Driving assistance devices

Abstract

To perform steering assist by suppressing giving a sense of incongruity to a rider of a saddle riding type vehicle when the saddle riding type vehicle travels on a curved road.SOLUTION: A driving assistance device comprises: a surrounding conditions recognition unit (21) that recognizes surrounding conditions of a saddle riding type vehicle; a travel conditions recognition unit (22) that recognizes travel conditions of the saddle riding type vehicle; and a control unit (23) that, when it has been determined from the surrounding conditions that the saddle riding type vehicle is traveling on a curved path, performs steering assistance control to determine whether a projected travel trajectory of the saddle riding type vehicle based on the travel conditions will deviate from the own lane of the saddle riding type vehicle as recognized from the surrounding conditions, and if the projected travel trajectory will deviate from the own lane, sets a target transit point in accordance with curvature of the curved path in a direction of progression of the saddle riding type vehicle within the own lane, and cause a steering device (42) that is provided to the saddle riding type vehicle to operate based on the target transit point.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a driving assistance device. [Background technology]

[0002] Conventionally, in a driving assistance device for a saddle-ride type vehicle, a control is performed to operate the steering device of the saddle-ride type vehicle so that the vehicle travels within a travel lane recognized from an image captured by a camera (see, for example, Patent Document 1). In Patent Document 1, when the saddle-ride type vehicle travels around a curve (curved road), the steering device is operated at each time point before entering the curve, while traveling around the curve, and after exiting the curve, thereby controlling the saddle-ride type vehicle to travel along a travel path from the outside side of the lane → center side → outside side of the lane. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] International Publication No. 2020 / 202266 Summary of the Invention [Problem to be solved by the invention]

[0004] In the above-described conventional driving assistance device, when a saddle-ride type vehicle travels on a curved road, the steering control is switched multiple times, which causes an uncomfortable feeling for the rider of the saddle-ride type vehicle. The present invention has been made in view of the above background, and aims to provide a driving assistance device that can provide steering assistance while suppressing discomfort to the rider of a saddle-ride type vehicle when the saddle-ride type vehicle is traveling on a curved road. [Means for solving the problem]

[0005] In order to achieve the above object, there is provided a driving assistance device for assisting steering of a saddle-ride type vehicle (1), comprising: Based on an image captured by a camera provided on the saddle-ride type vehicle, Surrounding conditions of the saddle-ride type vehicle the positions of a left boundary line (SL) and a right boundary line (SR) of the lane in which the saddle-ride type vehicle is traveling relative to the saddle-ride type vehicle, the curvature of the lane in which the saddle-ride type vehicle is traveling, anda surrounding situation recognition unit (21) that recognizes the surrounding situation; Based on detection signals from a speed sensor and an IMU (Inertial Measurement Unit) sensor provided in the saddle-ride type vehicle, a running state recognition unit (22) that recognizes the running state of the saddle-ride type vehicle; and a control unit (23), which includes: When it is recognized from the surrounding conditions that the saddle type vehicle is traveling on a curved road, a turning radius (R) of the saddle-ride type vehicle based on the traveling state of the saddle-ride type vehicle recognized by the traveling state recognition unit, a predicted traveling trajectory (DT) of the saddle-ride type vehicle corresponding to the turning radius, and a determination as to whether the predicted traveling trajectory is located to the left of the left boundary line or to the right of the right boundary line, The predicted driving trajectory is The aforementioned determining whether or not the vehicle will deviate from its own lane, and if the predicted travel path deviates from the own lane, A target passing point (TP) is set on a passing line (L5-R5) that is the range of the vehicle's own lane on a line perpendicular to the traveling direction (X) at a predetermined distance ahead of the traveling direction (X) of the saddle-riding vehicle, and is set at a position closer to the right boundary line than the midpoint of the passing line when the vehicle's own lane is a right curve, and at a position closer to the left boundary line than the midpoint of the passing line when the vehicle's own lane is a left curve. Set a target waypoint and so that the saddle-ride type vehicle travels along a target travel path (CT) that passes through the target passing points. A steering assist control is performed to operate a steering device provided in the saddle-ride type vehicle. Luck Examples include rotation support devices. [Effects of the Invention]

