Control device and control method

Abstract

To provide a controller and a control method capable of improving safety of a lean vehicle.SOLUTION: In a controller (20) and a control method according to the present invention, an execution section of the controller (20) makes a rider support system (10) execute a rider support operation. Further, an acquisition section of the controller (20) acquires road surface information as information about a road surface on which a lean vehicle (1) travels. The execution section makes the rider support system (10) execute a stop support operation as the rider support operation for supporting stabilization of a stop posture, on the basis of the road surface information acquired by the acquisition section.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present disclosure relates to a control device and a control method that can improve the safety of a lean vehicle. [Background technology]

[0002] 2. Description of the Related Art Conventional techniques relating to lean vehicles such as motorcycles include techniques for performing rider assistance actions for the rider in order to improve safety.

[0003] For example, Patent Document 1 discloses a driver assistance system that warns a motorcycle driver that the motorcycle is inappropriately approaching an obstacle based on information detected by a sensor device that detects obstacles in the direction of travel or substantially in the direction of travel. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2009-116882 Summary of the Invention [Problem to be solved by the invention]

[0005] However, unlike a four-wheeled automobile, when a lean-to vehicle stops, the rider supports the lean-to vehicle with their feet on the road. At this time, it is desirable to prevent the lean-to vehicle and the rider from tipping over and improve safety.

[0006] The present invention has been made in light of the above-mentioned problems, and aims to provide a control device and a control method that can improve the safety of a lean vehicle. [Means for solving the problem]

[0007] The control device of the present invention is a control device for a rider assistance system that performs rider assistance operations for a rider of a lean vehicle, and includes an execution unit that causes the rider assistance system to perform the rider assistance operations, and further includes an acquisition unit that acquires road surface information, which is information about the road surface on which the lean vehicle is traveling, and the execution unit causes the rider assistance system to perform a stop assistance operation, which is the rider assistance operation that assists in stabilizing a stopping posture, based on the road surface information acquired by the acquisition unit.

[0008] The control method of the present invention is a control method for a rider assistance system that performs rider assistance operations for a rider of a lean vehicle, in which an execution unit of a control device causes the rider assistance system to perform the rider assistance operations, and further, an acquisition unit of the control device acquires road surface information that is information about the road surface on which the lean vehicle is traveling, and the execution unit causes the rider assistance system to perform a stop assistance operation that is the rider assistance operation that assists in stabilizing a stopping posture, based on the road surface information acquired by the acquisition unit. [Effects of the Invention]

[0009] In the control device and control method according to the present invention, an execution unit of the control device causes the rider assistance system to execute a rider assistance operation, and an acquisition unit of the control device acquires road surface information, which is information about the road surface on which the lean-in vehicle is traveling, and the execution unit causes the rider assistance system to execute a stopping assistance operation, which is a rider assistance operation that assists in stabilizing a stopping posture, based on the road surface information acquired by the acquisition unit. This makes it possible to stabilize the stopping posture of the lean-in vehicle when it stops, thereby preventing the lean-in vehicle and the rider from tipping over. Therefore, the safety of the lean-in vehicle can be improved. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is a schematic diagram showing a schematic configuration of a lean vehicle according to an embodiment of the present invention; [Figure 2] FIG. 2 is a block diagram showing an example of a functional configuration of a control device according to an embodiment of the present invention. [Figure 3] 5 is a flowchart showing an example of a processing flow regarding a notification operation as a stop support operation performed by a control device according to an embodiment of the present invention. [Figure 4] 1 is a view showing a state in which the road surface on which the lean vehicle according to the embodiment of the present invention runs has a gradient in the left-right direction, as viewed from behind the lean vehicle. FIG. [Figure 5] 1 is a view showing a state in which a depression exists in the road surface on which the lean vehicle according to the embodiment of the present invention is traveling, as viewed from behind the lean vehicle; DETAILED DESCRIPTION OF THE INVENTION

[0011] The control device according to the present invention will be described below with reference to the drawings.

[0012] Although the following description focuses on a control device used for a two-wheeled motorcycle (see lean vehicle 1 in FIG. 1), the vehicle controlled by the control device of the present invention may be any lean vehicle, including lean vehicles other than two-wheeled motorcycles. A lean vehicle is a vehicle whose body leans to the right when turning right and leans to the left when turning left. Examples of lean vehicles include motorcycles (motorcycles and motor tricycles) and bicycles. Motorcycles include vehicles powered by engines and vehicles powered by electric motors. Examples of motorcycles include motorcycles, scooters, and electric scooters. A bicycle is a vehicle that can be propelled down a road by the rider's pedaling force applied to the pedals. Bicycles include standard bicycles, electrically assisted bicycles, and electric bicycles.

[0013] In addition, the following describes a case where an engine (specifically, engine 11 in Figure 1 described below) is installed as a driving source capable of outputting power to drive the wheels, but a driving source other than an engine (for example, an electric motor) may also be installed as a driving source, or multiple driving sources may be installed.

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

[0015] In the following, descriptions of identical or similar parts are appropriately simplified or omitted. In addition, in each drawing, reference numerals are omitted or the same reference numerals are used for identical or similar parts or components. In addition, illustrations of detailed structures are appropriately simplified or omitted.

[0016] <Lean vehicle configuration> The configuration of a lean vehicle 1 according to an embodiment of the present invention will be described with reference to FIGS.

