function is on, the automatic driving control unit 61 performs an automobile speed control that automatically controls the speed of the vehicle based on a set vehicle speed set by a vehicle speed setting unit 64 described below, or a following control that automatically controls the distance between the vehicle and the vehicle ahead based on the set vehicle speed and makes the vehicle automatically follow the vehicle ahead. Note that, hereinafter, the automobile speed control and following control performed by the automatic driving control unit 61 are collectively referred to as automatic driving control.

[0054] More specifically, the automatic driving control unit 61 has four control modes for automatic driving control: a standby mode, a normal following mode, a first platooning mode, and a second platooning mode. When the ACC function is on, the automatic driving control unit 61 can execute automatic driving control in any of these four control modes. The features of each control mode will be explained below in order.

[0055] <Standby mode> When the control mode of the automatic driving control is set to standby mode, the automatic driving control unit 61 waits to execute the automatic driving control so that it can quickly transition to other control modes (normal following driving mode, first convoy driving mode, and second convoy driving mode).

[0056] <Normal following driving mode> When the control mode of the automatic driving control is set to the normal following driving mode, the automatic driving control unit 61 sets as the target to be followed a vehicle ahead that is recognized based on forward information and that satisfies the target to be followed conditions determined based on a set vehicle speed, and automatically controls the inter-vehicle distance along the traveling direction between the target to be followed and the subject vehicle, thereby causing the subject vehicle to automatically follow the target to be followed within a range in which the subject vehicle speed does not exceed the set vehicle speed. More specifically, when the control mode is set to the normal following driving mode, if the automatic driving control unit 61 can recognize a vehicle ahead that satisfies the target to be followed conditions based on forward information, the automatic driving control unit 61 sets the vehicle ahead as the target to be followed, and operates the driving force output device 82 and the brake device 83 so that the inter-vehicle distance to the target to be followed becomes a target inter-vehicle distance that is sequentially set by the inter-vehicle distance setting unit 63 described later, thereby performing following control to cause the subject vehicle to follow the target to be followed. In this embodiment, the inter-vehicle distance between the vehicle and the target vehicle is defined as the distance along the direction of travel between the front end of the vehicle and the rear end of the target vehicle, except when tracking control is being performed on a virtual target vehicle under the second platooning mode described below.

[0057] Furthermore, when the control mode of the automatic driving control is set to the normal following driving mode and when a preceding vehicle that satisfies the following target conditions cannot be recognized based on the forward information, the automatic driving control unit 61 automatically controls the host vehicle speed identified by the vehicle sensor unit 3. More specifically, when the control mode is set to the normal following driving mode and when a preceding vehicle that satisfies the following target conditions cannot be recognized based on the forward information, the automatic driving control unit 61 executes automobile speed control that operates the driving drive force output device 82 and the brake device 83 so that the host vehicle speed becomes a set vehicle speed.

[0058] Here, cases where a preceding vehicle that satisfies the following target condition based on forward information cannot be recognized include cases where the preceding vehicle itself is not present in front of the host vehicle within a range recognizable by the external recognition device 24, and cases where a preceding vehicle is present in front of the host vehicle within a range recognizable by the external recognition device 24 but does not satisfy the following target condition. In this embodiment, the following target condition is, for example, that the inter-vehicle distance from the preceding vehicle is less than a predetermined set distance and the vehicle speed of the preceding vehicle does not steadily exceed a set vehicle speed. That is, even if a preceding vehicle is present within a range recognizable by the external recognition device 24, the automatic driving control unit 61 does not set the preceding vehicle as a following target if the preceding vehicle is further away from the host vehicle by more than a set distance or if the preceding vehicle is steadily traveling at a speed greater than or equal to the set vehicle speed. Furthermore, while the automatic driving control unit 61 is executing following control for the following target, if the following target becomes further away from the host vehicle by more than a set distance or if the following target steadily exceeds a set vehicle speed, the automatic driving control unit 61 cancels the ongoing following control. Therefore, while the automatic driving control unit 61 executes the follow-up control in the normal follow-up driving mode and follows the object to be followed, the host vehicle speed will not steadily exceed the set vehicle speed.

[0059] As described above, while the automatic driving control unit 61 is executing the automatic vehicle speed control in the normal following driving mode, it automatically controls the host vehicle speed with the set vehicle speed as the target. Therefore, even while the automatic vehicle speed control is being executed, the host vehicle speed will not steadily exceed the set vehicle speed. Therefore, while the automatic driving control unit 61 is executing the automatic driving control, the host vehicle speed will not steadily exceed the set vehicle speed, and the host vehicle speed will not automatically accelerate beyond the set vehicle speed.

[0060] <Plating mode 1> The first platooning mode is a control mode prepared for performing follow-up control based on two leading vehicles close to the host vehicle, i.e., the two leading vehicles traveling on both sides and in front of the host vehicle, when the host vehicle joins the staggered platooning of a group made up of multiple motorcycles V1, V2, V3, V4, ... (four motorcycles in the example of FIG. 2) as shown in FIG. 2 and the host vehicle is the third or subsequent vehicle from the lead vehicle V1 (the third motorcycle V3 or the fourth motorcycle V4 from the lead vehicle in the example of FIG. 2). In the example of FIG. 2, if the host vehicle is the third motorcycle V3, and the control mode is set to the first platooning mode, the automatic traveling control unit 61 performs follow-up control based on the second motorcycle V2 traveling on both sides of the host vehicle and the leading vehicle V1 traveling in front of the host vehicle. Furthermore, if the host vehicle is the fourth motorcycle V4, when the control mode is set to the first convoy driving mode, the automatic driving control unit 61 performs tracking control based on the third motorcycle V3 traveling in front of and to the side of the host vehicle and the second motorcycle V2 traveling in front of the host vehicle.

[0061] In the following, in a platoon of saddle-riding type vehicles formed in a staggered pattern as shown in FIG. 2, among the leading vehicles traveling ahead of the host vehicle, a leading vehicle traveling in front of the host vehicle (i.e., a position where the paths overlap) is referred to as a leading vehicle, and a leading vehicle traveling in a position offset to the left or right along the vehicle width direction from the host vehicle's path is also referred to as an offset leading vehicle. That is, in the example of FIG. 2, if the host vehicle is motorcycle V3, motorcycle V1 is a leading vehicle, and motorcycle V2 is an offset leading vehicle. Furthermore, among the following vehicles traveling behind the host vehicle, a following vehicle traveling behind the host vehicle (i.e., a position where the paths overlap) is referred to as a rear following vehicle, and a following vehicle traveling in a position offset to the left or right along the vehicle width direction from the host vehicle's path is also referred to as an offset following vehicle. That is, in the example of FIG. 2, if the host vehicle is motorcycle V2, motorcycle V4 is a rear following vehicle, and motorcycle V3 is an offset following vehicle.

[0062] Specific procedures for the following control in the first platooning mode will be described below with reference to Figures 3A and 3B. The following describes a case where a group of three motorcycles V1, V2, and V3 are traveling in a staggered pattern, with the host vehicle being the third motorcycle V3 from the lead vehicle V1, as shown in Figures 3A and 3B. Specifically, the following describes a case where, based on forward information acquired by the host vehicle, the motorcycle V3, recognizes two leading vehicles: an offset vehicle ahead V2 traveling to the front of the host vehicle and a direct vehicle ahead V1 traveling ahead of the offset vehicle ahead V2 in the traveling direction and closer to the vehicle width than the offset vehicle ahead V2.

[0063] 3A shows a case where the platoon is cruising, i.e., the entire platoon is moving at a generally constant cruising speed, and as a result, the inter-vehicle distance along the traveling direction between two leading vehicles V1, V2 ahead of the host vehicle (e.g., the distance along the traveling direction between the rear ends of the two leading vehicles) is equal to or greater than a predetermined distance threshold. When cruising as shown in FIG. 3A, the automatic driving control unit 61 sets, of the two leading vehicles V1, V2, the offset leading vehicle V2 traveling in front of and to the side of the host vehicle, as the target to be followed, and performs following control on this target to be followed using the same procedure as in the normal following driving mode, causing the host vehicle to follow the target to be followed while maintaining the inter-vehicle distance between this offset leading vehicle V2 and the host vehicle (e.g., the distance along the traveling direction between the rear end of the target to be followed and the front end of the host vehicle).

[0064] 3B shows a case where the platoon is decelerating, i.e., the leading front-on vehicle V1 decelerates for some reason, and the offset-front vehicle V2 following this front-on vehicle V1 also decelerates, resulting in the inter-vehicle distance between the two front-on vehicles V1 and V2 ahead of the host vehicle being less than the distance threshold. During deceleration as shown in FIG. 3B, the automatic driving control unit 61 sets the front-on vehicle V1 traveling in front of the host vehicle as the vehicle to be followed, of the two front-on vehicles V1 and V2, as the vehicle to be followed, and performs following control on this vehicle to be followed using the same procedure as in the normal following driving mode, causing the host vehicle to follow the vehicle to be followed while maintaining the inter-vehicle distance between the front-on vehicle V1 traveling in front and the host vehicle.

[0065] As described above, when the control mode is set to the first platoon driving mode, the automatic driving control unit 61 performs tracking control by automatically switching the target to be followed between two leading vehicles traveling on either side and in front of the vehicle, based on the inter-vehicle distance between these two leading vehicles, thereby assisting the driving operations of the rider of the vehicle joining the platoon as the third or subsequent vehicle, in maintaining the platoon.

