Control device and control method

Abstract

The present invention provides a control device and a control method which make it possible to appropriately adjust a positional relationship between a two-wheeled vehicle and a leading vehicle. With regard to a control device (20) and a control method of the present invention, an execution unit of the control device (20) executes a positional relationship adjustment operation for adjusting a positional relationship between a two-wheeled vehicle (1) and a leading vehicle positioned in front of the two-wheeled vehicle (1) so as to be a target positional relationship. Furthermore, a determination unit of the control device (20) determines whether the two-wheeled vehicle (1) is cornering, and the execution unit changes the target positional relationship in accordance with whether the two-wheeled vehicle (1) is cornering.

Description

Technical Field

[0001] The present invention relates to a control device and a control method capable of appropriately adjusting the positional relationship between a lean vehicle and a preceding vehicle.

Background Art

[0002] As a conventional technology related to lean vehicles such as motorcycles, there is a technology for assisting a rider's driving. For example, in Patent Document 1, based on information detected by a sensor device that detects an obstacle in the traveling direction or substantially in the traveling direction, a driver assistance system that warns a motorcycle rider of approaching an obstacle inappropriately is disclosed.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, as a technology for assisting driving, there is a positional relationship adjustment operation for adjusting the positional relationship between a vehicle and a preceding vehicle located in front of the vehicle so as to be a target positional relationship. And it is conceivable to apply the positional relationship adjustment operation to a lean vehicle. A lean vehicle has a significantly smaller vehicle body size compared to other vehicles (for example, four-wheel automobiles, etc.). That is, in a lean vehicle, since the degree of freedom of the traveling position is high, the positional relationship between the lean vehicle and the preceding vehicle is likely to change. Therefore, there is a high need to appropriately adjust the positional relationship between the lean vehicle and the preceding vehicle.

[0005] The present invention has been made in view of the above problems, and aims to obtain a control device and a control method capable of appropriately adjusting the positional relationship between a lean vehicle and a preceding vehicle.

Means for Solving the Problems

[0006] The control device according to the present invention is a control device for controlling the behavior of a leaning vehicle, and comprises an execution unit that performs a positional relationship adjustment operation to adjust the positional relationship between the leaning vehicle and a forward vehicle located in front of the leaning vehicle to a target positional relationship, and further comprises a determination unit that determines whether or not the leaning vehicle is in the middle of cornering, and the execution unit changes the target positional relationship according to whether or not the leaning vehicle is in the middle of cornering.

[0007] The control method according to the present invention is a control method for controlling the behavior of a leaning vehicle, wherein the execution unit of the control device performs a positional relationship adjustment operation to adjust the positional relationship between the leaning vehicle and a forward vehicle located in front of the leaning vehicle to a target positional relationship, and further, the determination unit of the control device determines whether or not the leaning vehicle is cornering, and the execution unit changes the target positional relationship according to whether or not the leaning vehicle is cornering. [Effects of the Invention]

[0008] In the control device and control method according to the present invention, the execution unit of the control device performs a positional relationship adjustment operation to adjust the positional relationship between the leaning vehicle and the forward vehicle located in front of the leaning vehicle to a target positional relationship. Furthermore, the determination unit of the control device determines whether or not the leaning vehicle is cornering, and the execution unit changes the target positional relationship according to whether or not the leaning vehicle is cornering. As a result, if the leaning vehicle is cornering, the positional relationship between the leaning vehicle and the forward vehicle can be adjusted taking into account that the leaning vehicle is cornering. Therefore, the positional relationship between the leaning vehicle and the forward vehicle can be appropriately adjusted. [Brief explanation of the drawing]

[0009] [Figure 1] This is a schematic diagram showing the general configuration of a lean vehicle according to an embodiment of the present invention. [Figure 2]This is a block diagram showing an example of the functional configuration of a control device according to an embodiment of the present invention. [Figure 3] This figure shows a lean vehicle according to an embodiment of the present invention traveling behind another vehicle. [Figure 4] This flowchart shows an example of the flow of the first process performed by the control device according to an embodiment of the present invention. [Figure 5] This figure shows a lean vehicle according to an embodiment of the present invention in a cornering position. [Figure 6] This figure shows a group of vehicles, including a lean vehicle according to an embodiment of the present invention, driving together. [Figure 7] This flowchart shows an example of the flow of the second process performed by the control device according to an embodiment of the present invention. [Figure 8] This figure shows a lean vehicle according to an embodiment of the present invention cornering while driving in a group. [Modes for carrying out the invention]

[0010] The control device and control method according to the present invention will be described below with reference to the drawings.

[0011] Although the following description refers to a control device used in a two-wheeled motorcycle (see Lean Vehicle 1 in Figure 1), the vehicle controlled by the control device according to the present invention may be any lean vehicle, and may be other lean vehicles besides two-wheeled motorcycles. A lean vehicle is a vehicle in which the body leans to the right when turning to the right and to the left when turning to the left. Examples of lean vehicles include motorcycles (two-wheeled vehicles, three-wheeled vehicles), bicycles, etc. Motorcycles include vehicles powered by an engine, vehicles powered by an electric motor, etc. Examples of motorcycles include motorcycles, scooters, electric scooters, etc. A bicycle is a vehicle that can be propelled on the road by the rider's pedaling force applied to the pedals. Bicycles include electric assist bicycles, electric bicycles, etc.

[0012] In the following, a case where an engine (specifically, the engine 11 in FIG. 1 described later) is mounted as a drive source capable of outputting power for driving wheels is described. However, other drive sources (for example, an electric motor) other than the engine may be mounted as the drive source, or a plurality of drive sources may be mounted.

