Driver assistance systems

Abstract

To provide a driving assist system capable of notifying a rider of a motor-bicycle that can travel on a road shoulder that there is a vehicle behind with an appropriate strength.SOLUTION: A driving assist system 1 comprises: a surrounding information acquisition unit 81 that acquires surrounding information related to a state around a self-vehicle, which is a motor-bicycle; a notification target recognition unit 85 that recognizes a vehicle behind present in a notification region defined behind the self-vehicle as a notification target on the basis of the surrounding information; a notification control unit 86 that performs first notification control, which notifies a rider of the self vehicle of the presence of the notification target, if the notification target is recognized; and a course change prediction unit 87 that predicts execution of a course change by the self-vehicle while the notification target is being recognized on the basis of the surrounding information. The notification control unit 86 performs a second notification control with a notification strength higher than that of the first notification control if execution of a course change is predicted by the course change prediction unit 87 during the execution of the first notification control.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a driving assistance system, and more particularly to a driving assistance system that has a function of notifying an occupant of a vehicle of the presence of another vehicle behind the vehicle. [Background technology]

[0002] In recent years, efforts to provide access to sustainable transport systems that take into consideration vulnerable transport participants have been gaining momentum. To achieve this, we are focusing on research and development into various driver assistance functions to further improve road safety and convenience.

[0003] The vehicle control device described in Patent Document 1, when recognizing the presence of another vehicle within a predetermined area defined behind the vehicle based on information acquired by a camera, radar, etc., can prompt the occupant to recognize the other vehicle approaching the vehicle by displaying a predetermined image on a part of the mirror surface of the door mirror. This type of driving assistance function is also called a BSI (Blind Spot Information) function.

[0004] Recently, a BSI function has also become known that provides warnings in two stages. In this case, a weak warning is first given when a vehicle approaching from the rear side of the vehicle is detected, and then a strong warning is given when the vehicle occupant operates the turn signal to indicate an intention to change lanes. This prevents the occupant from changing lanes toward a vehicle approaching from the rear side without being aware of the presence of the vehicle. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Publication No. 2019-49774 Summary of the Invention [Problem to be solved by the invention]

[0006] Fig. 8 shows a state in which the host vehicle V, a motorcycle traveling on a two-lane road 200, is about to overtake a leading vehicle Va, a four-wheeled vehicle. Fig. 8 also shows a case in which a following vehicle Vb, also a motorcycle, is traveling behind the host vehicle V on the shoulder 209 of the road 200.

[0007] As shown in Fig. 8, motorcycles (for example, the host vehicle V and the following vehicle Vb in Fig. 8) are narrower and lighter than four-wheeled automobiles (for example, the leading vehicle Va in Fig. 8), and are therefore capable of traveling on the shoulder 209. As indicated by the arrow in Fig. 8, the host vehicle V, which is a motorcycle, can overtake the leading vehicle Va from the shoulder 209. However, because the overtaking operation of the host vehicle V as shown in Fig. 8 is not a lane change, the occupant of the host vehicle V may change course toward the shoulder 209 without operating the turn signal.

[0008] However, in the conventional BSI function, a strong warning is issued only when a turn signal is operated, as described above. Therefore, in the example shown in Fig. 8, even if the following vehicle Vb is recognized as a target for warning by the BSI function installed in the host vehicle V, a strong warning is not issued, so there is a risk of collision between the following vehicle Vb traveling on the shoulder 209 and the host vehicle V attempting to enter the shoulder 209.

[0009] The present invention aims to provide a driving assistance system that can improve traffic safety by notifying occupants of a vehicle that can drive on the shoulder of the road of the presence of a following vehicle with an appropriate intensity. [Means for solving the problem]

[0010] (1) The driving assistance system of the present invention comprises a surrounding information acquisition means for acquiring surrounding information regarding the state of the surroundings of the vehicle; a notification object recognition means for recognizing other vehicles present within a notification area defined to the rear side of the vehicle as notification objects based on the surrounding information; a notification control means for performing a first notification control to notify occupants of the vehicle of the presence of the notification object when the notification object is recognized; and a course change prediction means for predicting, based on the surrounding information, that the vehicle will change course while the notification object is recognized, wherein the notification control means performs a second notification control with a higher notification intensity than the first notification control when the course change prediction means predicts that the vehicle will change course while the first notification control is being performed.

[0011] (2) In this case, it is preferable that the course change prediction means predicts the execution of the course change when it recognizes, based on the surrounding information, the presence of a movement-causing factor that will cause movement along the width direction of the vehicle ahead in the direction of travel of the vehicle.

[0012] (3) In this case, the driving assistance system preferably divides the road on which the host vehicle is traveling into a shoulder area within a predetermined width from the widthwise end and a normal traveling area adjacent to the shoulder area, and further includes a traveling position identification means for identifying the traveling position of the host vehicle on the road, and when the course change prediction means recognizes that the traveling position is the shoulder area and that an obstacle as the movement-causing factor is present ahead of the host vehicle in the traveling direction, it predicts that the host vehicle will change course from the shoulder area to the normal traveling area.

[0013] (4) In this case, the driving assistance system further includes a driving position identification means for dividing the road on which the host vehicle is traveling into a shoulder area within a predetermined width from the widthwise end and a normal driving area adjacent to the shoulder area, and for identifying the driving position of the host vehicle on the road, and a risk index calculation means for calculating, based on the surrounding information, a risk index that becomes smaller as the risk of the host vehicle contacting the preceding vehicle increases when a preceding vehicle is present ahead of the host vehicle in the direction of travel, and it is preferable that the course change prediction means predicts the execution of the course change when the driving position is in the normal driving area, the preceding vehicle is present ahead of the host vehicle in the direction of travel as the movement-causing factor, and the risk index for the preceding vehicle is below a predetermined threshold.

[0014] (5) In this case, the driving assistance system divides the road on which the vehicle is traveling into a shoulder area within a predetermined width from the widthwise end and a normal traveling area adjacent to the shoulder area, and further includes a traveling position identification means for identifying the traveling position of the vehicle on the road, and it is preferable that the lane change prediction means predicts the execution of the lane change when the traveling position is the normal traveling area, a preceding vehicle and a traffic light as the movement-causing factor are present ahead of the vehicle in the traveling direction, and the display mode of the traffic light indicates no entry or stop.

[0015] (6) In this case, the driving assistance system divides the road on which the vehicle is traveling into a shoulder area within a predetermined width from the widthwise end and a normal driving area adjacent to the shoulder area, and further includes a driving position identification means for identifying the driving position of the vehicle on the road, and it is preferable that the course change prediction means predicts the execution of the course change when the driving position is the normal driving area, a preceding vehicle is present ahead of the vehicle in the direction of travel as the movement-causing factor, and the brake lights of the preceding vehicle are on.

[0016] (7) In this case, the driving assistance system divides the road on which the vehicle is traveling into a shoulder area within a predetermined width from the widthwise end and a normal driving area adjacent to the shoulder area, and further includes a driving position identification means for identifying the driving position of the vehicle on the road, and it is preferable that the course change prediction means predicts the execution of the course change when the driving position is the normal driving area, a leading vehicle as the movement-causing factor is present ahead of the vehicle in the direction of travel, and the turn signal of the leading vehicle is on.

[0017] (8) In this case, when two or more lanes are defined in the normal driving area, it is preferable that the notification object recognition means changes the length along the width direction of the notification area depending on the driving position.

[0018] (9) In this case, it is preferable that the notification target recognition means shortens the length along the width direction of the notification area when the driving position is in the shoulder area or the edge of each lane compared to when the driving position is in the center of each lane.

[0019] (10) In this case, the driving assistance system preferably divides the road on which the vehicle is traveling into a shoulder area within a predetermined width from the widthwise end and a normal driving area adjacent to the shoulder area, and further includes a driving position identification means for identifying the driving position of the vehicle on the road, and the course change prediction means preferably predicts that the vehicle will not change course from the normal driving area to the shoulder area when the vehicle is within the normal driving area and traveling continuously for a predetermined time or more within a predetermined distance from the line dividing the shoulder area and the normal driving area.

[0020] (11) In this case, it is preferable that the driving assistance system further includes a driving position learning means for learning the driving position of the vehicle in the road width direction, and the course change prediction means predicts the execution of the course change based on the surrounding information and the learning results of the driving position learning means.

[0021] (12) In this case, the host vehicle is preferably a saddle-ride type vehicle. [Effects of the Invention]

[0022] (1) In the driving assistance system according to the present invention, the surrounding information acquisition means acquires surrounding information regarding the conditions around the host vehicle, the notification object recognition means recognizes other vehicles present within a notification area defined behind and to the side of the host vehicle as notification objects, and the notification control means performs a first notification control to notify the occupant of the host vehicle of the presence of the notification object. The course change prediction means predicts, based on the surrounding information, whether the host vehicle will change course while the notification object is recognized. If the host vehicle is capable of traveling on the shoulder, such as a motorcycle, the occupant of the host vehicle may enter or exit the shoulder without activating the turn signal, as described above. In contrast, in the present invention, the notification control means performs a second notification control with a stronger notification intensity than the first notification control if a course change is predicted based on the surrounding information while the first notification control is being performed, i.e., while the presence of the notification object is recognized. As a result, according to the present invention, if an occupant of the vehicle attempts to change course without recognizing the presence of an object to be notified and without activating the turn signal, the notification control means performs a second notification control with high notification intensity, so that the occupant of the vehicle can recognize the presence of an object to be notified before actually changing the course of the vehicle, thereby improving traffic safety.