[0017] Fig. 1 is a schematic diagram showing a general configuration of a lean vehicle 1. Fig. 2 is a block diagram showing an example of a functional configuration of a control device 20.

[0018] The lean vehicle 1 is a two-wheeled motorcycle that corresponds to an example of the lean vehicle according to the present invention. As shown in Fig. 1, the lean vehicle 1 includes an engine 11, a hydraulic control unit 12, a front suspension 13, a rear suspension 14, an alarm device 15, an ambient environment sensor 16, an inertial measurement unit (IMU) 17, a front wheel speed sensor 18, a rear wheel speed sensor 19, and an electronic control unit (ECU) 20.

[0019] The lean vehicle 1 is equipped with a rider assistance system 10 that performs rider assistance operations, which are operations to assist the rider. The rider assistance system 10 includes the above-mentioned components (i.e., the engine 11, the hydraulic control unit 12, the front suspension 13, the rear suspension 14, the alarm device 15, the ambient environment sensor 16, the inertial measurement unit 17, the front wheel speed sensor 18, the rear wheel speed sensor 19, and the control device 20).

[0020] The engine 11 corresponds to an example of a drive source of the lean-fuel vehicle 1 and is capable of outputting power for driving wheels. For example, the engine 11 is provided with one or more cylinders each having a combustion chamber formed therein, a fuel injection valve that injects fuel into the combustion chamber, and a spark plug. When fuel is injected from the fuel injection valve, a mixture containing air and fuel is formed in the combustion chamber, and the mixture is ignited by the spark plug and burns. This causes pistons provided in the cylinders to reciprocate, rotating the crankshaft. In addition, a throttle valve is provided in an intake pipe of the engine 11, and the amount of air taken into the combustion chamber changes depending on the throttle opening, which is the opening degree of the throttle valve.

[0021] The hydraulic pressure control unit 12 is a unit that has the function of controlling the braking force acting on the wheels. For example, the hydraulic pressure control unit 12 is provided on an oil passage that connects the master cylinder and the wheel cylinders, and includes components (e.g., a control valve and a pump) for controlling the brake hydraulic pressure of the wheel cylinders. The braking force acting on the wheels is controlled by controlling the operation of the components of the hydraulic pressure control unit 12. The hydraulic pressure control unit 12 may control the braking force acting on both the front and rear wheels, or may control only the braking force acting on either the front or rear wheels.

[0022] The front suspension 13 and the rear suspension 14 are interposed between the body and wheels of the lean-mounted vehicle 1. The front suspension 13 is telescopically mounted on a front fork that connects the handlebars and the front wheel. The rear suspension 14 connects a swing arm to the body and is telescopically mounted. The swing arm is supported on the body so that it can swing, and holds the rear wheel so that it can turn freely. Specifically, each of the front suspension 13 and the rear suspension 14 includes a spring and a damper. The spring and the damper telescope along the axial direction of the suspension, thereby absorbing vibrations from the road surface and suppressing transmission of vibrations to the body of the lean-mounted vehicle 1.

[0023] The notification device 15 issues a notification to the rider. The notification device 15 has a sound output function and a display function. The sound output function is a function of outputting sound and is realized by, for example, a speaker. The display function is a function of visually displaying information and is realized by, for example, a liquid crystal display or a lamp.

[0024] The ambient environment sensor 16 detects ambient environment information relating to the environment around the lean vehicle 1. For example, the ambient environment sensor 16 is provided at the front of the body of the lean vehicle 1 and detects ambient environment information ahead of the lean vehicle 1. The ambient environment information detected by the ambient environment sensor 16 is output to the control device 20.

[0025] The ambient environment sensor 16 may detect ambient environment information behind or to the side of the lean vehicle 1. For example, in addition to or instead of the ambient environment sensor 16 that detects ambient environment information in front of the lean vehicle 1, the lean vehicle 1 may be provided with an ambient environment sensor 16 that detects ambient environment information behind the lean vehicle 1. Furthermore, in addition to or instead of the ambient environment sensor 16 that detects ambient environment information in front of the lean vehicle 1, the lean vehicle 1 may be provided with an ambient environment sensor 16 that detects ambient environment information to the side of the lean vehicle 1.

[0026] The ambient environment information detected by the ambient environment sensor 16 may be information related to the distance or direction to an object located around the lean vehicle 1 (e.g., relative position, relative distance, relative speed, relative acceleration, etc.), or may be characteristics of the object located around the lean vehicle 1 (e.g., type of object, shape of the object itself, mark attached to the object, etc.). The ambient environment sensor 16 is, for example, a radar, a Lidar sensor, an ultrasonic sensor, a camera, etc.

[0027] The surrounding environment information may also be detected by surrounding environment sensors mounted on other vehicles or infrastructure facilities. That is, the control device 20 may acquire the surrounding environment information via wireless communication with other vehicles or infrastructure facilities.

[0028] The inertial measurement unit 17 is equipped with a three-axis gyro sensor and a three-directional acceleration sensor, and detects the posture of the lean vehicle 1. The inertial measurement unit 17 is provided, for example, in the trunk of the lean vehicle 1. For example, the inertial measurement unit 17 detects the lean angle of the lean vehicle 1 and outputs the detection result. The inertial measurement unit 17 may also detect other physical quantities that can be substantially converted into the lean angle of the lean vehicle 1. The lean angle corresponds to an angle that represents the tilt in the roll direction of the body (specifically, the trunk) of the lean vehicle 1 relative to the vertically upward direction. The inertial measurement unit 17 may also be equipped with only a portion of the three-axis gyro sensor and the three-directional acceleration sensor.