[0006] According to the driving assistance device, when the saddle-ride type vehicle is traveling on a curved road, steering assistance can be performed while suppressing any discomfort felt by the rider of the saddle-ride type vehicle. [Brief explanation of the drawings]

[0007] [Figure 1] FIG. 1 is a configuration diagram of a driving assistance device and a saddle-ride type vehicle equipped with the driving assistance device. [Figure 2] FIG. 2 is a flowchart of the steering assist control by the driving assistance device. [Figure 3] FIG. 3 is an explanatory diagram of a recognition mode of the travel path of a saddle-type vehicle relative to the own lane. [Figure 4] FIG. 4 is an explanatory diagram of the process of calculating the turning radius of a saddle-ride type vehicle. [Figure 5] FIG. 5 is an explanatory diagram of a setting mode of the target passing point. [Figure 6] FIG. 6 is an explanatory diagram of the process of calculating the roll angle of a saddle-ride type vehicle. DETAILED DESCRIPTION OF THE INVENTION

[0008] [1. Configuration of driving assistance device] The configuration of a driving assistance device of the present disclosure will be described with reference to Fig. 1. The driving assistance device of the present disclosure is configured as part of the functions of a vehicle control device 10 that is provided in a vehicle 1 and controls the overall operation of the vehicle 1. The vehicle 1 is a saddle-ride type vehicle on which a rider straddles the body, and includes not only motorcycles but also three-wheeled (one front wheel and two rear wheels, or two front wheels and one rear wheel) or four-wheeled vehicles classified as ATVs (all-terrain vehicles).

[0009] The vehicle 1 is equipped with a driving assistance switch 51 for turning on / off driving assistance functions such as steering assist control, which will be described later, a throttle sensor 52 for detecting the operation level of the throttle by an accelerator operation unit (accelerator grip, etc.), a brake sensor 53 for detecting the operation level of the brake by a brake operation unit (brake lever, brake pedal, etc.), a speed sensor 54 for detecting the traveling speed of the vehicle 1, an IMU (Inertial Measurement Unit) sensor 55, and a surrounding camera 56 for capturing images of the surroundings of the vehicle 1. The IMU sensor 55 detects the angular velocity and acceleration of the vehicle 1 using a gyro sensor and an acceleration sensor on three orthogonal axes.

[0010] The vehicle control device 10 receives an operation signal from a driving assistance switch 51, detection signals from a throttle sensor 52, a brake sensor 53, a speed sensor 54, and an IMU sensor 55, and an image captured by a surrounding camera 56.

[0011] Furthermore, the vehicle 1 is equipped with a drive unit 40, a braking unit 41, and a steering unit 42. The operation of the drive unit 40, the braking unit 41, and the steering unit 42 is controlled by control signals TR_c, BK_c, and ST_c output from the vehicle control device 10, respectively.

[0012] The vehicle control device 10 is a control unit including a processor 20, a memory 30, etc., and the memory 30 stores a program 31 for controlling the vehicle control device 10. The processor 20 reads and executes the program 31, thereby functioning as a surrounding situation recognition unit 21, a driving state recognition unit 22, and a control unit 23.

[0013] The surrounding situation recognition unit 21 recognizes the lane in which the vehicle 1 is traveling (the vehicle's own lane) as the surrounding situation of the vehicle 1, based on images captured by the surrounding camera 56. The surrounding situation recognition unit 21 recognizes the position of the vehicle's own lane relative to the vehicle 1 (the positions of the left and right boundary lines). The driving state recognition unit 22 recognizes the driving state of the vehicle 1 based on detection signals from the speed sensor 54 and the IMU sensor 55. When the driving assistance mode is set by turning on the driving assistance switch 51, the control unit 23 executes steering assist control that activates the steering device 42 to prevent the vehicle 1 from deviating from the vehicle's own lane recognized by the surrounding situation recognition unit 21.