[0066] <Second Platooning Mode> The second platooning mode is a control mode prepared for performing follow-up control based on an offset leading vehicle and an offset following vehicle that are close to the host vehicle when the host vehicle joins the platoon as the second vehicle from the leading vehicle V1 (in the example of FIG. 2, the second leading motorcycle V2) in a staggered driving sequence of a group made up of multiple motorcycles V1, V2, V3, V4, ... as shown in Fig. 2. Here, in the example of FIG. 2, if the host vehicle is the second motorcycle V2, and the control mode is set to the second platooning mode, the automatic driving control unit 61 performs follow-up control based on the offset leading vehicle V1 traveling in front of and to the side of the host vehicle and the offset following vehicle V3 traveling behind and to the side of the host vehicle.

[0067] Specific procedures for the following control in the second platooning mode will be described below with reference to Figures 4A and 4B. The following description will be given for a case where a group of three motorcycles V1, V2, and V3 are traveling in a staggered pattern, with the host vehicle being the motorcycle V2 second from the lead vehicle V1, as shown in Figures 4A and 4B. In other words, the following description will be given for a case where a total of two leading and following vehicles, namely, an offset leading vehicle V1 traveling on either side of the host vehicle and an offset following vehicle V3 traveling on either side of the host vehicle, are recognized based on forward information and rearward information acquired by the host vehicle, i.e., the host motorcycle V2.

[0068] 4A shows a case where the platoon is cruising, i.e., the entire platoon is moving at a generally constant cruising speed, and as a result, an offset vehicle ahead V1 is present to the front side of the host vehicle within the detection range 22R of the front radar unit of the host vehicle. When cruising as shown in FIG. 4A, the automatic driving control unit 61 sets the offset vehicle ahead V1 traveling to the front side of the host vehicle as the target to be followed, and performs follow-up control on this target to be followed using the same procedure as in the normal follow-up driving mode, causing the host vehicle to follow the target to be followed while maintaining the inter-vehicle distance between the offset vehicle ahead V1 and the host vehicle (more specifically, the distance in the traveling direction between the rear end of the target to be followed and the front end of the host vehicle).

[0069] 4B shows a case where the platoon is decelerating, that is, the leading offset vehicle ahead V1 decelerates for some reason, causing the offset vehicle ahead V1, which had been the target to be followed, to fall outside the detection range 22R of the front radar unit of the host vehicle. In this case, the automatic driving control unit 61 cannot determine the position of the offset vehicle ahead V1 based on the forward information, and therefore it becomes difficult to perform tracking control on the offset vehicle ahead V1 as the target to be followed.

[0070] On the other hand, as shown in FIG. 4B , when the offset leading vehicle V1 decelerates, the offset following vehicle V3 traveling behind the host vehicle will likely decelerate and attempt to maintain a certain distance from the offset leading vehicle V1 traveling on the host vehicle's path. Therefore, the position of the offset leading vehicle V1 can be estimated to some extent based on the position of the front end of the offset following vehicle V3 traveling behind the host vehicle. Therefore, during deceleration as shown in FIG. 4B , the automatic driving control unit 61 acquires the position of the front end of the offset following vehicle V3 traveling behind the host vehicle within the detection range 23R of the rear radar unit of the host vehicle based on rear information, and further estimates the position of the front end of the offset leading vehicle V1 traveling ahead of the host vehicle based on the position of the front end of the offset following vehicle V3. The automatic driving control unit 61 also sets the virtual offset leading vehicle V1 determined based on this estimation result as a target to be followed and continues tracking control for this target to be followed. Here, when the automatic driving control unit 61 performs tracking control using a virtual offset preceding vehicle V1 as the target to be tracked, the inter-vehicle distance between this virtual target to be tracked and the vehicle itself is defined as the distance along the direction of travel between the front end of the virtual target to be tracked and the front end of the vehicle itself.

[0071] As described above, when the control mode is set to the second platoon driving mode, the automatic driving control unit 61 recognizes the offset leading vehicle traveling in front of and to the side of the vehicle based on the forward and rearward information, sets this offset leading vehicle as the vehicle to be followed, and performs following control to assist the driving operations of the rider of the vehicle joining the platoon as the second vehicle to maintain the platoon.

[0072] Returning to FIG. 1 , when the ACC function is on, the inter-vehicle distance setting unit 63 sets a target inter-vehicle distance in the following control by the automatic driving control unit 61. More specifically, the inter-vehicle distance setting unit 63 sets the target inter-vehicle distance based on forward information acquired by the external recognition device 24 and the detection results of the vehicle sensor unit 3. More specifically, the inter-vehicle distance setting unit 63 calculates the vehicle speed of the vehicle to be followed and the actual inter-vehicle distance between the host vehicle and the vehicle to be followed based on the forward information, and further sets the target inter-vehicle distance so that it increases as the vehicle speed of the vehicle to be followed increases. The inter-vehicle distance setting unit 63 transmits information about the set target inter-vehicle distance to the automatic driving control unit 61.

[0073] 4B, if the target vehicle decelerates while the vehicle is being controlled in the second platooning mode and moves out of the detection range 22R of the front radar unit, it may become impossible to continue recognizing the target vehicle using only the forward information. In this case, it is preferable that the inter-vehicle distance setting unit 63 estimates the position of the target vehicle traveling parallel to the vehicle based on the rearward information as described above, and further sets the actual inter-vehicle distance and the target inter-vehicle distance based on the estimation result.

[0074] When the ACC function is on, the vehicle speed setting unit 64 sets the set vehicle speed for automatic driving control by the automatic driving control unit 61, and transmits information regarding the set vehicle speed to the automatic driving control unit 61 and the display control unit 65.

[0075] Here, the vehicle speed setting unit 64 is capable of setting or changing the set vehicle speed based on the rider's operation of the HMI 4 (particularly, the ACC lever 44). More specifically, when the vehicle speed setting unit 64 detects that the ACC lever 44 has been tilted toward the "SET / -" side while the control mode is in the standby mode, it sets the vehicle speed at that time as the set vehicle speed. When the vehicle speed setting unit 64 detects that the ACC lever 44 has been tilted toward the "RES / +" side while the control mode is in the standby mode, it sets the value stored in memory as the set vehicle speed. When the vehicle speed setting unit 64 detects that the ACC lever 44 has been tilted toward the "RES / +" side while the control mode is set to the normal following mode, the first platooning mode, or the second platooning mode and the vehicle speed is equal to or higher than a predetermined speed, it changes the set vehicle speed in increments of unit speed. Furthermore, when the vehicle speed setting unit 64 detects that the ACC lever 44 has been tilted toward the "SET / -" side while the control mode is set to the normal following mode, the first platooning mode, or the second platooning mode and the vehicle speed is equal to or greater than a predetermined speed, the vehicle speed setting unit 64 decreases the set vehicle speed by a unit speed. Therefore, the rider can set or change a new set vehicle speed by operating the ACC lever 44.

[0076] In addition, when follow-up control is performed under the first platooning mode and the second platooning mode, the vehicle speed setting unit 64 automatically sets the set vehicle speed to the speed obtained by adding a predetermined value (e.g., 10 km / h) to the vehicle speed at the start of the follow-up control.

[0077] The display control unit 65 presents various information to the rider while driving by displaying images generated in response to commands from the automatic driving control unit 61, the vehicle speed setting unit 64, and the control mode setting unit 62 (described later) on the display 41. Specific examples of images displayed on the display 41 under the control of the display control unit 65 will be described later with reference to FIGS. 6 to 12B.

[0078] The control mode setting unit 62 sets the control mode of the automatic driving control by the automatic driving control unit 61 based on the front information and rear information transmitted from the external recognition device 24, and signals transmitted from the ACC main switch 43, the ACC lever 44, the setting button 45, the accelerator position sensor 812, the brake lever switch 814, and the brake pedal switch 816, etc.

[0079] 5 is a transition diagram of the control modes. The control mode setting unit 62 turns on / off the ACC function in the automatic driving control unit 61 and transitions the control mode in accordance with the transition diagram shown in FIG.

[0080] 5, when the ACC main switch 43 is pressed with the ignition switch (not shown) turned on, the control mode setting unit 62 changes the ACC function of the automatic driving control unit 61 from the off state to the on state and sets the control mode to the standby mode, as indicated by step number "ST0." Furthermore, when the control mode is set to the standby mode, the control mode setting unit 62 lights up the ACC function indicator light 42 in white.

[0081] Furthermore, when the control mode is set to the standby mode, the control mode setting unit 62 sends a command to the display control unit 65 to cause the display 41 to display an image such as the one shown in Fig. 6. Note that Fig. 6 shows an example of an image that is displayed when the set vehicle speed has not been set.

[0082] 5, as indicated by step number "ST13," when the ACC main switch 43 is pressed while the ACC function of the automatic driving control unit 61 is in the ON state, the control mode setting unit 62 turns off the ACC function of the automatic driving control unit 61. Furthermore, when the ACC function is in the OFF state, the control mode setting unit 62 turns off the ACC function indicator light 42.