[0029] The front wheel speed sensor 18 is a wheel speed sensor that detects the wheel speed of the front wheels (for example, the number of rotations per unit time [rpm] of the front wheels or the distance traveled per unit time [km / h], etc.) and outputs the detection result. The front wheel speed sensor 18 may also detect other physical quantities that can be substantially converted into the wheel speed of the front wheels. The front wheel speed sensor 18 is provided on the front wheels.

[0030] The rear wheel speed sensor 19 is a wheel speed sensor that detects the wheel speed of the rear wheel (for example, the number of rotations per unit time [rpm] of the rear wheel or the distance traveled per unit time [km / h], etc.) and outputs the detection result. The rear wheel speed sensor 19 may also detect other physical quantities that can be substantially converted into the wheel speed of the rear wheel. The rear wheel speed sensor 19 is provided on the rear wheel.

[0031] The control device 20 controls the rider assistance system 10. For example, part or all of the control device 20 may be configured with a microcomputer, a microprocessor unit, or the like. Also, for example, part or all of the control device 20 may be configured with updatable components such as firmware, or may be a program module executed by commands from a CPU, or the like. The control device 20 may be, for example, a single device, or may be divided into multiple devices.

[0032] 2, the control device 20 includes, for example, an acquisition unit 21 and an execution unit 22. The control device 20 also communicates with each device of the rider assistance system 10.

[0033] The acquisition unit 21 acquires information from each device of the rider assistance system 10 and outputs the information to the execution unit 22. For example, the acquisition unit 21 acquires information from the ambient environment sensor 16, the inertial measurement unit 17, the front wheel speed sensor 18, and the rear wheel speed sensor 19. In this specification, acquisition of information may include extraction or generation of information.

[0034] In particular, the acquisition unit 21 acquires road surface information, which is information about the road surface on which the lean vehicle 1 travels. The road surface information acquired by the acquisition unit 21 is used by the execution unit 22 for processing related to the rider assistance operation.

[0035] The execution unit 22 causes the rider assistance system 10 to execute a rider assistance operation. The rider assistance operation may include various operations as long as it is an operation that assists the rider. For example, the rider assistance operation may include an operation to notify the rider. In the rider assistance operation, the execution unit 22 appropriately controls the operation of the engine 11, the hydraulic control unit 12, the front suspension 13, the rear suspension 14, and the notification device 15.

[0036] In particular, the execution unit 22 causes the rider assistance system 10 to execute a stop assistance operation, which is a rider assistance operation that assists in stabilizing the stopping posture. The stopping posture refers to the posture of the lean vehicle 1 and the posture of the rider when the lean vehicle 1 stops (specifically, when the rider's feet touch the road surface). Note that the stopping posture may refer to the posture of the lean vehicle 1 alone when the lean vehicle 1 stops, or the posture of the rider alone. Note that the stop assistance operation will be described in detail later.

[0037] As described above, in the control device 20, the execution unit 22 causes the rider assistance system 10 to execute a stop assistance operation, which is a rider assistance operation that assists in stabilizing a stopping posture. Here, the execution unit 22 causes the rider assistance system 10 to execute the stop assistance operation based on the road surface information acquired by the acquisition unit 21. This achieves improved safety of the lean vehicle 1. The processing related to the stop assistance operation performed by the control device 20 will be described in detail later.

[0038] <Control device operation> The operation of the control device 20 according to the embodiment of the present invention will be described with reference to FIGS.

[0039] As described above, in this embodiment, the execution unit 22 of the control device 20 causes the rider assistance system 10 to execute a stop assist operation based on the road surface information acquired by the acquisition unit 21. An example will be described below in which the execution unit 22 executes an alert operation for the rider as the stop assist operation. However, as will be described later, the stop assist operation may be an operation other than an alert operation for the rider. Furthermore, the stop assist operation may be executed when the lean vehicle 1 is being braked by the rider's brake operation, or may be executed when the lean vehicle 1 is being braked by automatic braking. The automatic braking may be executed when the rider is not braking, or may be executed when the rider is braking to correct an excess or deficiency in braking.

[0040] Fig. 3 is a flowchart showing an example of a processing flow related to a notification operation as a stop support operation performed by the control device 20. The control flow shown in Fig. 3 is executed repeatedly, for example, at preset time intervals. Step S101 in Fig. 3 corresponds to the start of the control flow shown in Fig. 3. Step S107 in Fig. 3 corresponds to the end of the control flow shown in Fig. 3.

[0041] 3 is started, in step S102, the execution unit 22 determines whether or not the lean vehicle 1 is expected to stop in the future. If it is determined that the lean vehicle 1 is expected to stop in the future (step S102 / YES), the process proceeds to step S103. On the other hand, if it is determined that the lean vehicle 1 is not expected to stop in the future (step S102 / NO), the control flow shown in FIG. 3 ends.

