Driving assistance device, driving assistance method, and recording medium

Abstract

A driving assistance device for assisting in driving a vehicle, the driving assistance device comprising one or more processors, and one or more memories communicably connected to the one or more processors. In the driving assistance device, the one or more processors execute: an inclination angle calculation process for calculating the angle of inclination of a bicycle with respect to the vertical direction, the bicycle being recognized by an ambient environment recognition device for recognizing the peripheral environment of the vehicle; a prediction process for predicting that the bicycle will perform a course change in instances where the angle of inclination calculated through the inclination angle calculation process exceeds a prescribed angle threshold value; a determination process for determining whether there is a factor causing inclination of the bicycle different from the course change; and an angle threshold value setting process for setting the angle threshold value on the basis of the factor in instances where it is determined in the determination process that there is a factor causing inclination of the bicycle.

Description

[Technical Field]

[0001] This disclosure relates to a driver assistance device, a driver assistance method, and a recording medium. [Background technology]

[0002] Various driver assistance devices have been available for a long time to support vehicle drivers. In recent years, a technology has been developed in which the vehicle being assisted predicts the direction of travel of a bicycle based on the pedal position of the bicycle and the lean of the driver's body, and performs warning and braking control processing as needed to avoid collisions.

[0003] For example, Patent Document 1 discloses a technology that utilizes the characteristic of determining a change of direction when a bicycle tilts. Specifically, this technology uses the tilt angle of the bicycle and a preset angle threshold for determining a change of direction when determining whether or not the bicycle is changing direction. This technology determines that the bicycle is changing direction if the tilt angle of the bicycle is greater than the angle threshold. [Prior art documents] [Patent Documents]

[0004] [Patent Document 1] Japanese Patent Publication No. 2015-14948 [Overview of the project] [Problems that the invention aims to solve]

[0005] The technology described in Patent Document 1 assumes that the cyclist intentionally tilts the bicycle and their own body, but does not take into account that the bicycle may wobble unintentionally due to various factors such as the surrounding environment and circumstances. For example, if the bicycle wobbles while moving straight and the tilt angle exceeds an angle threshold, the vehicle assisting the cyclist, upon recognizing the bicycle, may mistakenly perceive that the bicycle is changing course. As a result, the vehicle assisting the cyclist may frequently perform evasive control such as steering or deceleration, potentially causing discomfort to the vehicle's occupants.

[0006] This disclosure is made in view of the above circumstances, and the purpose of this disclosure is to provide a driving assistance device, a driving assistance method, and a recording medium that can accurately predict whether or not a bicycle ridden by a driver will change lanes. [Means for solving the problem]

[0007] To solve the above problems, according to one aspect of this disclosure, a driving assistance device for assisting the driving of a vehicle comprises one or more processors and one or more memories communicately connected to the one or more processors, wherein the one or more processors perform: an inclination angle calculation process for calculating the inclination angle of a bicycle with respect to the vertical direction as recognized by an ambient environment recognition device that recognizes the surrounding environment of the vehicle; a prediction process for predicting that the bicycle will change course if the inclination angle calculated by the inclination angle calculation process exceeds a predetermined angle threshold; a determination process for determining whether there is a factor other than a change of course that causes the bicycle to tilt; and, if the determination process determines that there is a factor that causes the bicycle to tilt, an angle threshold setting process for setting the angle threshold based on that factor.

[0008] Furthermore, in order to solve the above problems, according to another aspect of this disclosure, a driving assistance method is provided which includes the steps of: one or more processors calculating the tilt angle of a bicycle with respect to the vertical as recognized by an ambient environment recognition device that recognizes the ambient environment of a vehicle; predicting that the bicycle will change course if the tilt angle exceeds a predetermined angle threshold; determining whether there is a factor other than a course change that causes the bicycle to tilt; and, if it is determined that there is a factor that causes the bicycle to tilt, setting the angle threshold based on that factor.

[0009] Furthermore, in order to solve the above problems, according to another aspect of this disclosure, a non-temporary tangible recording medium is provided which records a computer program that causes a processor to execute a process including: calculating the tilt angle of a bicycle with respect to the vertical direction as recognized by an ambient environment recognition device that recognizes the surrounding environment of a vehicle; predicting that the bicycle will change course if the tilt angle exceeds a predetermined angle threshold; determining whether there is a factor other than a course change that causes the bicycle to tilt; and, if it is determined that there is a factor that causes the bicycle to tilt, setting the angle threshold based on that factor. [Effects of the Invention]

[0010] As explained above, this disclosure makes it possible to accurately predict whether or not a bicycle ridden by a driver will change lanes. [Brief explanation of the drawing]

[0011] [Figure 1] This is a schematic diagram showing an example of the configuration of a vehicle according to the embodiments of this disclosure. [Figure 2] This is an explanatory diagram illustrating the roll axis, pitch axis, and yaw axis of the above-mentioned vehicle. [Figure 3] This is a block diagram showing an example of the configuration of the driver assistance system for the above vehicle. [Figure 4] This is an explanatory diagram to illustrate the pitch angle of the above vehicle. [Figure 5] This is an explanatory diagram to illustrate the pitch angle of the above vehicle. [Figure 6] This flowchart shows an example of a driver assistance method disclosed herein. [Figure 7] This is a schematic diagram showing a bicycle with a rider on it. [Figure 8] This is a schematic diagram showing a bicycle with a rider on it. [Figure 9] This is a schematic diagram showing a bicycle with a rider on it. [Figure 10] This is a schematic diagram showing a bicycle with a rider on it. [Figure 11]This is a schematic diagram showing a bicycle with a rider on it. [Figure 12] This is a schematic diagram showing a bicycle with a rider on it. [Figure 13] This is a schematic diagram showing a bicycle with a rider on it. [Figure 14] This is a schematic diagram showing a bicycle with a rider on it. [Figure 15] This is a schematic diagram showing a bicycle with a rider on it. [Figure 16] This is a schematic diagram showing a bicycle with a rider on it. [Figure 17] This is a schematic diagram showing a bicycle with a rider on it. [Figure 18] This is a schematic diagram showing a bicycle with a rider on it. [Figure 19] This is a schematic diagram showing a bicycle with a rider on it. [Figure 20] This is a schematic diagram showing a bicycle with a rider on it. [Figure 21] This is a schematic diagram showing a bicycle with a rider on it. [Figure 22] This is a schematic diagram showing a bicycle with a rider on it. [Figure 23] This is a schematic diagram showing a bicycle with a rider on it. [Modes for carrying out the invention]

[0012] 1. Embodiment Preferred embodiments of this disclosure will be described below with reference to the attached drawings. Note that the dimensions and scale of the parts in the drawings may differ from those of the actual parts. Also, the drawings may be schematic for the sake of clarity. Furthermore, the scope of this disclosure is not limited to the embodiments described below unless otherwise stated to specifically limit this disclosure.

[0013] [First Embodiment] <Vehicle Configuration> Figure 1 is a schematic diagram showing an example of the configuration of a vehicle 10 according to the first embodiment. The vehicle 10 is equipped with a driver assistance device 11. The vehicle 10 is configured as a two-wheel drive four-wheeled vehicle that transmits the drive torque output from a drive force source 17 that generates drive torque to the left front wheel and the right front wheel. The drive force source 17 may be an internal combustion engine such as a gasoline engine or a diesel engine, or it may be a drive motor. In addition, the vehicle 10 may be equipped with both an internal combustion engine and a drive motor as the drive force source 17.

[0014] Vehicle 10 may be a four-wheel drive vehicle that transmits driving torque to the front and rear wheels. Vehicle 10 may also be an electric vehicle equipped with two drive motors, for example, a motor for driving the front wheels and a motor for driving the rear wheels, or an electric vehicle equipped with a drive motor corresponding to each wheel. Furthermore, if vehicle 10 is an electric vehicle or a hybrid electric vehicle, vehicle 10 may be equipped with a secondary battery that stores the power supplied to the drive motors, and a generator such as a motor or fuel cell that generates the power charged to the battery.

[0015] Vehicle 10 is equipped with a drive source 17, an electric steering system 15, and brake systems 13A to 13D (hereinafter collectively referred to as "brake system 13" unless otherwise specified) as equipment used for controlling the operation of vehicle 10. The drive source 17 outputs drive torque that is transmitted to the front wheel drive shaft F via a transmission and differential mechanism 14 (not shown). The drive of the drive source 17 and the transmission is controlled by a vehicle control unit 21 which is configured to include one or more electronic control units (ECUs).

[0016] An electric steering system 15 is provided on the front wheel drive axle F. The electric steering system 15 includes an electric motor and a gear mechanism (not shown) and adjusts the steering angle of the front wheels by being controlled by the vehicle control unit 21. During manual driving, the vehicle control unit 21 controls the electric steering system 15 based on the steering angle of the steering wheel 16 made by the driver. During automatic driving, the vehicle control unit 21 controls the electric steering system 15 based on a set steering angle or steering angular velocity.

[0017] Brake devices 13A to 13D apply braking force to each wheel. Brake device 13 is configured as, for example, a hydraulic brake device, and the vehicle control unit 21 adjusts the hydraulic pressure supplied to each brake device 13 by controlling the drive of the hydraulic unit 24. If the vehicle 10 is an electric vehicle or a hybrid electric vehicle, the brake device 13 is used in conjunction with regenerative braking by the drive motor.

[0018] The vehicle control unit 21 includes one or more electronic control devices that control the drive of the power source 17, the electric steering device 15, and the hydraulic unit 24. If the vehicle 10 is equipped with a transmission that changes the speed of the output from the power source 17 and transmits it to the wheels, the vehicle control unit 21 has a function to control the drive of the transmission.

[0019] The vehicle control unit 21 is configured to acquire information transmitted from the driver assistance device 11 and to perform automatic driving control of the vehicle 10. In this embodiment, the vehicle control unit 21 is configured to control the acceleration, deceleration, and steering angle of the vehicle 10 based on the control of the collision avoidance processing unit 111F, which will be described later.

[0020] Furthermore, the vehicle 10 is equipped with front-facing cameras 12A and 12B, a rear-facing camera 12C, a vehicle position detection sensor 33, a vehicle speed sensor 34, and a display device 18.

[0021] The front-facing cameras 12A, 12B and the rear-facing camera 12C are included in the surrounding environment recognition device 12 for acquiring information about the surrounding environment of the vehicle 10. The front-facing cameras 12A and 12B photograph the area in front of the vehicle 10 and generate image data. The rear-facing camera 12C photographs the area behind the vehicle 10 and generates image data. The front-facing cameras 12A, 12B and the rear-facing camera 12C are equipped with image sensors such as CCD (Charged Coupled Devices) or CMOS (Complementary Metal Oxide Semiconductor) and transmit the generated image data to the driver assistance device 11 at a predetermined calculation cycle. In the vehicle 10 shown in Figure 1, the front-facing cameras 12A and 12B are configured as a stereo camera including a pair of left and right cameras, but the front-facing camera may be a monocular camera.

[0022] Furthermore, the surrounding environment recognition device 12 includes a side detection sensor for detecting the sides of the vehicle 10 and a direction detection sensor. In addition, the surrounding environment recognition device 12 may include one or more sensors from among LiDAR (Light Detection And Ranging), radar sensors such as millimeter-wave radar, and ultrasonic sensors.

[0023] The side detection sensor includes a side camera 12D. The side camera 12D is mounted, for example, on a side mirror 40 and captures images of the left rear, right rear, and side of the vehicle 10. The side detection sensor transmits the detection results to the driver assistance device 11.