[0014] [2. Steering assist control] Following the flowchart shown in FIG. 2, and with reference to FIGS. 3 to 6, the steering assist control executed by the vehicle control device 10 when the vehicle 1 is traveling on a curved road will be described.

[0015] In step S1 of Fig. 2, the surrounding situation recognition unit 21 recognizes the boundary lines of the lane in which the vehicle 1 is traveling from the image captured by the surrounding camera 56. Here, Fig. 3 shows the recognition status of the left boundary line SL and the right boundary line SR of the lane by the surrounding situation recognition unit 21, with the lane width direction of the lane Y and the traveling direction of the vehicle 1 X.

[0016] In the following step S2, the traveling state recognition unit 22 recognizes the speed of the vehicle 1 based on the detection signal of the speed sensor 54, and recognizes the yaw rate, pitch rate, and roll angle of the vehicle 1 based on the detection signal of the IMU sensor 55. In the next step S3, the control unit 23 calculates the turning radius of the vehicle 1 using the following equations (1) and (2).

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[0017] In the following step S4, the control unit 23 calculates a predicted driving trajectory DT of the vehicle 1 according to the turning radius R, as shown in Fig. 3. In the next step S5, the control unit 23 determines whether the predicted driving trajectory DT will deviate from the own lane. Specifically, the control unit 23 checks whether passing points P1, P2, ..., P5 of the predicted driving trajectory DT on multiple passing lines L1-R1, L2-R2, ..., L5-R5 in the traveling direction of the own lane are located to the left of the left boundary line SL or to the right of the right boundary line SR (outside the own lane), and determines whether the predicted driving trajectory DT will deviate from the own lane.

[0018] Fig. 4 shows a method for calculating the distance Y_tg from vehicle 1 in the lane width direction to passing point P, which is distant by a distance X in the traveling direction of vehicle 1. In Fig. 4, CC is the turning center of vehicle 1, and R is the turning radius. From the relationship shown in Fig. 4, Y_tg can be calculated by the following equation (3).

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[0019] The control unit 23 determines that the passing point P deviates from the own lane when the position of the passing point P in the vehicle width direction is to the right of the corresponding point on the right boundary line SR or to the left of the left boundary line SL. In the example of Fig. 3, for example, with regard to the passing point P5, the control unit 23 determines that the passing point P5 deviates from the own lane when the Y direction position of P5 is to the right of R5 (when the Y coordinate value of P5 is smaller than the Y coordinate value of R5) or to the left of L5 (when the Y coordinate value of P5 is larger than the Y coordinate value of L5).

[0020] When the control unit 23 determines that any of the passing points will deviate from the current lane, it determines that the predicted traveling trajectory DT of the vehicle 1 will deviate from the current lane, and proceeds from step S5 to step S6. On the other hand, when it determines that all of the passing points are within the current lane, it determines that the predicted traveling trajectory of the vehicle 1 will not deviate from the current lane, and proceeds from step S5 to step S1.

[0021] In step S6, the control unit 23 calculates a target turning radius and a target yaw rate that will keep the predicted travel path of the vehicle 1 within the current lane. FIG. 5 illustrates a situation in which the predicted travel path DT of the vehicle 1 deviates from the current lane at a road departure point DP. In this case, the control unit 23 sets a target passing point TP on the line L5-R5 that is the furthest from the vehicle 1. The control unit 23 normally calculates a target passing point TP on the line L5-R5 that is the furthest from the vehicle 1. 5 -L on the R5 line 5 The midpoint between R1 and R5 is set as the target passing point TP, but the position of the target passing point is set according to the following first to fourth patterns, depending on the conditions such as the curvature of the own lane recognized by the surrounding situation recognition unit 21.