[0042] For example, the execution unit 22 determines whether the lean vehicle 1 is expected to stop in the future based on the vehicle speed and deceleration of the lean vehicle 1. The vehicle speed of the lean vehicle 1 can be acquired based on the detection results of the front wheel speed sensor 18 and the rear wheel speed sensor 19. The deceleration of the lean vehicle 1 can be acquired based on the transition of the vehicle speed of the lean vehicle 1.

[0043] Further, for example, the execution unit 22 determines whether or not the lean vehicle 1 is expected to stop in the future based on the presence or absence of an obstacle ahead of the lean vehicle 1. The presence or absence of an obstacle ahead of the lean vehicle 1 can be acquired based on the detection result of the surrounding environment sensor 16.

[0044] The execution unit 22 may determine whether the lean vehicle 1 is expected to stop in the future based on the light color of a traffic light ahead of the lean vehicle 1. The light color of the traffic light can be acquired based on the detection result of the surrounding environment sensor 16, for example.

[0045] If the determination in step S102 is YES, in step S103, the acquisition unit 21 acquires road surface information, which is information about the road surface on which the lean vehicle 1 is traveling. Next, in step S104, the execution unit 22 evaluates, based on the road surface information, the degree of risk when the rider's feet touch the road surface when the lean vehicle 1 stops.

[0046] 3, as will be described later, the execution unit 22 causes the rider assistance system 10 to execute an alert action to the rider as a stop support action in accordance with the risk level evaluated in step S104. That is, the execution unit 22 causes the rider assistance system 10 to execute an alert action to the rider as a stop support action based on the road surface information acquired in step S103.

[0047] The road surface information acquired in step S103 may include various types of information as long as it is information about the road surface on which the lean vehicle 1 is traveling. The acquisition unit 21 can acquire the road surface information based on, for example, ambient environment information about the lean vehicle 1. The acquisition unit 21 can also acquire the road surface information based on, for example, the detection results of the inertial measurement unit 17. Below, examples of information acquired as the road surface information in step S103 and examples of risk assessment based on the road surface information in step S104 will be described.

[0048] The road surface information may include, for example, information about the gradient of the road surface on which the lean-mounted vehicle 1 is traveling (hereinafter also referred to as gradient information). The gradient information may include, for example, information indicating the degree of gradient of the road surface (for example, the inclination angle). Furthermore, the gradient information may also include information indicating the direction of the gradient of the road surface. FIG. 4 is a view from behind the lean-mounted vehicle 1 showing how the road surface 2 on which the lean-mounted vehicle 1 is traveling has a gradient in the left-right direction. In the example of FIG. 4, the road surface 2 becomes higher as one moves to the right. In this case, the acquisition unit 21 acquires the inclination angle of the road surface 2 as gradient information. Furthermore, the acquisition unit 21 acquires information indicating that the road surface 2 becomes higher as one moves to the right as gradient information.

[0049] When a camera is used as the surrounding environment sensor 16, the acquisition unit 21 can acquire gradient information by, for example, performing image recognition processing on an image captured by the camera. For example, the acquisition unit 21 can identify the position and direction of a tunnel wall or a boundary line of a driving lane in the image captured by the camera and acquire gradient information based on the identification result. Note that the acquisition unit 21 may acquire gradient information based on surrounding environment information acquired by a surrounding environment sensor 16 other than a camera (e.g., a LiDAR sensor, etc.). Furthermore, the acquisition unit 21 can acquire gradient information with higher accuracy by further taking into account the lean angle of the leaning vehicle 1 acquired by the inertial measurement unit 17.

[0050] For example, it is expected that the greater the inclination angle of the road surface 2, the more unstable the stopping posture of the lean-mounted vehicle 1 when it stops. Therefore, the execution unit 22 can evaluate the degree of danger when the rider's feet land on the road surface 2 based on the magnitude of the inclination angle of the road surface 2. Note that the road surface information may be information about the gradient in the longitudinal direction. The acquisition unit 21 can acquire information about the gradient in the longitudinal direction based on, for example, the detection result of the inertial measurement unit 17 (specifically, the pitch angle of the lean-mounted vehicle 1).

[0051] The road surface information may also include, for example, information about the unevenness of the road surface 2 (hereinafter also referred to as unevenness information). The unevenness information may include, for example, information indicating whether or not there are any concave portions, such as potholes or cracks, on the road surface 2, and information indicating whether or not there are any convex portions, such as fallen rocks. Furthermore, the unevenness information may also include information indicating the positions of any concave portions or convex portions on the road surface 2. FIG. 5 is a view showing a state in which a pothole 2a exists on the road surface 2 on which the lean vehicle 1 is traveling, as viewed from behind the lean vehicle 1. In the example of FIG. 5, the pothole 2a exists on the left side of the lean vehicle 1. In this case, the acquisition unit 21 acquires, as unevenness information, information indicating that the pothole 2a exists on the road surface 2. Furthermore, the acquisition unit 21 acquires, as unevenness information, information indicating that the pothole 2a exists on the left side of the lean vehicle 1.

[0052] When a camera is used as the ambient environment sensor 16, the acquisition unit 21 can acquire the unevenness information by, for example, performing image recognition processing on an image captured by the camera. For example, the acquisition unit 21 can acquire the unevenness information from the image captured by the camera by using a technique such as machine learning. Note that the acquisition unit 21 may acquire the unevenness information based on ambient environment information obtained by an ambient environment sensor 16 other than a camera (for example, a Lidar sensor, etc.).