[0023] (2) In the present invention, when the lane change prediction means recognizes, based on the surrounding information, the presence of a movement inducing factor that will cause movement along the width direction of the host vehicle ahead in the traveling direction of the host vehicle, the lane change prediction means predicts that the host vehicle will change lane. Therefore, according to the present invention, the second notification control can be performed before the body of the host vehicle actually starts a lane change operation, so that the occupant can have enough time to check the surrounding situation and determine whether or not to change lane.

[0024] (3) In the present invention, when the course change prediction means recognizes that the vehicle is traveling in a shoulder area and that an obstacle exists ahead of the vehicle in the traveling direction as a movement trigger, the course change prediction means predicts that the vehicle will change course from the shoulder area to a normal traveling area. Therefore, according to the present invention, the second notification control can be performed before the vehicle body actually starts a course change operation to avoid contact with the obstacle ahead, so that the occupant can have enough time to check the surrounding situation and determine whether or not to change course.

[0025] (4) In the present invention, the course change prediction means predicts that the host vehicle will change course to avoid contact with the vehicle in front when the host vehicle is in a normal driving area, there is a vehicle in front as a movement-causing factor ahead in the traveling direction of the host vehicle, and the risk index for this vehicle in front is equal to or less than a predetermined threshold. Therefore, according to the present invention, the second notification control can be performed before the body of the host vehicle actually starts a course change operation to avoid contact with the vehicle in front, so that the occupant can have enough time to check the surrounding situation and determine whether or not to change course.

[0026] (5) In the present invention, the lane change prediction means predicts that the host vehicle will change lane when the host vehicle is in a normal driving area, there are a preceding vehicle and a traffic light ahead of the host vehicle in the traveling direction as movement-inducing factors, and the display mode of the traffic light indicates no entry or stop. Therefore, according to the present invention, the second notification control can be performed before the host vehicle actually starts a lane change operation to avoid contact with the preceding vehicle that is trying to stop, so that the occupant can have enough time to check the surrounding situation and determine whether or not to change lane.

[0027] (6) In the present invention, the lane change prediction means predicts that the host vehicle will change lane when the host vehicle is in a normal driving area, there is a leading vehicle ahead of the host vehicle in the traveling direction as a movement inducing factor, and the leading vehicle has its brake lights on. Therefore, according to the present invention, the second notification control can be performed before the host vehicle actually starts a lane change operation to avoid contact with the leading vehicle that is trying to stop, so that the occupant can have enough time to check the surrounding situation and determine whether or not to change lane.

[0028] (7) In the present invention, the lane change prediction means predicts that the host vehicle will change lane when the host vehicle is in a normal driving area, there is a leading vehicle ahead of the host vehicle in the traveling direction as a movement inducing factor, and the leading vehicle has its turn signal on. Therefore, according to the present invention, the second notification control can be performed before the host vehicle actually starts a lane change operation to avoid contact with the leading vehicle that is trying to change lane, so that the occupant can have enough time to check the surrounding situation and determine whether or not to change lane.

[0029] (8) Here, consider a case where the road on which the vehicle is traveling has two lanes in each direction, i.e., the road is divided by at least two dividing lines into a first lane, a second lane, and a shoulder area from the center divider. On such a two-lane road, the likelihood of a vehicle traveling in the shoulder area or near the shoulder area of ​​the second lane changing course to the first lane is considered to be lower than the likelihood of a vehicle traveling in the center of the second lane changing course to the first lane. Therefore, if the width of the notification area is made equal for a vehicle traveling in the shoulder area or near the shoulder area of ​​the second lane and a vehicle traveling in the center of the second lane, the vehicle traveling in the first lane may be recognized as a target for notification even though it is traveling in the shoulder area or near the shoulder area of ​​the second lane, which may annoy the vehicle occupants. Therefore, in the present invention, when two or more lanes are divided into the normal traveling area, the width of the notification area is changed depending on the traveling position of the vehicle. This prevents the driver from being annoyed by frequent notifications.

[0030] (9) According to the present invention, the notification target recognition means can prevent frequent notifications from being issued, which can be annoying to occupants, by shortening the length along the width direction of the notification area when the driving position is in the shoulder area or the edge of each lane compared to when the driving position is in the center of each lane.

[0031] (10) In the present invention, when the host vehicle is in the normal driving area and continues to travel within a predetermined distance from the line dividing the normal driving area from the shoulder area for a predetermined time or more, the course change prediction means determines that the occupant of the host vehicle has no intention of entering the shoulder area and predicts that the host vehicle will not change course from the normal driving area to the shoulder area. Therefore, according to the present invention, it is possible to prevent the occupant from feeling annoyed by the frequent execution of the second notification control for the occupant who has no intention of traveling in the shoulder area.

[0032] (11) In the present invention, the traveling position learning means learns the traveling position of the vehicle in the road width direction, and the course change prediction means predicts the execution of a course change based on surrounding information and the learning result of the traveling position learning means. Therefore, according to the present invention, the execution of a course change can be predicted taking into account the tendency of past traveling positions, so the timing of executing the second notification control can be made suitable for the occupant.

[0033] (12) Saddle-ride vehicles such as motorcycles and buggies are narrower and lighter than four-wheeled automobiles, and therefore may enter or exit the shoulder of a road without activating their turn signals. Therefore, according to the present invention, by performing the first and second notification controls for such saddle-ride vehicles in the above-described manner, traffic safety can be improved. [Brief explanation of the drawings]

[0034] [Figure 1] 1 is a diagram showing a configuration of a driving assistance system according to an embodiment of the present invention; [Figure 2A] 10A and 10B are diagrams showing examples of warning images displayed when another vehicle reflected in the mirror surface of the right side mirror is the target of notification; [Figure 2B] 2B is a diagram schematically illustrating a case where the warning image shown in FIG. 2A is blinked. FIG. [Figure 3] FIG. 4 is a diagram illustrating an example of a travelable range identified by a travel position identification unit. [Figure 4A] 10 is a diagram showing a schematic configuration of a right-side notification area and a left-side notification area that are partitioned and formed when traveling near the center of the second lane of a two-lane road. FIG. [Figure 4B] 10 is a diagram showing a schematic configuration of a right-side notification area and a left-side notification area that are defined when traveling on a two-lane road near a second dividing line in the second lane. FIG. [Figure 4C] 10 is a diagram showing a schematic configuration of a right-side notification area and a left-side notification area that are defined when traveling on a two-lane road near a first dividing line in the second lane. FIG. [Figure 5A]10 is a diagram showing a schematic configuration of a right-side notification area and a left-side notification area that are defined when traveling near the center of the second lane of a road with three lanes in each direction. FIG. [Figure 5B] 10 is a diagram showing a schematic configuration of a right-side notification area and a left-side notification area that are defined when traveling on a road with three lanes in each direction and close to the second dividing line of the second lane. FIG. [Figure 5C] 10 is a diagram showing a schematic configuration of a right-side notification area and a left-side notification area that are defined when traveling on the second lane of a road with three lanes in each direction, close to the first dividing line; FIG. [Figure 6A] FIG. 10 is a diagram showing a first example of a movement triggering factor. [Figure 6B] FIG. 10 is a diagram showing a second example of a movement triggering factor. [Figure 6C] FIG. 10 is a diagram showing a third example of a movement triggering factor. [Figure 6D] FIG. 10 is a diagram showing a fourth example of a movement inducing factor. [Figure 6E] FIG. 10 is a diagram showing a fifth example of a movement inducing factor. [Figure 6F] FIG. 10 is a diagram showing a sixth example of a movement triggering factor. [Figure 7A] 10 is a flowchart showing a specific procedure of the notification process (part 1). [Figure 7B] 10 is a flowchart showing a specific procedure of the notification process (part 2). [Figure 8] FIG. 1 is a diagram showing a state in which a vehicle traveling on a two-lane road is about to overtake a vehicle in front. DETAILED DESCRIPTION OF THE INVENTION

[0035] A driving assistance system according to an embodiment of the present invention will be described below with reference to the drawings.

[0036] FIG. 1 is a diagram showing the configuration of a driving assistance system 1 according to this embodiment. This driving assistance system 1 is mounted on a vehicle (not shown). The following description will be given of the driving assistance system 1 mounted on a saddle-type vehicle, more specifically, a motorcycle, which is narrower and lighter than a four-wheeled automobile; however, the present invention is not limited to this. The driving assistance system 1 may be mounted on a four-wheeled automobile, as well as on a saddle-type three-wheeled vehicle, a saddle-type four-wheeled vehicle, or a motorized bicycle. The drive source of the motorcycle may be an internal combustion engine, a rotating electric machine, or a combination of these. The power source of the rotating electric machine may be a secondary battery, a capacitor, or a fuel cell.