[0013] In addition, the configurations and operations described below are examples, and the control device and control method according to the present invention are not limited to such configurations and operations.

[0014] In the following, the same or similar descriptions are appropriately simplified or omitted. Also, in each figure, for the same or similar members or parts, the symbols are either omitted or the same symbols are attached. Also, for the detailed structure, the illustration is appropriately simplified or omitted.

[0015] <Configuration of a Lean Vehicle> Referring to FIGS. 1 and 2, the configuration of a lean vehicle 1 according to an embodiment of the present invention will be described.

[0016] FIG. 1 is a schematic diagram showing a schematic configuration of the lean vehicle 1. FIG. 2 is a block diagram showing an example of the functional configuration of the control device 20.

[0017] The lean vehicle 1 is a two-wheeled motorcycle corresponding 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, an input device 13, a surrounding environment sensor 14, an inertial measurement unit (IMU) 15, a front wheel speed sensor 16, a rear wheel speed sensor 17, and a control device (ECU) 20. In this specification, the lean vehicle 1 is also referred to as the host vehicle 1.

[0018] The engine 11 corresponds to an example of a drive source of the lean vehicle 1 and is capable of outputting power for driving the wheels. For example, the engine 11 is provided with one or more cylinders in which combustion chambers are formed, a fuel injection valve for injecting fuel toward the combustion chambers, and an ignition plug. By injecting fuel from the fuel injection valve, an air-fuel mixture containing air and fuel is formed in the combustion chambers, and the air-fuel mixture is ignited by the ignition plug and burns. As a result, a piston provided in the cylinder reciprocates, and the crankshaft rotates. Further, a throttle valve is provided in the intake pipe of the engine 11, and the intake amount into the combustion chambers changes according to the throttle opening which is the opening degree of the throttle valve.

[0019] The hydraulic control unit 12 is a unit responsible for the function of controlling the braking force generated on the wheels. For example, the hydraulic control unit 12 is provided on an oil path connecting the master cylinder and the wheel cylinders and includes components (for example, control valves and pumps) for controlling the brake hydraulic pressure of the wheel cylinders. By controlling the operation of the components of the hydraulic control unit 12, the braking force generated on the wheels is controlled. Note that the hydraulic control unit 12 may control the braking forces generated on both the front wheels and the rear wheels, or may control only the braking force generated on one of the front wheels and the rear wheels.

[0020] The input device 13 receives various operations by the rider. The input device 13 is provided on, for example, the handle and includes push buttons and the like used for the rider's operations. Information regarding the rider's operations using the input device 13 is output to the control device 20.

[0021] The ambient environment sensor 14 detects ambient environment information regarding the environment around the lean vehicle 1. Specifically, the ambient environment sensor 14 is provided at the front of the lean vehicle 1 and detects the ambient environment information in front of the lean vehicle 1. The ambient environment information detected by the ambient environment sensor 14 is output to the control device 20.

[0022] The ambient environment information detected by the ambient environment sensor 14 may be information related to the distance or direction to the subject located around the lean vehicle 1 (e.g., relative position, relative distance, relative speed, relative acceleration, etc.), or it may be the characteristics of the subject located around the lean vehicle 1 (e.g., type of subject, shape of the subject itself, marks attached to the subject, etc.). The ambient environment sensor 14 may be, for example, a radar, Lidar sensor, ultrasonic sensor, camera, etc.

[0023] Furthermore, ambient environmental information can also be detected by ambient environmental sensors mounted on other vehicles or by infrastructure equipment. In other words, the control device 20 can also acquire ambient environmental information via wireless communication with other vehicles or infrastructure equipment.

[0024] The inertial measurement device 15 includes a 3-axis gyro sensor and a 3-directional acceleration sensor to detect the attitude of the lean vehicle 1. The inertial measurement device 15 is installed, for example, on the body of the lean vehicle 1. For example, the inertial measurement device 15 detects the lean angle of the lean vehicle 1 and outputs the detection result. The inertial measurement device 15 may also detect other physical quantities that are substantially convertible to the lean angle of the lean vehicle 1. The lean angle corresponds to the angle representing the inclination of the body (specifically, the fuselage) of the lean vehicle 1 in the roll direction relative to the vertically upward direction. The inertial measurement device 15 may include only a portion of the 3-axis gyro sensor and the 3-directional acceleration sensor.

[0025] The front wheel speed sensor 16 is a wheel speed sensor that detects the wheel speed of the front wheel (for example, the number of rotations per unit time of the front wheel [rpm] or the distance traveled per unit time [km / h], etc.) and outputs the detection result. The front wheel speed sensor 16 may also detect other physical quantities that can be substantially converted to the wheel speed of the front wheel. The front wheel speed sensor 16 is installed on the front wheel.

[0026] The rear wheel speed sensor 17 is a wheel speed sensor that detects the wheel speed of the rear wheel (for example, the number of rotations per unit time of the rear wheel [rpm] or the distance traveled per unit time [km / h], etc.) and outputs the detection result. The rear wheel speed sensor 17 may also detect other physical quantities that can be substantially converted to the wheel speed of the rear wheel. The rear wheel speed sensor 17 is installed on the rear wheel.

[0027] The control device 20 controls the behavior of the lean vehicle 1. For example, part or all of the control device 20 is composed of a microcontroller, microprocessor unit, etc. Alternatively, part or all of the control device 20 may be composed of updatable components such as firmware, or it may be a program module executed by commands from a CPU, etc. The control device 20 may be a single unit, or it may be divided into multiple units.

[0028] Figure 2 is a block diagram showing an example of the functional configuration of the control device 20. As shown in Figure 2, the control device 20 includes, for example, an acquisition unit 21, an execution unit 22, and a determination unit 23. The control device 20 also communicates with each device of the lean vehicle 1.