[0053] For example, it is expected that the greater the number of recesses and protrusions present on the road surface 2, the more unstable the stopping posture of the lean-in vehicle 1 when it stops. Also, for example, it is expected that the greater the depth of the recesses or the height of the protrusions present on the road surface 2, the more unstable the stopping posture of the lean-in vehicle 1 when it stops. Therefore, the execution unit 22 can evaluate the degree of danger when the rider's feet land on the road surface 2 based on the number and dimensions of the recesses and the number and dimensions of the protrusions present on the road surface 2.

[0054] The road surface information may also include, for example, information on the pavement condition of the road surface 2 (hereinafter also referred to as pavement condition information). The pavement condition information may include, for example, information indicating whether the road surface 2 is unpaved. Furthermore, the pavement condition information may also include information indicating the proportion of the area of ​​the road surface 2 that is unpaved.

[0055] When a camera is used as the surrounding environment sensor 16, the acquisition unit 21 can acquire the pavement condition information by, for example, performing image recognition processing on the image captured by the camera. For example, the acquisition unit 21 can acquire the pavement condition information from the image captured by the camera by using a technique such as machine learning. Note that the acquisition unit 21 may acquire the pavement condition information based on surrounding environment information obtained by a surrounding environment sensor 16 other than a camera (for example, a Lidar sensor).

[0056] For example, if the road surface 2 is unpaved, it is expected that the stopping posture of the lean vehicle 1 when stopping will be more unstable than if the road surface 2 is paved. Therefore, the execution unit 22 can evaluate the degree of danger when the rider's feet touch the road surface based on whether the road surface 2 is unpaved or the proportion of the road surface 2 that is unpaved.

[0057] The road surface information may also include, for example, information on the degree of freezing of the road surface 2 (hereinafter also referred to as freezing degree information). The freezing degree information may include, for example, information indicating whether or not the road surface 2 is frozen. Furthermore, the freezing degree information may also include information indicating the proportion of the frozen area of ​​the road surface 2.

[0058] When a camera is used as the ambient environment sensor 16, the acquisition unit 21 can acquire the freezing level information by, for example, performing image recognition processing on an image captured by the camera. For example, the acquisition unit 21 can acquire the freezing level information from the image captured by the camera by using a technique such as machine learning. Note that the acquisition unit 21 may acquire the freezing level information based on ambient environment information obtained by an ambient environment sensor 16 other than a camera (for example, a sensor that irradiates a laser onto the road surface 2 and identifies ice on the road surface by receiving reflected light, etc.).

[0059] For example, if the road surface 2 is frozen, it is expected that the stopping posture of the lean vehicle 1 when stopping will be more unstable than if the road surface 2 is not frozen. Therefore, the execution unit 22 can evaluate the degree of danger when the rider's feet touch the road surface 2 based on whether the road surface 2 is frozen or the proportion of the frozen area of ​​the road surface 2.

[0060] The road surface information may also include, for example, information on the wetness of the road surface 2 (hereinafter also referred to as wetness information). The wetness information may include, for example, information indicating whether or not the road surface 2 is wet. Furthermore, the wetness information may also include information indicating the proportion of the road surface 2 that is wet.

[0061] When a camera is used as the ambient environment sensor 16, the acquisition unit 21 can acquire the wetness degree information by, for example, performing image recognition processing on an image captured by the camera. For example, the acquisition unit 21 can acquire the wetness degree information from the image captured by the camera by using a technique such as machine learning. Note that the acquisition unit 21 may acquire the wetness degree information based on ambient environment information obtained by an ambient environment sensor 16 other than a camera (for example, a sensor that irradiates a laser onto the road surface 2 and identifies water on the road surface by receiving reflected light, etc.).

[0062] For example, when the road surface 2 is wet, it is expected that the stopping posture of the lean vehicle 1 when stopping will be more unstable than when the road surface 2 is not wet. Therefore, the execution unit 22 can evaluate the degree of danger when the rider's feet touch the road surface 2 based on whether the road surface 2 is wet or the proportion of the wet area of ​​the road surface 2.

[0063] The execution unit 22 may use only one type of road surface information or multiple types of road surface information in evaluating the risk level when the rider's feet touch the road surface 2. However, from the perspective of accurately evaluating the risk level when the rider's feet touch the road surface 2, it is preferable that the execution unit 22 evaluates the risk level based on multiple types of road surface information.

[0064] Here, the acquisition unit 21 may be able to acquire road surface information separately for each position in the longitudinal direction on the road surface 2. The longitudinal direction is the direction along the traveling direction of the lean vehicle 1. From the viewpoint of accurately evaluating the degree of danger when the rider's feet touch the road surface 2, it is preferable that the execution unit 22 predicts the stopping position of the lean vehicle 1 and evaluates the degree of danger when the rider's feet touch the road surface 2 based on the road surface information at the stopping position on the road surface 2. The execution unit 22 can predict the stopping position of the lean vehicle 1 based on, for example, the vehicle speed and deceleration of the lean vehicle 1.

[0065] Next, in step S105, the execution unit 22 determines whether the risk level evaluated in step S104 is higher than the standard. If it is determined that the risk level evaluated in step S104 is higher than the standard (step S105 / YES), the process proceeds to step S106, where an announcing operation is performed. On the other hand, if it is determined that the risk level evaluated in step S104 is lower than the standard (step S105 / NO), the control flow shown in FIG. 3 ends.