[0037] The driving assistance system 1 assists a rider in safely driving a motorcycle. Among the various driving assistance functions realized by the driving assistance system 1, the following describes a so-called BSI function that notifies the rider of the presence of another vehicle approaching from the rear side, which is a blind spot for the rider.

[0038] The driving assistance system 1 includes an external sensor unit 2, a vehicle speed sensor 3, turn signal switches 4L, 4R, a braking device 5, turn signals 6L, 6R, a BSI indicator 7, a driving assistance control device 8, and side mirrors 9L, 9R.

[0039] The external sensor unit 2 is composed of a plurality of on-board sensors, such as a front camera unit and a rear radar unit, that acquire information about the situation around the vehicle.

[0040] The front camera unit includes a digital camera using a solid-state imaging device such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). This front camera unit is attached to any position on the front of the vehicle (for example, the front windshield or mirror) while facing forward in the direction of travel of the vehicle. The rear radar unit includes a millimeter-wave radar that detects objects by measuring the waves reflected from the object in response to millimeter-wave irradiation. The rear radar unit is attached to any position on the rear of the vehicle (for example, near the tail lamp and near the turn signals on both the left and right sides) while facing backward in the direction of travel of the vehicle, and detects objects on the rear sides of the vehicle (right rear and left rear). Data obtained by the front camera unit, rear radar unit, etc. is transmitted to the driving assistance control device 8.

[0041] The vehicle speed sensor 3 detects the moving speed of the vehicle body in the traveling direction (hereinafter referred to as "vehicle speed") and transmits a signal corresponding to the detected vehicle speed to the driving assistance control device 8. For this vehicle speed sensor 3, for example, a rotary encoder that outputs a signal corresponding to the rotation speed of a rear wheel (not shown) is used.

[0042] The left turn indicator switch 4L and the right turn indicator switch 4R are controls that can be operated by the rider to inform surrounding traffic participants (hereinafter referred to as "surrounding traffic participants"), such as oncoming vehicles and following vehicles, of the vehicle's traveling direction, and are provided, for example, at the base of the left handlebar grip that the rider holds with his left hand. When the rider turns on the left turn indicator switch 4L, a turn indicator drive circuit (not shown) activates (i.e., flashes) the left turn indicator 6L located on the left side of the vehicle as seen by the rider. When the rider turns on the right turn indicator switch 4R, the turn indicator drive circuit activates (i.e., flashes) the right turn indicator 6R located on the right side of the vehicle as seen by the rider.

[0043] The brake device 5 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper in response to 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 8 and generates braking force in response to the command.

[0044] The BSI indicator 7 displays a warning image about another vehicle that is present on the left rear side or right rear side, which is a blind spot from the rider while driving, on a display screen provided in a position visible to the rider, thereby assisting the rider in recognizing the presence of other vehicles in the vicinity. Note that the following description will be given of a case in which the BSI indicator 7 displays the warning image on the left side mirror 9L and the right side mirror 9R, which are easily visible to the rider while driving, but the present invention is not limited to this. For example, the BSI indicator 7 may display the warning image on the shield of the helmet worn by the rider in a manner visible to the rider while driving.

[0045] 2A is a diagram showing an example of a warning image 91 displayed when a following vehicle V1 reflected on the mirror surface of the right side mirror 9R is the target to be notified. In FIG. 2A, the BSI indicator 7 shows a case in which a triangular image is constantly lit at a predetermined brightness near the target to be notified reflected on the mirror surface of the right side mirror 9R as the warning image 91 to make the rider aware of the presence of the following vehicle V1 as the target to be notified, but the shape of the warning image 91 is not limited to this. The shape of the warning image 91 may be any shape as long as it can alert the rider to the presence of the target to be notified.

[0046] 2B is a diagram schematically illustrating a case where the warning image 91 shown in FIG. 2A is flashed. The BSI indicator 7 flashes the constantly lit warning image 91 to more strongly indicate to the rider the presence of an object to be notified. In other words, the BSI indicator 7 increases the intensity of the warning by flashing the constantly lit warning image 91.

[0047] 1, the driving assistance control device 8 is a computer responsible for controlling the driving assistance functions. The driving assistance control device 8 includes a surrounding information acquisition unit 81, a driving position identification unit 83, a risk index calculation unit 84, a notification target recognition unit 85, a notification control unit 86, a course change prediction unit 87, and a driving position learning unit 88 as modules that realize the BSI function among the multiple driving assistance functions.

[0048] The surrounding information acquisition unit 81 acquires surrounding information relating to the state around the vehicle, more specifically, information such as the position, shape, type, and speed of roads and objects ahead of the vehicle, the contents of road signs, and information about objects behind the vehicle, by performing sensor fusion processing on the detection results from the external sensor unit 2. The surrounding information acquisition unit 81 transmits the acquired surrounding information to, for example, the traveling position identification unit 83, the risk index calculation unit 84, the notification target recognition unit 85, the course change prediction unit 87, and the traveling position learning unit 88.

[0049] The traveling position identification unit 83 identifies a position along the road width direction of the road on which the host vehicle is traveling, based on the surrounding information transmitted from the surrounding information acquisition unit 81. More specifically, the traveling position identification unit 83 identifies a range of roads on which the host vehicle can travel as a travelable range, based on the surrounding information acquired by the surrounding information acquisition unit 81, and identifies a traveling position along the width direction of the host vehicle within this travelable range. The traveling position identification unit 83 transmits the identified traveling position information to the risk index calculation unit 84, the notification target recognition unit 85, the course change prediction unit 87, the traveling position learning unit 88, etc.

[0050] FIG. 3 is a diagram showing an example of a drivable range R0 identified by the driving position identification unit 83. FIG. 3 shows an example of a road 200 with two lanes in each direction in an area where driving is required on the left. In the example shown in FIG. 3, the area between the center divider L0 and the first dividing line L1 is defined as a first lane 201, and the area between the first dividing line L1 and the second dividing line L2 is defined as a second lane 202. In the example shown in FIG. 3, the host vehicle V can travel not only in the two lanes 201 and 202 defined between the center divider L0 and the second dividing line L2, but also physically between the second dividing line L2 and the curb 205. Therefore, the driving position identification unit 83 identifies the road area between the center divider 201 and the curb 205 as the drivable range R0. The traveling position identification unit 83 also divides the identified traveling range R0 into a shoulder area R1 within a predetermined shoulder width between the widthwise end of the traveling range R0 (the curb 205 in the example of FIG. 3) and the second dividing line L2, and a normal traveling area R2 adjacent to the shoulder area R1. FIG. 3 shows the case where the host vehicle V, which is a motorcycle, is traveling in the shoulder area R1.

[0051] 1 , the risk index calculation unit 84 calculates a risk index for each vehicle present around the host vehicle, based on the vehicle speed of the host vehicle acquired by the vehicle speed sensor 3 and the surrounding information acquired by the surrounding information acquisition unit 81, such that the risk index decreases as the risk of the host vehicle contacting each vehicle increases. Note that in this embodiment, the risk index calculation unit 84 uses the so-called TTC (Time to Collision) obtained by dividing the inter-vehicle distance between the host vehicle and the target vehicle by the relative speed of the host vehicle with respect to the target vehicle as the risk index, but the present invention is not limited to this. The risk index calculation unit 84 transmits information related to the calculated risk index for each surrounding vehicle to the course change prediction unit 87.

[0052] The notification target recognition unit 85 defines virtual notification areas on both the left and right rear sides of the vehicle, which are blind spots for the rider, and recognizes as a notification target another vehicle that is present in at least either of these left or right notification areas and that satisfies a predetermined notification condition (for example, a risk index for another vehicle present in the notification area is equal to or less than a predetermined threshold). Furthermore, when the notification target recognition unit 85 recognizes another vehicle in the notification area as a notification target, the notification control unit 86 executes first notification control and second notification control according to procedures that will be described later, thereby making the rider aware of the presence of the notification target.

[0053] 4A to 4C (an example of two lanes on each side) and 5A to 5C (an example of three lanes on each side) will be described below with reference to the procedure for dividing the virtual notification area in the notification object recognition unit 85. As will be described below, the notification object recognition unit 85 changes the length along the width direction of the notification area depending on the traveling position.

[0054] Figure 4A is a schematic diagram showing the configuration of the right-side notification area AR0 and the left-side notification area AL0, which are virtually defined and formed by the notification target recognition unit 85 of the vehicle V traveling near the center of the second lane 202 of a two-lane road 200.