[0083] 5, when the ACC lever 44 is tilted toward the "RES / +" side or the "SET / -" side while the control mode is set to the standby mode, the control mode setting unit 62 sets the control mode to the normal following driving mode, as indicated by step number "ST1." When the control mode is set to the normal following driving mode, the control mode setting unit 62 lights up the ACC function indicator light 42 in green.

[0084] When the control mode is set to the normal following driving mode, if the automatic driving control unit 61 can recognize a leading vehicle that satisfies the following target conditions based on forward information as described above, it performs following control with this leading vehicle as the following target, but if it cannot recognize a leading vehicle that satisfies the following target conditions based on forward information, it does not set a leading vehicle to follow and performs automobile speed control at a set vehicle speed. At this time, switching between following control and automobile speed control is automatically performed by the automatic driving control unit 61 based on forward information.

[0085] When the control mode is set to the normal following driving mode and following control is being executed, the control mode setting unit 62 sends a command to the display control unit 65 to cause the display 41 to display an image such as the example shown in Fig. 7A. When the control mode is set to the normal following driving mode and automatic vehicle speed control is being executed, the control mode setting unit 62 sends a command to the display control unit 65 to cause the display 41 to display an image such as the example shown in Fig. 7B. Note that Figs. 7A and 7B show examples of images that are displayed when the set vehicle speed is 100 km / h.

[0086] In FIG. 5, as shown by step number "ST2," if the control mode is set to the normal following driving mode and a temporary release condition (the brake lever or brake pedal is operated, or the accelerator grip is operated to the minus position) is met, the control mode setting unit 62 sets the control mode to the standby mode.

[0087] 5, as indicated by step number "ST3," when the control mode is set to the standby mode and the control mode setting unit 62 receives a second mode approval operation or a second mode setting operation (described later) on the setting button 45, the control mode setting unit 62 sets the control mode to the second convoy traveling mode. Furthermore, when the control mode is set to the second convoy traveling mode, the control mode setting unit 62 lights the ACC function indicator light 42 in green.

[0088] Here, the second mode approval operation refers to an operation (for example, pressing the Enter button) performed by the rider on the setting button 45 when the rider approves the proposal to switch to the second platooning mode made by the control mode setting unit 62. More specifically, when the control mode is set to the standby mode or the normal following traveling mode and an offset leading vehicle and an offset following vehicle that satisfy the two second platooning conditions (1a) to (2a) described below are recognized based on the forward information (that is, when a state has been reached in which following control under the second platooning mode can be executed), the control mode setting unit 62 sends a command to the display control unit 65 to display on the display 41 an image such as that shown in FIG. 8, that is, an image 8a indicating that following control under the second platooning mode can be executed and an image 8b showing the procedure for the specific approval operation (for example, pressing the Enter button). If the control mode setting unit 62 receives an approval operation from the rider while the proposed image for the rider as shown in FIG. 8 is being displayed, the control mode setting unit 62 immediately sets the control mode to the second convoy traveling mode.

[0089] Second platooning condition (1a): An offset preceding vehicle exists to the front side of the host vehicle within a predetermined distance from the host vehicle, and the speed difference with respect to the host vehicle is less than a predetermined speed. Second platooning condition (2a): There is an offset following vehicle to the rear of the own vehicle and behind the offset leading vehicle within a predetermined distance from the own vehicle, the speed difference from the own vehicle being less than a predetermined speed.

[0090] The second mode setting operation refers to a series of operations (i.e., a setting screen calling operation, a selection operation, and a decision operation, which will be described below) that the rider voluntarily performs on the setting button 45 in order to transition the control mode to the second platooning mode before an offset leading vehicle and an offset following vehicle that satisfy the second platooning conditions (1a) to (2a) are recognized based on the forward information and rearward information. More specifically, when the rider performs a predetermined setting screen calling operation on the setting button 45 (for example, pressing the cursor button) while the control mode is set to the standby mode, the normal following mode, or the first platooning mode, the control mode setting unit 62 sends a command to the display control unit 65, causing the display 41 to display a mode setting image such as the one shown in FIG. 9 as an example. As shown in FIG. 9, the mode setting image includes an image 9a displaying the names of three control modes selectable by the rider (normal following driving mode, first platooning mode, and second platooning mode), and an image 9b showing specific procedures for selecting the mode (e.g., pressing the up cursor button or the down cursor button) and determining the mode (e.g., pressing the enter button). The example shown in FIG. 9 shows a state in which the first platooning mode has been selected by the rider. If the control mode setting unit 62 receives an operation by the rider to select and determine the second platooning mode while the mode setting image shown in FIG. 9 is being displayed, the control mode setting unit 62 sets the control mode to the second platooning mode after recognizing an offset leading vehicle and an offset following vehicle that satisfy the above-mentioned second platooning conditions (1a) and (2a) based on the forward information and the rearward information.

[0091] When the control mode is set to the second convoy driving mode, if the automatic driving control unit 61 can recognize the offset vehicle in front based on the forward information as described above, it performs follow-up control using this offset vehicle in front as the target to be followed, and if this offset vehicle in front becomes unrecognizable due to deceleration, it performs follow-up control using a virtual offset vehicle in front estimated based on the rearward information as the target to be followed. At this time, the switching of the target to be followed is automatically performed by the automatic driving control unit 61 based on the forward information and rearward information.

[0092] While performing follow-up control in the second platooning mode with the offset vehicle in front as the follow-up target, the automatic driving control unit 61 sends a command to the display control unit 65 to display on the display 41 an image including an image 10a showing the offset vehicle in front colored in green and an image 10b showing the offset following vehicle reflected in the mirror of the host vehicle, as exemplified in Fig. 10A. Also, while performing follow-up control in the second platooning mode with a virtual offset vehicle in front as the follow-up target, the automatic driving control unit 61 sends a command to the display control unit 65 to display on the display 41 an image including an image 10c showing the offset following vehicle colored in green and reflected in the mirror of the host vehicle larger than in Fig. 10A, and an image 10d showing the offset vehicle in front to the side of the host vehicle larger than in Fig. 10A, as exemplified in Fig. 10B. This allows the rider to easily visually grasp the current control status.

[0093] In Figure 5, as shown by step number "ST4," when the operation shown by step number "ST2" is performed while the control mode is set to the second platooning mode, or when any of the six second platooning cancellation conditions (1b) to (6b) described below is met, the control mode setting unit 62 cancels the following control under the second platooning mode and sets the control mode to standby mode.

[0094] Second platooning cancellation condition (1b): The inter-vehicle distance between the offset vehicle ahead to be followed and the own vehicle is greater than a predetermined distance. Second platooning cancellation condition (2b): The deceleration of the offset vehicle ahead that is the target of platooning cannot be detected and the offset vehicle ahead cannot be recognized based on forward information. Second platooning cancellation condition (3b): The speed of the offset vehicle ahead to be followed steadily exceeds the set speed. Second platooning cancellation condition (4b): The state in which the inter-vehicle distance between the offset following vehicle and the own vehicle is greater than or equal to a predetermined distance continues for a predetermined period of time. Second condition for canceling platooning (5b): The offset following vehicle overtakes the own vehicle. Second platooning cancellation condition (6b): The offset following vehicle remains close to the own vehicle for a predetermined period of time.

[0095] 5, as indicated by step number "ST5," when the control mode is set to the standby mode and the control mode setting unit 62 receives a first mode approval operation or a first mode setting operation (described below) on the setting button 45, the control mode setting unit 62 sets the control mode to the first convoy traveling mode. Furthermore, when the control mode is set to the first convoy traveling mode, the control mode setting unit 62 lights the ACC function indicator light 42 in green.

[0096] Here, the first mode approval operation refers to an operation performed by the rider on the setting button 45 (for example, pressing the Enter button) when the rider approves the proposal to switch to the first platooning mode made by the control mode setting unit 62. More specifically, when the control mode is set to the standby mode or the normal following traveling mode and an offset leading vehicle and a direct leading vehicle that satisfy the three first platooning conditions (1c) to (3c) described below are recognized based on forward information (that is, when a state has been reached in which following control under the second platooning mode can be executed), the control mode setting unit 62 sends a command to the display control unit 65 to display on the display 41 images such as those shown in FIG. 11, that is, an image 11a indicating that following control under the first platooning mode can be executed and an image 11b showing the procedure for the specific approval operation (for example, pressing the Enter button). If the control mode setting unit 62 receives an approval operation from the rider while the proposed image for the rider as shown in FIG. 11 is being displayed, the control mode setting unit 62 immediately sets the control mode to the first convoy traveling mode.

[0097] First platooning condition (1c): There is an offset preceding vehicle within a predetermined distance from the own vehicle, the speed difference of which is less than a predetermined speed relative to the own vehicle. First platooning condition (2c): There is a vehicle ahead of the vehicle within a predetermined distance from the vehicle, the speed difference from which is less than a predetermined speed. First platooning condition (3c): The distance between the offset leading vehicle and the direct leading vehicle is less than a predetermined distance.