[0022] Pattern 1: When the lane you are driving in is a right curve with a small turning radius R (large curvature) (a tight corner, for example, R 300m or less). In this case, the target passing point TP is moved closer to the right boundary line SR. For example, the Y-direction position Y_TP of the target passing point TP is calculated and set using the following equation (4).

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[0023] Pattern 2: When the lane you are driving in curves to the left and the turning radius R is small (large curvature). In this case, the adjustment coefficient in the above equation (4) is set to 0.75, and the target passing point TP is moved closer to the left boundary line SL. Pattern 3: When the vehicle's lane is straight and vehicle 1 is close to the left boundary line SL. In this case, the adjustment coefficient in the above equation (4) is set to 0.75, and the target passing point TP is moved closer to the right boundary line SR. Pattern 4: The vehicle's lane is straight and vehicle 1 is close to the right boundary line SR. In this case, the adjustment coefficient in the above formula (4) is set to 0.25, and the target passing point TP is moved closer to the left boundary line SL.

[0024] Furthermore, the adjustment coefficient in the above formula (4) may be changed linearly depending on the curvature of the own lane and the state of straightness. By changing the adjustment coefficient, it is possible to change the strength of intervention of steering control to suppress road departure. For example, the greater the curvature of the own lane (curve road), the shorter the distance from the boundary line on the turning center side of the target passing point TP is set, thereby enabling greater steering assistance of the vehicle 1. Furthermore, the smaller the curvature of the own lane, the longer the distance from the boundary line on the turning center side of the target passing point TP is set, thereby enabling steering assistance to be provided while suppressing excessive steering of the vehicle 1. Furthermore, by setting a point close to the vehicle 1 in the Y direction as the target passing point, it is possible to reduce intervention of steering assist control.

[0025] The control unit 23 calculates the target turning radius R_tg from the set target passing point TP. From the relationship between the target passing point TP and the turning radius R of the vehicle 1 shown in FIG.

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[0026] The control unit 23 calculates the target yaw rate ω_tg using the following equation (7).

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[0027] In step S7, the control unit 23 determines whether the vehicle 1 is turning along the target turning radius R_tg. the goal A control signal ST_c for the steering device 42 and a control signal TR_c for the drive device 40 are determined so that the vehicle travels along the travel path at a target yaw rate ω_tg, and are output to the steering device 42 and the drive device 40, respectively.

[0028] In the next step S8, the control unit 23 calculates the roll angle of the vehicle 1 when traveling at the target turning radius R_tg using the following equation (8). Fig. 6 shows a state in which the vehicle 1 is rolling, and shows the roll angle φ, centrifugal acceleration M, and gravitational acceleration g of the vehicle 1 with the vertical direction defined as Z for the center of gravity 70 of the vehicle 1. The centrifugal acceleration M can be calculated using the following equation (8).

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[0029] When the vehicle 1 is banking stably, the approximation of the following equation (9) holds as a balance equation in the lateral direction of the vehicle body, so the roll angle φ can be calculated by the following equation (10).

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[0030] In the next step S9, the control unit 23 determines whether the roll angle φ is greater than a predetermined angle (for example, 20 degrees) and whether excessive speed will result in an excessively banked state. If an excessively banked state will occur, the control unit 23 proceeds to step S10, and if an excessively banked state will not occur, the control unit 23 proceeds to step S1.

[0031] In step S10, the control unit 23 determines a control signal BK_c for the braking device 41 so that the roll angle φ is equal to or smaller than a predetermined angle, and outputs the control signal BK_c to the braking device 41, thereby performing deceleration control of the vehicle 1. The control unit 23 repeatedly executes the steering assist control according to the flowchart of Fig. 2, and ends the steering assist control when the ground plane yaw rate of the vehicle 1 converges to the target yaw rate ω_tg.