[0055] As shown in FIG. 4A, when the vehicle V is traveling near the center of the second lane 202, the notification target recognition unit 85 defines a rectangular right notification area AR0 behind the vehicle on the right side as viewed from the rider of the vehicle V, and defines a rectangular left notification area AL0 behind the vehicle on the left side. In this embodiment, the notification areas AR0 and AL0 have the same length along the vehicle width direction and the same length along the traveling direction, respectively, but the present invention is not limited to this. The lengths of the sides of the notification areas AR0 and AL0 may be different depending on the traffic conditions in the target area. Hereinafter, when the vehicle V is traveling near the center of the lanes 201 and 202 as shown in FIG. 4A, the lengths along the vehicle width direction of the notification areas AR0 and AL0 defined by the notification target recognition unit 85 are defined as WR0 and WL0. In the following, when the vehicle V is traveling near the center of each lane 201, 202, the lengths WR0, WL0 along the vehicle width direction of the two notification areas AR0, AL0 partitioned by the notification target recognition unit 85 are also referred to as the basic lengths.

[0056] In the example shown in Figure 4A, the following vehicle V1 is traveling within the right notification area AR0 and therefore can be a target for notification, but the following vehicle V2 is traveling outside both notification areas AR0 and AL0 and therefore cannot be a target for notification.

[0057] Furthermore, when the vehicle V is traveling near the center of the first lane 201, the right and left notification areas defined and formed by the notification target recognition unit 85 are qualitatively the same as the example shown in Figure 4A, so illustration and detailed description are omitted.

[0058] 4B is a diagram schematically illustrating the configuration of a right-side notification area AR1 and a left-side notification area AL0 that are virtually defined and formed by the notification target recognition unit 85 of the host vehicle V traveling near the lane edge closer to the second dividing line L2 in the second lane 202 of the same two-lane road 200 as in FIG. 4A. That is, the example illustrated in FIG. 4B differs from the example illustrated in FIG. 4A in the traveling position of the host vehicle V in the second lane 202.

[0059] 4A, the notification target recognition unit 85 defines and forms a rectangular right-side notification area AR1 behind the right side as seen by the rider of the host vehicle V, and defines and forms a rectangular left-side notification area AL0 behind the left side as seen by the rider. As shown in Fig. 4B, when the host vehicle V is traveling near the lane edge on the left side of the second lane 202 as seen by the rider, it is considered that the host vehicle V has little intention to move toward the first lane 201 on the right side as seen by the rider, compared to the case shown in Fig. 4A. Therefore, the notification target recognition unit 85 sets the length WR1 along the vehicle width direction of the right-side notification area AR1 on the first lane 201 side, where it is considered that the host vehicle V has little intention to move, to be shorter than the basic length WR0 shown in Fig. 4A. More specifically, the notification target recognition unit 85 shortens the length WR1 of the right side notification area AR1 along the vehicle width direction to be shorter than the basic length WR0 so that the right edge line of the right side notification area AR1 coincides with the first dividing line L1 that divides the first lane 201 and the second lane 202.

[0060] As a result, in the example shown in Figure 4B, the following vehicle V2 traveling in the same lane as the host vehicle V is traveling within the right-side notification area AR1 and therefore may be subject to notification, but the following vehicle V1 traveling in the first lane 201, where the rider of the host vehicle V is unlikely to have any intention of moving, is traveling outside both notification areas AR1 and AL0 and therefore cannot be subject to notification.

[0061] When the vehicle V is traveling in the shoulder area R1 adjacent to the second lane 202, it is considered that the rider has little intention of crossing the second lane 202 and moving toward the first lane 201, as in the example shown in Fig. 4B. Therefore, when the vehicle V is traveling in the shoulder area R1, each notification area defined and formed by the notification target recognition unit 85 is qualitatively the same as in Fig. 4B, and therefore illustrations and detailed descriptions thereof will be omitted.

[0062] 4C is a diagram schematically illustrating the configuration of a right-side notification area AR0 and a left-side notification area AL1 that are virtually defined and formed by the notification target recognition unit 85 of the host vehicle V traveling near the lane edge closer to the first dividing line L1 in the second lane 202 of the two-lane road 200, the same as in FIGS. 4A and 4B. That is, the example shown in FIG. 4C differs from the examples shown in FIGS. 4A and 4B in the traveling position of the host vehicle V in the second lane 202.

[0063] As shown in Fig. 4C, the notification target recognition unit 85 defines and forms a rectangular right-side notification area AR0 behind the right side as seen by the rider of the host vehicle V, and defines and forms a rectangular left-side notification area AL1 behind the left side as seen by the rider, as in the example shown in Fig. 4A. As shown in Fig. 4C, when the host vehicle V is traveling near the lane edge on the right side as seen by the rider of the second lane 202, it is considered that the host vehicle V has little intention to move to the shoulder area R1 on the left side as seen by the rider, compared to the case shown in Fig. 4A. Therefore, the notification target recognition unit 85 sets the length WL1 along the vehicle width direction of the left-side notification area AL1 on the side of the shoulder area R1 where it is considered that the host vehicle V has little intention to move to shorter than the basic length WL0 shown in Fig. 4A. More specifically, the notification target recognition unit 85 shortens the length WL1 of the left side notification area AL1 along the vehicle width direction to be shorter than the basic length WL0 so that the left edge line of the left side notification area AL1 coincides with the second dividing line L2 that divides the second lane 202 and the shoulder area R1.

[0064] As a result, in the example shown in Figure 4C, a following vehicle V2 traveling in the same lane as the host vehicle V and a following vehicle V1 traveling in the first lane 201 are both traveling within the left notification area AL1 and the right notification area AR1, respectively, and therefore can both be subject to notification.

[0065] Figure 5A is a schematic diagram showing the configuration of the right-side notification area AR0 and the left-side notification area AL0 that are virtually defined and formed by the notification target recognition unit 85 of the vehicle V traveling near the center of the second lane 302, which is the central lane, of a road 300 with three lanes on each side.

[0066] As shown in FIG. 5A, when the vehicle V is traveling near the center of the second lane 302, the notification target recognition unit 85 defines and forms notification areas AR0 and AL0 in the same range as the example shown in FIG. 4A.

[0067] In the example shown in Figure 5A, the following vehicle V1 traveling in the first lane 301 and the following vehicle V3 traveling in the third lane 303 are traveling within the notification areas AR0 and AL0, respectively, and therefore can be subject to notification, but the following vehicle V2 traveling in the same lane is traveling outside both notification areas AR0 and AL0 and therefore cannot be subject to notification.

[0068] Furthermore, when the vehicle V is traveling near the center of the first lane 301 or near the center of the third lane 303, the right and left notification areas defined and formed by the notification target recognition unit 85 are qualitatively the same as the example shown in Figure 5A, so illustration and detailed explanation are omitted.

[0069] Fig. 5B is a diagram schematically illustrating the configuration of a right-side notification area AR1 and a left-side notification area AL0 that are virtually defined and formed by the notification target recognition unit 85 of the host vehicle V traveling near the lane edge closer to the second dividing line L2 in the second lane 302 of the same three-lane road 300 as in Fig. 5A. That is, the example illustrated in Fig. 5B differs from the example illustrated in Fig. 5A in the traveling position of the host vehicle V in the second lane 302.

[0070] 5A, the notification target recognition unit 85 defines and forms a rectangular right-side notification area AR1 behind the right side as seen by the rider of the host vehicle V, and defines and forms a rectangular left-side notification area AL0 behind the left side as seen by the rider. As shown in Fig. 5B, when the host vehicle V is traveling near the lane edge on the left side of the second lane 302 as seen by the rider, it is considered that the host vehicle V has little intention to move toward the first lane 301 on the right side as seen by the rider, compared to the case shown in Fig. 5A. Therefore, the notification target recognition unit 85 sets the length WR1 along the vehicle width direction of the right-side notification area AR1 on the first lane 301 side, where it is considered that the host vehicle V has little intention to move, to be shorter than the basic length WR0 shown in Fig. 5A. More specifically, the notification target recognition unit 85 shortens the length WR1 of the right side notification area AR1 along the vehicle width direction to be shorter than the basic length WR0 so that the right edge line of the right side notification area AR1 coincides with the first dividing line L1 that divides the first lane 301 and the second lane 302.

[0071] As a result, in the example shown in Figure 5B, a following vehicle V2 traveling in the same lane as the host vehicle V and a following vehicle V3 traveling in the third lane 303 can be subject to notification because they are traveling within the respective notification areas AR1 and AL0, but a following vehicle V1 traveling in the first lane 301, where the rider of the host vehicle V is unlikely to have any intention of moving, is traveling outside both notification areas AR1 and AL0 and therefore cannot be subject to notification.

[0072] When the host vehicle V is traveling near the lane edge of the third lane 303 closer to the third dividing line L3, or when the host vehicle V is traveling in the shoulder area R1 adjacent to the third lane 303, it is considered that the rider has little intention of moving to the second lane 302 on the right hand side, as in the example shown in Fig. 5B. Therefore, when the host vehicle V is traveling near the lane edge of the third lane 303 closer to the third dividing line L3, or when the host vehicle V is traveling in the shoulder area R1, each notification area defined and formed by the notification target recognition unit 85 is qualitatively the same as in Fig. 5B, and therefore illustrations and detailed descriptions thereof will be omitted.