[0024] Direction detection sensors include, for example, inertial sensors. Inertial sensors detect the vertical direction D V The sensor detects the angular velocity around the three axes of the vehicle 10: the roll axis X, the pitch axis Y, and the yaw axis Z, as well as the acceleration of the translational motion along these three axes. The direction detection sensor transmits the detection results to the driver assistance device 11. The detection results are transmitted in the vertical direction D V This includes the information on angular velocity and acceleration.

[0025] Figure 2 is an explanatory diagram illustrating the roll axis X, pitch axis Y, and yaw axis Z of vehicle 10, and is a top view of vehicle 10. The yaw axis Z is an axis extending in the vehicle height direction of vehicle 10. The pitch axis Y is an axis extending in the vehicle width direction of vehicle 10. The roll axis X is an axis extending in the vehicle length direction of vehicle 10. The roll axis X, pitch axis Y, and yaw axis Z are three axes that pass through the center point O of vehicle 10 and are mutually perpendicular at the center point O. The center point O is located at the center of the vehicle width, vehicle length, and vehicle height of vehicle 10. As shown in Figure 2, the roll axis X according to this embodiment consists of an axis X1 (dotted line in Figure 2) extending forward from the center point O in the direction of travel of vehicle 10, and an axis X2 (dotted line in Figure 2) extending backward from the center point O in the direction of travel of vehicle 10.

[0026] The vehicle position detection sensor 33 receives satellite signals from GNSS (Global Navigation Satellite System) positioning satellites, such as GPS (Global Positioning System) satellites. The vehicle position detection sensor 33 transmits the vehicle position information of the vehicle 10 contained in the received satellite signals to the driver assistance device 11. In addition to the GPS sensor, the vehicle position detection sensor 33 may also be equipped with an antenna that receives satellite signals from other satellite systems that determine the position of the vehicle 10.

[0027] The vehicle speed sensor 34 is a sensor that detects the speed of the vehicle 10. The vehicle speed sensor 34 may be, for example, an encoder that detects wheel speed, an encoder that detects the rotational speed of the drive motor as the driving force source 17, or a laser Doppler sensor. Alternatively, the vehicle speed sensor 34 may be a speed estimation module that utilizes SLAM (Simultaneous Localization And Mapping) self-position estimation technology using LiDAR or a camera. The vehicle speed sensor 34 is not particularly limited, and any ordinary sensor capable of detecting the speed of the moving vehicle 10 may be used.

[0028] The driver assistance device 11 may generate information indicating the vehicle's speed based on position information obtained from the vehicle position detection sensor 33. The driver assistance device 11 may, for example, calculate the vehicle's speed based on changes in the vehicle's position. Specifically, the driver assistance device 11 may calculate the vehicle's speed by dividing the distance from the vehicle's position obtained in a previous calculation cycle to the vehicle's current position obtained in the current calculation cycle by a unit time corresponding to the calculation cycle.

[0029] The display device 18 is driven by the driver assistance device 11 and displays various information visible to the driver. The display device 18 may be, for example, a display device provided in the instrument panel, or it may be a display device of a navigation system. Alternatively, the display device 18 may be a HUD (head-up display) that superimposes information visible to the driver onto the front windshield in the real space surrounding the vehicle 10.

[0030] The driver assistance device 11 functions as a device that assists the driver in driving the vehicle 10 by having one or more CPUs (Central Processing Units) or other processors execute a computer program. The computer program is a program that causes the processor to execute the operations that the driver assistance device 11 should perform, as described later. The computer program executed by the processor may be recorded on a recording medium that functions as a storage device 112 (memory) provided in the driver assistance device 11, or it may be recorded on a recording medium built into the driver assistance device 11 or on any external recording medium that can be attached to the driver assistance device 11.

[0031] Recording media for storing computer programs may include magnetic media such as hard disks, floppy disks, and magnetic tapes; optical recording media such as CD-ROMs, DVDs, and Blu-ray®; magneto-optical media such as floppy disks; memory elements such as RAM and ROM; flash memory such as USB memory and SSDs; and other media capable of storing programs.

[0032] (Functional configuration of driver assistance systems) Figure 3 is a block diagram showing an example configuration of the driver assistance device 11. The driver assistance device 11 is connected to the surrounding environment recognition device 12 and the vehicle control unit 21 via a dedicated line, CAN (Controller Area Network), or LIN (Local Internet) communication means. Note that the driver assistance device 11 is not limited to an electronic control unit mounted on the vehicle 10, but may also be a terminal device such as a touchpad or a wearable device.

[0033] The driver assistance device 11 includes a processing unit 111 and a storage device 112. The processing unit 111 includes one or more processors such as a CPU and various peripheral components. Part or all of the processing unit 111 may consist of updatable components such as firmware, or it may be a program module that is executed by commands from the CPU, etc.

[0034] The storage device 112 is one or more recording media such as RAM, ROM, HDD (Hard Disk Drive), CD (Compact Disc), DVD (Digital Versatile Disc), SSD (Solid State Drive), USB (Universal Serial Bus) flash, or storage device, which are connected to the processing unit 111 in a communicative manner. However, the type and number of storage devices 112 are not particularly limited, and there may be one or more.

[0035] The storage device 112 records computer programs executed by the processing unit 111, various parameters used in arithmetic processing, detection data, and data related to calculation results, etc. A portion of the storage device 112 is used as the work area of ​​the processing unit 111.

[0036] The storage device 112 according to this embodiment has a reference angle θ, which will be described later. RB ,θ LBThe system stores information such as the reference speed range, the appropriate posture, and a pre-trained face detection model. Reference angle θ RB ,θ LB This information is used in the angle threshold setting process (step S5) described later. The reference speed range information is used in the determination process (step S4) of the sixth embodiment described later. The appropriate posture information is used in the determination process (step S4) of the seventh embodiment described later. The pre-trained face detection model is used in the determination process (step S4) of the eighth embodiment described later.

[0037] The processing unit 111 includes an ambient environment recognition processing unit 111A, a determination processing unit 111B, an angle threshold setting processing unit 111C, an inclination angle calculation processing unit 111D, a prediction processing unit 111E, and a collision avoidance processing unit 111F. The functions of each of these parts are realized by the execution of a computer program by the processor. Some of the ambient environment recognition processing unit 111A, the determination processing unit 111B, the angle threshold setting processing unit 111C, the inclination angle calculation processing unit 111D, the prediction processing unit 111E, and the collision avoidance processing unit 111F may be configured by hardware such as analog circuits.

[0038] The surrounding environment recognition processing unit 111A acquires information about the surrounding environment of the vehicle 10. This information about the surrounding environment of the vehicle 10 includes, for example, information showing the measurement results of the surrounding environment recognition device 12.

[0039] The surrounding environment recognition processing unit 111A performs a process to recognize the surrounding environment of the vehicle 10 (hereinafter referred to as the surrounding environment recognition process) based on information about the surrounding environment of the vehicle 10 obtained from the surrounding environment recognition device 12 mounted on the vehicle 10. The surrounding environment recognition processing unit 111A recognizes moving and stationary objects around the vehicle 10.

[0040] The determination processing unit 111B determines, based on the measurement results from the surrounding environment recognition device 12, whether there is a factor other than a change in direction that causes the bicycle ridden by the rider to tilt. If the determination processing unit 111B determines that there is a factor causing the bicycle to tilt, the angle threshold setting processing unit 111C sets an angle threshold corresponding to that factor. In the following explanation, the bicycle ridden by the rider will be referred to as "bicycle".

[0041] The tilt angle calculation processing unit 111D identifies the vertical direction based on the measurement results obtained from the direction detection sensor. The tilt angle calculation processing unit 111D calculates the tilt angle θ of the bicycle relative to the vertical direction, which is recognized by the surrounding environment recognition processing. The prediction processing unit 111E predicts that the recognized bicycle will change course if the tilt angle θ calculated by the tilt angle calculation processing unit 111D exceeds the angle threshold set by the angle threshold setting processing unit 111C.

[0042] Figures 4 and 5 are explanatory diagrams illustrating the pitch angle of the vehicle 10. The tilt angle calculation processing unit 111D according to this embodiment calculates the roll angle, pitch angle, and yaw angle of the vehicle 10 based on the detection result information obtained from the direction detection sensor. The roll angle is the rotation angle of the vehicle 10 around the roll axis X. The pitch angle is the rotation angle of the vehicle 10 around the pitch axis Y. The yaw angle is the rotation angle of the vehicle 10 around the yaw axis Z.

[0043] In this embodiment, the pitch angle is defined as 0° when the roll axis X of the vehicle 10 is parallel to the horizontal direction H. Furthermore, the pitch angle is defined as a positive value when the axis X1 of the roll axis X is inclined vertically upward from the horizontal direction H, as shown in Figure 4, and the pitch angle is defined as a negative value when the axis X1 of the roll axis X of the vehicle 10 is inclined vertically downward from the horizontal direction H, as shown in Figure 5.

[0044] The collision avoidance processing unit 111F determines whether there is a possibility of collision between the bicycle, which is predicted by the prediction processing unit 111E to change its course, and the vehicle 10. If the collision avoidance processing unit 111F determines that there is a possibility of collision between the bicycle, which is predicted to change its course, and the vehicle 10, it controls the vehicle control unit 21 to cause the vehicle 10 to perform an action to avoid a collision between the bicycle and the vehicle 10.

[0045] <Driving assistance methods> Figure 6 is a flowchart showing an example of the driving assistance method of this disclosure. The following description of an example of the driving assistance method of this disclosure will be made with reference to Figure 6. The flowchart above is executed repeatedly at a predetermined calculation cycle when the function of this disclosure is activated. The description of the driving assistance method described later will assume that the bicycle is traveling ahead of the vehicle 10 in the direction of travel.

[0046] (Step S1: Obtain information about the vehicle's surrounding environment) When the processing unit 111 of the driver assistance device 11 detects the activation of the assistance function, the surrounding environment recognition processing unit 111A acquires information about the surrounding environment of the vehicle 10 in step S1. Specifically, the surrounding environment recognition processing unit 111A acquires image data from the surrounding environment recognition device 12 (forward-facing cameras 12A, 12B) which has captured images of the area around the vehicle 10.

[0047] (Step S2: Surrounding environment recognition processing) Next, in step S2, the surrounding environment recognition processing unit 111A performs surrounding environment recognition processing based on the surrounding environment information acquired from the surrounding environment recognition device 12. Specifically, the surrounding environment recognition processing unit 111A extracts feature points from image data acquired from the surrounding environment recognition device 12 by edge detection processing, etc., performs matching processing (pattern matching) with data of feature point groups of various objects that have been recorded in advance, recognizes objects to be detected that exist around the vehicle 10, identifies the type of object to be detected, and identifies the location of the object to be detected.

[0048] The surrounding environment recognition processing unit 111A recognizes objects present around the vehicle 10 by matching the extracted feature point cloud data with data of feature point cloud patterns representing, for example, vehicles, bicycles, bicycle rear wheels, pedestrians, guardrails, curbs, roads, the road surface on which the bicycle travels, unevenness and puddles on the road surface, luggage loaded on the bicycle, bicycle passengers, buildings, or boundary lines of vehicle lanes, and identifies the type of object. The surrounding environment recognition processing unit 111A also identifies the position of the object in real space based on the position of the object within the measurement range and the distance to the object.

[0049] Next, the surrounding environment recognition processing unit 111A calculates the movement speed and direction of the recognized moving object if the detected object is a moving object. For example, the surrounding environment recognition processing unit 111A uses the measurement data acquired in the current calculation cycle and the measurement data acquired in previous calculation cycles to calculate the movement speed and direction of the detected object in real space based on the time change in the position of the same detected object.