[0098] The first mode setting operation refers to a series of operations (i.e., a setting screen calling operation, a selection operation, and a decision operation, which will be described below) that the rider voluntarily performs on the setting button 45 in order to switch the control mode to the first platooning mode before an offset leading vehicle and a front leading vehicle that satisfy the first platooning conditions (1c) to (2c) are recognized based on the forward information. More specifically, when the rider performs a predetermined setting screen calling operation on the setting button 45 (for example, pressing the cursor button) while the control mode is set to the standby mode, the normal following driving mode, or the second platooning mode, the control mode setting unit 62 sends a command to the display control unit 65, causing the display 41 to display a mode setting image such as the one shown in FIG. 9 as an example. When the control mode setting unit 62 receives an operation by the rider to select and confirm the first platooning mode while displaying a mode setting image such as that illustrated in Figure 9, it sets the control mode to the first platooning mode after recognizing an offset leading vehicle and a direct leading vehicle that satisfy the above-mentioned first platooning conditions (1c) to (3c) based on forward information.

[0099] When the control mode is set to the first convoy driving mode, the automatic driving control unit 61 performs follow-up control with the offset vehicle in front as the target to be followed if the inter-vehicle distance between the offset vehicle in front and the directly ahead vehicle is equal to or greater than a predetermined distance threshold, as described above, and performs follow-up control with the directly ahead vehicle as the target to be followed if the inter-vehicle distance is less than the distance threshold. At this time, the switching of the target to be followed is automatically performed by the automatic driving control unit 61 based on forward information.

[0100] While performing follow-up control in the first platooning mode with the offset vehicle in front as the follow-up target, the automatic driving control unit 61 sends a command to the display control unit 65 to cause the display 41 to display an image including an image 12a showing the offset vehicle in front colored green and an image 12b showing the front vehicle in front colored white, as exemplified in Fig. 12A. Furthermore, while performing follow-up control in the first platooning mode with the front vehicle in front as the follow-up target, the automatic driving control unit 61 sends a command to the display control unit 65 to cause the display 41 to display an image including an image 12c showing the front vehicle in front colored green and an image 12d showing the offset vehicle in front colored white, as exemplified in Fig. 12B. This allows the rider to easily visually grasp the current control status.

[0101] In Figure 5, as shown by step number "ST6", when the operation shown by step number "ST2" is performed while the control mode is set to the first convoy driving mode, or when any of the six first convoy driving cancellation conditions (1d) to (6d) described below is met, the control mode setting unit 62 cancels the following control under the first convoy driving mode and sets the control mode to standby mode.

[0102] First platooning cancellation condition (1d): The distance between the offset leading vehicle or the direct leading vehicle and the own vehicle is greater than a predetermined distance. First condition for canceling platooning (2d): The offset vehicle ahead or the vehicle directly ahead cannot be recognized based on forward information. First condition for canceling platooning (3d): The offset vehicle ahead overtakes the front vehicle ahead. First platooning cancellation condition (4d): The state in which the inter-vehicle distance between the offset leading vehicle and the direct leading vehicle is less than a predetermined distance continues for a predetermined period of time. First platooning cancellation condition (5d): The inter-vehicle distance between the offset leading vehicle and the direct leading vehicle is equal to or greater than a predetermined distance for a predetermined period of time. First platooning cancellation condition (6d): The speed of the vehicle to be followed steadily exceeds the set vehicle speed.

[0103] In Figure 5, as shown by step number "ST7", when the control mode setting unit 62 receives the above-mentioned second mode approval operation or second mode setting operation on the setting button 45 while the control mode is set to the normal following driving mode, it sets the control mode to the second convoy driving mode.

[0104] In Figure 5, as shown by step number "ST8", ​​when the control mode is set to the second convoy driving mode and the control mode setting unit 62 receives a third mode setting operation described below using the setting button 45, the control mode setting unit 62 sets the control mode to the normal following driving mode.

[0105] Here, the third mode setting operation refers to a series of operations (i.e., a setting screen calling operation, a selection operation, and a confirmation operation, which will be described below) that the rider of the host vehicle, which is traveling in a platoon under the first or second platooning mode, voluntarily performs on the setting button 45 in order to leave the platoon and switch the control mode to the normal following traveling mode. More specifically, when the rider performs a predetermined setting screen calling operation on the setting button 45 (for example, pressing the cursor button) while the control mode is set to the first or second platooning mode, the control mode setting unit 62 sends a command to the display control unit 65, causing the display 41 to display a mode setting screen such as the one shown in FIG. 9 as an example. If the control mode setting unit 62 receives a rider's operation to select and confirm the normal following traveling mode while the mode setting image such as the one shown in FIG. 9 is being displayed, the control mode setting unit 62 sets the control mode to the normal following traveling mode, taking over the setting of the vehicle to be followed.

[0106] In Figure 5, as shown by step number "ST9", when the control mode setting unit 62 receives the above-mentioned first mode approval operation or first mode setting operation on the setting button 45 while the control mode is set to the normal following driving mode, it sets the control mode to the first convoy driving mode.

[0107] In Figure 5, as shown by step number "ST10", when the control mode setting unit 62 receives the above-mentioned third mode setting operation on the setting button 45 while the control mode is set to the first convoy driving mode, it sets the control mode to the normal following driving mode.

[0108] In Figure 5, as shown by step number "ST11", when the control mode setting unit 62 receives the above-mentioned first mode setting operation on the setting button 45 while the control mode is set to the second convoy driving mode, it sets the control mode to the first convoy driving mode.

[0109] In Figure 5, as shown by step number "ST12," when the control mode setting unit 62 receives the above-mentioned second mode setting operation on the setting button 45 while the control mode is set to the first convoy driving mode, it sets the control mode to the second convoy driving mode.

[0110] 13 to 21B are flowcharts showing specific steps of automatic driving control by the driving assistance control device 6. The processing shown in Fig. 13 to 21B is repeatedly executed by the driving assistance control device 6 under a predetermined control cycle after the rider turns on an ignition switch (not shown) and starts up the driving assistance system 1. Note that each step shown in Fig. 13 to 21B is realized by the driving assistance control device 6 executing a computer program stored in a storage device (not shown) while the driving assistance system 1 is running.

[0111] As shown in Fig. 13, first, in step ST31, the driving assistance control device 6 determines whether or not the ACC main switch 43 has been operated. If the determination result in step ST31 is NO, the driving assistance control device 6 returns to step ST31, and if the determination result in step ST31 is YES, the driving assistance control device 6 proceeds to step ST32. In step ST32, the driving assistance control device 6 sets the control mode of the automatic driving control to the standby mode (see ST0 in Fig. 5), and proceeds to step ST33. In step ST33, the driving assistance control device 6 acquires forward information and rearward information from the external sensor unit 2, and proceeds to step ST34.

[0112] In step ST34, the driving assistance control device 6 determines whether or not it can recognize the offset leading vehicle and offset following vehicle that satisfy the second platooning conditions (1a) to (2a) described above, based on the forward information and rearward information acquired in step ST33. If the determination result in step ST34 is YES, the driving assistance control device 6 proceeds to step ST38, and if the determination result is NO, the driving assistance control device 6 proceeds to step ST35.

[0113] In step ST35, the driving assistance control device 6 determines whether or not it can recognize the offset vehicle ahead and the direct vehicle ahead that satisfy the above-mentioned first platooning conditions (1c) to (3c) based on the forward information acquired in step ST33. If the determination result in step ST35 is YES, the driving assistance control device 6 proceeds to step ST39, and if the determination result is NO, the driving assistance control device 6 proceeds to step ST36.

[0114] In step ST36, the driving assistance control device 6 determines whether or not the ACC lever 44 has been operated. If the determination result in step ST36 is YES, the driving assistance control device 6 proceeds to step ST37, and if the determination result is NO, the driving assistance control device 6 returns to step ST32.

[0115] In step ST37, in response to the ACC lever 44 being operated while the control mode is set to the standby mode, the driving assistance control device 6 sets the control mode to the normal following driving mode (see ST1 in Figure 5), and proceeds to step ST61.

[0116] In step ST38, the driving assistance control device 6 displays an image proposing the second platooning mode on the display 41 as shown in FIG. 11 (see ST3 in FIG. 5), and then proceeds to step ST41.

[0117] In step ST39, the driving assistance control device 6 displays a proposed image for the first convoy driving mode on the display 41 as shown in FIG. 8 (see ST5 in FIG. 5), and then proceeds to step ST51.

[0118] 14, after displaying the proposed image for the second convoy traveling mode on the display 41, in step ST41 the driving assistance control device 6 determines whether or not the ACC main switch 43 has been operated. If the determination result in step ST41 is YES, the driving assistance control device 6 returns to step ST31 (see ST13 in FIG. 5), and if the determination result is NO, the driving assistance control device 6 proceeds to step ST42.

[0119] In step ST42, the driving assistance control device 6 determines whether or not the ACC lever 44 has been operated. If the determination result in step ST42 is YES, the driving assistance control device 6 proceeds to step ST37 to set the control mode to the normal following driving mode (see ST1 in FIG. 5). If the determination result in step ST42 is NO, the driving assistance control device 6 proceeds to step ST43.

[0120] In step ST43, the driving assistance control device 6 determines whether or not the driver has accepted a second mode approval operation (for example, an operation of the enter button) from the rider in response to the proposal of the second platooning mode in the above-mentioned step ST38. If the determination result in step ST43 is YES, the driving assistance control device 6 proceeds to step ST44, and if the determination result is NO, the driving assistance control device 6 proceeds to step ST45.

[0121] In step ST44, the driving assistance control device 6 sets the control mode to the second convoy driving mode in response to receiving the second mode approval operation from the rider while the proposed image for the second convoy driving mode is being displayed (see ST3 in Figure 5), and proceeds to step ST111.