[0073] 5C is a diagram schematically illustrating the configuration of a right-side notification area AR0 and a left-side notification area AL1 that are virtually defined and formed by the notification target recognition unit 85 of the host vehicle V traveling near the lane edge closer to the first dividing line L1 in the second lane 302 of the same three-lane road 300 as in FIGS. 5A and 5B. That is, the example illustrated in FIG. 5C differs from the examples illustrated in FIGS. 5A and 5B in the traveling position of the host vehicle V in the second lane 302.

[0074] 5A, the notification target recognition unit 85 defines and forms a rectangular right-side notification area AR0 behind the right-hand side as seen from the rider of the host vehicle V, and defines and forms a rectangular left-side notification area AL1 behind the left-hand side. As shown in Fig. 5C, when the host vehicle V is traveling near the lane edge on the right-hand side as seen from the rider of the second lane 302, it is considered that the host vehicle V has little intention to move to the third lane 303 on the left-hand side as seen from the rider, compared to the case shown in Fig. 5A. Therefore, the notification target recognition unit 85 sets the length WL1 along the vehicle width direction of the left-side notification area AL1 on the side of the third lane 303 where the host vehicle V has little intention to move from the rider's perspective to be shorter than the basic length WL0 shown in Fig. 5A. More specifically, the notification target recognition unit 85 shortens the length WL1 of the left side notification area AL1 along the vehicle width direction to be shorter than the basic length WL0 so that the left edge line of the left side notification area AL1 coincides with the second dividing line L2 that divides the second lane 302 and the third lane 303.

[0075] As a result, in the example shown in Figure 5C, a following vehicle V2 traveling in the same lane as the host vehicle V and a following vehicle V1 traveling in the first lane 301 can be subject to notification because they are traveling within the respective notification areas AR0 and AL1, but a following vehicle V3 traveling in the third lane 303, where the rider of the host vehicle V is unlikely to have any intention of moving, is traveling outside both notification areas AR0 and AL1 and therefore cannot be subject to notification.

[0076] When the vehicle V is traveling near the lane edge of the third lane 303 closer to the second dividing line L2, it is considered that the rider has little intention of moving toward the shoulder area R1 adjacent to the third lane 303, as in the example shown in Fig. 5C. Therefore, when the vehicle V is traveling near the lane edge of the third lane 303 closer to the second dividing line L2, the notification area defined and formed by the notification target recognition unit 85 is qualitatively the same as in Fig. 5C, and therefore illustration and detailed description thereof will be omitted.

[0077] As described above, when two or more lanes are defined in the normal driving area R2, the notification object recognition unit 85 changes the length of the left and right notification areas along the vehicle width direction depending on the driving position of the vehicle V. More specifically, when the driving position is in the shoulder area R1, the notification object recognition unit 85 shortens the length along the vehicle width direction of the notification area on the normal driving area R2 side compared to when the driving position is near the center of each lane. Furthermore, when the driving position is near the lane edge of each lane (i.e., near the dividing lines that divide each lane), the notification object recognition unit 85 shortens the length along the vehicle width direction of the notification area on the side where the dividing lines are farther away compared to when the driving position is near the center of each lane.

[0078] 1, when a notification target is recognized by the notification target recognition unit 85, the notification control unit 86 executes notification control to notify the rider of the vehicle of the presence of the notification target, for example, by operating the BSI indicator 7 or the brake device 5. Here, the notification control unit 86 can execute two types of notification control to notify the rider of the presence of the notification target: a first notification control, and a second notification control in which the notification intensity for the rider is set higher than that of the first notification control in order to make the rider more aware of the presence of the notification target than that of the first notification control.

[0079] In this embodiment, the notification control unit 86 performs the first notification control by constantly lighting the warning image 91 (see FIG. 2A) to indicate the presence of an object to be notified by the BSI indicator 7, and performs the second notification control by flashing the warning image 91 (see FIG. 2B) to strongly indicate the presence of an object to be notified by the BSI indicator 7, but the present invention is not limited to this. In addition to flashing the warning image 91, the notification control unit 86 may also perform the second notification control by causing the BSI indicator 7 to sound a warning sound, generating brake pulses by the brake device 5, or vibrating the seat on which the rider sits by a vibration device (not shown).

[0080] When a new notification target is first recognized by the notification target recognition unit 85, the notification control unit 86 executes first notification control with a relatively low notification intensity, and notifies the rider of the presence of the notification target. The notification control unit 86 continues to execute the first notification control while the notification target is recognized by the notification target recognition unit 85. Thereafter, when the course change prediction unit 87, described below, predicts that the host vehicle will change course along its width direction while the first notification control is being executed (see FIGS. 6A to 6F, described below), the notification control unit 86 executes second notification control with a higher notification intensity than the first notification control, and strongly notifies the rider of the presence of the notification target in order to avoid contact between the host vehicle attempting to change course and the notification target in its blind spot. Furthermore, if the rider operates the turn signal switch 4L, 4R on the side where the notification target is located while the first notification control is being performed, the notification control unit 86 executes the second notification control to strongly notify the rider of the presence of the notification target in order to avoid contact between the vehicle attempting to change course and the notification target located in the blind spot (see step ST10 in Figure 7B described below).

[0081] The path change prediction unit 87 predicts whether the host vehicle will change path along the vehicle width direction while at least one notification target is recognized by the notification target recognition unit 85, based on the surrounding information transmitted from the surrounding information acquisition unit 81 and the traveling position information transmitted from the traveling position identification unit 83, and transmits the prediction result to the notification control unit 86. More specifically, when the path change prediction unit 87 recognizes, based on the surrounding information, the presence of a movement-inducing factor that will cause the host vehicle to change path along the vehicle width direction, the path change prediction unit 87 predicts whether the host vehicle will change path. Furthermore, when the path change prediction unit 87 predicts a path change, the notification control unit 86 executes the second notification control with a relatively high notification intensity as described above, in order to strongly indicate to the rider the presence of the notification target. Specific examples of movement-inducing factors that cause the host vehicle to change path will be described below with reference to FIGS. 6A to 6F.

[0082] Fig. 6A is a diagram showing a first example of a movement triggering factor. Fig. 6A shows a case where a host vehicle V is traveling in a road shoulder area R1 on a one-lane road 100, and a following vehicle V1 is traveling in a right notification area behind the host vehicle V on the right side. In the example of Fig. 6A, the notification target recognition unit 85 of the host vehicle V recognizes the following vehicle V1 as a notification target, and the notification control unit 86 executes first notification control to notify the host vehicle V of the presence of the notification target.

[0083] In the situation shown in Fig. 6A, an obstacle O1 located ahead of the host vehicle V in the direction of travel and located in the road shoulder area R1 becomes a movement-inducing factor that causes the host vehicle V traveling in the road shoulder area R1 to change course toward the normal driving area R2. Also, in the situation shown in Fig. 6A, if the host vehicle V changes course toward the normal driving area R2 to avoid contact with the obstacle O1, there is a risk of contact between the host vehicle V and the following vehicle V1.

[0084] Therefore, if the lane change prediction unit 87 recognizes that the vehicle V is traveling in a shoulder area R1 and that an obstacle O1 acting as a movement-inducing factor is present ahead of the vehicle V in the traveling direction while at least one notification object is being recognized, the lane change prediction unit 87 predicts that the vehicle V will change course from the shoulder area R1 to the normal traveling area R2. In response to the lane change prediction unit 87 predicting the execution of a lane change while the first notification control for the following vehicle V1 is being executed, the notification control unit 86 executes second notification control with stronger notification intensity, which can make the rider of the vehicle V more aware of the presence of the following vehicle V1 before the lane change is initiated, thereby making it possible to avoid contact between the vehicle V and the following vehicle V1.

[0085] Fig. 6B is a diagram showing a second example of a movement triggering factor. Fig. 6B shows a case where, on a one-lane road 100, the host vehicle V is traveling within the normal driving area R2, a following vehicle V1 is traveling within the left notification area to the left rear of the host vehicle V, and a leading vehicle V5 is traveling ahead in the direction of travel of the host vehicle V. The example of Fig. 6B also shows a case where the notification target recognition unit 85 of the host vehicle V recognizes the following vehicle V1 as a notification target, and the notification control unit 86 is executing first notification control to notify the presence of the notification target.

[0086] In the situation shown in Fig. 6B, if the rider of the host vehicle V is in a hurry, that is, if the risk index for the leading vehicle V5 is equal to or less than a predetermined threshold, the leading vehicle V5 becomes a movement-inducing factor that causes the host vehicle V traveling in the normal driving area R2 to change course toward the shoulder area R1. Also, in the situation shown in Fig. 6B, if the host vehicle V changes course toward the shoulder area R1 to avoid contact with the leading vehicle V5, there is a risk of contact between the host vehicle V and the following vehicle V1.