[0050] The ambient environment recognition processing performed in step S2 can be carried out using conventionally known techniques and is not particularly limited. For example, if one of the ambient environment recognition devices 12 is a LiDAR, the measurement data includes information on the velocity of the measurement point, so the process of calculating the moving velocity by the ambient environment recognition processing unit 111A may be omitted.

[0051] (Step S3: Is there a bicycle ahead in the direction of travel?) In step S3, the surrounding environment recognition processing unit 111A determines, based on the results of the surrounding environment recognition processing, whether or not there is a bicycle in front of the vehicle 10 in the direction of travel. If the surrounding environment recognition processing detects a bicycle, the surrounding environment recognition processing unit 111A determines that a bicycle is present in front of the vehicle 10 in the direction of travel. On the other hand, if the surrounding environment recognition processing does not detect a bicycle, the surrounding environment recognition processing unit 111A determines that there is no bicycle in front of the vehicle 10 in the direction of travel.

[0052] If the surrounding environment recognition processing unit 111A determines that a bicycle is present in front of the vehicle 10 in the direction of travel (YES in step S3), the determination processing unit 111B executes step S4, which will be described later. On the other hand, if the processing unit 111 determines that there is no bicycle present in front of the vehicle 10 in the direction of travel (NO in step S3), it executes step S1 again.

[0053] (Step S4: Are there any other factors causing the inclination that are different from the change in course?) In step S4, the determination processing unit 111B determines whether there is a factor causing the bicycle to tilt other than a change in direction. Specifically, the determination processing unit 111B determines whether there is a factor causing the bicycle to tilt based on the unevenness of the road surface on which the bicycle is traveling. More specifically, the processing unit 111 executes either process 1 or 2 below.

[0054] (Process 1) In the surrounding environment recognition process of step S2, the surrounding environment recognition processing unit 111A recognizes a protrusion on the road surface on which the vehicle 10 is traveling. The determination processing unit 111B estimates the height of the protrusion based on the image data captured of the protrusion.

[0055] Generally, if there is a protrusion of a certain height or higher on the road surface on which a bicycle is traveling, the bicycle's tires may trip over the protrusion, causing the bicycle to tilt even without changing direction. Therefore, the determination processing unit 111B according to this embodiment determines that if the estimated height of the protrusion is greater than or equal to the predetermined height, there is a factor that causes the bicycle to tilt other than changing direction, and if the estimated height of the protrusion is less than the predetermined height, it determines that there is no factor that causes the bicycle to tilt other than changing direction.

[0056] (Process 2) In the surrounding environment recognition process of step S2, the surrounding environment recognition processing unit 111A recognizes a puddle on the road surface on which the vehicle 10 is traveling. The judgment processing unit 111B estimates the depth of the puddle based on the image data captured of the puddle. Specifically, for example, the judgment processing unit 111B measures the vertical dimension D1 of the wheel of the bicycle or other vehicle from the image data captured of the puddle before the bicycle or other vehicle entered it. Next, the judgment processing unit 111B measures the vertical dimension D2 of the part of the wheel that is not submerged in the puddle from the image data captured of the puddle in which the bicycle or other vehicle has entered, and estimates the depth of the puddle by calculating the difference (D1-D2) between dimension D1 and dimension D2.

[0057] Generally, if there is a puddle of a certain depth or greater on the road surface where a bicycle is traveling, the bicycle's tires may get stuck in the puddle, causing the bicycle to tilt even without changing direction. Therefore, the determination processing unit 111B according to this embodiment determines that if the estimated depth of the puddle is greater than or equal to the predetermined depth, there is a factor that causes the bicycle to tilt other than changing direction, and if the estimated depth of the puddle is less than the predetermined depth, it determines that there is no factor that causes the bicycle to tilt other than changing direction.

[0058] If the determination processing unit 111B determines that there is a factor other than a change in course (YES in step S4), the angle threshold setting processing unit 111C executes step S5 described below. On the other hand, if the determination processing unit 111B determines that there is no factor other than a change in course (NO in step S4), the processing unit 111 executes step S3 again.

[0059] Furthermore, the method for estimating the height of protrusions on the road surface where the bicycle is traveling, and the depth of puddles, is not particularly limited and may be detected by known techniques. For example, the height of protrusions on the road surface is not limited to a method based on image data acquired from forward-facing cameras 12A and 12B, but may also be estimated using LiDAR.

[0060] (Step S5: Angle threshold setting process) FIG. 7 is an explanatory diagram for explaining the angle threshold setting process, and is a diagram schematically showing the bicycle 20. In step S5, if it is determined in the determination process of the previous step S4 that there is a factor that causes the bicycle 20 to tilt, the angle threshold setting processing unit 111C sets an angle threshold based on the factor.

[0061] Specifically, if it is determined in the determination process of the previous step S4 that there is a factor that causes the bicycle 20 to tilt, the angle threshold setting processing unit 111C sets the angle threshold on the right side in the traveling direction of the bicycle 20 to a reference angle θ RB to an angle θ larger than A , and sets the angle threshold on the left side in the traveling direction of the bicycle 20 to a reference angle θ LB to an angle θ larger than B .

[0062] The angle θ A (for example, 20° or 30°) is a value obtained by adding a first angle θ1 (for example, 5° or 15°) to the reference angle θ RB (for example, 15°). The angle θ B (for example, 20° or 30°) is a value obtained by adding a first angle θ1 (for example, 5° or 15°) to the reference angle θ LB (for example, 15°).

[0063] The above "angle threshold" is a threshold for determining whether or not the bicycle 20 will change course. The above "reference angle" is a preset angle threshold (specified value) assuming that the bicycle 20 travels on a flat road.

[0064] (Step S6: Tilt angle calculation processing) FIGS. 8 and 9 are explanatory diagrams for explaining the tilt angle calculation processing. FIG. 8 is a diagram schematically showing the bicycle 20 facing backward relative to the vehicle 10, and FIG. 9 is a diagram schematically showing the bicycle 20 facing forward relative to the vehicle 10.

[0065] In step S6, the tilt angle calculation processing unit 111D obtains the vertical direction D of the bicycle 20 recognized by the surrounding environment recognition device 12 that recognizes the surrounding environment of the vehicle 10 VThe tilt angle θ is calculated. Specifically, the processing unit 111 performs either process 3 or 4 below.

[0066] (Process 3) In the surrounding environment recognition processing of step S2, the surrounding environment recognition processing of the bicycle 20 rear wheel R W The tilt angle calculation processing unit 111D recognizes the vertical direction D based on the detection result information obtained from the direction detection sensor. V Identify the tilt angle. The tilt angle calculation processing unit 111D identifies the rear wheel R W Central axis D F And the identified vertical direction D V The angle between the two is calculated as the tilt angle θ of bicycle 20.

[0067] (Process 4) The surrounding environment recognition processing unit 111A recognizes the frame f (e.g., head tube) of the bicycle 20 in the surrounding environment recognition processing of step S2. The tilt angle calculation processing unit 111D calculates the vertical direction D based on the detection result information obtained from the direction detection sensor. V The tilt angle calculation processing unit 111D identifies the central axis D of the recognized frame f. C And the identified vertical direction D V The angle between the two is calculated as the tilt angle θ of bicycle 20.

[0068] (Step S7: Has the bicycle's tilt angle exceeded the angle threshold?) Figures 10-13 are explanatory diagrams illustrating step S7, and schematically represent the bicycle 20. In step S7, the prediction processing unit 111E determines whether the inclination angle θ calculated in the preceding step S6 exceeds the angle threshold set in the preceding step S5.

[0069] Specifically, as shown in Figure 10, the prediction processing unit 111E sets the calculated inclination angle θ as the angle threshold angle θ. A In the following cases, or as shown in Figure 11, the calculated inclination angle θ is set as the angle threshold angle θ BThe tilt angle of bicycle 20 is determined not to exceed the angle threshold if the following conditions are met.

[0070] On the other hand, as shown in Figure 12, the prediction processing unit 111E sets the calculated inclination angle θ as the angle threshold angle θ. A If it is greater than, or as shown in Figure 13, the calculated inclination angle θ is set as the angle threshold angle θ B If it is greater than this, it is determined that the tilt angle of bicycle 20 has exceeded the angle threshold.

[0071] If the prediction processing unit 111E determines that the tilt angle of the bicycle 20 exceeds the angle threshold (YES in step S7), it executes step S8, which will be described later. On the other hand, if the processing unit 111 determines that the tilt angle of the bicycle 20 does not exceed the angle threshold (NO in step S7), it sets the angle threshold to angle θ A ,θ B From the reference angle θ RB ,θ LB Reset and perform step S3 again.

[0072] (Step S8: Accumulate the duration over which the angle threshold was exceeded) In step S8, the prediction processing unit 111E accumulates the duration for which the tilt angle θ of the bicycle 20 exceeds the angle threshold set in the previous step S5. That is, if the tilt angle θ of the bicycle 20 continues to exceed the angle threshold until time t1, the prediction processing unit 111E measures the difference (t1-t0) from time t0, when the tilt angle θ began to exceed the angle threshold, to time t1.

[0073] (Step S9: Is the duration longer than the specified time?) In step S9, the prediction processing unit 111E determines whether the duration measured in the preceding step S8 is greater than or equal to a predetermined time. If the measured duration is greater than or equal to the predetermined time, that is, if the above difference (t1-t0) is greater than or equal to a predetermined time interval (YES in step S9), the prediction processing unit 111E executes step S10, which will be described later. On the other hand, if the measured duration is less than the predetermined time, that is, if the above difference (t1-t0) is less than a predetermined time interval (NO in step S9), the processing unit 111 executes step S7 again.

[0074] (Step S10: Prediction process) In step S10, the prediction processing unit 111E predicts that the bicycle 20 will change course if the inclination angle θ calculated by the inclination angle calculation process in step S6 exceeds a predetermined angle threshold.

[0075] Specifically, the prediction processing unit 111E predicts that the bicycle 20 will change course if the duration for which the tilt angle θ of the bicycle 20 exceeds the angle threshold set in step S5 is longer than a predetermined time. This prevents the system from immediately determining that the bicycle 20 is changing course as soon as the tilt angle θ exceeds the angle threshold due to wobbling. Therefore, the prediction processing unit 111E can accurately determine whether the bicycle 20 is wobbling or changing course.

[0076] (Step S11: Determine the likelihood of the bicycle colliding with the vehicle) In step S11, the collision avoidance processing unit 111F determines whether or not there is a possibility that the bicycle 20, which was predicted to change course based on the prediction processing in step S10, will collide with the vehicle 10.

[0077] Specifically, the collision avoidance processing unit 111F estimates the predicted path of the vehicle 10 based on the yaw angle of the vehicle 10 or the steering angle of the vehicle 10 calculated by the tilt angle calculation processing unit 111D.

[0078] Next, the collision avoidance processing unit 111F estimates the predicted path of the bicycle 20 based on the speed of the bicycle 20 and the tilt angle θ of the bicycle 20 calculated in the previous step S2. Specifically, the collision avoidance processing unit 111F sequentially calculates the turning radius of the bicycle 20 based on the speed of the bicycle 20 and the tilt angle θ of the bicycle 20, and estimates the predicted path of the bicycle 20 from the calculated turning radius.

[0079] Next, the collision avoidance processing unit 111F determines whether the estimated predicted path R1 of the bicycle 20 and the estimated predicted path R2 of the vehicle 10 intersect. If the collision avoidance processing unit 111F determines that the predicted paths R1 and R2 intersect, it calculates the time t2 at which the vehicle 10 will reach intersection XP based on the vehicle 10's current speed, and calculates the time t3 at which the bicycle 20 will reach intersection XP based on the bicycle 20's current speed.