[0066] The criterion in step S105 is set so as to determine whether the risk assessed in step S104 is high enough to predict that the stopping posture of the lean vehicle 1 will be excessively unstable when it stops. In other words, if the risk assessed in step S104 is higher than the criterion (i.e., if the determination in step S105 is YES), it is predicted that the stopping posture of the lean vehicle 1 will be excessively unstable when it stops.

[0067] For example, if the inclination angle of the road surface 2 is equal to or greater than a predetermined value, a YES determination is made in step S105. Also, for example, if there are a predetermined number or more depressions larger than a predetermined dimension on the road surface 2, a YES determination is made in step S105. Also, for example, if the road surface 2 is unpaved, a YES determination is made in step S105. Also, for example, if the road surface 2 is frozen, a YES determination is made in step S105. Also, for example, if the road surface 2 is wet, a YES determination is made in step S105.

[0068] If the determination in step S105 is YES, in step S106, the execution unit 22 causes the rider assistance system 10 to execute an alerting operation for the rider as a stop assist operation, and the control flow shown in Fig. 3 ends. For example, the control flow shown in Fig. 3 ends after the alerting operation for the rider has continued for a set time. Also, for example, the control flow shown in Fig. 3 ends when the rider performs an input operation to stop the alerting operation for the rider.

[0069] The notification operation for the rider is an operation of notifying the rider of information for the rider to safely stop the lean vehicle 1. In the notification operation, the execution unit 22 causes the notification device 15 to, for example, display or output such information as sound.

[0070] The notification operation includes, for example, an operation of notifying the rider of information indicating the degree of danger when the rider's feet touch the road surface 2. The information indicating the degree of danger may be a numerical value indicating the degree of danger. Alternatively, the information indicating the degree of danger may be road surface information itself (for example, information indicating that the road surface 2 is frozen).

[0071] The notification operation also includes, for example, an operation of notifying the rider of information indicating a recommended position for the rider's feet to land on the road surface 2. The execution unit 22 determines the recommended position based on the road surface information.

[0072] For example, if the road surface 2 has a gradient in the left-right direction, the execution unit 22 determines the higher position between the left position and the right position with respect to the lean vehicle 1 as the recommended position. In the example of FIG. 4, the road surface 2 becomes higher as it goes to the right, so the execution unit 22 determines the right position with respect to the lean vehicle 1 as the recommended position. Also, for example, if there is a depression or a protrusion on the road surface 2, the execution unit 22 determines the position without a depression or a protrusion between the left position and the right position with respect to the lean vehicle 1 as the recommended position. In the example of FIG. 5, a depression 2a exists on the left side of the lean vehicle 1, so the execution unit 22 determines the right position with respect to the lean vehicle 1 as the recommended position.

[0073] However, the above recommended position is not limited to a position on the left or right side relative to the lean vehicle 1, and may be, for example, a position on the left front, left rear, right front or right rear relative to the lean vehicle 1. Also, the above recommended position may be expressed by a direction relative to the lean vehicle 1 as described above, but may also be an absolute position on the road surface 2 rather than a relative position relative to the lean vehicle 1.

[0074] The notification operation is not limited to the example using the notification device 15. For example, the notification operation may be performed using a device mounted on clothing worn by the rider (for example, a helmet, gloves, etc.) instead of the notification device 15 mounted on the lean vehicle 1. Furthermore, for example, when information indicating the degree of danger when the rider's feet touch the road surface 2 is to be notified, such notification may be performed using a vibration generating device. In this case, the notification may be performed by instantaneously decelerating the lean vehicle 1. The instantaneous deceleration may be achieved by reducing the output of the engine 11, generating a braking force by the hydraulic control unit 12, or changing the gear ratio of the transmission mechanism of the lean vehicle 1, for example.

[0075] As described above, in the control flow shown in FIG. 3, the execution unit 22 causes the rider assistance system 10 to execute an informing operation for the rider as a stop assistance operation based on road surface information. As described above, when the lean vehicle 1 stops, the lean vehicle 1 is supported with the rider's feet on the road surface 2. Here, the stability of the stopping posture of the lean vehicle 1 when it stops is greatly affected by the condition of the road surface 2. Therefore, by executing the stop assistance operation based on the road surface information, the stopping posture of the lean vehicle 1 is appropriately stabilized when it stops. Therefore, it is possible to suppress the lean vehicle 1 and the rider from falling. Therefore, it is possible to improve the safety of the lean vehicle 1.

[0076] In the above example, the stop assist operation is an alert operation for the rider. However, as described above, the execution unit 22 may cause the rider assistance system 10 to execute an operation other than an alert operation for the rider as the stop assist operation.

[0077] The stop assist operation may include, for example, a vehicle body posture stabilization operation that stabilizes the vehicle body posture of the lean vehicle 1. For example, in the vehicle body posture stabilization operation, the execution unit 22 moves the center of gravity of the lean vehicle 1 vertically downward. The execution unit 22 can move the center of gravity of the lean vehicle 1 vertically downward, for example, by compressing the front suspension 13 and the rear suspension 14. Also, for example, in the vehicle body posture stabilization operation, the execution unit 22 may cause support members to extend on both the left and right sides from the body of the lean vehicle 1. The support members are members that support the lean vehicle 1 to prevent it from falling over. For example, the tips of the support members come into contact with the road surface 2, and the lean vehicle 1 is supported by the support members.