[0029] The acquisition unit 21 acquires information from each device of the lean vehicle 1 and outputs it to the execution unit 22 and the determination unit 23. For example, the acquisition unit 21 acquires information from the input device 13, the ambient environment sensor 14, the inertial measurement device 15, the front wheel speed sensor 16, and the rear wheel speed sensor 17. In this specification, information acquisition may include information extraction or generation.

[0030] The execution unit 22 performs various controls by controlling the operation of each device in the lean vehicle 1. For example, the execution unit 22 controls the operation of the engine 11 and the hydraulic control unit 12.

[0031] Here, the execution unit 22 can perform a positional relationship adjustment operation. The positional relationship adjustment operation is an operation to adjust the positional relationship between the leaning vehicle 1 and the forward vehicle located in front of the leaning vehicle 1 so that it becomes a target positional relationship.

[0032] The following describes an example in which adaptive cruise control is performed as a positional relationship adjustment operation. However, the positional relationship adjustment operation does not have to be an operation that adjusts the positional relationship between lean vehicle 1 and the vehicle in front to the target positional relationship, and may be an operation other than adaptive cruise control (for example, an operation that is not disengaged even if the rider operates the accelerator).

[0033] The execution unit 22 initiates adaptive cruise control, for example, triggered by an operation by the rider using the input device 13. In adaptive cruise control, the execution unit 22 automatically controls the speed of the lean vehicle 1 without relying on acceleration or deceleration operations (i.e., accelerator and brake operations) by the rider. The execution unit 22 can control the speed of the lean vehicle 1 based on information about the speed of the lean vehicle 1, obtained, for example, based on the wheel speed of the front wheel and the wheel speed of the rear wheel. Adaptive cruise control is deactivated when the rider operates the accelerator.

[0034] In adaptive cruise control, for example, a target distance is set, which is the target distance between the leaning vehicle 1 and the vehicle in front. The execution unit 22 controls the speed of the leaning vehicle 1 so that the distance between the leaning vehicle 1 and the vehicle in front is maintained at the target distance. In other words, the positional relationship between the leaning vehicle 1 and the vehicle in front that results in the target distance corresponds to the target positional relationship. Note that the distance between vehicles may mean the distance in the direction along the lane (specifically, the driving lane of the leaning vehicle 1), or it may mean the straight-line distance. For example, the acquisition unit 21 acquires the distance between the leaning vehicle 1 and the vehicle in front based on the surrounding environment information of the leaning vehicle 1, and the execution unit 22 can control the speed of the leaning vehicle 1 as described above based on the acquired distance between vehicles.

[0035] The following primarily describes an example in which, in adaptive cruise control, the speed of lean vehicle 1 is controlled so that the distance between lean vehicle 1 and the vehicle in front is maintained at a target distance, thereby adjusting the positional relationship between lean vehicle 1 and the vehicle in front to a target positional relationship. However, in adaptive cruise control, for example, a target passing time difference (specifically, the time it takes for lean vehicle 1 to pass the current position of the vehicle in front from the current point in time) is set, and the execution unit 22 may control the speed of lean vehicle 1 so that the passing time difference is maintained at the target passing time difference. In this case, the positional relationship in which the passing time difference becomes the target passing time difference corresponds to the target positional relationship. For example, the acquisition unit 21 acquires the passing time difference based on the surrounding environment information of lean vehicle 1, and the execution unit 22 can control the speed of lean vehicle 1 as described above based on the passing time difference thus acquired.

[0036] The determination unit 23 performs various determinations. The determination results from the determination unit 23 are output to the execution unit 22 and used for processing by the execution unit 22.

[0037] <Operation of the control device> The operation of the control device 20 according to an embodiment of the present invention will be described with reference to Figures 3 to 8.

[0038] As described above, the execution unit 22 of the control device 20 performs a positional relationship adjustment operation (for example, adaptive cruise control). Here, the execution unit 22 changes the target positional relationship in the positional relationship adjustment operation depending on whether the leaning vehicle 1 is cornering or not. As a result, the positional relationship between the leaning vehicle 1 and the vehicle in front is appropriately adjusted, as will be described later.

[0039] Below, we will describe, in order, the first and second processes performed by such a control device 20. Note that the first and second processes are performed while adaptive cruise control is in operation.

[0040] First, the first process will be explained with reference to Figures 3 to 5.

[0041] Figure 3 shows a leaning vehicle 1 traveling behind another vehicle 2. As shown in Figure 3, the other vehicle 2 is positioned in front of the leaning vehicle 1. In the example in Figure 3, the other vehicle 2 corresponds to the vehicle in front whose positional relationship is adjusted in adaptive cruise control. In the example in Figure 3, the other vehicle 2 is a four-wheeled automobile, but the vehicle in front whose positional relationship is adjusted may be a vehicle other than a four-wheeled automobile (for example, a leaning vehicle).

[0042] In the example shown in Figure 3, while adaptive cruise control is in operation, the execution unit 22 controls the speed of lean vehicle 1 so that the distance D1 between lean vehicle 1 and other vehicle 2 is maintained at the target distance. As a result, the positional relationship between lean vehicle 1 and other vehicle 2 is adjusted to a target positional relationship where the distance D1 is the target distance.

[0043] By the way, in the example in Figure 3, lean vehicle 1 is moving straight, but lean vehicle 1 may also be cornering. When lean vehicle 1 is cornering, the rider of lean vehicle 1 is likely to lose sight of other vehicle 2 located in front of lean vehicle 1, and the driving feeling is likely to deteriorate. Also, when lean vehicle 1 is cornering, other vehicle 2 located in front of lean vehicle 1 is likely to move out of the detection range of the surrounding environment sensor 14. According to the first process, such problems are resolved.