[0080] Next, the collision avoidance processing unit 111F determines whether the time interval between time t2 and time t3 is greater than or equal to a predetermined interval. If the collision avoidance processing unit 111F determines that the time interval is greater than or equal to the predetermined interval, it determines that there is no possibility of a collision between the vehicle 10 and the bicycle 20. On the other hand, if the collision avoidance processing unit 111F determines that the time interval is less than the predetermined interval, it determines that there is a possibility of a collision between the vehicle 10 and the bicycle 20.

[0081] On the other hand, if the collision avoidance processing unit 111F determines that the predicted path R1 and predicted path R2 do not intersect, it determines that there is no possibility of the bicycle 20 colliding with the vehicle 10.

[0082] If the collision avoidance processing unit 111F determines that there is a possibility of the bicycle 20 colliding with the vehicle 10 (YES in step S11), it executes step S12, which will be described later. On the other hand, if the processing unit 111 determines that there is no possibility of the bicycle 20 colliding with the vehicle 10 (NO in step S11), it sets the angle threshold to angle θ A ,θ B From the reference angle θ RB ,θ LB Reset and perform step S3 again.

[0083] (Step S12: Collision avoidance process) The collision avoidance processing unit 111F, when it determines that there is a possibility of the bicycle 20 colliding with the vehicle 10, executes collision avoidance processing to avoid a collision between the vehicle 10 and the bicycle 20. Specifically, the collision avoidance processing unit 111F outputs command information to the vehicle control unit 21 to avoid a collision between the vehicle 10 and the bicycle 20. Upon receiving this command information, the vehicle control unit 21 controls the steering angle and / or acceleration / deceleration of the vehicle 10 so that the predicted path of the vehicle 10 and the predicted path of the bicycle 20 do not intersect.

[0084] In step S12, the vehicle control unit 21 controls, for example, the steering angle and / or acceleration / deceleration control amount of the vehicle 10, the tilt angle θ of the bicycle 20, an angle threshold, and the difference (θ-θ). A or θ-θ B The amount shall be in accordance with the difference. That is, the vehicle control unit 21 increases the control amount as the difference increases and decreases it as the difference decreases.

[0085] Furthermore, the collision avoidance process to prevent a collision between the vehicle 10 and the bicycle 20 is not limited to the process described above, and conventionally known technologies may be used.

[0086] (Step S13: Overtaking or passing completed?) The collision avoidance processing unit 111F determines whether the vehicle 10 has completed overtaking the bicycle 20 or passing the bicycle 20. Specifically, if, as a result of the execution of the preceding step S12, the vehicle 10 has overtaken the bicycle 20 or passed the bicycle 20 and the bicycle 20 is not detected by the side detection sensor or the front camera 12A, 12B, the collision avoidance processing unit 111F determines that the vehicle 10 has completed overtaking the bicycle 20 or passing the bicycle 20 (YES in step S13).

[0087] On the other hand, if, as a result of step S12, the bicycle 20 is detected by the side detection sensor or the front camera 12A, 12B, the collision avoidance processing unit 111F determines that the vehicle 10 has not yet completed overtaking the bicycle 20 or passing the bicycle 20 (NO in step S13). In this case, the processing unit 111 sets the angle threshold to angle θ. A ,θ B From the reference angle θ RB ,θ LB Reset and perform step S3 again.

[0088] As can be understood from the above description, the driver assistance device 11 according to this embodiment comprises one or more processors and one or more memories connected to the one or more processors in a communicative manner, and the one or more processors recognize the vertical direction D of the bicycle 20 recognized by the surrounding environment recognition device 12 which recognizes the surrounding environment of the vehicle 10 V The following processes are executed: an inclination angle calculation process to calculate the inclination angle θ relative to the object; a prediction process to predict that the bicycle 20 will change course if the inclination angle θ calculated by the inclination angle calculation process exceeds a predetermined angle threshold; a determination process to determine whether there is a factor other than a change in course that causes the bicycle 20 to tilt; and, if the determination process determines that there is a factor that causes the bicycle 20 to tilt, an angle threshold setting process to set an angle threshold based on that factor.

[0089] According to the above-described driving support device 11, the angle threshold is the reference angle θ RB ,θ LB The angle threshold is reset, and the reset angle θ is adapted to various factors that can tilt the bicycle 20, which are different from changes in direction. A ,θ B This results in the prediction processing unit 111E determining that the tilt angle θ of the bicycle 20 is a predetermined reference angle θ. RB ,θ LB Rather than uniformly predicting that bicycle 20 will change lanes when it exceeds a certain threshold, this method allows for a more accurate prediction of whether or not bicycle 20 will change lanes.

[0090] Furthermore, as described above, in the determination process, one or more of the above processors determine whether or not there is a factor causing the bicycle 20 to tilt based on the unevenness of the road surface on which the bicycle 20 is traveling. Specifically, in the determination process, one or more of the above processors determine that there is a factor causing the bicycle 20 to tilt if the height of the protrusion on the road surface is greater than or equal to a predetermined height, and in the angle threshold setting process, a predetermined reference angle θ RB ,θ LB Adding the first angle θ1 to this angle θ A ,θ B Set this as the angle threshold.

[0091] According to the above embodiment, the angle threshold is the reference angle θ RB ,θ LB An angle θ larger than A ,θ B This is set to make it difficult for the tilt angle θ to exceed the angle threshold, even if the bicycle 20 is tilted. This prevents the prediction processing unit 111E from mistakenly predicting the wobbling of the bicycle 20 caused by a bump on the road surface as a change of direction, thereby improving the judgment accuracy of the prediction processing unit 111E.

[0092] [Second Embodiment] Next, an example of a driving assistance method according to the second embodiment of this disclosure will be described with reference to Figure 6. In the descriptions of the driving assistance methods of the second to eighth embodiments described later, the same reference numerals will be used for the same configurations and steps as in the first embodiment, and their descriptions will be omitted.

[0093] (Step S4: Are there any other factors causing the inclination that are different from the change in course?) Figure 14 schematically shows a bicycle 20 traveling on an inclined surface (hereinafter sometimes referred to as a lateral inclined surface) that slopes in the width direction of the vehicle 10 and the bicycle 20. The determination processing unit 111B determines whether or not there is a factor causing the bicycle to tilt other than a change of direction. Specifically, the determination processing unit 111B determines whether or not there is a factor causing the bicycle 20 to tilt based on the inclination state of the road surface R on which the bicycle 20 is traveling. More specifically, the determination processing unit 111B executes the following processes 5, 6, or 7.

[0094] (Process 5) Generally, if the road surface on which a bicycle is traveling is a laterally inclined surface, the bicycle traveling on the laterally inclined surface is more likely to tilt even without changing direction vertically downward. Therefore, the determination processing unit 111B according to this embodiment determines that if the roll angle of the vehicle 10 is greater than or equal to a predetermined angle, that is, if the road surface R on which the vehicle 10 and the bicycle 20 are traveling is an inclined surface that is inclined greater than or equal to a predetermined inclination angle in the width direction of the vehicle 10, there is a factor that causes the bicycle 20 to tilt other than changing direction (YES in step S4). On the other hand, if the roll angle, pitch angle, and yaw angle of the vehicle 10 are less than the predetermined angles, the determination processing unit 111B determines that there is no factor that causes the bicycle 20 to tilt other than changing direction (NO in step S4).

[0095] (Process 6) Generally, when a bicycle is traveling on an uphill road, the cyclist may pedal with force, causing the bicycle to tilt even without changing direction. Therefore, the determination processing unit 111B according to this embodiment determines that there is a factor causing the bicycle 20 to tilt that is different from changing direction if the positive value of the pitch angle of the vehicle 10 is greater than or equal to a predetermined threshold, that is, if the road surface R on which the vehicle 10 and the bicycle 20 are traveling is an uphill slope that is inclined at a predetermined angle or greater in the direction of travel of the bicycle 20 (YES in step S4). On the other hand, the determination processing unit 111B determines that there is no factor causing the bicycle 20 to tilt that is different from changing direction if the roll angle, pitch angle, and yaw angle of the vehicle 10 are less than predetermined angles (NO in step S4).

[0096] (Process 7) Generally, when a bicycle travels downhill, it may tilt even without changing its lane due to an increase in speed. Therefore, the determination processing unit 111B according to this embodiment determines that there is a factor causing the bicycle 20 to tilt that is different from changing its lane if the negative value of the pitch angle of the vehicle 10 is less than a predetermined threshold, that is, if the road surface R on which the vehicle 10 and the bicycle 20 are traveling is a downhill slope that is inclined at a predetermined angle or more in the direction of travel of the bicycle 20 (YES in step S4). On the other hand, the determination processing unit 111B determines that there is no factor causing the bicycle 20 to tilt that is different from changing its lane if the roll angle, pitch angle, and yaw angle of the vehicle 10 are less than predetermined angles (NO in step S4).

[0097] The method by which the determination processing unit 111B determines whether the road surface R on which the vehicle 10 and bicycle 20 are traveling is an uphill, downhill, or lateral inclined surface may utilize conventionally known techniques. For example, the determination processing unit 111B may determine whether the road surface R is an uphill, downhill, or lateral inclined surface based on image data of the road surface R, information on the steering amount of the vehicle 10, or driving data of the vehicle 10 such as engine load.

[0098] (Step S5: Angle threshold setting process) In step S5, if the angle threshold setting processing unit 111C determines in the judgment process of step S4 that there is a factor causing the bicycle 20 to tilt, it sets an angle threshold based on that factor. Specifically, the angle threshold setting processing unit 111C executes the following processes 8, 9, or 10.

[0099] (Process 8) If the determination processing unit 111B determines that there is a factor causing the bicycle 20 to tilt, the angle threshold setting processing unit 111C sets the angle threshold on the slope side vertically upward from the point S where the bicycle 20 touches the slope surface to the reference angle θ. LB The angle threshold on the slope side vertically downward from the contact point S on the lateral inclined surface is set to the reference angle θ. RBIt is made smaller than the reference angle θ. As shown in Figure 14, because the road surface R on which the bicycle 20 travels is a lateral inclined surface, the bicycle attempting to travel in a straight line will tilt toward the slope side vertically upward from the point of contact S, as shown in the same figure, against the inclination of the road surface R. Accordingly, the angle threshold setting processing unit 111C sets the angle threshold of the slope side vertically upward from the point of contact S between the bicycle 20 and the lateral inclined surface to the reference angle θ. LB An angle θ greater than (for example, 15°) B (For example, 20°) The angle threshold on the slope side vertically downward from the contact point S of the lateral inclined surface is set to the reference angle θ. RB An angle θ smaller than (for example, 15°) A (For example, let's say 10°)

[0100] In process 8, the angle threshold setting processing unit 111C sets the angle threshold on the slope side vertically upward from the point S where the bicycle 20 makes contact with the slope, according to the roll angle of the vehicle 10 (angle of inclination of the slope). B The angle threshold on the slope side vertically downward from the point S where the bicycle 20 makes contact with the slope surface is set to an angle θ corresponding to the roll angle of the vehicle 10 (angle of inclination of the slope surface). A It may also be set as follows: That is, the angle threshold setting processing unit 111C according to this embodiment may uniformly set the angle threshold on the slope side vertically above the contact point S and the angle threshold on the slope side vertically below the contact point S, or it may be set variably according to the roll angle (angle of inclination of the inclined surface) of the vehicle 10.

[0101] The method for estimating the inclination angle of the inclined surface is not particularly limited, and conventionally known techniques may be used. For example, the determination processing unit 111B may estimate the inclination angle of the inclined surface based on image data of the inclined surface (road surface R), information on the steering amount of the vehicle 10, or driving data such as the engine load of the vehicle 10.