[0087] Therefore, while at least one notification object is recognized, if the driving position of the host vehicle V is in the normal driving area R2, there is a leading vehicle V5 ahead of the host vehicle V in the traveling direction as a movement-inducing factor, and the risk index for the leading vehicle V5 calculated by the risk index calculation unit 84 is equal to or less than a predetermined threshold, the lane change prediction unit 87 predicts that the host vehicle V will change course from the normal driving area R2 to the road shoulder area R1. In response to the prediction of a lane change by the lane change prediction unit 87 while the first notification control for the following vehicle V1 is being executed, the notification control unit 86 executes second notification control with stronger notification intensity, which can make the rider of the host vehicle V more aware of the presence of the following vehicle V1 before starting the lane change, thereby making it possible to avoid contact between the host vehicle V and the following vehicle V1.

[0088] Fig. 6C is a diagram showing a third example of a movement triggering factor. Fig. 6C shows a case where, on a two-lane road 200, the host vehicle V is traveling in the second lane 202 in the normal driving area R2, a following vehicle V1 is traveling in the right notification area behind the host vehicle V on the right side thereof attempting to overtake the host vehicle V, and a leading vehicle V5 is traveling ahead of the host vehicle V in the direction of travel. The example of Fig. 6C also shows a case where the notification target recognition unit 85 of the host vehicle V recognizes the following vehicle V1 as a notification target, and the notification control unit 86 is executing first notification control to notify the host vehicle V of the presence of the notification target.

[0089] In the situation shown in Fig. 6C, if the rider of the host vehicle V is in a hurry, that is, if the risk index for the leading vehicle V5 is equal to or less than a predetermined threshold, the leading vehicle V5 becomes a movement-inducing factor that causes the host vehicle V traveling in the second lane 202 to change course toward the first lane 201. Also, in the situation shown in Fig. 6C, if the host vehicle V changes course toward the first lane 201 to avoid contact with the leading vehicle V5, there is a risk of contact between the host vehicle V and the following vehicle V1.

[0090] Therefore, when at least one notification object is recognized and the host vehicle V is traveling on a road with two or more lanes, if the host vehicle V is traveling in the normal traveling area R2, there is a preceding vehicle V5 as a movement-inducing factor ahead of the host vehicle V in the traveling direction, and the risk index for the preceding vehicle V5 calculated by the risk index calculation unit 84 is equal to or less than a predetermined threshold, the lane-change prediction unit 87 predicts that the host vehicle V will change course to an adjacent lane (first lane 201 in the example of FIG. 6C ). In response to the prediction of a course change by the course-change prediction unit 87 while the first notification control for the following vehicle V1 is being executed, the notification control unit 86 executes second notification control with stronger notification intensity, which can make the rider of the host vehicle V more aware of the presence of the following vehicle V1 before starting the course change, thereby making it possible to avoid contact between the host vehicle V and the following vehicle V1.

[0091] Fig. 6D is a diagram showing a fourth example of a movement triggering factor. Fig. 6D shows a case where, on a single-lane road 100, a host vehicle V is traveling within a normal driving area R2, a following vehicle V1 is traveling in a left-hand notification area behind the host vehicle V on the left side, a leading vehicle V5 is traveling ahead of the host vehicle V in the direction of travel, and a traffic light S is further ahead of the leading vehicle V5. The example of Fig. B shows a case where the display mode of the traffic light S indicates a no entry or stop signal. The example of Fig. 6D also shows a case where the notification target recognition unit 85 of the host vehicle V recognizes the following vehicle V1 as a notification target, and the notification control unit 86 is executing first notification control to notify the presence of the notification target.

[0092] In the situation shown in Fig. 6D, if the display mode of the traffic light S indicates no entry or a stop sign, the preceding vehicle V5 and traffic light S, which are present ahead of the host vehicle V in the direction of travel, become movement-inducing factors that cause the host vehicle V, which is traveling in the normal travel area R2, to change course toward the shoulder area R1. Also, in the situation shown in Fig. 6D, if the host vehicle V changes course toward the shoulder area R1 to avoid contact with the preceding vehicle V5, there is a risk of contact between the host vehicle V and the following vehicle V1.

[0093] Therefore, while at least one notification object is recognized, if the driving position of the host vehicle V is within the normal driving area R2, a preceding vehicle V5 and a traffic light S are present ahead of the host vehicle V in the traveling direction as movement-inducing factors, and the display mode of the traffic light S indicates no entry or stop, the lane change prediction unit 87 predicts that the host vehicle V will change course from the normal driving area R2 to the road shoulder area R1. In response to the prediction of a lane change by the lane change prediction unit 87 while the first notification control for the following vehicle V1 is being executed, the notification control unit 86 executes second notification control with stronger notification intensity, which can make the rider of the host vehicle V more aware of the presence of the following vehicle V1 before starting the lane change, thereby making it possible to avoid contact between the host vehicle V and the following vehicle V1.

[0094] Fig. 6E is a diagram showing a fifth example of a movement triggering factor. Fig. 6E shows a case where, on a one-lane road 100, the host vehicle V is traveling within the normal driving area R2, a following vehicle V1 is traveling within the left notification area to the left rear of the host vehicle V, and a leading vehicle V5 is traveling ahead in the direction of travel of the host vehicle V. The example of Fig. 6E also shows a case where the notification target recognition unit 85 of the host vehicle V recognizes the following vehicle V1 as a notification target, and the notification control unit 86 is executing first notification control to notify the presence of the notification target.

[0095] In the situation shown in Fig. 6E, if a leading vehicle V5 located ahead of the host vehicle V has its turn signal or brake lights on, it becomes a movement-inducing factor that causes the host vehicle V traveling in the normal driving area R2 to change course toward the shoulder area R1. Also, in the situation shown in Fig. 6E, if the host vehicle V changes course toward the shoulder area R1 to avoid contact with the leading vehicle V5, there is a risk of contact between the host vehicle V and the following vehicle V1.

[0096] Therefore, while at least one notification object is recognized, if the driving position of the host vehicle V is within the normal driving area R2, if a leading vehicle V5 is present ahead of the host vehicle V in the traveling direction as a movement-inducing factor, and if the leading vehicle V5 has its turn signal or brake lamp illuminated, the lane change prediction unit 87 predicts that the host vehicle V will change course from the normal driving area R2 to the road shoulder area R1. In response to the prediction of a lane change by the lane change prediction unit 87 while the first notification control for the following vehicle V1 is being executed, the notification control unit 86 executes second notification control with stronger notification intensity, making it possible to make the rider of the host vehicle V more aware of the presence of the following vehicle V1 before the lane change begins, thereby making it possible to avoid contact between the host vehicle V and the following vehicle V1.

[0097] Fig. 6F is a diagram showing a sixth example of a movement triggering factor. Fig. 6F shows a case where, on a two-lane road 200, the host vehicle V is traveling in the second lane 202 in the normal driving area R2, a following vehicle V1 is traveling in the right notification area behind the host vehicle V on the right side thereof attempting to overtake the host vehicle V, and a leading vehicle V5 is traveling ahead of the host vehicle V in the direction of travel. The example of Fig. 6F also shows a case where the notification target recognition unit 85 of the host vehicle V recognizes the following vehicle V1 as a notification target, and the notification control unit 86 is executing first notification control to notify the host vehicle V of the presence of the notification target.

[0098] In the situation shown in Fig. 6F, if a leading vehicle V5 present ahead of the host vehicle V in the traveling direction has its turn signal or brake lights on, it becomes a movement-inducing factor that causes the host vehicle V traveling in the second lane 202 to change course toward the first lane 201. Also, in the situation shown in Fig. 6F, if the host vehicle V changes course toward the first lane 201 to avoid contact with the leading vehicle V5, there is a risk of contact between the host vehicle V and the following vehicle V1.

[0099] Therefore, when at least one notification object is recognized and the host vehicle V is traveling on a road with two or more lanes, the host vehicle V is traveling within the normal traveling area R2, a preceding vehicle V5 is present ahead of the host vehicle V in the traveling direction as a movement-inducing factor, and the preceding vehicle V5 has its turn signal or brake lamps on, the lane-change prediction unit 87 predicts that the host vehicle V will change course to an adjacent lane (first lane 201 in the example of FIG. 6F). In response to the prediction of a course change by the course-change prediction unit 87 while the first notification control for the following vehicle V1 is being executed, the notification control unit 86 executes second notification control with stronger notification intensity, which can make the rider of the host vehicle V more aware of the presence of the following vehicle V1 before the host vehicle V starts to change course, thereby making it possible to avoid contact between the host vehicle V and the following vehicle V1.

[0100] Here, as shown in Figures 6B, 6D, and 6E, an exception to the case where the host vehicle V is predicted to change course from the normal driving area R2 to the shoulder area R1 will be described. For example, when the host vehicle V continues to travel along the edge of the normal driving area R2 for a predetermined period of time or more, it is considered that the rider of the host vehicle V is intentionally traveling along the edge of the normal driving area R2 for traffic safety. For this reason, when the host vehicle V is traveling within the normal driving area R2 and within a predetermined distance a (see Figure 6B) from the dividing line L1 that separates the normal driving area R1 from the shoulder area R2 for a predetermined period of time or more, it is preferable that the path change prediction unit 87 predicts that the host vehicle V will not change course from the normal driving area R2 to the shoulder area R1, even if a movement-causing factor such as that shown in Figures 6B, 6D, and 6E is recognized.