[0044] Figure 4 is a flowchart showing an example of the flow of the first processing performed by the control device 20. Step S101 in Figure 4 corresponds to the start of the control flow shown in Figure 4.

[0045] When the control flow shown in Figure 4 is initiated, in step S102, the determination unit 23 determines whether or not the lean vehicle 1 is cornering.

[0046] The determination unit 23 determines, for example, whether the lean vehicle 1 is cornering based on the attitude information of the lean vehicle 1. The attitude information is information about the attitude of the lean vehicle 1, and specifically, it is information about physical quantities that reflect the change in the attitude of the lean vehicle 1 as it corners.

[0047] For example, the determination unit 23 determines whether or not the lean vehicle 1 is cornering based on the lean angle information of the lean vehicle 1 as attitude information. The lean angle information is information relating to the lean angle of the lean vehicle 1 and may include various information such as the lean angle, other physical quantities substantially convertible to the lean angle, the degree of change in the lean angle, or other physical quantities substantially convertible to the degree of change in the lean angle. The lean angle information may be obtained, for example, based on the detection result of the inertial measuring device 15.

[0048] The determination unit 23 determines, for example, that lean vehicle 1 is cornering if its lean angle is greater than a reference value. More specifically, the determination unit 23 may determine that cornering has started if the lean angle of lean vehicle 1 exceeds the reference value and the state in which the lean angle remains greater than the reference value continues for a predetermined time, and that cornering has ended if the lean angle of lean vehicle 1 falls below the reference value and the state in which the lean angle remains smaller than the reference value continues for a predetermined time.

[0049] The above example illustrates the use of lean angle information as attitude information. However, other types of information may also be used as attitude information.

[0050] For example, lateral acceleration information of the lean vehicle 1 may be used as attitude information. Lateral acceleration information is information relating to the lateral acceleration of the lean vehicle 1 and may include various information such as lateral acceleration, other physical quantities substantially convertible to lateral acceleration, the degree of change in lateral acceleration, or other physical quantities substantially convertible to the degree of change in lateral acceleration. Lateral acceleration information can be obtained, for example, based on the detection results of the inertial measurement device 15.

[0051] The determination unit 23 determines, for example, that the leaning vehicle 1 is cornering if its lateral acceleration is greater than a reference value. More specifically, the determination unit 23 may determine that cornering has started if the lateral acceleration of the leaning vehicle 1 exceeds the reference value and this state continues for a predetermined time, and that cornering has ended if the lateral acceleration of the leaning vehicle 1 falls below the reference value and this state continues for a predetermined time.

[0052] For example, yaw angular velocity information of the lean vehicle 1 may be used as attitude information. The yaw angular velocity information is information relating to the yaw angular velocity of the lean vehicle 1 and may include various information such as yaw angular velocity, other physical quantities substantially convertible to yaw angular velocity, the degree of change in yaw angular velocity, or other physical quantities substantially convertible to the degree of change in yaw angular velocity. The yaw angular velocity information may be obtained, for example, based on the detection results of the inertial measuring device 15.

[0053] The determination unit 23 determines, for example, that the lean vehicle 1 is cornering if its yaw angular velocity is greater than a reference value. More specifically, the determination unit 23 may determine that cornering has started if the yaw angular velocity of the lean vehicle 1 exceeds the reference value and remains greater than the reference value for a predetermined time, and that cornering has ended if the yaw angular velocity of the lean vehicle 1 falls below the reference value and remains less than the reference value for a predetermined time.

[0054] Furthermore, for example, steering angle information of the lean vehicle 1 may be used as attitude information. The steering angle information is information relating to the steering angle of the steering wheel of the lean vehicle 1, and may include various information such as the steering angle, other physical quantities substantially convertible to the steering angle, the degree of change in the steering angle, or other physical quantities substantially convertible to the degree of change in the steering angle. The steering angle information can be obtained, for example, based on the detection result of a sensor provided on the steering wheel that detects the steering angle.

[0055] The determination unit 23 determines, for example, that lean vehicle 1 is cornering if its steering angle is greater than a reference value. More specifically, the determination unit 23 may determine that cornering has started if the steering angle of lean vehicle 1 exceeds the reference value and remains greater than the reference value for a predetermined time, and that cornering has ended if the steering angle of lean vehicle 1 falls below the reference value and remains smaller than the reference value for a predetermined time.

[0056] The above describes an example in which it is determined whether or not lean vehicle 1 is cornering based on attitude information. However, the determination unit 23 may also determine whether or not lean vehicle 1 is cornering based on information other than attitude information. For example, the determination unit 23 may determine whether or not lean vehicle 1 is cornering based on map information obtained from the navigation device and the position information of lean vehicle 1.

[0057] If it is determined that lean vehicle 1 is not cornering (step S102 / NO), the process proceeds to step S103. In step S103, the execution unit 22 sets the target distance between vehicles to a reference distance. The reference distance is, for example, a distance predetermined by the rider. On the other hand, if it is determined that lean vehicle 1 is cornering (step S102 / YES), the process proceeds to step S104. In step S104, the execution unit 22 sets the target distance between vehicles to a distance shorter than the reference distance. After step S103 or step S104, the process returns to step S102.