[0102] (Process 9) If the angle threshold setting processing unit 111C determines, based on the above processing 6 by the determination processing unit 111B, that there is a factor causing the bicycle 20 to tilt, then the angle threshold setting processing unit 111C sets the angle threshold to the reference angle θ. RB ,θ LBTo make it larger. Figure 15 is a schematic diagram showing a bicycle 20 traveling uphill. When a bicycle travels uphill, the rider pedals with force, causing it to tilt to the right and left in the direction of travel, compared to when traveling on a road surface R as shown in Figure 14. Therefore, when the road surface R on which the vehicle 10 and the bicycle 20 are traveling is an uphill slope that is tilted by a predetermined angle or more in the direction of travel of the bicycle 20, the angle threshold setting processing unit 111C sets a predetermined reference angle θ as shown in Figure 15 to prevent the tilt from being mistakenly determined as a tilt due to a change of direction. RB ,θ LB An angle θ (for example, 15°) is added to a second angle θ2 (for example, 15°). A ,θ B Set the angle threshold to (for example, 30°), and set the angle threshold to the reference angle θ. RB ,θ LB Make it larger than that.

[0103] (Process 10) If the angle threshold setting processing unit 111C determines, based on the above processing 7 by the determination processing unit 111B, that there is a factor causing the bicycle 20 to tilt, then the angle threshold setting processing unit 111C sets the angle threshold to the reference angle θ. RB ,θ LB To make it smaller than. Figure 16 is a schematic diagram showing a bicycle 20 traveling downhill. When a bicycle travels downhill, its speed increases compared to when it travels on a road surface R (lateral slope) as shown in Figure 14 or a road surface R (uphill) as shown in Figure 15, so it may change course with a smaller inclination angle θ. Therefore, when the road surface R on which the vehicle 10 and the bicycle 20 are traveling is a downhill slope that is inclined by a predetermined inclination angle or more in the direction of travel of the bicycle 20, the angle threshold setting processing unit 111C improves the detection accuracy of detecting the inclination associated with the change of course of the bicycle 20 traveling downhill, as shown in Figure 16, by setting a predetermined reference angle θ RB ,θ LB An angle θ obtained by subtracting a third angle θ3 (for example, 5°) from an angle (for example, 15°). A ,θ B Set the angle threshold to (for example, 10°), and set the angle threshold to the reference angle θ. RB ,θ LB Make it smaller than that.

[0104] As described above, in the determination process of step S4, one or more processors according to the second embodiment determine whether there is a factor other than a change of direction that causes the bicycle 20 to tilt, based on the inclination state of the road surface R on which the bicycle 20 is traveling.

[0105] Specifically, in the determination process of step S4, one or more processors determine that if the road surface R on which the vehicle 10 and bicycle 20 travel is an inclined surface that is inclined at a predetermined angle or more in the width direction of the vehicle 10, there is a factor causing the bicycle 20 to tilt. In the angle threshold setting process of step S5, the angle threshold of the inclined surface on the upper side of the slope from the point of contact S between the bicycle 20 and the inclined surface is set to an angle greater than a predetermined reference angle, and the angle threshold of the inclined surface on the lower side of the slope from the point of contact S is set to an angle smaller than a predetermined reference angle.

[0106] According to the above embodiment, the angle threshold on the slope side vertically upward from the contact point S is set to an angle larger than the reference angle. Therefore, even if the bicycle 20 tilts vertically upward from the contact point S, it becomes difficult for this tilt angle θ to exceed the expanded angle threshold. As a result, the prediction processing unit 111E is prevented from mistakenly predicting the wobbling of the bicycle 20, which is caused by the road surface R on which the vehicle 10 and the bicycle 20 are traveling, as a change of course, and the judgment accuracy of the prediction processing unit 111E is improved.

[0107] In particular, in the second embodiment, the angle threshold is the reference angle θ RB ,θ LB The angle threshold is reset, and the reset angle threshold is the angle θ that fits the inclination angle of the lateral inclined surface. A ,θ B This results in the prediction processing unit 111E determining that the tilt angle θ of the bicycle 20 is a predetermined reference angle θ. RB ,θ LB Rather than uniformly predicting that bicycle 20 will change lanes when it exceeds a certain threshold, this method allows for a more accurate prediction of whether or not bicycle 20 will change lanes.

[0108] Further, as described above, in the determination process of step S4, when the road surface R on which the vehicle 10 and the bicycle 20 travel is an uphill that slopes at a predetermined inclination angle or more in the traveling direction of the bicycle 20, the one or more processors according to the second embodiment determine that there is a factor that causes the bicycle 20 to tilt, and in the angle threshold setting process of step S5, the predetermined reference angle θ RB ,θ LB plus a second angle θ2 to obtain an angle θ A ,θ B is set as the angle threshold.

[0109] According to the above aspect, the angle threshold is set to an angle θ RB ,θ LB larger than the reference angle θ A ,θ B . Therefore, even if the bicycle 20 traveling uphill tilts, the tilt angle θ is less likely to exceed the angle threshold. This suppresses the prediction processing unit 111E from erroneously predicting the wobbling of the bicycle 20 caused by traveling uphill as a course change, thereby improving the determination accuracy of the prediction processing unit 111E.

[0110] Furthermore, in the determination process of step S4, when the road surface R on which the vehicle 10 and the bicycle 20 travel is a downhill that slopes at a predetermined inclination angle or more in the traveling direction of the bicycle 20, the one or more processors according to the second embodiment determine that there is a factor that causes the bicycle 20 to tilt, and in the angle threshold setting process of step S5, the predetermined reference angle θ RB ,θ LB minus a third angle θ3 to obtain an angle θ A ,θ B is set as the angle threshold.

[0111] According to the above aspect, the angle threshold is set to an angle θ RB ,θ LB smaller than the reference angle θ A ,θ B . Therefore, when the bicycle 20 traveling downhill tilts due to a course change, the tilt angle θ is likely to exceed the angle threshold. Accordingly, the prediction processing unit 111E can detect that the tilt angle θ of the bicycle 20 exceeds the prescribed preset reference angle θ RB ,θLB Rather than uniformly predicting that the bicycle will change direction when it exceeds a certain threshold, this improves the accuracy of detecting the tilt associated with the bicycle's change of direction.

[0112] [Third Embodiment] <Driving assistance methods> Next, the configuration of the vehicle 10 according to the third embodiment of this disclosure will be described. The vehicle 10 of the third embodiment differs from the vehicle 10 of the first embodiment in that it has a wind direction and wind speed sensor. In the description of the configurations of the third and fourth embodiments described later, the description of configurations similar to those of the vehicle 10 of the first embodiment will be omitted.

[0113] <Vehicle Configuration> The wind direction and wind speed sensor can be any known sensor capable of measuring wind direction and wind speed, and can be installed at any position on the vehicle 10 so as to be able to measure wind direction and wind speed. The wind direction and wind speed sensor transmits the measurement results to the processing unit 111.

[0114] <Driving assistance methods> Next, an example of a driving assistance method according to the third embodiment of this disclosure will be described with reference to Figure 6.

[0115] (Step S4: Are there any other factors causing the inclination that are different from the change in course?) The determination processing unit 111B determines whether there are factors other than a change in direction that could cause the bicycle to tilt. Specifically, the determination processing unit 111B determines whether there are factors that could cause the bicycle 20 to tilt based on the wind conditions.

[0116] More specifically, the determination processing unit 111B obtains information on wind direction and wind speed from the measurement results acquired from the wind direction and wind speed sensor. Next, if the wind speed is above a predetermined threshold, the determination processing unit 111B determines that there is a factor other than a change in direction that causes the bicycle 20 to tilt (YES in step S4). On the other hand, if the wind speed is below the predetermined threshold, it determines that there is no factor other than a change in direction that causes the bicycle 20 to tilt (NO in step S4).

[0117] The method for measuring wind direction and wind speed is not limited to the method described above, and conventionally known techniques may be used. For example, instead of, or in addition to, installing a wind direction and wind speed sensor on the vehicle 10, the determination processing unit 111B may measure wind direction and wind speed by using an imaging device (camera, etc.) mounted on the vehicle 10 to acquire and analyze image data of wind socks, small wind turbines, etc., installed around the moving vehicle 10. Furthermore, an external wind speed measuring device capable of providing wind direction and wind speed information to the vehicle 10 via a known external communication device may be used as a wind direction and wind speed sensor. For example, wind direction and wind speed information may be acquired from weather information in the surrounding area of ​​the moving vehicle 10 via an external communication device. Also, the wind measured by the wind direction and wind speed sensor is not limited to natural wind, but may be, for example, wind generated when another vehicle passes beside the vehicle 10.

[0118] (Step S5: Angle threshold setting process) In step S5, if the angle threshold setting processing unit 111C determines in the judgment process of step S4 that there is a factor causing the bicycle 20 to tilt, it sets an angle threshold based on that factor. Specifically, the angle threshold setting processing unit 111C executes either process 11 or 12 below.

[0119] (Process 11) Figure 17 schematically shows a bicycle 20 traveling while being affected by wind. For example, when the wind is blowing from the left to the right in the direction of travel of the bicycle 20, the bicycle 20 may tilt to the right (downwind) in the direction of travel without changing course due to being blown by the wind. Therefore, when the bicycle 20 is blown by wind in the direction described above, the angle threshold setting processing unit 111C sets the angle threshold for the right (downwind) side of the direction of travel of the bicycle 20 to a reference angle θ in order to prevent the tilt from being mistakenly judged as a tilt due to a change in course. RB An angle θ larger than A Set the angle threshold on the left side (windward side) of the direction of travel of bicycle 20 to the reference angle θ. LB An angle smaller than θ B Set it to the reference angle θ LB Maintain it.

[0120] In process 11, the angle threshold setting processing unit 111C sets the angle thresholds for the right and left sides (upwind and downwind) of the bicycle 20 in the direction of travel, according to the wind speed, by an angle θ. A ,θ B It may also be set as follows. That is, the angle threshold setting processing unit 111C according to this embodiment may uniformly set the angle thresholds on the right and left sides (upwind and downwind) in the direction of travel of the bicycle 20, or it may be set variably according to the wind speed.

[0121] (Process 12) In a headwind, the bicycle 20 may tilt to the right or left of its direction of travel without changing direction, due to being blown by the headwind. Therefore, in order to prevent the tilt caused by the bicycle 20 being blown by a headwind from being mistakenly identified as a tilt caused by a change of direction, the angle threshold setting processing unit 111C sets the angle thresholds for the right and left sides of the bicycle 20 in the direction of travel to a reference angle θ RB ,θ LB An angle θ greater than (for example, 15°) A ,θ B Set it to (for example, 30°).

[0122] As described above, in the determination process of step S4, one or more processors according to the third embodiment can determine whether or not there is a factor causing the bicycle 20 to tilt based on the wind conditions, and in the angle threshold setting process of step S5, set the upwind angle threshold to a predetermined reference angle or to an angle smaller than said angle threshold, and set the downwind angle threshold to an angle larger than the predetermined reference angle.

[0123] According to the above embodiment, the angle threshold on the leeward side is set to an angle greater than the reference angle. Therefore, even if the bicycle 20 tilts to the leeward side, this tilt angle θ is less likely to exceed the angle threshold on the leeward side. This suppresses the prediction processing unit 111E from mistakenly predicting the swaying of the bicycle 20 caused by wind as a change of course, and improves the judgment accuracy of the prediction processing unit 111E.