[0101] 1 , the case has been described in which the course change prediction unit 87 predicts whether the host vehicle will change course based on the surrounding information transmitted from the surrounding information acquisition unit 81, the risk index calculated by the risk index calculation unit 84, and the like, but the present invention is not limited to this. The course change prediction unit 87 may predict whether the host vehicle will change course based on the surrounding information, the risk index, and / or the learning result of the traveling position learning unit 88 (described later) on the traveling position of the host vehicle in the road width direction. This allows the course change prediction unit 87 to predict whether the host vehicle will change course based on the driving tendencies of the rider of the host vehicle, thereby improving prediction accuracy.

[0102] The traveling position learning unit 88 learns the traveling position of the host vehicle in the road width direction based on the surrounding information transmitted from the surrounding information acquisition unit 81 and the traveling position information transmitted from the traveling position identification unit 83. More specifically, the traveling position learning unit 88 learns the traveling position of the host vehicle for each of various traffic scenes classified according to the road configuration, surrounding traffic conditions, etc. The traveling position learning unit 88 transmits information related to the learning result of the traveling position of the host vehicle to the course change prediction unit 87.

[0103] 7A and 7B are flowcharts showing specific steps of a notification process for notifying a rider of the host vehicle of the presence of another vehicle approaching from the rear side. The process shown in Fig. 7A and 7B is executed by the driving assistance control device 8 at a predetermined interval while the host vehicle is traveling.

[0104] First, in step ST1, the surrounding information acquisition unit 81 acquires surrounding information relating to the state of the surroundings of the vehicle based on the detection result by the external sensor unit 2, and then proceeds to step ST2. In step ST2, the traveling position identification unit 83 identifies the traveling position of the vehicle on the road on which the vehicle is traveling based on the surrounding information, and then proceeds to step ST3.

[0105] In step ST3, the notification target recognition unit 85 divides the left and right notification areas into ranges corresponding to the vehicle's driving position based on the surrounding information and the vehicle's driving position, in accordance with the procedures described with reference to Figures 4A to 4C and Figures 5A to 5C, and then proceeds to step ST4.

[0106] In step ST4, the notification target recognition unit 85 determines, based on the surrounding information, whether or not another vehicle is present in the left and right notification areas defined in step ST3. If the determination result in step ST4 is NO, the notification target recognition unit 85 ends the notification process, and if the determination result is YES, the process proceeds to step ST5.

[0107] In step ST5, the risk index calculation unit 84 calculates a risk index for the other vehicle determined to be present in the notification area in step ST4, and proceeds to step ST6. In step ST6, the notification target recognition unit 85 determines whether the risk index for the other vehicle calculated in step ST5 is equal to or less than a predetermined threshold. If the determination result in step ST6 is NO, the notification target recognition unit 85 ends the notification process, and if the determination result is YES, proceeds to step ST7.

[0108] In step ST7, the notification target recognition unit 85 recognizes other vehicles that are present in the notification area and have risk indexes equal to or less than a threshold as notification targets, and proceeds to step ST8. In step ST8, the notification control unit 86 executes first notification control to notify the rider of the host vehicle of the presence of the notification target recognized in step ST7, and proceeds to step ST10.

[0109] In step ST10, the notification control unit 86 determines whether or not the rider of the vehicle has operated the turn signal switch on the side where the notification target is located. If the determination result in step ST10 is NO, the notification control unit 86 proceeds to step ST11.

[0110] If the determination result in step ST10 is YES, the notification control unit 86 determines that there is a risk of contact between the host vehicle, which is changing its direction of travel, and the notification target approaching from behind, and proceeds to step ST20. In step ST20, the notification control unit 86 executes second notification control and ends the notification process.

[0111] In step ST11, the course change prediction unit 87 determines whether the vehicle is currently traveling in a road shoulder area and whether an obstacle exists ahead of the vehicle in the traveling direction as a movement-causing factor, as described with reference to Fig. 6A. If the determination result in step ST11 is YES, the course change prediction unit 87 determines that the vehicle will change course from the road shoulder area to a normal traveling area, and proceeds to step ST20. If the determination result in step ST11 is NO, the course change prediction unit 87 proceeds to step ST12.

[0112] In step ST12, as described with reference to Fig. 6D, the lane change prediction unit 87 determines whether the vehicle is currently traveling within the normal traveling area, whether there are other vehicles and traffic lights ahead of the vehicle as movement-causing factors, and whether the traffic light display indicates no entry or a stop. If the determination result in step ST12 is YES, the lane change prediction unit 87 determines that the vehicle will change course from the normal traveling area to the shoulder area, and proceeds to step ST20. If the determination result in step ST12 is NO, the lane change prediction unit 87 proceeds to step ST13.

[0113] In step ST13, as described with reference to Figures 6E and 6F, the lane change prediction unit 87 determines whether the vehicle is currently traveling within the normal traveling area, whether there is another vehicle ahead of the vehicle in the traveling direction as a movement-causing factor, and whether the turn signal or brake lamp of the vehicle ahead is on. If the determination result in step ST13 is YES, the lane change prediction unit 87 determines that the vehicle will change course from the normal traveling area to the shoulder area, and proceeds to step ST20. If the determination result in step ST13 is NO, the lane change prediction unit 87 proceeds to step ST14.

[0114] In step ST14, as described with reference to Figures 6B and 6C, the course change prediction unit 87 determines whether the driving position of the host vehicle is within the normal driving area, whether there is another vehicle ahead of the host vehicle in the traveling direction as a movement causing factor, and whether the risk index for this other vehicle is equal to or less than a predetermined threshold. If the determination result in step ST14 is YES, the course change prediction unit 87 determines that the host vehicle will change course from the normal driving area to the road shoulder area, and proceeds to step ST20. If the determination result in step ST14 is NO, the course change prediction unit 87 ends the notification process.

[0115] The driving assistance system 1 according to this embodiment has the following advantages. (1) In the driving assistance system 1, the surrounding information acquisition unit 81 acquires surrounding information regarding the conditions around the vehicle, the notification target recognition unit 85 recognizes other vehicles present within a notification area defined behind and to the side of the vehicle as notification targets, and the notification control unit 86 performs a first notification control to notify the occupant of the vehicle of the presence of the notification target. The course change prediction unit 87 predicts, based on the surrounding information, whether the vehicle will change course while the notification target is recognized. If the vehicle is capable of traveling on the shoulder, such as a motorcycle, the occupant of the vehicle may enter or exit the shoulder without activating the turn signals 6L and 6R, as described above. In response to this, in the driving assistance system 1, if a course change is predicted based on the surrounding information while the first notification control is being performed, i.e., while the presence of the notification target is being recognized, the notification control unit 86 performs a second notification control with a stronger notification intensity than the first notification control. As a result, according to the driving assistance system 1, if an occupant of the vehicle attempts to change course without recognizing the presence of an object to be notified and without activating the turn indicators 6L, 6R, the notification control unit 86 performs a second notification control with high notification intensity, so that the occupant of the vehicle can recognize the presence of an object to be notified before actually changing the course of the vehicle, thereby improving traffic safety.

[0116] (2) When the lane change prediction unit 87 recognizes, based on the surrounding information, the presence of a movement inducing factor that will cause movement along the width direction of the host vehicle ahead in the traveling direction of the host vehicle, the lane change prediction unit 87 predicts that the host vehicle will change lane. Therefore, according to the driving assistance system 1, the second notification control can be performed before the body of the host vehicle actually starts a lane change operation, so that the rider can have enough time to check the surrounding situation and determine whether or not to change lane.

[0117] (3) When the lane change prediction unit 87 recognizes that the vehicle is currently in the shoulder area R1 and that an obstacle O1 is present ahead of the vehicle in the traveling direction, the lane change prediction unit 87 predicts that the vehicle will change course from the shoulder area R1 to the normal traveling area R2. Therefore, the driving assistance system 1 can perform the second notification control before the vehicle actually starts a lane change operation to avoid contact with the obstacle O1 ahead, ensuring that the occupant has sufficient time to check the surrounding situation and determine whether or not to change course.

[0118] (4) When the host vehicle is in the normal driving region R2, there is a leading vehicle ahead of the host vehicle as a movement-causing factor, and the risk index for this leading vehicle is equal to or less than a predetermined threshold, the path change prediction unit 87 predicts that the host vehicle will change path to avoid contact with the leading vehicle. Therefore, according to the driving assistance system 1, the second notification control can be performed before the host vehicle actually starts a path change operation to avoid contact with the leading vehicle, so that the occupant can have enough time to check the surrounding situation and determine whether or not to change path.