[0122] In step ST45, the driving assistance control device 6 determines whether a predetermined set time has elapsed since the proposed image for the second convoy traveling mode was displayed for the first time in step ST38. If the determination result in step ST45 is NO, the driving assistance control device 6 returns to step ST41, and if the determination result is YES, the driving assistance control device 6 proceeds to step ST46.

[0123] In step ST46, the driving assistance control device 6 deletes the proposed image for the second platooning mode displayed in step ST38, and proceeds to step ST47. In step ST47, the driving assistance control device 6 determines whether the offset leading vehicle and offset following vehicle that were first recognized in step ST34 are still being recognized. If the determination result in step ST47 is NO, the driving assistance control device 6 returns to step ST32 to determine whether platooning is possible for the new group. If the determination result in step ST47 is YES, the driving assistance control device 6 determines that the rider has no intention of traveling in platoon with the offset leading vehicle and offset following vehicle that are still being recognized, and proceeds to step ST48.

[0124] In step ST48, the driving assistance control device 6 determines whether or not the ACC main switch 43 has been operated. If the determination result in step ST48 is YES, the driving assistance control device 6 returns to step ST31 (see ST13 in FIG. 5), and if the determination result is NO, the driving assistance control device 6 proceeds to step ST49. In step ST49, the driving assistance control device 6 determines whether or not the ACC lever 44 has been operated. If the determination result in step ST49 is YES, the driving assistance control device 6 proceeds to step ST37 to set the control mode to the normal following driving mode (see ST1 in FIG. 5). If the determination result in step ST49 is NO, the driving assistance control device 6 returns to step ST47.

[0125] 15, after displaying the proposed image for the first convoy traveling mode on the display 41, in step ST51 the driving assistance control device 6 determines whether or not the ACC main switch 43 has been operated. If the determination result in step ST51 is YES, the driving assistance control device 6 returns to step ST31 (see ST13 in FIG. 5), and if the determination result is NO, the driving assistance control device 6 proceeds to step ST52.

[0126] In step ST52, the driving assistance control device 6 determines whether or not the ACC lever 44 has been operated. If the determination result in step ST52 is YES, the driving assistance control device 6 proceeds to step ST37 to set the control mode to the normal following driving mode (see ST1 in FIG. 5). If the determination result in step ST52 is NO, the driving assistance control device 6 proceeds to step ST53.

[0127] In step ST53, the driving assistance control device 6 determines whether or not the driving assistance control device 6 has received a first mode approval operation (for example, an operation of the enter button) from the rider in response to the proposal of the first platooning mode in the above-mentioned step ST39. If the determination result in step ST53 is YES, the driving assistance control device 6 proceeds to step ST54, and if the determination result is NO, the driving assistance control device 6 proceeds to step ST55.

[0128] In step ST54, the driving assistance control device 6 sets the control mode to the first convoy driving mode in response to receiving the first mode approval operation from the rider while the proposed image for the first convoy driving mode is being displayed (see ST5 in Figure 5), and proceeds to step ST131.

[0129] In step ST55, the driving assistance control device 6 determines whether a predetermined set time has elapsed since the proposed image for the first platooning mode was displayed for the first time in step ST39. If the determination result in step ST55 is NO, the driving assistance control device 6 returns to step ST51, and if the determination result is YES, the driving assistance control device 6 proceeds to step ST56.

[0130] In step ST56, the driving assistance control device 6 deletes the proposed image for the first platooning mode displayed in step ST39, and proceeds to step ST57. In step ST57, the driving assistance control device 6 determines whether or not the offset vehicle ahead and the directly ahead vehicle that were first recognized in step ST35 are still being recognized. If the determination result in step ST57 is NO, the driving assistance control device 6 returns to step ST32 to determine whether or not platooning is possible for the new group. If the determination result in step ST57 is YES, the driving assistance control device 6 determines that the rider has no intention of traveling in platoon with the offset vehicle ahead and the directly ahead vehicle that are still being recognized, and proceeds to step ST58.

[0131] In step ST58, the driving assistance control device 6 determines whether or not the ACC main switch 43 has been operated. If the determination result in step ST58 is YES, the driving assistance control device 6 returns to step ST31 (see ST13 in FIG. 5), and if the determination result is NO, the driving assistance control device 6 proceeds to step ST59. In step ST59, the driving assistance control device 6 determines whether or not the ACC lever 44 has been operated. If the determination result in step ST59 is YES, the driving assistance control device 6 proceeds to step ST37 to set the control mode to the normal follow-up driving mode (see ST1 in FIG. 5). If the determination result in step ST59 is NO, the driving assistance control device 6 returns to step ST57.

[0132] As shown in Fig. 16, after setting the control mode to the normal following driving mode, in step ST61 the driving assistance control device 6 determines whether or not the ACC main switch 43 has been operated. If the determination result in step ST61 is YES, the driving assistance control device 6 returns to step ST31 (see ST13 in Fig. 5), and if the determination result is NO, the driving assistance control device 6 proceeds to step ST62.

[0133] In step ST62, the driving assistance control device 6 determines whether or not the above-described temporary release condition for the normal following driving mode is met. If the determination result in step ST62 is YES, the driving assistance control device 6 returns to step ST32 to return the control mode to the standby mode (see ST2 in FIG. 5). If the determination result in step ST62 is NO, the driving assistance control device 6 proceeds to step ST63.

[0134] In step ST63, the driving assistance control device 6 determines whether or not it has accepted a setting screen call operation by the rider using the setting button 45. If the determination result in step ST63 is YES, the driving assistance control device 6 proceeds to step ST64, and if the determination result is NO, the driving assistance control device 6 proceeds to step ST65.

[0135] In step ST64, the driving assistance control device 6 displays a mode setting image such as that shown in FIG. 9 on the display 41, and then proceeds to step ST71.

[0136] In step ST65, the driving assistance control device 6 acquires forward information and rearward information from the external sensor unit 2, and proceeds to step ST66. In step ST66, the driving assistance control device 6 determines whether or not it can recognize the offset leading vehicle and offset following vehicle that satisfy the above-mentioned second platooning conditions (1a) to (2a), based on the forward information and rearward information acquired in step ST65. If the determination result in step ST66 is YES, the driving assistance control device 6 proceeds to step ST68, and if the determination result is NO, the driving assistance control device 6 proceeds to step ST67.

[0137] In step ST67, the driving assistance control device 6 determines whether or not it can recognize the offset vehicle ahead and the direct vehicle ahead that satisfy the above-mentioned first platooning conditions (1c) to (3c), based on the forward information acquired in step ST66. If the determination result in step ST67 is YES, the driving assistance control device 6 proceeds to step ST69, and if the determination result is NO, the driving assistance control device 6 returns to step ST61.

[0138] In step ST68, the driving assistance control device 6 displays an image suggesting the second convoy driving mode on the display 41 as shown in FIG. 11 (see ST7 in FIG. 5), and then proceeds to step ST91.

[0139] In step ST69, the driving assistance control device 6 displays a proposed image for the first convoy driving mode on the display 41 as shown in FIG. 8 (see ST9 in FIG. 5), and then proceeds to step ST101.

[0140] 17A, after displaying the mode setting image on the display 41, in step ST71, the driving assistance control device 6 determines whether or not it has received an operation by the rider to select and confirm the second platooning mode using the setting button 45. If the determination result in step ST71 is YES, the process proceeds to step ST72, and if the determination result is NO, the process proceeds to step ST78.

[0141] In step ST72, the driving assistance controller 6 continues to set the control mode to the normal following driving mode, and proceeds to step ST73. In step ST73, the driving assistance controller 6 acquires forward information and rearward information from the external sensor unit 2, and proceeds to step ST74.

[0142] In step ST75, the driving assistance control device 6 determines whether or not it can recognize the offset leading vehicle and the offset following vehicle that satisfy the second platooning conditions (1a) to (2a) described above, based on the forward information and rearward information acquired in step ST73. If the determination result in step ST75 is YES, the driving assistance control device 6 proceeds to step ST76, and if the determination result is NO, the driving assistance control device 6 proceeds to step ST75.

[0143] In step ST75, the driving assistance control device 6 determines whether or not a predetermined set time has elapsed since the first selection and decision operation by the rider was accepted in step ST71. If the determination result in step ST75 is YES, the process proceeds to step ST77, and if the determination result is NO, the process returns to step ST72.

[0144] In step ST76, the driving assistance control device 6 accepts a series of second mode setting operations by the rider and, in response to the recognition of an offset leading vehicle and an offset following vehicle that satisfy the second platooning conditions (1a) to (2a), sets the control mode to the second platooning mode (see ST7 in Figure 5), and proceeds to step ST111.

[0145] In step ST77, the driving assistance control device 6 displays a predetermined recognition failure image on the display 41 in response to the fact that it was unable to recognize the offset leading vehicle and the offset following vehicle that satisfy the second platooning conditions (1a) to (2a) within the set time period from when it received the second mode setting operation from the rider, and returns to step ST32 to reset the control mode to standby mode.

[0146] 17B, ​​after the mode setting image is displayed on the display 41, in step ST78, the driving assistance control device 6 determines whether or not it has received an operation by the rider to select and confirm the first platooning mode using the setting button 45. If the determination result in step ST78 is YES, the process proceeds to step ST79, and if the determination result is NO, the process returns to step ST37 to continue setting the control mode to the normal following driving mode.