[0058] Figure 5 shows the lean vehicle 1 in a cornering position. In the first process, as shown in Figure 5, when the lean vehicle 1 is cornering, the execution unit 22 shortens the target distance corresponding to the distance D1 between the lean vehicle 1 and the other vehicle 2 compared to when the lean vehicle 1 is not cornering. As a result, when the lean vehicle 1 is cornering, the distance D1 between the lean vehicle 1 and the other vehicle 2 becomes shorter compared to when the lean vehicle 1 is not cornering. Thus, in the first process, the execution unit 22 changes the target positional relationship with the other vehicle 2 so that when the lean vehicle 1 is cornering, the distance D1 between the lean vehicle 1 and the other vehicle 2 becomes shorter compared to when the lean vehicle 1 is not cornering. As a result, when the lean vehicle 1 is cornering, it is possible to suppress a decrease in driving feeling due to the rider of the lean vehicle 1 losing sight of the other vehicle 2, and to suppress the other vehicle 2 moving out of the detection range of the surrounding environment sensor 14.

[0059] Furthermore, when lean vehicle 1 is cornering, the execution unit 22 may shorten the time difference between lean vehicle 1 and other vehicle 2 and the corresponding target time difference compared to when lean vehicle 1 is not cornering. In this case as well, when lean vehicle 1 is cornering, the target positional relationship with other vehicle 2 changes so that the distance D1 between lean vehicle 1 and other vehicle 2 is shortened compared to when lean vehicle 1 is not cornering.

[0060] Here, the degree of change in the target positional relationship between when lean vehicle 1 is cornering and when lean vehicle 1 is not cornering (for example, the amount of change in the distance between target vehicles, or the amount of change in the time difference between target vehicles) may be predetermined and constant. However, the execution unit 22 may change the degree of change in the target positional relationship based on various information.

[0061] For example, the execution unit 22 may determine the degree of change in the target positional relationship based on information from the setting operation by the lidar of the lean vehicle 1. The setting operation is an operation by the lidar of the lean vehicle 1 to set the degree of change in the target positional relationship, and is performed, for example, using the input device 13. In other words, the lidar of the lean vehicle 1 may be able to set the degree of change in the target positional relationship.

[0062] Furthermore, for example, the execution unit 22 may determine the degree of change in the target positional relationship based on the attitude information of the leaning vehicle 1. As described above, the attitude information may include the lean angle information of the leaning vehicle 1, the lateral acceleration information of the leaning vehicle 1, or the steering angle information of the leaning vehicle 1. For example, when the lean angle, lateral acceleration, or steering angle of the leaning vehicle 1 is large, the execution unit 22 may increase the amount of change in the distance between target vehicles or the amount of change in the time difference between target vehicles compared to when the lean angle, lateral acceleration, or steering angle of the leaning vehicle 1 is small. The execution unit 22 may continuously change the amount of change in the distance between target vehicles or the amount of change in the time difference between target vehicles according to the lean angle, lateral acceleration, or steering angle of the leaning vehicle 1, or it may change it in steps.

[0063] The execution unit 22 may determine the degree of change in the target positional relationship based on information other than the setting operation information by the rider and the attitude information of the lean vehicle 1. For example, the execution unit 22 may determine the degree of change in the target positional relationship based on information regarding the characteristics of the vehicle in front of the vehicle whose positional relationship is to be adjusted (in the above example, other vehicle 2). The information regarding the characteristics may include various types of information, such as what type of vehicle the vehicle in front is, whether the vehicle in front is a truck or not, or whether the vehicle in front is a motorcycle or not.

[0064] Furthermore, the execution unit 22 may determine the degree of change in the target positional relationship based on multiple types of information. For example, the degree of change in the target positional relationship may be determined based on both the setting operation information by the rider and the attitude information of the lean vehicle 1.

[0065] Next, the second process will be explained with reference to Figures 6 to 8.

[0066] Figure 6 shows a group of vehicles, including lean vehicle 1, traveling together. In group travel, multiple groups of vehicles, each consisting of multiple lean vehicles including vehicle 1, travel in a convoy. Figure 6 shows vehicle 1 and some of the other vehicles 3a, 3b, 3c, and 3d that make up the group (i.e., the other lean vehicles in the group other than vehicle 1). Note that the number of lean vehicles belonging to each convoy may be multiple, or it may be just one.

[0067] As shown in Figure 6, in group driving, multiple lean vehicles travel in two lanes within the same lane: a left lane and a right lane. In the example in Figure 6, other vehicles 3b and 3c constitute the left lane. Other vehicles 3b and 3c are arranged in this order from front to back. On the other hand, other vehicle 3a, the owner vehicle 1, and other vehicle 3d constitute the right lane. Other vehicles 3a, the owner vehicle 1, and other vehicle 3d are arranged in this order from front to back in the longitudinal direction.

[0068] Furthermore, as shown in Figure 6, in group driving, multiple lean vehicles travel in an alternating arrangement in the front-to-back direction, with the lean vehicles constituting the left lane and the lean vehicles constituting the right lane. This arrangement is a zigzag pattern. In the example in Figure 6, other vehicles 3a in the right lane, 3b in the left lane, the vehicle 1 in the right lane, 3c in the left lane, and 3d in the right lane are arranged in this order from front to back.

[0069] As described above, in group driving with multiple lean vehicles, the vehicles travel in a zigzag pattern. This allows for a shorter longitudinal distance between each vehicle compared to when multiple lean vehicles travel in a single convoy. Therefore, it helps to prevent the group from being interrupted by traffic lights.

[0070] In the example shown in Figure 6, for instance, in group driving, another vehicle 3b belonging to a different convoy than the one to which vehicle 1 belongs is set as the vehicle ahead to be adjusted in the adaptive cruise control system. Then, while the adaptive cruise control is running, the execution unit 22 controls the speed of the leaning vehicle 1 so that the distance D2 between the leaning vehicle 1 and the other vehicle 3b is maintained at the target distance. As a result, the positional relationship between the leaning vehicle 1 and the other vehicle 3b is adjusted to a target positional relationship where the distance D2 is the target distance.