[0124] In particular, in the third embodiment, the angle threshold is the reference angle θ RB ,θLB The angle threshold is reset, and the reset angle threshold is the angle θ that is adapted to the wind speed. A ,θ B As a result, the prediction processing unit 111E determines that the tilt angle θ of the bicycle 20 is a predetermined reference angle θ. RB ,θ LB Rather than uniformly predicting that bicycle 20 will change lanes when it exceeds a certain threshold, this method allows for a more accurate prediction of whether or not bicycle 20 will change lanes.

[0125] [Fourth Embodiment] Next, the configuration of the vehicle 10 according to the fourth embodiment of this disclosure will be described. The vehicle 10 of the fourth embodiment differs from the vehicle 10 of the first embodiment in that it has a raindrop sensor.

[0126] <Vehicle Configuration> The raindrop sensor is installed, for example, near the front windshield of the vehicle 10. The raindrop sensor has a vibration pickup that detects vibrations of the front windshield caused by raindrops colliding with it, and outputs a signal corresponding to the vibration acceleration. Alternatively, the raindrop sensor may be a sensor that detects the capacitance of electrostatic changes caused by water adhesion and outputs a signal corresponding to the electrostatic changes. Alternatively, the raindrop sensor may be a sensor that calculates the number or area ratio of raindrops that have fallen within a predetermined range on the front windshield in a predetermined time, based on image data from a camera, and estimates the amount of rainfall. The raindrop sensor outputs the detection result information to the processing device 111. The detection result information includes the signal corresponding to the vibration acceleration or the signal corresponding to the electrostatic changes described above.

[0127] <Driving assistance methods> Next, an example of a driving assistance method according to the fourth embodiment of this disclosure will be described with reference to Figure 6.

[0128] (Step S4: Are there any other factors causing the inclination that are different from the change in course?) The determination processing unit 111B determines whether there is a factor causing the bicycle to tilt other than a change in direction. Specifically, the determination processing unit 111B determines whether there is a factor causing the bicycle 20 to tilt based on the amount of rainfall.

[0129] More specifically, the determination processing unit 111B estimates the amount of rainfall based on the detection results obtained from the raindrop sensor. Next, if the estimated amount of rainfall is greater than or equal to a predetermined threshold, the determination processing unit 111B determines that there is a factor other than a change in direction that causes the bicycle 20 to tilt (YES in step S4). On the other hand, if the estimated amount of rainfall is less than the predetermined threshold, the determination processing unit 111B determines that there is no factor other than a change in direction that causes the bicycle 20 to tilt (NO in step S4).

[0130] The method for estimating rainfall is not limited to the method described above, and conventionally known techniques may be used. For example, the determination processing unit 111B may estimate rainfall based on the information from the hygrometer's measurement results.

[0131] (Step S5: Angle threshold setting process) In step S5, if the determination process in step S4 determines that there is a factor causing the bicycle 20 to tilt, the angle threshold setting processing unit 111C sets an angle threshold based on that factor.

[0132] Generally, in rainy conditions, a bicycle may tilt to the right or left of its direction of travel without changing direction, for example, by getting stuck in puddles or mud. Therefore, when the bicycle 20 is traveling in the rain, the angle threshold setting processing unit 111C sets the angle thresholds for the right and left sides of the bicycle 20 in the direction of travel to a reference angle θ in order to prevent the tilt from being mistakenly judged as a tilt caused by a change of direction. RB ,θ LB An angle θ greater than (for example, 15°) A ,θ B Set it to (for example, 30°).

[0133] In step S5, the angle threshold setting processing unit 111C sets the angle thresholds for the right and left sides of the bicycle 20 in the direction of travel, according to the estimated rainfall amount and angle θ. A ,θ BIt may be set as follows: That is, the angle threshold setting processing unit 111C according to this embodiment may uniformly set the angle thresholds on the right and left sides in the direction of travel of the bicycle 20, or it may be set variably according to the amount of rainfall.

[0134] As described above, in the determination process of step S4, one or more processors in the fourth embodiment determine whether there is a factor causing the bicycle 20 to tilt based on the amount of rainfall, and in the angle threshold setting process of step S5, set the angle threshold to a predetermined reference angle θ RB ,θ LB An angle θ larger than A ,θ B Set to

[0135] According to the above embodiment, the angle threshold is the reference angle θ RB ,θ LB An angle θ larger than A ,θ B This is set to such a value. As a result, even if the bicycle 20 tilts due to rainfall, this tilt angle θ is less likely to exceed the angle threshold. This suppresses the prediction processing unit 111E from mistakenly predicting the wobbling of the bicycle 20 caused by rainfall as a change of course, and improves the judgment accuracy of the prediction processing unit 111E.

[0136] In particular, in the fourth embodiment, the angle threshold is the reference angle θ RB ,θ LB The angle threshold is reset, and the reset angle threshold is the angle θ that fits the estimated rainfall. A ,θ B As a result, the prediction processing unit 111E determines that the tilt angle θ of the bicycle 20 is a predetermined reference angle θ. RB ,θ LB Rather than uniformly predicting that bicycle 20 will change lanes when it exceeds a certain threshold, this method allows for a more accurate prediction of whether or not bicycle 20 will change lanes.

[0137] [Fifth Embodiment] <Driving assistance methods> Next, an example of a driving assistance method according to the fifth embodiment of this disclosure will be described with reference to Figure 6.

[0138] (Step S4: Are there any other factors causing the inclination that are different from the change in course?) Figure 18 schematically shows a bicycle 20 loaded with luggage L, and Figure 19 schematically shows a bicycle 20 with a passenger P on it. In step S4, the determination processing unit 111B determines whether there is a factor other than a change of direction that would cause the bicycle 20 to tilt. Specifically, in the determination process of step S4, the determination processing unit 111B determines whether there is a factor that would cause the bicycle 20 to tilt based on the presence or absence of luggage L loaded on the bicycle 20 or a passenger P other than the driver of the bicycle 20.

[0139] More specifically, if the surrounding environment recognition processing unit 111A recognizes luggage L or passenger P through the surrounding environment recognition processing in step S2, the determination processing unit 111B determines that there is a factor other than a change of direction that causes the bicycle to tilt (YES in step S4). On the other hand, if luggage L or passenger P is not recognized by the surrounding environment recognition processing, the determination processing unit 111B determines that there is no factor other than a change of direction that causes the bicycle to tilt (NO in step S4).

[0140] (Step S5: Angle threshold setting process) In step S5, if the determination process in step S4 determines that there is a factor causing the bicycle 20 to tilt, the angle threshold setting processing unit 111C sets an angle threshold based on that factor.

[0141] Specifically, the angle threshold setting processing unit 111C sets the angle threshold for the side of the bicycle 20 where the luggage L or passenger P is located, between the right and left sides in the direction of travel, to an angle greater than the reference angle (e.g., 15°) (e.g., 20°).

[0142] As described above, in the determination process of step S4, one or more processors according to the fifth embodiment determine whether there is a factor causing the bicycle 20 to tilt based on the state of the luggage L loaded on the bicycle 20 or the state of a passenger P other than the driver of the bicycle 20, and in the angle threshold setting process of step S5, set the angle threshold of either the right or left side in the direction of travel of the bicycle 20 to an angle greater than a predetermined reference angle.

[0143] According to the above embodiment, the angle threshold for the side of the bicycle 20 where the luggage L or passenger P is located, between the right and left sides in the direction of travel, is set to an angle greater than the reference angle. Therefore, even if the bicycle 20 tilts due to losing balance because of the luggage L or passenger P, this tilt angle θ is less likely to exceed the angle threshold. This prevents the prediction processing unit 111E from mistakenly predicting the wobbling of the bicycle 20 caused by the luggage L or passenger P as a change of direction, thereby improving the judgment accuracy of the prediction processing unit 111E.

[0144] [Sixth Embodiment] <Driving assistance methods> Next, an example of a driving support method according to the sixth embodiment of this disclosure will be described with reference to Figure 6.

[0145] (Step S4: Are there any other factors causing the inclination that are different from the change in course?) In step S4, the determination processing unit 111B determines whether there is a factor causing the bicycle to tilt other than a change of lane. Specifically, in the determination process of step S4, the determination processing unit 111B determines that there is a factor causing the bicycle 20 to tilt if the speed of the bicycle 20 is not above the lower limit of a predetermined reference speed range or below the upper limit. The above-mentioned "lower limit and upper limit of the reference speed range" are threshold values ​​set in advance to determine whether there is a factor causing the bicycle 20 to tilt other than a change of lane.

[0146] More specifically, in the surrounding environment recognition process of step S2, the surrounding environment recognition processing unit 111A recognizes the bicycle 20 and calculates the movement speed of the recognized bicycle 20. Generally, bicycles tend to tilt even at small angles of inclination as their speed increases, and they also tend to tilt as their speed decreases due to reduced stability. Therefore, the determination processing unit 111B determines that if the calculated movement speed of the bicycle 20 is not above or below the lower limit of a predetermined reference speed range, there is a factor causing the bicycle 20 to tilt other than a change in direction (YES in step S4). On the other hand, if the calculated movement speed of the bicycle 20 is above or below the upper limit of the reference speed range, it determines that there is no factor causing the bicycle 20 to tilt other than a change in direction (NO in step S4).

[0147] Furthermore, the method for calculating the speed of the recognized bicycle 20 is not limited to the method described in step S2 above, and conventionally known techniques may be used.

[0148] (Step S5: Angle threshold setting process) In step S5, if the determination process in step S4 determines that there is a factor causing the bicycle 20 to tilt, the angle threshold setting processing unit 111C sets an angle threshold based on that factor.

[0149] Generally, as a bicycle's speed increases, it becomes easier to turn even with a small tilt angle θ, so it may change direction with a small tilt angle θ. On the other hand, as a bicycle's speed decreases, its stability decreases, making it more prone to wobbling. Therefore, in this embodiment, when the calculated speed of the bicycle 20 is faster than the upper limit of a predetermined reference speed range, the angle threshold setting processing unit 111C sets the angle threshold to the reference angle θ in order to improve the detection accuracy of the tilt associated with the change in direction of the bicycle 20. RB ,θ LB An angle smaller than θ A ,θ BThe angle threshold setting processing unit 111C sets the angle threshold to the reference angle θ if the calculated speed of the bicycle 20 is slower than the lower limit of a predetermined reference speed range, in order to prevent the wobble from being mistakenly determined as a tilt due to a change in direction. RB ,θ LB An angle θ larger than A ,θ B Set to this.

[0150] In step S5, the angle threshold setting processing unit 111C sets the angle thresholds for the right and left sides of the bicycle 20 in the direction of travel, according to the angle θ of the bicycle 20 as it moves. A ,θ B It may also be set as follows: That is, the angle threshold setting processing unit 111C may increase the angle threshold as the speed of the bicycle 20 increases, and decrease it as the speed of the bicycle 20 decreases.

[0151] As described above, in the determination process of step S4, one or more processors according to the sixth embodiment determine that if the speed of the bicycle 20 is not above the lower limit of a predetermined reference speed range and not below the upper limit, there is a factor causing the bicycle 20 to tilt, and in the angle threshold setting process of step S5, if the speed of the bicycle 20 is faster than the upper limit, the angle threshold is set to a predetermined reference angle θ RB ,θ LB An angle smaller than θ A ,θ B If the speed of bicycle 20 is slower than the above lower limit, the angle threshold is set to a predetermined reference angle θ. RB ,θ LB An angle θ larger than A ,θ B Set to this.