[0032] 2, the vehicle 1 can be made to travel continuously within the target own lane along the turning radius, thereby preventing the rider of the vehicle 1 from feeling uncomfortable due to frequent changes in steering control.

[0033] 3. Other Embodiments In the above embodiment, the control unit 23 performed deceleration control in steps S8 to S10 of FIG. 2 to prevent the vehicle 1 from entering an excessively banked state, but the processing in steps S8 to S10 may be omitted.

[0034] 1 is a schematic diagram showing the functional configuration of the driving assistance device divided by main processing content to facilitate understanding of the invention of the present disclosure, but the functional configuration of the driving assistance device may be divided by other categories. Furthermore, the processing of each component may be executed by one hardware unit or multiple hardware units. Furthermore, the processing of each component of the driving assistance device shown in FIG. 2 may be executed by one program or multiple programs.

[0035] 5. Configurations supported by the above embodiments The above embodiment is a specific example of the following configuration.

[0036] (Configuration 1) A driving assistance device that assists steering of a saddle-ride type vehicle (1), comprising: a surrounding situation recognition unit (21) that recognizes the surrounding situation of the saddle-ride type vehicle; a driving state recognition unit (22) that recognizes the driving state of the saddle-ride type vehicle; and a control unit (23) that, when it is recognized from the surrounding situation that the saddle-ride type vehicle is driving on a curved road, determines whether a predicted driving trajectory of the saddle-ride type vehicle based on the driving state will deviate from the own lane of the saddle-ride type vehicle recognized from the surrounding situation, and, if the predicted driving trajectory deviates from the own lane, sets a target passing point in the traveling direction of the saddle-ride type vehicle within the own lane according to the curvature of the curved road, and executes steering assist control to operate a steering device (42) provided in the saddle-ride type vehicle based on the target passing point. According to the driving assistance device of configuration 1, when the saddle-ride type vehicle is traveling on a curved road, steering assistance can be performed while suppressing an uncomfortable feeling from being given to the rider of the saddle-ride type vehicle.

[0037] (Configuration 2) The driving assistance device according to Configuration 1, wherein the control unit sets the target passing point at a position where the distance from the turning center of the saddle-type vehicle in the lane width direction of the own lane becomes shorter as the curvature of the curved road becomes greater. According to the driving assistance device of configuration 2, when the curvature of a curved road is large (tight curvature), the saddle-type vehicle can be steered significantly by moving the target passing point closer to the turning center of the saddle-type vehicle in the lane width direction.

[0038] (Configuration 3) The driving assistance device according to Configuration 1 or 2, wherein the control unit sets the target passing point at a position where the distance from the turning center of the saddle-ride vehicle in the lane width direction of the own lane increases as the curvature of the curved road decreases. According to the driving assistance device of configuration 3, when the curvature of the curved road is small (the curvature is gentle), the target passing point is moved away from the turning center of the saddle-ride type vehicle in the lane width direction, thereby preventing excessive steering of the saddle-ride type vehicle and providing appropriate steering assistance.

[0039] (Configuration 4) A driving assistance device according to any one of configurations 1 to 4, wherein the control unit terminates the steering assist control when the yaw rate of the saddle-ride type vehicle on a ground plane recognized from the driving state converges to a target yaw rate while the steering assist control is being executed. According to the driving assistance device of configuration 4, repeated execution of steering assist control is suppressed, and therefore it is expected that the rider of the saddle-ride type vehicle will have a natural steering feel.