[0078] The execution unit 22 may cause the rider assistance system 10 to execute a vehicle body attitude stabilization operation as a stop assistance operation based on the road surface information. For example, the execution unit 22 evaluates the degree of danger when the rider's feet touch the road surface 2 based on the road surface information, and causes the rider assistance system 10 to execute a vehicle body attitude stabilization operation if the degree of danger is higher than a standard. This makes it possible to appropriately stabilize the stopping posture of the lean-in vehicle 1 by the vehicle body attitude stabilization operation when the lean-in vehicle 1 stops. Therefore, it is possible to appropriately prevent the lean-in vehicle 1 and the rider from tipping over, and it is possible to appropriately improve the safety of the lean-in vehicle 1.

[0079] The stop assist operation may also include, for example, a stop position adjustment operation that adjusts the stop position of the lean vehicle 1. For example, in the stop assist operation, the execution unit 22 adjusts the stop position of the lean vehicle 1 in the front-rear direction by appropriately controlling the engine 11 and the hydraulic control unit 12.

[0080] The execution unit 22 may cause the rider assistance system 10 to execute a stop position adjustment operation as a stop assistance operation based on the road surface information. For example, the execution unit 22 evaluates the degree of danger when the rider's feet touch the road surface 2 for multiple positions in the front-rear direction on the road surface 2 based on the road surface information. Then, the execution unit 22 causes the rider assistance system 10 to execute a stop position adjustment operation so that the degree of danger at the stopping position of the lean-mounted vehicle 1 is lower than a reference value. As a result, when the lean-mounted vehicle 1 stops, the stopping posture can be appropriately stabilized by the stop position adjustment operation. Therefore, it is possible to appropriately prevent the lean-mounted vehicle 1 and the rider from falling, and it is possible to appropriately improve the safety of the lean-mounted vehicle 1.

[0081] <Effects of the control device> The effects of the control device 20 according to the embodiment of the present invention will be described.

[0082] In the control device 20, the execution unit 22 causes the rider assistance system 10 to execute a stop assistance operation based on the road surface information acquired by the acquisition unit 21. This makes it possible to stabilize the stopping posture of the lean vehicle 1 when it stops, thereby preventing the lean vehicle 1 and the rider from tipping over. Therefore, the safety of the lean vehicle 1 can be improved.

[0083] Preferably, in the control device 20, the acquisition unit 21 acquires road surface information based on ambient environment information of the lean vehicle 1. This allows the road surface information to be acquired appropriately. Also, various road surface information (for example, gradient information, unevenness information, pavement condition information, degree of freezing information, wetness information, etc.) can be acquired. Therefore, when the lean vehicle 1 stops, stabilization of the stopping posture can be more appropriately achieved by the stop assist operation.

[0084] Preferably, in the control device 20, the acquisition unit 21 acquires road surface information based on the detection results of the inertial measurement unit 17 mounted on the lean vehicle 1. This allows the road surface information (e.g., gradient information, etc.) to be appropriately acquired. In particular, by using the road surface information together with the surrounding environment information, the gradient information can be acquired with high accuracy. Therefore, when the lean vehicle 1 stops, the stopping posture can be more appropriately stabilized by the stop assist operation.

[0085] Preferably, in the control device 20, the road surface information includes information on the gradient of the road surface 2 (i.e., gradient information). As a result, when the lean vehicle 1 stops, a stop assist operation is executed in accordance with the gradient of the road surface 2, thereby preventing the stopping posture from becoming unstable due to the gradient of the road surface 2.

[0086] Preferably, in the control device 20, the road surface information includes information on the pavement condition of the road surface 2 (i.e., pavement condition information). As a result, when the lean vehicle 1 stops, a stop assist operation is executed in accordance with the pavement condition of the road surface 2, thereby preventing the stopping posture from becoming unstable due to the pavement condition of the road surface 2.

[0087] Preferably, in the control device 20, the road surface information includes information on the degree of freezing of the road surface 2 (i.e., freezing degree information). As a result, when the lean vehicle 1 stops, a stop assist operation is executed in accordance with the degree of freezing of the road surface 2, thereby preventing the stopping posture from becoming unstable due to the degree of freezing of the road surface 2.

[0088] Preferably, in the control device 20, the road surface information includes information on the wetness of the road surface 2 (i.e., wetness degree information). Thereby, when the lean vehicle 1 stops, a stop assist operation is executed according to the wetness of the road surface 2, thereby preventing the stopping posture from becoming unstable due to the wetness of the road surface 2.

[0089] Preferably, in the control device 20, the road surface information includes information on unevenness of the road surface 2 (i.e., unevenness information). Thereby, when the lean vehicle 1 stops, a stop assist operation is executed in accordance with the unevenness of the road surface 2, thereby preventing the stopping posture from becoming unstable due to the unevenness of the road surface 2.

[0090] Preferably, in the control device 20, the stop assistance operation includes an alert operation for the rider. As a result, when the lean vehicle 1 stops, the alert operation can appropriately stabilize the stopping posture. Therefore, it is possible to appropriately prevent the lean vehicle 1 and the rider from tipping over, and it is possible to appropriately improve the safety of the lean vehicle 1.