[0119] (5) The lane change prediction unit 87 predicts that the host vehicle will change lane when the host vehicle is in the normal driving region R2, there is a preceding vehicle and traffic light S ahead of the host vehicle in the direction of travel as movement-inducing factors, and the display mode of the traffic light S indicates no entry or stop. Therefore, according to the driving assistance system 1, the second notification control can be performed before the host vehicle actually starts changing lane to avoid contact with the preceding vehicle that is trying to stop, so that the occupant can have enough time to check the surrounding situation and determine whether or not to change lane.

[0120] (6) When the host vehicle is in the normal driving region R2, there is a preceding vehicle ahead of the host vehicle as a movement-causing factor, and the brake lights of the preceding vehicle are on, the lane change prediction unit 87 predicts that the host vehicle will change lane. Therefore, according to the driving assistance system 1, the second notification control can be performed before the host vehicle actually starts changing lane to avoid contact with the preceding vehicle that is trying to stop, so that the occupant can have enough time to check the surrounding situation and determine whether or not to change lane.

[0121] (7) When the host vehicle is in the normal driving region R2, there is a preceding vehicle ahead of the host vehicle as a movement trigger, and the direction indicator of the preceding vehicle is on, the lane change prediction unit 87 predicts that the host vehicle will change lane. Therefore, according to the driving assistance system 1, the second notification control can be performed before the host vehicle actually starts a lane change operation to avoid contact with the preceding vehicle that is trying to change lane, so that the occupant can have enough time to check the surrounding situation and determine whether or not to change lane.

[0122] (8) As shown in Figures 4A to 4C and 5A to 5C, when two or more lanes are defined in the normal driving area R2, the notification target recognition unit 85 changes the length along the width direction of the notification area depending on the driving position of the vehicle. This prevents the rider from being annoyed by frequent notifications that are issued due to the rider recognizing other vehicles traveling in lanes in which the rider has no intention of traveling as targets to be notified.

[0123] (9) As shown in Figures 4A to 4C and 5A to 5C, when the driving position is in the shoulder area R1 or near the edge of each lane, the notification target recognition unit 85 shortens the length along the width direction of the notification area compared to when the driving position is in the center of each lane. This prevents the rider from being annoyed by frequent notifications that are issued due to the rider recognizing other vehicles traveling in lanes in which the rider has no intention of traveling as targets to be notified.

[0124] (10) When the host vehicle is in the normal driving area R2 and continues to travel within a predetermined distance a (see FIG. 6B ) from the dividing line L1 that separates the shoulder area R1 from the normal driving area R2 for a predetermined time or longer, the path change prediction unit 87 determines that the rider of the host vehicle has no intention of entering the shoulder area R1 and predicts that the host vehicle will not change path from the normal driving area R2 to the shoulder area R1. Therefore, the driving assistance system 1 can prevent the rider from feeling annoyed by frequently performing the second notification control for a rider who has no intention of traveling in the shoulder area R1.

[0125] (11) The traveling position learning unit 88 learns the traveling position of the vehicle in the road width direction, and the course change prediction unit 87 predicts the execution of a course change based on the surrounding information and the learning result of the traveling position learning unit 88. Therefore, according to the driving assistance system 1, the execution of a course change can be predicted taking into account the tendency of past traveling positions, and therefore the timing of executing the second notification control can be made suitable for the rider.

[0126] (12) Saddle-ride vehicles such as motorcycles and buggies are narrower and lighter than four-wheeled automobiles, and therefore may enter or exit the shoulder of a road without activating their turn signals. Therefore, according to the present invention, by performing the first and second notification controls for such saddle-ride vehicles in the above-described manner, traffic safety can be improved.

[0127] 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]

[0128] 1. Driving assistance system 2...External sensor unit 3...Vehicle speed sensor 4L, 4R...Turn indicator switch 5...Brake device 6L,6R…Direction indicator 7…BSI indicator 8...Driver assistance control device 81... Surrounding information acquisition unit (surrounding information acquisition means) 83... Traveling position identification unit (traveling position identification means) 84...Risk index calculation unit (risk index calculation means) 85...Notification target recognition unit (notification target recognition means) 86... Notification control unit (notification control means) 87...Course change prediction unit (course change prediction means) 88...Travel position learning unit (travel position learning means) 9L, 9R...Side mirror

Claims

1. a surrounding information acquisition means for acquiring surrounding information relating to the state of the surroundings of the host vehicle, which is a saddle-ride type vehicle; a notification target recognition means for recognizing another vehicle present in a notification area defined behind and to the side of the host vehicle as a notification target based on the surrounding information; a notification control means for performing a first notification control to notify an occupant of the vehicle of the presence of the notification object when the notification object is recognized, a travel position specifying means for dividing the road on which the vehicle is traveling into a shoulder area within a predetermined width from a width direction end and a normal travel area adjacent to the shoulder area, and for specifying the travel position of the vehicle on the road along the road width direction; and a course change prediction means for predicting whether the subject vehicle will change course while the subject vehicle is being recognized, based on the surrounding information and the traveling position. the notification control means, when the execution of the course change is predicted by the course change prediction means while the first notification control is being performed, performs second notification control having a notification intensity higher than that of the first notification control, A driving assistance system characterized in that the lane change prediction means predicts the execution of the lane change from the shoulder area to the normal driving area or the execution of the lane change from the normal driving area to the shoulder area.

2. 2. The driving assistance system according to claim 1, wherein the lane change prediction means predicts the execution of the lane change when it recognizes, based on the surrounding information, the presence of a movement-causing factor that will cause the vehicle to move along the road width direction ahead of the vehicle in the traveling direction.

3. 3. The driving assistance system according to claim 2, wherein the lane change prediction means predicts that the vehicle will change lane from the shoulder area to the normal driving area when it recognizes that the driving position is in the shoulder area and that an obstacle serving as the movement-causing factor is present ahead of the vehicle in the direction of travel.

4. and a risk index calculation means for calculating, based on the surrounding information, a risk index that decreases as the risk of the host vehicle contacting the leading vehicle increases when a leading vehicle is present ahead in the traveling direction of the host vehicle, The driving assistance system according to claim 2, characterized in that the lane change prediction means predicts the execution of the lane change when the driving position is in the normal driving area, the preceding vehicle as the movement-causing factor is present ahead of the vehicle in the direction of travel, and the risk index for the preceding vehicle is below a predetermined threshold.

5. The driving assistance system according to claim 2, characterized in that the lane change prediction means predicts the execution of the lane change when the driving position is in the normal driving area, a preceding vehicle and a traffic light as the movement-causing factors are present ahead of the vehicle in the direction of travel, and the display mode of the traffic light indicates no entry or a stop.

6. The driving assistance system according to claim 2, characterized in that the lane change prediction means predicts the execution of the lane change when the driving position is in the normal driving area, a preceding vehicle as the movement-causing factor is present ahead of the vehicle in the direction of travel, and the brake lights of the preceding vehicle are illuminated.

7. The driving assistance system according to claim 2, characterized in that the lane change prediction means predicts the execution of the lane change when the driving position is in the normal driving area, a leading vehicle as the movement-causing factor is present ahead in the direction of travel of the host vehicle, and a turn signal is on in the leading vehicle.

8. A driving assistance system as described in any one of claims 3 to 7, characterized in that the notification object recognition means changes the length of the notification area along the road width direction depending on the driving position when two or more lanes are defined in the normal driving area.

9. The driving assistance system of claim 8, characterized in that the notification object recognition means shortens the length of the notification area along the road width direction when the driving position is in the shoulder area or the edge of each lane compared to when the driving position is in the center of each lane.

10. The driving assistance system according to claim 2, characterized in that the course change prediction means predicts that the vehicle will not change course from the normal driving area to the shoulder area when the vehicle is within the normal driving area and continues to travel within a predetermined distance from a line separating the shoulder area from the normal driving area for a predetermined time or more.

11. Further comprising a traveling position learning means for learning the traveling position, 2. The driving assistance system according to claim 1, wherein the course change prediction means predicts the execution of the course change based on the surrounding information and the learning result of the traveling position learning means.

12. a surrounding information acquisition means for acquiring surrounding information relating to the state of the surroundings of the host vehicle, which is a saddle-ride type vehicle; a notification target recognition means for recognizing another vehicle present in a notification area defined behind and to the side of the host vehicle as a notification target based on the surrounding information; a notification control means for performing a first notification control to notify an occupant of the vehicle of the presence of the notification object when the notification object is recognized, a travel position specifying means for specifying a travel position of the host vehicle along a road width direction on a road on which the host vehicle is traveling; and a course change prediction means for predicting whether the subject vehicle will change course while the subject vehicle is being recognized, based on the surrounding information and the traveling position. the notification control means, when the execution of the course change is predicted by the course change prediction means while the first notification control is being performed, performs second notification control having a notification intensity higher than that of the first notification control, A driving assistance system characterized in that the notification object recognition means changes the length of the notification area along the road width direction depending on the driving position when the road is divided into two or more lanes.

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