[0040] (Configuration 5) A driving assistance device according to any one of configurations 1 to 4, wherein the control unit activates a braking device provided in the saddle-ride type vehicle when the roll angle of the saddle-ride type vehicle recognized from the driving state becomes equal to or greater than a predetermined angle while the steering assist control is being executed. According to the driving assistance device of configuration 5, by decelerating the saddle-ride type vehicle through operation of the braking device, it is possible to prevent the roll angle of the saddle-ride type vehicle from exceeding a predetermined angle and causing the saddle-ride type vehicle to enter an excessively banked state. [Explanation of symbols]

[0041] 1...saddle-ride type vehicle, 10...vehicle control device (driving assistance device), 20...processor, 21...surrounding situation recognition unit, 22...driving state recognition unit, 23...control unit, 30...memory, 31...program, 40...drive device, 41...braking device, 42...steering device, 51...driving assistance switch, 52...throttle sensor, 53...brake sensor, 54...speed sensor, 55...IMU sensor, 56...surrounding camera

Claims

1. A driving assistance device that assists steering of a saddle-ride type vehicle (1), a surroundings situation recognition unit (21) that recognizes, based on an image captured by a camera provided on the saddle-ride type vehicle, the positions of a left boundary line (SL) and a right boundary line (SR) of a lane in which the saddle-ride type vehicle is traveling relative to the saddle-ride type vehicle, and the curvature of the lane in which the saddle-ride type vehicle is traveling; a running state recognition unit (22) that recognizes the running state of the saddle-ride type vehicle based on detection signals from a speed sensor and an IMU (Inertial Measurement Unit) sensor provided in the saddle-ride type vehicle; a control unit (23), The control unit when it is recognized from the surrounding conditions that the saddle-ride type vehicle is traveling on a curved road, a turning radius (R) of the saddle-ride type vehicle is calculated based on the traveling state of the saddle-ride type vehicle recognized by the traveling state recognition unit, a predicted traveling trajectory (DT) of the saddle-ride type vehicle is calculated according to the turning radius, and by checking whether the predicted traveling trajectory is located to the left of the left boundary line or to the right of the right boundary line, it is determined whether the predicted traveling trajectory will deviate from the own lane; When the predicted travel trajectory deviates from the own lane, a target passing point (TP) is set on a passing line (L5-R5) that is within the own lane on a line perpendicular to the traveling direction (X) of the saddle riding vehicle, at a predetermined distance ahead of the traveling direction (X) of the saddle riding vehicle, and that is closer to the right boundary line than the midpoint of the passing line when the own lane curves to the right, and when the own lane curves to the left, the target passing point is set at a position closer to the left boundary line than the midpoint of the passing line, A steering assist control is executed to operate a steering device provided in the saddle-ride type vehicle so that the saddle-ride type vehicle travels along a target travel trajectory (CT) that passes through the target passing point. Driving assistance device.

2. When the control unit recognizes from the surrounding conditions that the saddle-ride type vehicle is traveling on a curved road and the predicted traveling trajectory deviates from the own lane, the control unit calculates a target turning radius (R_tg) according to the distance between the saddle-ride type vehicle and the target passing point in the traveling direction of the saddle-ride type vehicle and the distance between the saddle-ride type vehicle and the target passing point in a direction perpendicular to the traveling direction of the saddle-ride type vehicle, and sets the target traveling trajectory along an arc according to the target turning radius. The driving assistance device according to claim 1 .

3. The control unit sets the target passing point at a position where the distance from the turning center of the saddle-ride type vehicle in the lane width direction of the own lane becomes shorter as the curvature of the curved road becomes larger. The driving assistance device according to claim 1 .

4. The control unit sets the target passing point at a position that is a longer distance from the turning center of the saddle-ride type vehicle in the lane width direction of the own vehicle lane as the curvature of the curved road decreases. The driving assistance device according to claim 1 .

5. The control unit terminates the steering assist control when a yaw rate on a ground plane of the saddle-ride type vehicle recognized from the traveling state converges to a target yaw rate while the steering assist control is being executed. The driving assistance device according to any one of claims 1 to 4.

6. The control unit activates a braking device provided in the saddle-ride type vehicle when a roll angle of the saddle-ride type vehicle recognized from the traveling state becomes equal to or greater than a predetermined angle while the steering assist control is being executed. The driving assistance device according to any one of claims 1 to 4.

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