[0152] According to the above embodiment, when the speed of the bicycle 20 is slower than the lower limit of a predetermined reference speed range, the angle threshold is the reference angle θ RB ,θ LB An angle θ larger than A ,θ BThis is set to make it difficult for the tilt angle θ to exceed the expanded angle threshold, even if the bicycle 20 is tilted. As a result, the prediction processing unit 111E is prevented from mistakenly predicting the wobbling of the bicycle 20 caused by low speed as a change of course, and the judgment accuracy of the prediction processing unit 111E is improved.

[0153] Furthermore, according to the above embodiment, when the speed of the bicycle 20 is faster than the upper limit of a predetermined reference speed range, the angle threshold is the reference angle θ RB ,θ LB An angle smaller than θ A ,θ B This is set to a specific angle. As a result, when the bicycle 20 tilts due to a change in direction, this tilt angle θ is more likely to exceed the angle threshold. Therefore, the prediction processing unit 111E determines that the tilt angle θ of the bicycle 20 is set to a predetermined reference angle θ. RB ,θ LB Rather than uniformly predicting that the bicycle will change direction when it exceeds a certain threshold, this improves the accuracy of detecting the tilt associated with the bicycle's change of direction.

[0154] In particular, in the sixth embodiment, the angle threshold is the reference angle θ RB ,θ LB The angle threshold is reset, and the reset angle threshold is the angle θ that is adapted to the speed of the bicycle 20. A ,θ B As a result, the prediction processing unit 111E determines that the tilt angle θ of the bicycle 20 is a predetermined reference angle θ. RB ,θ LB Rather than uniformly predicting that bicycle 20 will change lanes when it exceeds a certain threshold, this method allows for a more accurate prediction of whether or not bicycle 20 will change lanes.

[0155] [Seventh Embodiment] <Driving assistance methods> Next, an example of a driving assistance method according to the seventh embodiment of this disclosure will be described with reference to Figure 6.

[0156] (Step S4: Are there any other factors causing the inclination that are different from the change in course?) In step S4, the determination processing unit 111B determines whether there is a factor other than a change of direction that causes the bicycle 20 to tilt. Specifically, in the determination process of step S4, the determination processing unit 111B determines whether there is a factor that causes the bicycle 20 to tilt based on the actions or posture of the cyclist of the bicycle 20. More specifically, the processing unit 111 executes, for example, the following processes 13 or 14.

[0157] (Process 13) The surrounding environment recognition processing unit 111A recognizes the bicycle 20 through the surrounding environment recognition processing in step S2. The determination processing unit 111B determines, based on the image data captured of the bicycle 20, whether the driver of the bicycle 20 is performing an action other than driving.

[0158] Figure 20 schematically shows a bicycle 20 in which the driver is distracted while holding a smartphone. If the determination processing unit 111B determines that the driver of bicycle 20 is performing an action other than driving, it determines that there is a factor causing the bicycle to tilt that is different from changing lanes (YES in step S4). Specifically, for example, if the driver of bicycle 20 is holding a smartphone in one hand and gripping the handlebars with the other hand, as shown in Figure 21, and is distracted, the driver's steering will be unstable, making the bicycle 20 more prone to wobbling. Therefore, if the driver is performing an action other than driving as shown in Figure 21, the determination processing unit 111B determines that there is a factor causing the bicycle to tilt that is different from changing lanes.

[0159] On the other hand, if the determination processing unit 111B determines that the driver of the bicycle 20 is not performing an action other than driving, it determines that there are no factors other than lane changes that would cause the bicycle to tilt (NO in step S4). Note that the method for determining whether or not the driver of the bicycle 20 is performing an action other than driving is not limited to the method described above, and conventionally known techniques may be used.

[0160] (Process 14) Figure 21 schematically shows a bicycle 20 in which the rider is in a backward-leaning posture. The surrounding environment recognition processing unit 111A recognizes the bicycle 20 through the surrounding environment recognition processing in step S2 above. The determination processing unit 111B estimates the riding posture of the rider of the bicycle 20 based on the image data captured of the bicycle 20.

[0161] The determination processing unit 111B determines that if the estimated riding posture is not the correct posture, there is a factor causing the bicycle to tilt that is different from changing lanes (YES in step S4). Specifically, for example, if the rider of bicycle 20 adopts an excessively reclined posture with the saddle position low, as shown in Figure 22, the determination processing unit 111B determines that there is a factor causing the bicycle to tilt that is different from changing lanes. On the other hand, if the estimated riding posture is the correct posture, the determination processing unit 111B determines that there is no factor causing the bicycle to tilt that is different from changing lanes (YES in step S4).

[0162] The "proper posture" described above refers to a riding position where, for example, the rider's gaze and knees are directed in the direction of travel, the hands gripping the handlebars are positioned vertically below the shoulders, and the hips are positioned vertically above the bicycle's head tube relative to the road surface.

[0163] Furthermore, the method for estimating the riding posture of the cyclist 20 is not limited to the method described above, and conventionally known techniques may be used.

[0164] (Step S5: Angle threshold setting process) In step S5, if the determination process in step S4 determines that there is a factor causing the bicycle 20 to tilt, the angle threshold setting processing unit 111C sets an angle threshold based on that factor.

[0165] Specifically, if the angle threshold setting processing unit 111C determines that the actions of the cyclist 20 are different from those of the cyclist, or that the cyclist's riding posture is not the correct posture, it sets the angle thresholds on the right and left sides of the cyclist 20 in the direction of travel to the reference angle θ, as shown in Figures 21 and 22. RB ,θ LBAn angle θ greater than (for example, 15°) A ,θ B Set it to (for example, 30°).

[0166] As described above, in the determination process of step S4, one or more processors according to the seventh embodiment determine whether there is a factor causing the bicycle 20 to tilt based on the actions or posture of the rider of the bicycle 20, and in the angle threshold setting process of step S5, set the angle threshold to a predetermined reference angle θ RB ,θ LB An angle θ larger than A ,θ B Set to this.

[0167] According to the above embodiment, the angle threshold is the reference angle θ RB ,θ LB An angle θ larger than A ,θ B This is set to a predetermined reference angle θ. As a result, even if the bicycle 20 tilts, this tilt angle θ is less likely to exceed the angle threshold. This prevents the prediction processing unit 111E from mistakenly predicting the wobbling of the bicycle 20 caused by the driver's movements or driving posture as a change of direction. Accordingly, the prediction processing unit 111E sets the tilt angle θ of the bicycle 20 to a predetermined reference angle θ. RB ,θ LB Rather than uniformly predicting that bicycle 20 will change lanes when it exceeds a certain threshold, this method allows for a more accurate prediction of whether or not bicycle 20 will change lanes.

[0168] [Eighth Embodiment] <Driving assistance methods> Next, an example of a driving assistance method according to the eighth embodiment of this disclosure will be described with reference to Figure 6.

[0169] (Step S4: Are there any other factors causing the inclination that are different from the change in course?) In step S4, the determination processing unit 111B determines whether there is a factor other than a change of direction that causes the bicycle 20 to tilt. Specifically, in the determination process of step S4, the determination processing unit 111B estimates the driving ability of the cyclist 20 and determines whether there is a factor that causes the bicycle 20 to tilt based on the estimated driving ability.

[0170] More specifically, for example, the surrounding environment recognition processing unit 111A recognizes the rider of the bicycle 20 through the surrounding environment recognition processing in step S2. The determination processing unit 111B estimates the approximate age of the rider of the bicycle 20 from the appearance of the rider by processing the image data captured of the rider.

[0171] For example, the determination processing unit 111B may detect the driver's face from image data captured of the cyclist 20, and estimate the driver's age by applying the detected face data to a pre-trained face detection model (e.g., MTCNN (Multi-task Cascaded Convolutional Neural Networks for Face Detection, based on TensorFlow) or DSFD (Dual Shot Face Detector)).

[0172] Generally, if the cyclist is elderly, the cyclist's driving ability may be poor, causing the cyclist to wobble even without changing lanes. Therefore, in this embodiment, if the estimated age is above a predetermined threshold, the determination processing unit 111B determines that the cyclist 20 has poor driving ability and that there is a factor causing the cyclist to tilt that is different from changing lanes (YES in step S4). On the other hand, if the estimated age is below a predetermined threshold, the determination processing unit 111B determines that the cyclist 20 does not have poor driving ability and that there is no factor causing the cyclist to tilt that is different from changing lanes (NO in step S4).

[0173] Furthermore, there are no particular restrictions on the method for estimating the driving ability of the cyclist 20, and conventionally known methods may be used.

[0174] (Step S5: Angle threshold setting process) In step S5, if the determination process in step S4 determines that there is a factor causing the bicycle 20 to tilt, the angle threshold setting processing unit 111C sets an angle threshold based on that factor.

[0175] Specifically, if it is determined that the driver of bicycle 20 has low driving ability, the angle threshold setting processing unit 111C sets the angle thresholds for the right and left sides in the direction of travel of bicycle 20 to the reference angle θ. RB ,θ LB An angle θ greater than (for example, 15°) A ,θ B Set it to (for example, 30°).

[0176] As described above, in the determination process of step S4, one or more processors in the eighth embodiment estimate the driving ability of the cyclist 20, and based on the estimated driving ability, determine whether there is a factor that causes the cyclist 20 to tilt other than a change of direction, and in the setting process of step S5, set the angle threshold to a predetermined reference angle θ RB ,θ LB An angle θ larger than A ,θ B Set to this.

[0177] According to the above embodiment, the angle threshold is the reference angle θ RB ,θ LB An angle θ larger than A ,θ B This is set to a certain angle. As a result, even if the bicycle 20 tilts, it becomes less likely that this tilt angle θ will exceed the expanded angle threshold. This prevents the prediction processing unit 111E from mistakenly predicting the wobbling of the bicycle 20 caused by the driver's skill as a change of course. Therefore, the prediction processing unit 111E sets the tilt angle θ of the bicycle 20 to a predetermined reference angle θ. RB ,θ LB Rather than uniformly predicting that bicycle 20 will change lanes when it exceeds a certain threshold, this method allows for a more accurate prediction of whether or not bicycle 20 will change lanes.

[0178] 2. Variations While embodiments of the present disclosure have been described above, the present disclosure is not limited to the embodiments described above and various modifications are possible. Specific examples of modifications that may be given to the above embodiments are given below. For example, the sixth embodiment described above may be modified to the extent that it does not contradict the embodiments described below.

[0179] [Number 5 [Variations of the Embodiment] <Driving assistance methods> Next, an example of a driving support method relating to a modification of the sixth embodiment of this disclosure will be described with reference to Figure 6. In the description of the driving support method relating to the modification described later, the same reference numerals will be used for the same components and steps as in the above embodiment, and their descriptions will be omitted.

[0180] (Step S4: Are there any other factors causing the inclination that are different from the change in course?) Figure 22 schematically shows a bicycle 20 loaded with luggage L, and Figure 23 schematically shows a bicycle 20 with a passenger P on it. In step S4, the determination processing unit 111B determines whether there is a factor other than a change of direction that would cause the bicycle 20 to tilt. Specifically, in the determination process of step S4, the determination processing unit 111B determines whether there is a factor that would cause the bicycle 20 to tilt based on the state of the luggage L loaded on the bicycle 20 or the state of the passenger P, who is not the driver of the bicycle 20. More specifically, the processing unit 111 executes, for example, the following processes 15 or 16.

[0181] (Process 15) The surrounding environment recognition processing unit 111A recognizes the bicycle 20 loaded with luggage L based on the surrounding environment recognition processing in step S2. The determination processing unit 111B measures the width and height of the bicycle 20 based on the image data captured of the bicycle 20, and estimates the center of gravity G1 of the bicycle 20 from the center of the width and the center of the height. Similarly, the determination processing unit 111B measures the width and height of luggage L based on the image data, and estimates the center of gravity G2 of luggage L from the center of the width and the center of the height.