[0147] In step ST79, the driving assistance controller 6 continues to set the control mode to the normal following driving mode, and proceeds to step ST80. In step ST80, the driving assistance controller 6 acquires forward information from the external sensor unit 2, and proceeds to step ST81.

[0148] In step ST81, the driving assistance control device 6 determines whether or not it can recognize the offset vehicle ahead and the direct vehicle ahead that satisfy the first platooning conditions (1c) to (3c) described above, based on the forward information acquired in step ST80. If the determination result in step ST81 is YES, the driving assistance control device 6 proceeds to step ST83, and if the determination result is NO, the driving assistance control device 6 proceeds to step ST82.

[0149] In step ST82, the driving assistance control device 6 determines whether or not a predetermined set time has elapsed since the first selection and decision operation by the rider was accepted in step ST78. If the determination result in step ST82 is YES, the process proceeds to step ST84, and if the determination result is NO, the process returns to step ST79.

[0150] In step ST83, the driving assistance control device 6 accepts a series of first mode setting operations by the rider and, in response to the recognition of an offset leading vehicle and a direct leading vehicle that satisfy the first platooning conditions (1c) to (3c), sets the control mode to the first platooning mode (see ST9 in Figure 5), and proceeds to step ST131.

[0151] In step ST84, the driving assistance control device 6 displays a predetermined recognition failure image on the display 41 in response to the fact that it was unable to recognize the offset leading vehicle and the direct leading vehicle that satisfy the first platooning conditions (1c) to (3c) within the set time period from when it received the first mode setting operation from the rider, and returns to step ST32 to reset the control mode to standby mode.

[0152] 18, after displaying the proposed image for the second convoy traveling mode on the display 41 while traveling in the normal following traveling mode, in step ST91 the driving assistance control device 6 determines whether the ACC main switch 43 has been operated. If the determination result in step ST91 is YES, the driving assistance control device 6 returns to step ST31 (see ST13 in FIG. 5), and if the determination result is NO, the driving assistance control device 6 proceeds to step ST92.

[0153] In step ST92, the driving assistance control device 6 determines whether or not the above-described temporary release condition for the normal following driving mode is met. If the determination result in step ST92 is YES, the driving assistance control device 6 returns to step ST32 to return the control mode to the standby mode (see ST2 in FIG. 5). If the determination result in step ST92 is NO, the driving assistance control device 6 proceeds to step ST93.

[0154] In step ST93, the driving assistance control device 6 determines whether or not the driver has accepted a second mode approval operation (for example, an operation of the enter button) from the rider in response to the proposal for the second platooning mode in the above-described step ST68. If the determination result in step ST93 is YES, the driving assistance control device 6 proceeds to step ST94, and if the determination result is NO, the driving assistance control device 6 proceeds to step ST95.

[0155] In step ST94, the driving assistance control device 6 sets the control mode to the second convoy driving mode in response to receiving the second mode approval operation from the rider while the proposed image for the second convoy driving mode is being displayed (see ST7 in Figure 5), and proceeds to step ST111.

[0156] In step ST95, the driving assistance control device 6 determines whether a predetermined set time has elapsed since the proposed image for the second convoy traveling mode was displayed for the first time in step ST68. If the determination result in step ST95 is NO, the driving assistance control device 6 returns to step ST91, and if the determination result is YES, the driving assistance control device 6 proceeds to step ST96.

[0157] In step ST96, the driving assistance control device 6 deletes the proposed image for the second platooning mode displayed in step ST68, and proceeds to step ST97. In step ST97, the driving assistance control device 6 determines whether the offset leading vehicle and offset following vehicle that were recognized for the first time in step ST66 are still being recognized. If the determination result in step ST97 is NO, the driving assistance control device 6 returns to step ST37 to continue setting the control mode to the normal following traveling mode. On the other hand, if the determination result in step ST97 is YES, the driving assistance control device 6 determines that the rider has no intention of traveling in platoon with the offset leading vehicle and offset following vehicle that are still being recognized, and proceeds to step ST98.

[0158] In step ST98, the driving assistance control device 6 determines whether or not the ACC main switch 43 has been operated. If the determination result in step ST98 is YES, the driving assistance control device 6 returns to step ST31 (see ST13 in FIG. 5), and if the determination result is NO, the driving assistance control device 6 proceeds to step ST99. In step ST99, the driving assistance control device 6 determines whether or not the above-mentioned temporary release condition for the normal following driving mode is met. If the determination result in step ST99 is YES, the driving assistance control device 6 proceeds to step ST32 to return the control mode to the standby mode (see ST2 in FIG. 5). If the determination result in step ST99 is NO, the driving assistance control device 6 returns to step ST97.

[0159] 19, after displaying the proposed image for the first convoy traveling mode on the display 41 while traveling in the normal following traveling mode, in step ST101 the driving assistance control device 6 determines whether the ACC main switch 43 has been operated. If the determination result in step ST101 is YES, the driving assistance control device 6 returns to step ST31 (see ST13 in FIG. 5), and if the determination result is NO, the driving assistance control device 6 proceeds to step ST102.

[0160] In step ST102, the driving assistance control device 6 determines whether or not the above-described temporary release condition for the normal following driving mode is met. If the determination result in step ST102 is YES, the driving assistance control device 6 returns to step ST32 to return the control mode to the standby mode (see ST2 in FIG. 5). If the determination result in step ST102 is NO, the driving assistance control device 6 proceeds to step ST103.

[0161] In step ST103, the driving assistance control device 6 determines whether or not the driving assistance control device 6 has received a first mode approval operation (for example, an operation of the enter button) from the rider in response to the proposal of the first platooning mode in the above-mentioned step ST69. If the determination result in step ST103 is YES, the driving assistance control device 6 proceeds to step ST104, and if the determination result is NO, the driving assistance control device 6 proceeds to step ST105.

[0162] In step ST104, the driving assistance control device 6 sets the control mode to the first convoy driving mode in response to receiving the first mode approval operation from the rider while the proposed image for the first convoy driving mode is being displayed (see ST9 in Figure 5), and proceeds to step ST131.

[0163] In step ST105, the driving assistance control device 6 determines whether a predetermined set time has elapsed since the proposed image for the first platooning mode was displayed for the first time in step ST69. If the determination result in step ST105 is NO, the driving assistance control device 6 returns to step ST101, and if the determination result is YES, the driving assistance control device 6 proceeds to step ST106.

[0164] In step ST106, the driving assistance control device 6 deletes the proposed image for the first platooning mode displayed in step ST69, and proceeds to step ST107. In step ST107, the driving assistance control device 6 determines whether the offset vehicle ahead and the directly ahead vehicle that were recognized for the first time in step ST67 are still being recognized. If the determination result in step ST107 is NO, the driving assistance control device 6 returns to step ST37 to continue setting the control mode to the normal following driving mode. If the determination result in step ST107 is YES, the driving assistance control device 6 determines that the rider has no intention of traveling in platoon with the offset vehicle ahead and the directly ahead vehicle that are still being recognized, and proceeds to step ST108.

[0165] In step ST108, the driving assistance control device 6 determines whether or not the ACC main switch 43 has been operated. If the determination result in step ST108 is YES, the driving assistance control device 6 returns to step ST31 (see ST13 in FIG. 5), and if the determination result is NO, the driving assistance control device 6 proceeds to step ST109. In step ST109, the driving assistance control device 6 determines whether or not the above-mentioned temporary release condition for the normal following driving mode is met. If the determination result in step ST109 is YES, the driving assistance control device 6 proceeds to step ST32 to return the control mode to the standby mode (see ST2 in FIG. 5). If the determination result in step ST109 is NO, the driving assistance control device 6 returns to step ST107.

[0166] As shown in FIG. 20A, when the control mode is set to the second convoy driving mode, in step ST111, the driving assistance control device 6 sets the speed obtained by adding a predetermined value to the current vehicle speed as the set vehicle speed, and then proceeds to step ST112.

[0167] In step ST112, the driving assistance controller 6 sets the offset vehicle ahead as a vehicle to be followed, executes follow-up control for this vehicle to be followed, and then proceeds to step ST113.

[0168] In step ST113, the driving assistance control device 6 determines whether or not the ACC main switch 43 has been operated. If the determination result in step ST113 is YES, the driving assistance control device 6 returns to step ST31 (see ST13 in FIG. 5), and if the determination result is NO, the driving assistance control device 6 proceeds to step ST114.

[0169] In step ST114, the driving assistance control device 6 determines whether any of the above-mentioned second platooning cancellation conditions (1b) to (6b) is met. If the determination result in step ST114 is YES, the driving assistance control device 6 proceeds to step ST32 to set the control mode to the standby mode (see ST4 in FIG. 5), and if the determination result is NO, the driving assistance control device 6 proceeds to step ST115.

[0170] In step ST115, the driving assistance control device 6 determines whether or not it has accepted a setting screen call operation by the rider using the setting button 45. If the determination result in step ST115 is YES, the driving assistance control device 6 proceeds to step ST71, and if the determination result is NO, the driving assistance control device 6 proceeds to step ST116.