[0071] The following primarily describes an example in which another vehicle 3b is set as the vehicle ahead for which the positional relationship of the adaptive cruise control is adjusted. However, as will be described later, another vehicle 3a belonging to the same convoy as the vehicle 1 to which the adaptive cruise control belongs may also be set as the vehicle ahead for which the positional relationship of the adaptive cruise control is adjusted.

[0072] By the way, in the example in Figure 6, lean vehicle 1 is moving straight, but there are cases where lean vehicle 1 is cornering. When lean vehicle 1 is cornering, the arrangement of the multiple lean vehicles that make up the group changes from a zigzag arrangement to one that approaches a straight arrangement. In other words, the left lane and the right lane move closer to each other in the direction of the lane width. Furthermore, when a vehicle belonging to the group is set as the forward vehicle for which the positional relationship adjustment is to be performed, the target inter-vehicle distance may be set to a smaller value compared to when a vehicle not belonging to the group is set as the forward vehicle for which the positional relationship adjustment is to be performed. Therefore, when the left lane and the right lane move closer to each other in the direction of the lane width, there is a risk that lean vehicle 1 and other vehicles 3b may get too close and compromise safety. The second process resolves such problems.

[0073] Figure 7 is a flowchart showing an example of the flow of the second processing performed by the control device 20. Step S201 in Figure 7 corresponds to the start of the control flow shown in Figure 7.

[0074] The following describes an example in which the rider of lean vehicle 1 can select group driving mode as the adaptive cruise control mode. When group driving mode is selected, the execution unit 22 executes group driving mode. Group driving mode is a mode of adaptive cruise control that is particularly suitable for group driving. For example, when group driving mode is in operation, the reference distance for the target distance between vehicles is set to a smaller value compared to when adaptive cruise control is in operation but group driving mode is not.

[0075] When the control flow shown in Figure 7 is initiated, in step S202, the determination unit 23 determines whether or not the lean vehicle 1 is cornering. The process in step S202 in Figure 7 is the same as the process in step S102 in Figure 4.

[0076] If it is determined that lean vehicle 1 is not cornering (step S202 / NO), the process proceeds to step S203. In step S203, the execution unit 22 sets the target inter-vehicle distance to the reference distance and returns to step S202. On the other hand, if it is determined that lean vehicle 1 is cornering (step S202 / YES), the process proceeds to step S204. In step S204, the execution unit 22 determines whether or not the group driving mode is in operation.

[0077] If it is determined that the group driving mode is not in operation (step S204 / NO), the process proceeds to step S205. In step S205, the execution unit 22 sets the target inter-vehicle distance to a distance shorter than the reference distance. On the other hand, if it is determined that the group driving mode is in operation (step S204 / YES), the process proceeds to step S206. In step S206, the execution unit 22 sets the target inter-vehicle distance to a distance longer than the reference distance. After step S205 or step S206, the process returns to step S202.

[0078] Figure 8 shows a lean vehicle 1 cornering while driving in a group. In the second process, as shown in Figure 8, when vehicle 1 is cornering, the execution unit 22 increases the target distance corresponding to the distance D2 between vehicle 1 and other vehicle 3b compared to when vehicle 1 is not cornering. As a result, when vehicle 1 is cornering, the distance D2 between vehicle 1 and other vehicle 3b becomes longer compared to when vehicle 1 is not cornering. Thus, in the second process, the execution unit 22 changes the target positional relationship with other vehicle 3b so that when vehicle 1 is cornering, the distance D2 between vehicle 1 and other vehicle 3b becomes longer compared to when vehicle 1 is not cornering. As a result, when the left lane and the right lane approach each other in the lane width direction, it is possible to suppress excessive proximity between vehicle 1 and other vehicle 3b, thereby improving safety.

[0079] Furthermore, the execution unit 22 may increase the difference in passing time between vehicle 1 and other vehicle 3b and the corresponding difference in target passing time when vehicle 1 is cornering, compared to when vehicle 1 is not cornering. In this case as well, when vehicle 1 is cornering, the target positional relationship with other vehicle 3b changes so that the distance D2 between vehicle 1 and other vehicle 3b becomes longer compared to when vehicle 1 is not cornering.

[0080] Furthermore, in the second process, as in the first process, the degree of change in the target positional relationship between when lean vehicle 1 is cornering and when lean vehicle 1 is not cornering (for example, the amount of change in the distance between target vehicles, or the amount of change in the time difference between target vehicles) may be predetermined and constant, or it may change based on various information (for example, information on setting operations by the rider, or information on the attitude of lean vehicle 1, etc.).

[0081] Incidentally, as mentioned above, another vehicle 3a belonging to the same convoy as the vehicle 1 may be set as the forward vehicle to be adjusted in the adaptive cruise control. In that case, as shown in Figure 8, when the vehicle 1 is cornering, the execution unit 22 increases the target distance corresponding to the distance D3 between the vehicle 1 and the other vehicle 3a compared to when the vehicle 1 is not cornering. As a result, when the vehicle 1 is cornering, the distance D3 between the vehicle 1 and the other vehicle 3a becomes longer compared to when the vehicle 1 is not cornering. Thus, the execution unit 22 may change the target positional relationship with the other vehicle 3a so that when the vehicle 1 is cornering, the distance D3 between the vehicle 1 and the other vehicle 3a becomes longer compared to when the vehicle 1 is not cornering. As a result, similar to the example above, when the left lane and the right lane approach each other in the direction of lane width, sufficient space is formed between the vehicle 1 and the other vehicle 3a for the other vehicle 3b to fit in. Therefore, excessive proximity between the vehicle 1 and the other vehicle 3b can be suppressed, thereby improving safety.