[0091] Preferably, in the control device 20, the notification operation includes an operation of notifying the rider of information indicating the degree of danger when the rider's feet touch the road surface 2. As a result, when the lean vehicle 1 stops, if there is a high degree of danger when the rider's feet touch the road surface 2, the rider can be notified of this. Therefore, the notification operation can more appropriately stabilize the stopping posture.

[0092] Preferably, in the control device 20, the notification operation includes an operation of notifying the rider of information indicating a recommended position for the rider's feet to place on the road surface 2. This makes it possible to notify the rider of the recommended position for the rider's feet to place on the road surface 2 when the lean vehicle 1 stops. Therefore, the notification operation makes it possible to more appropriately stabilize the stopping posture.

[0093] Preferably, in the control device 20, the stop assist operation includes a vehicle body attitude stabilization operation that stabilizes the vehicle body attitude of the lean vehicle 1. This allows the stopping attitude to be appropriately stabilized by the vehicle body attitude stabilization operation. Therefore, it is possible to appropriately prevent the lean vehicle 1 and the rider from tipping over, and it is possible to appropriately improve the safety of the lean vehicle 1.

[0094] Preferably, in the control device 20, the stop assist operation includes a stop position adjustment operation that adjusts the stop position of the lean vehicle 1. This makes it possible to appropriately stabilize the stopping posture by the stop position adjustment operation. Therefore, it is possible to appropriately prevent the lean vehicle 1 and the rider from falling, and it is possible to appropriately improve the safety of the lean vehicle 1.

[0095] The present invention is not limited to the description of the embodiments. For example, only a part of the embodiments may be implemented. Furthermore, for example, the above-described stopped posture may refer to the posture of the lean-mounted vehicle 1 and the posture of the rider when a stand supporting the body of the lean-mounted vehicle 1 is erected after the rider's feet have touched the road surface 2. [Explanation of symbols]

[0096] 1 lean vehicle, 2 road surface, 2a pothole, 10 rider assistance system, 11 engine, 12 hydraulic control unit, 13 front suspension, 14 rear suspension, 15 alarm device, 16 ambient environment sensor, 17 inertial measurement unit, 18 front wheel speed sensor, 19 rear wheel speed sensor, 20 control device, 21 acquisition unit, 22 execution unit.

Claims

1. A control device (20) for a rider assistance system (10) that performs a rider assistance operation for a rider of a lean vehicle (1), comprising: an execution unit (22) that causes the rider assistance system (10) to execute the rider assistance operation; The vehicle further includes an acquisition unit (21) that acquires road surface information, which is information about the road surface (2) on which the lean vehicle (1) is traveling, excluding information indicating the presence or absence of a water surface on the road surface (2), based on detection results from at least one of an ambient environment sensor (16) mounted on the lean vehicle (1), an ambient environment sensor mounted on another vehicle, and infrastructure equipment; The execution unit (22) causes the rider assistance system (10) to execute a stop assistance operation, which is the rider assistance operation that assists in stabilizing a stopping posture when the rider's feet touch the road surface (2) when the lean vehicle (1) stops, based on the road surface information acquired by the acquisition unit (21). Control device.

2. The acquisition unit (21) acquires the road surface information based on a detection result of an inertial measurement unit (17) mounted on the lean vehicle (1). The control device according to claim 1 .

3. The road surface information includes information on the gradient of the road surface (2). The control device according to claim 1 or 2.

4. The road surface information includes information on the pavement condition of the road surface (2). The control device according to any one of claims 1 to 3.

5. The road surface information includes information on the degree of freezing of the road surface (2). The control device according to any one of claims 1 to 4.

6. The road surface information includes information on the unevenness of the road surface (2). The control device according to any one of claims 1 to 5.

7. The stop support operation includes an informing operation for the rider. The control device according to any one of claims 1 to 6.

8. The notification operation includes an operation of notifying the rider of information indicating a degree of danger when the rider's feet touch the road surface (2). The control device according to claim 7.

9. The notification operation includes an operation of notifying the rider of information indicating a recommended position for the rider's feet to land on the road surface (2). The control device according to claim 7 or 8.

10. The stop assist operation includes a vehicle body posture stabilization operation for stabilizing a vehicle body posture of the lean vehicle (1). The control device according to any one of claims 1 to 9.

11. The stop assist operation includes a stop position adjustment operation for adjusting the stop position of the lean vehicle (1). The control device according to any one of claims 1 to 10.

12. A method for controlling a rider assistance system (10) that performs a rider assistance operation for a rider of a lean vehicle (1), comprising: an execution unit (22) of the control device (20) causes the rider assistance system (10) to execute the rider assistance operation; Furthermore, based on the detection results of at least one of an ambient environment sensor (16) mounted on the lean vehicle (1), an ambient environment sensor mounted on another vehicle, and infrastructure equipment, an acquisition unit (21) of the control device (20) acquires road surface information, which is information about the road surface (2) on which the lean vehicle (1) is traveling, excluding information indicating the presence or absence of a water surface on the road surface (2); The execution unit (22) causes the rider assistance system (10) to execute a stop assistance operation, which is the rider assistance operation that assists in stabilizing a stopping posture when the rider's feet touch the road surface (2) when the lean vehicle (1) stops, based on the road surface information acquired by the acquisition unit (21). Control method.

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