[0171] In step ST116, the driving assistance control device 6 determines whether a predetermined first condition for switching the target to be followed is met. Here, the first condition for switching the target to be followed is a condition for switching the target to be followed from the offset vehicle ahead to a virtual offset vehicle ahead when traveling in the second convoy traveling mode, and is, as described with reference to FIG. 4B, that the offset vehicle ahead decelerates and thereby falls outside the detection range 22R of the front radar unit. If the determination result in step ST116 is YES, the driving assistance control device 6 proceeds to step ST118 to set the virtual offset vehicle ahead as the target to be followed, and if the determination result is NO, the driving assistance control device 6 returns to step ST112.

[0172] 20B, in step ST118, the driving assistance control device 6 estimates the position of the front end of the virtual offset vehicle in front based on the rear information, and proceeds to step ST119. More specifically, the driving assistance control device 6 acquires the position of the front end of the offset following vehicle based on the rear information, and further estimates the position of the front end of the virtual offset vehicle in front by assuming that the offset following vehicle is located at a predetermined distance in front of the offset following vehicle.

[0173] In step ST119, the driving assistance controller 6 sets the virtual offset vehicle ahead as a target to be followed, executes follow-up control for this target to be followed, and then proceeds to step ST120.

[0174] In step ST120, the driving assistance control device 6 determines whether or not the ACC main switch 43 has been operated. If the determination result in step ST120 is YES, the driving assistance control device 6 returns to step ST31 (see ST13 in FIG. 5), and if the determination result is NO, the driving assistance control device 6 proceeds to step ST121.

[0175] In step ST121, the driving assistance control device 6 determines whether any of the above-mentioned second platooning cancellation conditions (1b) to (6b) is met. If the determination result in step ST121 is YES, the driving assistance control device 6 proceeds to step ST32 to set the control mode to the standby mode (see ST4 in FIG. 5), and if the determination result is NO, the driving assistance control device 6 proceeds to step ST122.

[0176] In step ST122, the driving assistance control device 6 determines whether or not it has accepted a setting screen call operation by the rider using the setting button 45. If the determination result in step ST122 is YES, the driving assistance control device 6 proceeds to step ST71, and if the determination result is NO, the driving assistance control device 6 proceeds to step ST123.

[0177] In step ST123, the driving assistance control device 6 determines whether a predetermined second condition for switching the target to be followed is met. Here, the second condition for switching the target to be followed is a condition for switching the target to be followed from a virtual offset vehicle ahead to the offset vehicle ahead when traveling in the second convoy traveling mode, and is, as described with reference to FIG. 4B, that the offset vehicle ahead is within the detection range 22R of the front radar unit. If the determination result in step ST123 is YES, the driving assistance control device 6 proceeds to step ST112 to set the offset vehicle ahead as the target to be followed, and if the determination result is NO, the driving assistance control device 6 returns to step ST118.

[0178] As shown in FIG. 21A, when the control mode is set to the first convoy driving mode, in step ST131, the driving assistance control device 6 sets the speed obtained by adding a predetermined value to the current vehicle speed as the set vehicle speed, and then proceeds to step ST132.

[0179] In step ST132, the driving assistance controller 6 sets the offset vehicle ahead as a target to be followed, executes follow-up control for this target to be followed, and then proceeds to step ST133.

[0180] In step ST133, the driving assistance control device 6 determines whether or not the ACC main switch 43 has been operated. If the determination result in step ST133 is YES, the driving assistance control device 6 returns to step ST31 (see ST13 in FIG. 5), and if the determination result is NO, the driving assistance control device 6 proceeds to step ST134.

[0181] In step ST134, the driving assistance control device 6 determines whether any of the above-mentioned first platooning cancellation conditions (1d) to (6d) is met. If the determination result in step ST134 is YES, the driving assistance control device 6 proceeds to step ST32 to set the control mode to the standby mode (see ST6 in FIG. 5), and if the determination result is NO, the driving assistance control device 6 proceeds to step ST135.

[0182] In step ST135, the driving assistance control device 6 determines whether or not it has accepted a setting screen call operation by the rider using the setting button 45. If the determination result in step ST135 is YES, the driving assistance control device 6 proceeds to step ST71, and if the determination result is NO, the driving assistance control device 6 proceeds to step ST136.

[0183] In step ST136, the driving assistance control device 6 determines whether the inter-vehicle distance between the offset vehicle ahead and the directly ahead vehicle is less than the distance threshold. If the determination result in step ST136 is YES, the driving assistance control device 6 proceeds to step ST138 to set the directly ahead vehicle as the vehicle to be followed, and if the determination result is NO, the driving assistance control device 6 proceeds to step ST132.

[0184] As shown in FIG. 21B, in step ST138, the driving assistance controller 6 sets the vehicle ahead as the vehicle to be followed, executes follow-up control for this vehicle to be followed, and then proceeds to step ST139.

[0185] In step ST139, the driving assistance control device 6 determines whether or not the ACC main switch 43 has been operated. If the determination result in step ST139 is YES, the driving assistance control device 6 returns to step ST31 (see ST13 in FIG. 5), and if the determination result is NO, the driving assistance control device 6 proceeds to step ST140.

[0186] In step ST140, the driving assistance control device 6 determines whether any of the above-mentioned first platooning cancellation conditions (1d) to (6d) is met. If the determination result in step ST140 is YES, the driving assistance control device 6 proceeds to step ST32 to set the control mode to the standby mode (see ST6 in FIG. 5), and if the determination result is NO, the driving assistance control device 6 proceeds to step ST141.

[0187] In step ST141, the driving assistance control device 6 determines whether or not it has accepted a setting screen call operation by the rider using the setting button 45. If the determination result in step ST141 is YES, the driving assistance control device 6 proceeds to step ST71, and if the determination result is NO, the driving assistance control device 6 proceeds to step ST142.

[0188] In step ST142, the driving assistance control device 6 determines whether the inter-vehicle distance between the offset vehicle ahead and the directly ahead vehicle is equal to or greater than the distance threshold. If the determination result in step ST142 is YES, the driving assistance control device 6 proceeds to step ST132 to set the offset vehicle ahead as a follow-up target, and if the determination result is NO, the driving assistance control device 6 returns to step ST138.

[0189] The motorcycle driving assistance system 1 according to this embodiment provides the following effects. (1) In the driving assistance system 1, while the driving assistance control device 6 recognizes, based on forward information, an offset vehicle ahead traveling in front of and to the side of the host vehicle and a directly ahead vehicle ahead of the offset vehicle ahead traveling in the direction of travel and closer to the offset vehicle ahead in the vehicle width direction, i.e., while the host vehicle is traveling in a staggered pattern with three or more motorcycles and is third or later from the lead vehicle, if the inter-vehicle distance between the offset vehicle ahead and the directly ahead vehicle is equal to or greater than a predetermined distance threshold, the driving assistance control device 6 sets the offset vehicle ahead as the vehicle to be followed, and if the inter-vehicle distance is less than the distance threshold, the driving assistance control device 6 sets the directly ahead vehicle as the vehicle to be followed. As a result, if the offset vehicle ahead of the host vehicle is traveling at an appropriate distance from the directly ahead vehicle ahead of it, the driving assistance control device 6 can cause the host vehicle to automatically follow the offset vehicle ahead of it while maintaining an appropriate distance from the offset vehicle ahead of it. Furthermore, if the vehicle ahead decelerates for some reason, shortening the distance between the offset vehicle ahead and the front vehicle ahead, the host vehicle can be made to automatically follow the front vehicle ahead traveling in the direction of travel while maintaining an appropriate distance. Therefore, the driving assistance system 1 can automatically switch the vehicle to be followed at an appropriate timing according to the acceleration and deceleration of the offset vehicle ahead and the front vehicle ahead traveling in front of the host vehicle, thereby reducing the burden on the rider of the host vehicle when zigzag driving.

[0190] (2) In the driving assistance system 1, the driving assistance control device 6 has three control modes for the following control: a first platooning mode, a second platooning mode, and a normal following mode, and can execute following control in any of these control modes. In the first platooning mode, the driving assistance control device 6 sets the target to be followed based on the distance between the leading vehicle and the vehicle in front while the offset leading vehicle and the vehicle in front are recognized, i.e., while the host vehicle is traveling in a position third or later than the leading vehicle in a staggered driving pattern involving three or more saddle-riding vehicles. In the second platooning mode, the driving assistance control device 6 sets the offset leading vehicle as the target to be followed while the offset leading vehicle traveling in front of the host vehicle and the offset following vehicle traveling in rear of the host vehicle are recognized based on the forward information and rearward information, i.e., while the host vehicle is traveling in a position second from the leading vehicle in a staggered driving pattern involving three or more saddle-riding vehicles. Therefore, according to the driving assistance system 1, by performing follow-up control under either of the first and second platooning modes, it is possible to reduce the burden on the rider while the vehicle is traveling in a position other than the lead vehicle in a staggered formation of three or more saddle-ride type vehicles. Furthermore, in the normal follow-up traveling mode, the driving assistance control device 6 sets the leading vehicle recognized based on forward information as the vehicle to be followed. Therefore, according to the driving assistance system 1, the vehicle can be automatically made to follow an arbitrarily determined vehicle to be followed, thereby reducing the burden on the rider while traveling.