[0082] Furthermore, the execution unit 22 may, when its own vehicle 1 is cornering, increase the difference in passing time between its own vehicle 1 and the other vehicle 3a, and the corresponding difference in target passing time, compared to when its own vehicle 1 is not cornering. In this case as well, when its own vehicle 1 is cornering, the target positional relationship with the other vehicle 3a changes so that the distance D3 between its own vehicle 1 and the other vehicle 3a becomes longer compared to when its own vehicle 1 is not cornering.

[0083] In the flowchart of Figure 7 described above, the process in step S206 was performed when it was determined that the group driving mode was in operation (step S204 / YES). However, the execution conditions for the execution of the process in step S206 are not limited to this example. The above execution conditions can be any conditions that allow it to be determined that the group including the vehicle 1 and other vehicles 3 is driving as a group. For example, the above execution conditions may be that it is determined that the vehicle 1 and other vehicles 3 are driving in a zigzag arrangement. The control device 20 can, for example, acquire information indicating the positional relationship between the vehicle 1 and other vehicles 3 via wireless communication with other vehicles 3 or infrastructure equipment, and use that information to determine whether the vehicle 1 and other vehicles 3 are driving in a zigzag arrangement. Alternatively, the control device 20 may determine whether the group including the vehicle 1 and other vehicles 3 is driving as a group based on information from the setting operation by the LiDAR of the lean vehicle 1.

[0084] <Effects of the control device> The effects of the control device 20 according to an embodiment of the present invention will be described.

[0085] The control device 20 includes an execution unit 22 that performs a positional relationship adjustment operation to adjust the positional relationship between the leaning vehicle 1 and the forward vehicle (for example, other vehicles 2, 3a, 3b) located in front of the leaning vehicle 1 to a target positional relationship, and further includes a determination unit 23 that determines whether or not the leaning vehicle 1 is cornering. The execution unit 22 then changes the target positional relationship depending on whether or not the leaning vehicle 1 is cornering. As a result, if the leaning vehicle 1 is cornering, the positional relationship between the leaning vehicle 1 and the forward vehicle can be adjusted while taking into account that the leaning vehicle 1 is cornering. Therefore, the positional relationship between the leaning vehicle 1 and the forward vehicle can be appropriately adjusted.

[0086] Preferably, in the control device 20, the execution unit 22 changes the target positional relationship such that when the lean vehicle 1 is cornering, the distance between the lean vehicle 1 and the vehicle in front (vehicle 2 in the examples of Figures 3 and 5) (distance D1 in the examples of Figures 3 and 5) becomes shorter compared to when the lean vehicle 1 is not cornering. This prevents a decrease in driving feel due to the rider of the lean vehicle 1 losing sight of the vehicle in front when the lean vehicle 1 is cornering, and / or prevents the vehicle in front from moving out of the detection range of the surrounding environment sensor 14.

[0087] Preferably, in the control device 20, when the lean vehicle 1 (i.e., the vehicle itself 1) is cornering, the execution unit 22 changes the target positional relationship between the vehicle itself 1 and the vehicle in front (vehicle 3b in the example of Figures 6 and 8), which is a vehicle belonging to a different lane than the lane to which the vehicle itself 1 belongs, in group driving where a group of multiple lean vehicles travels in multiple convoys, so that the distance between the vehicle itself 1 and the vehicle in front (distance D2 in the example of Figures 6 and 8) becomes longer compared to when the vehicle itself 1 is not cornering. As a result, when the vehicle itself 1 is cornering, when the lane to the left and the lane to the right approach each other in the lane width direction, it is possible to suppress the vehicle itself 1 and the vehicle in front belonging to a different lane from the lane to which the vehicle itself 1 belongs from approaching each other excessively, thereby improving safety.

[0088] Preferably, in the control device 20, when the lean vehicle 1 (i.e., the vehicle itself 1) is cornering, the execution unit 22 changes the target positional relationship between the vehicle itself 1 and the vehicle in front (vehicle 3a in the example of Figures 6 and 8), which is another vehicle belonging to the same convoy as the vehicle itself 1, in group driving where a group of multiple lean vehicles travels in multiple convoys, so that the distance between the vehicle itself 1 and the vehicle in front (distance D3 in the example of Figures 6 and 8) becomes longer compared to when the vehicle itself 1 is not cornering. As a result, when the lean vehicle 1 is cornering, when the convoy on the left and the convoy on the right approach each other in the lane width direction, it is possible to suppress the vehicle itself 1 and the other vehicle 3b belonging to a different convoy from the one to which the vehicle itself 1 belongs from getting too close, thereby improving safety.

[0089] Preferably, in the control device 20, the execution unit 22 determines the degree of change in the target positional relationship between when the lean vehicle 1 is cornering and when the lean vehicle 1 is not cornering, based on information from the rider's setting operations on the lean vehicle 1. This allows the positional relationship between the lean vehicle 1 and the vehicle in front to be adjusted while taking into account the rider's intentions when the lean vehicle 1 is cornering. Therefore, for example, a decrease in driving feel can be more effectively suppressed.

[0090] Preferably, in the control device 20, the execution unit 22 determines the degree of change in the target positional relationship between when the lean vehicle 1 is cornering and when the lean vehicle 1 is not cornering, based on the attitude information of the lean vehicle 1. This allows the positional relationship between the lean vehicle 1 and the vehicle in front to be adjusted more appropriately according to the condition of the curved road on which the lean vehicle 1 is traveling when the lean vehicle 1 is cornering.

[0091] Preferably, in the control device 20, the determination unit 23 determines whether or not the leaning vehicle 1 is cornering based on the attitude information of the leaning vehicle 1. This ensures that the determination of whether or not the leaning vehicle 1 is cornering is properly realized.

[0092] Preferably, in the control device 20, the attitude information includes the lean angle information of the leaning vehicle 1. This allows for a more appropriate determination of whether or not the leaning vehicle 1 is cornering.

[0093] Preferably, in the control device 20, the attitude information includes lateral acceleration information of the leaning vehicle 1. This allows for a more appropriate determination of whether or not the leaning vehicle 1 is cornering.

[0094] Preferably, in the control device 20, the attitude information includes yaw angular velocity information of the leaning vehicle 1. This allows for a more appropriate determination of whether or not the leaning vehicle 1 is cornering.

[0095] Preferably, in the control device 20, the attitude information includes steering angle information of the leaning vehicle 1. This allows for a more appropriate determination of whether or not the leaning vehicle 1 is cornering.

[0096] The present invention is not limited to the descriptions of embodiments. For example, only a portion of the embodiments may be implemented. [Explanation of Symbols]

[0097] 1 Lean vehicle (own vehicle), 2 Other vehicle (vehicle ahead), 3 Other vehicle, 3a Other vehicle (vehicle ahead), 3b Other vehicle (vehicle ahead), 3c Other vehicle, 3d Other vehicle, 11 Engine, 12 Hydraulic control unit, 13 Input device, 14 Surround environment sensor, 15 Inertial measurement device, 16 Front wheel speed sensor, 17 Rear wheel speed sensor, 20 Control device, 21 Acquisition unit, 22 Execution unit, 23 Judgment unit, D1 Inter-vehicle distance, D2 Inter-vehicle distance, D3 Inter-vehicle distance.

Claims

1. A control device (20) for controlling the behavior of a lean vehicle (1), The system includes an execution unit (22) that performs a positional relationship adjustment operation to adjust the positional relationship between the lean vehicle (1) and the forward vehicles (2, 3a, 3b) located in front of the lean vehicle (1) to a target positional relationship. Furthermore, the system includes a determination unit (23) that determines whether or not the lean vehicle (1) is in the middle of cornering. The execution unit (22) changes the target position relationship depending on whether the lean vehicle (1) is cornering or not. The execution unit (22) determines the degree of change in the target positional relationship between when the lean vehicle (1) is cornering and when the lean vehicle (1) is not cornering, based on (i) or (ii) below. (i) Information on setting operations performed by the lidar of the lean vehicle (1) (ii) Attitude information of the lean vehicle (1) Control device.

2. The execution unit (22) changes the target positional relationship such that, when the leaning vehicle (1) is cornering, the distance between the leaning vehicle (1) and the vehicle in front (2) along the direction of travel of the leaning vehicle (1) and the vehicle in front (2) is shorter compared to when the leaning vehicle (1) is not cornering. The control device according to claim 1.

3. When the lean vehicle (1) is cornering, the execution unit (22) changes the target positional relationship with respect to the preceding vehicle (3b), which is a vehicle belonging to a different convoy than the convoy to which the vehicle (1) belongs, in group driving where a group of multiple lean vehicles is traveling in multiple convoys, compared to when the vehicle (1) is not cornering, so that the distance between the vehicle (1) and the preceding vehicle (3b) along the direction of travel of the lean vehicle (1) and the preceding vehicle (2) becomes longer. The control device according to claim 1.

4. When the lean vehicle (1) is cornering, the execution unit (22) changes the target positional relationship between the vehicle (1) and the vehicle in front (3a), which is another vehicle belonging to the same convoy as the vehicle (1) in group driving where a group of multiple lean vehicles travels in multiple convoys, so that the distance between the vehicle (1) and the vehicle in front (3a) becomes longer compared to when the vehicle (1) is not cornering. The control device according to claim 1.

5. The execution unit (22) determines the degree of change in the target position relationship between when the lean vehicle (1) is cornering and when the lean vehicle (1) is not cornering, based on information from the setting operations performed by the rider of the lean vehicle (1). The control device according to claim 1.

6. The execution unit (22) determines the degree of change in the target positional relationship between when the lean vehicle (1) is cornering and when the lean vehicle (1) is not cornering, based on the attitude information of the lean vehicle (1). The control device according to claim 1.

7. The determination unit (23) determines whether or not the leaning vehicle (1) is cornering based on the attitude information of the leaning vehicle (1). The control device according to claim 1.

8. The attitude information includes the lean angle information of the lean vehicle (1), The control device according to claim 6 or 7.

9. The attitude information includes the lateral acceleration information of the lean vehicle (1), The control device according to claim 6 or 7.

10. The attitude information includes the yaw angular velocity information of the lean vehicle (1), The control device according to claim 6 or 7.

11. The attitude information includes steering angle information of the lean vehicle (1), The control device according to claim 6 or 7.

12. A control method for controlling the behavior of a lean vehicle (1), The execution unit (22) of the control device (20) performs a positional relationship adjustment operation to adjust the positional relationship between the lean vehicle (1) and the forward vehicles (2, 3a, 3b) located in front of the lean vehicle (1) to be the target positional relationship. Furthermore, the determination unit (23) of the control device (20) determines whether or not the lean vehicle (1) is in the middle of cornering. The execution unit (22) changes the target position relationship depending on whether the lean vehicle (1) is cornering or not. The execution unit (22) determines the degree of change in the target positional relationship between when the lean vehicle (1) is cornering and when the lean vehicle (1) is not cornering, based on (i) or (ii) below. (i) Information on setting operations performed by the lidar of the lean vehicle (1) (ii) Attitude information of the lean vehicle (1) Control method.

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