[0191] (3) In the driving assistance system 1, the driving assistance control device 6 displays the image of Fig. 11 on the display 41, which indicates that the following control in the first platooning mode can be performed, and then starts the following control in the first platooning mode if an approval operation is received from the setting button 45. In other words, according to the driving assistance system 1, by starting the following control in the first platooning mode after an approval operation by the rider, it is possible to prevent the rider from unintentionally zigzag traveling with an unintended group.

[0192] (4) In the driving assistance system 1, the driving assistance control device 6 presents the image of Fig. 8 on the display 41, which indicates that the following control in the second platooning mode can be performed, and then starts the following control in the second platooning mode if an approval operation is received from the setting button 45. In other words, according to the driving assistance system 1, by starting the following control in the second platooning mode after an approval operation by the rider, it is possible to prevent the rider from unintentionally driving in a staggered pattern with an unintended group.

[0193] (5) In the driving assistance system 1, when the driving assistance control device 6 receives a series of first mode setting operations using the setting button 45, it starts follow-up control under the first platooning mode in response to the recognition of an offset leading vehicle and a direct leading vehicle that satisfy the first platooning conditions (1c) to (3c) based on forward information. Therefore, according to the driving assistance system 1, when the rider is to perform staggered driving in a position third or later from the lead vehicle with support from the follow-up control, the rider can automatically start follow-up control under the first platooning mode by performing the first mode setting operation using the setting button 45 and then adjusting the vehicle speed and position so as to satisfy the first platooning conditions (1c) to (3c).

[0194] (6) In the driving assistance system 1, when the driving assistance control device 6 receives a series of second mode setting operations using the setting button 45, it starts follow-up control under the second platooning mode in response to the recognition of an offset leading vehicle and an offset following vehicle that satisfy the second platooning conditions (1a) to (2a) based on the forward information and rearward information. Therefore, according to the driving assistance system 1, when the rider is to perform staggered driving in the second position from the leading vehicle with the assistance of follow-up control, the rider can automatically start follow-up control under the second platooning mode by performing the second mode setting operation using the setting button 45 and then adjusting the vehicle speed and position so as to satisfy the second platooning conditions (1a) to (2a).

[0195] (7) In the driving assistance system 1, the driving assistance control device 6 sets the speed obtained by adding a predetermined value to the host vehicle speed at the start of the following control in the first convoy driving mode as the set vehicle speed, and automatically causes the host vehicle to follow the target vehicle within a range in which the host vehicle speed does not exceed the set vehicle speed. Therefore, the driving assistance system 1 can cause the host vehicle to follow the target vehicle even if the target vehicle increases its speed slightly after the start of the following control. Furthermore, the driving assistance control device 6 cancels the following control if the vehicle speed of the target vehicle steadily exceeds the set vehicle speed. Therefore, the driving assistance system 1 can prevent the host vehicle from accelerating to a speed range that exceeds the rider's skill due to excessive following of the target vehicle that exceeds the set vehicle speed.

[0196] (8) In the driving assistance system 1, the driving assistance control device 6 sets the speed obtained by adding a predetermined value to the host vehicle speed at the start of the following control in the second platooning mode as the set vehicle speed, and automatically causes the host vehicle to follow the target vehicle within a range in which the host vehicle speed does not exceed the set vehicle speed. Therefore, the driving assistance system 1 can cause the host vehicle to follow the target vehicle even if the target vehicle increases its speed slightly after the start of the following control. Furthermore, the driving assistance control device 6 cancels the following control if the vehicle speed of the target vehicle steadily exceeds the set vehicle speed. Therefore, the driving assistance system 1 can prevent the host vehicle from accelerating to a speed range that exceeds the rider's skill due to excessive following of the target vehicle that exceeds the set vehicle speed.

[0197] (9) In the driving assistance system 1, if the offset vehicle in front decelerates for some reason during execution of following control in the second platooning mode and this offset vehicle in front goes outside the detection range 22R of the forward radar unit, the driving assistance control device 6 estimates the position of the offset vehicle in front based on the position of the front end of the offset following vehicle attempting to maintain a predetermined inter-vehicle distance from this offset vehicle in front, and continues to execute following control based on this estimation result. Thus, according to the driving assistance system 1, even if the offset vehicle in front, which is the target to be followed, decelerates for some reason during execution of following control in the second platooning mode and this offset vehicle in front and the host vehicle end up traveling side by side, it is possible to continue following control of this virtual offset vehicle in front.

[0198] Although one embodiment of the present invention has been described above, the present invention is not limited to this, and the detailed configuration may be modified as appropriate within the scope of the spirit of the present invention. [Explanation of symbols]

[0199] 1. Driving assistance system 2...External sensor unit 22...Forward radar unit (forward information acquisition means) 23...Rear radar unit (rear information acquisition means) 24…External recognition device 3...Vehicle sensor unit 4. HMI 41...Display (information presentation means) 42…ACC function indicator light 43...ACC main switch 44...ACC lever 45...Settings button (operation acceptance means) 6... Driving assistance control device (driving assistance control means) 61...Automatic driving control unit 62...Control mode setting section 63...Vehicle distance setting unit 64…Vehicle speed setting section 65...Display control unit 81...Driving controls 82...Traveling driving force output device 83...Brake device

Claims

1. a forward information acquisition means for acquiring forward information relating to a state ahead of the vehicle, which is a straddle-type vehicle; a rear information acquisition means for acquiring rear information relating to a state behind the host vehicle; a driving assistance control means for setting a leading vehicle recognized based on the forward information as a following target, and for executing following control to make the host vehicle automatically follow the following target, The driving assistance control means sets, as a control mode of the following control, a first platooning mode in which, while a first vehicle in front, which is a saddle-ride type vehicle, traveling at a position offset in a vehicle width direction from a path of the host vehicle and a second vehicle in front, which is a saddle-ride type vehicle, traveling ahead of the first vehicle in front and in front of the host vehicle in the traveling direction are recognized based on the forward information, if the inter-vehicle distance between the first and second vehicles in front is greater than a predetermined distance threshold, the first vehicle in front is set as the vehicle to be followed, and if the inter-vehicle distance is less than the distance threshold, the second vehicle in front is set as the vehicle to be followed; a second platooning mode in which, while an offset leading vehicle which is a saddle-ride type vehicle traveling in front of and to the side of the host vehicle and an offset following vehicle which is a saddle-ride type vehicle traveling in rear of and to the side of the host vehicle are recognized based on the forward information and the rear information, the offset leading vehicle is set as the target to be followed, and the following control can be performed under either control mode.

2. The driving assistance control means is configured to set, as a control mode of the tracking control, 2. The driving assistance system according to claim 1, further comprising a normal following driving mode in which a leading vehicle recognized based on the forward information is set as the following target.

3. an information presentation means for presenting first information to a rider of the host vehicle, when the first and second leading vehicles that satisfy a predetermined first platooning condition are recognized based on the forward information, which indicates that the following control can be executed under the first platooning mode; and an operation receiving means for receiving an approval operation by the rider, The driving assistance system according to claim 2, characterized in that the driving assistance control means starts the following control under the first convoy driving mode when the approval operation is received by the operation receiving means after the first information is presented by the information presentation means.

4. the information presentation means presents to the rider second information indicating that the following control can be executed under the second platooning mode when the offset leading vehicle and the offset following vehicle that satisfy a predetermined second platooning condition are recognized based on the forward information and the rearward information; The driving assistance system according to claim 3, characterized in that the driving assistance control means starts the following control under the second convoy driving mode when the approval operation is received by the operation receiving means after the second information is presented by the information presentation means.

5. further comprising operation receiving means for receiving a setting operation by a rider, The driving assistance system described in claim 2, characterized in that when the operation receiving means receives a first mode setting operation for setting the first convoy driving mode as the control mode, the driving assistance control means starts the following control under the first convoy driving mode in response to the first and second leading vehicles being recognized as meeting predetermined first convoy driving conditions based on the forward information.

6. The driving assistance system described in claim 5, characterized in that when the operation receiving means receives a second mode setting operation for setting the second convoy driving mode as the control mode, the driving assistance control means starts the following control under the second convoy driving mode in response to the recognition of the offset leading vehicle and the offset following vehicle that satisfy predetermined second convoy driving conditions based on the forward information and the rearward information.

7. The driving assistance system described in any one of claims 2 to 6, characterized in that the driving assistance control means sets a set vehicle speed to the speed obtained by adding a predetermined value to the host vehicle speed at the start of the following control under the first convoy driving mode, automatically causes the host vehicle to follow the target vehicle within a range in which the host vehicle speed does not exceed the set vehicle speed, and cancels the following control if the vehicle speed of the target vehicle steadily exceeds the set vehicle speed.

8. The driving assistance system described in any one of claims 2 to 6, characterized in that the driving assistance control means sets a set vehicle speed to the speed obtained by adding a predetermined value to the vehicle speed at the start of the following control under the second convoy driving mode, automatically causes the vehicle to follow the target vehicle within a range in which the vehicle speed does not exceed the set vehicle speed, and cancels the following control if the vehicle speed of the target vehicle steadily exceeds the set vehicle speed.

9. 7. A driving assistance system as described in any one of claims 2 to 6, characterized in that, when the offset leading vehicle decelerates and goes out of the detection range of the forward information acquisition means while the following control is being executed in the second convoy driving mode, the driving assistance control means estimates the position of the offset leading vehicle based on the position of the front end of the offset following vehicle recognized based on the rear information, and continues to execute the following control based on the result of this estimation.

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