[0182] Next, when the estimated center of gravity position G1 of the bicycle 20 and the estimated center of gravity position G2 of the load L are eccentric, the determination processing unit 111B determines that there is a factor that causes the bicycle to tilt, which is different from a course change (YES in step S4). On the other hand, when the estimated center of gravity position G1 of the bicycle 20 and the estimated center of gravity position G2 of the load L are not eccentric, the determination processing unit 111B determines that there is no factor that causes the bicycle to tilt, which is different from a course change (NO in step S4). The above "eccentric" means that the center of gravity position G1 of the bicycle 20 and the center of gravity position G2 of the load L do not coincide and are not located on the same straight line.

[0183] (Process 16) The surrounding environment recognition processing unit 111A recognizes the bicycle 20 carrying the passenger P through the surrounding environment recognition processing in the preceding step S2. The determination processing unit 111B measures the width and height of the bicycle 20 based on image data obtained by capturing the bicycle 20, and estimates the center of gravity position G1 of the bicycle 20 from the center position of the width and the center position of the height. Similarly, the determination processing unit 111B measures the width and height of the passenger P based on the image data, and estimates the center of gravity position G2 of the passenger P from the center position of the width and the center position of the height.

[0184] Next, when the estimated center of gravity position G1 of the bicycle 20 and the estimated center of gravity position G2 of the passenger P are eccentric, the determination processing unit 111B determines that there is a factor that causes the bicycle to tilt, which is different from a course change (YES in step S4). On the other hand, when the estimated center of gravity position G1 of the bicycle 20 and the estimated center of gravity position G2 of the passenger P are not eccentric, the determination processing unit 111B determines that there is no factor that causes the bicycle to tilt, which is different from a course change (NO in step S4).

[0185] Note that the method for estimating the center of gravity position G1 of the bicycle 20, and the center of gravity position G2 of the load L and the passenger P is not limited to the method described above, and conventionally known techniques may be used.

[0186] (Step S5: Angle Threshold Setting Process) In step S5, if the determination process in step S4 determines that there is a factor causing the bicycle 20 to tilt, the angle threshold setting processing unit 111C sets an angle threshold based on that factor.

[0187] Specifically, if the estimated center of gravity position G1 of the bicycle 20 and the estimated center of gravity position G2 of the luggage L or passenger P are eccentric, the angle threshold setting processing unit 111C sets the angle threshold on the side where the center of gravity position G2 is eccentric, of the right and left sides in the direction of travel of the bicycle 20, to an angle greater than the reference angle. More specifically, the angle threshold setting processing unit 111C performs, for example, the following processes 17 or 18.

[0188] (Process 17) If the center of gravity position G2 of the cargo L is shifted to the left in the direction of travel compared to the center of gravity position G1 of the bicycle 20, as shown in Figure 22, the angle threshold setting processing unit 111C sets the angle threshold on the right side in the direction of travel of the bicycle 20 to the reference angle θ, as shown in the same figure. RB Maintain the angle (for example, 15°) and set the angle threshold on the left side in the direction of travel of the bicycle 20 to the reference angle θ. LB An angle θ greater than (for example, 15°) B Set it to (for example, 20°).

[0189] (Process 18) If the center of gravity position G2 of passenger P is shifted to the right in the direction of travel compared to the center of gravity position G1 of bicycle 20, as shown in Figure 23, the angle threshold setting processing unit 111C sets the angle threshold on the left side in the direction of travel of bicycle 20 to the reference angle θ, as shown in the same figure. LB Maintain the angle (for example, 15°) and set the angle threshold on the right side in the direction of travel of the bicycle 20 to the reference angle θ. RB An angle θ greater than (for example, 15°) A Set it to (for example, 20°).

[0190] In step S5, the angle threshold setting processing unit 111C may set the angle threshold for the side where the center of gravity position G2 is biased, between the right and left sides in the direction of travel of the bicycle 20, to an angle corresponding to the difference ΔG between the center of gravity position G1 and the center of gravity position G2. That is, the angle threshold setting processing unit 111C may set the angle threshold uniformly, or it may set it variably according to the difference ΔG.

[0191] As described above, one or more processors relating to modifications of the present disclosure determine in the determination process of step S4 whether there is a factor causing the bicycle 20 to tilt based on the state of the luggage L loaded on the bicycle 20 or the state of a passenger P other than the driver of the bicycle 20, and in the angle threshold setting process of step S5, set the angle threshold of either the right or left side in the direction of travel of the bicycle 20 to an angle greater than a predetermined reference angle.

[0192] According to the above embodiment, the angle threshold for the side on which the center of gravity position G2 is biased, between the right and left sides in the direction of travel of the bicycle 20, is set to an angle greater than the reference angle. Therefore, even if the bicycle 20 tilts to the side on which the center of gravity position G2 is biased, this tilt angle θ is less likely to exceed the angle threshold. This suppresses the prediction processing unit 111E from mistakenly predicting the wobbling of the bicycle 20 caused by luggage L or a passenger P as a change of course, thereby improving the judgment accuracy of the prediction processing unit 111E.

[0193] In particular, in the fifth embodiment, the angle threshold is reset from the reference angle, and the reset angle threshold becomes an angle that matches the difference ΔG between the center of gravity position G1 of the bicycle 20 and the center of gravity position G2 of the luggage L or passenger P. As a result, the prediction processing unit 111E determines that the tilt angle θ of the bicycle 20 is a predetermined reference angle θ RB ,θ LB Rather than uniformly predicting that bicycle 20 will change lanes when it exceeds a certain threshold, this method allows for a more accurate prediction of whether or not bicycle 20 will change lanes.

[0194] 3. Supplement The driver assistance devices and driver assistance methods exemplified in the above embodiments are typically applied to passenger cars, but the driver assistance devices and driver assistance methods of this disclosure may also be applied to mobile vehicles other than passenger cars, and the applications of this disclosure are not particularly limited.

[0195] Furthermore, the effects described herein are merely descriptive or illustrative and not limiting. In other words, the present invention may produce other effects that will be apparent to those skilled in the art from the description herein, in addition to or instead of the effects described herein.

[0196] While preferred embodiments of the present disclosure have been described in detail above with reference to the attached drawings, the technology of the present disclosure is not limited to the embodiments described above. It is clear that a person with ordinary skill in the art to which the present disclosure belongs may conceive of various modifications or alterations within the scope of the technical ideas described in the claims, and these will naturally be understood to fall within the technical scope of the present disclosure.

[0197] For example, some of the functions of the driver assistance device exemplified in the above embodiment may be provided in other devices. Specifically, for example, some or all of each step (steps S1 to S13) in the driver assistance method of this disclosure may be performed by an information processing device (e.g., a cloud server) that is mutually communicated with the vehicle to be assisted via a communication network.

[0198] Furthermore, in the above embodiment, the driver assistance device is an electronic control unit mounted on the vehicle, but the technology of this disclosure is not limited to this example. For example, the driver assistance device may be a portable terminal configured to communicate with a device other than the vehicle and to issue drive commands to any display device. Examples of such portable terminals include laptop computers, mobile phones, smartphones, or tablet devices.

[0199] Furthermore, the technology of this disclosure can also be realized as a vehicle equipped with the driver assistance device described in the above embodiment, a driver assistance method using the driver assistance device, a computer program that causes a computer to function as the above-mentioned driver assistance device, and a non-temporary tangible recording medium on which the computer program is recorded. [Explanation of symbols]

[0200] 10…Vehicles eligible for support 11…Driving assistance systems 12… Surrounding environment recognition device 20... A bicycle ridden by a driver 21... Vehicle Control Unit

Claims

1. In a driver assistance system that assists in the operation of a vehicle, The system comprises one or more processors and one or more memories connected to the one or more processors in a communicative manner, The aforementioned one or more processors are A determination process to determine whether there is a factor causing the bicycle to tilt other than the tilt caused by the cyclist changing the direction of the bicycle, If the determination process determines that the factor exists, then, based on that factor, an angle threshold setting process is performed to set an angle threshold relative to the vertical direction of the bicycle to an angle greater than a predetermined reference angle, in order to determine that the bicycle will change direction in the direction in which it tilts due to the factor. An inclination angle calculation process that calculates the inclination angle of the bicycle relative to the vertical direction, as recognized by an ambient environment recognition device that recognizes the surrounding environment of the vehicle, A prediction process predicts that the bicycle will change direction if the tilt angle in the direction in which the bicycle tilts due to the aforementioned factor, calculated by the tilt angle calculation process, exceeds the angle threshold set by the angle threshold setting process. A driver assistance system that performs this function.

2. The aforementioned one or more processors are In the aforementioned determination process, if the height of the protrusion on the road surface is greater than or equal to a predetermined height, it is determined that the aforementioned factor exists. The driving support device according to claim 1, wherein in the angle threshold setting process, the angle obtained by adding a first angle to the predetermined reference angle is set as the angle threshold.

3. The aforementioned one or more processors are In the determination process described above, if the road surface is an inclined surface that is inclined at a predetermined angle or more in the width direction of the vehicle, it is determined that the above factor exists. The driving assistance device according to claim 1, wherein in the angle threshold setting process, the angle threshold on the inclined surface above the point of contact between the bicycle and the inclined surface is set to an angle greater than the predetermined reference angle.

4. The aforementioned one or more processors are In the aforementioned determination process, if the road surface is an uphill slope with an incline greater than a predetermined angle in the direction of travel of the bicycle, it is determined that the aforementioned factor exists. The driving support device according to claim 1, wherein in the angle threshold setting process, the angle obtained by adding a second angle to the predetermined reference angle is set as the angle threshold.

5. The aforementioned one or more processors are In the aforementioned determination process, if the wind speed is above a predetermined threshold, it is determined that the aforementioned factor exists. The driving support device according to claim 1, wherein in the angle threshold setting process, the angle threshold on the downwind side is set to an angle greater than the predetermined reference angle.

6. The aforementioned one or more processors are In the aforementioned determination process, if the amount of rainfall is above a predetermined threshold, it is determined that the aforementioned factor exists. The driving support device according to claim 1, wherein in the angle threshold setting process, the angle threshold is set to an angle greater than the predetermined reference angle.

7. The aforementioned one or more processors are In the aforementioned determination process, if the luggage loaded on the bicycle, or a passenger other than the cyclist, is biased to either the left or right side of the bicycle, it is determined that the aforementioned factor exists. The driving support device according to claim 1, wherein in the angle threshold setting process, the angle threshold is set to an angle greater than the predetermined reference angle.

8. The aforementioned one or more processors are In the aforementioned determination process, if the cyclist is an elderly person, it is determined that the aforementioned factor exists. The driving support device according to claim 1, wherein in the angle threshold setting process, the angle threshold is set to a value greater than the predetermined reference angle.

9. The aforementioned one or more processors are In the aforementioned determination process, if the speed of the bicycle is below the lower limit of a predetermined standard speed range, it is determined that the aforementioned factor exists. The driving support device according to claim 1, wherein in the angle threshold setting process, the angle threshold is set to an angle greater than the predetermined reference angle.

10. In a driver assistance system that assists in the operation of a vehicle, The system comprises one or more processors and one or more memories connected to the one or more processors in a communicative manner, The aforementioned one or more processors are A determination process to determine whether there is a factor causing the bicycle to tilt other than the tilt caused by the cyclist changing the direction of the bicycle, If the determination process determines that the factor exists, then, based on that factor, an angle threshold setting process is performed to set an angle threshold relative to the vertical direction of the bicycle to an angle smaller than a predetermined reference angle, in order to determine a change in direction opposite to the direction in which the bicycle tilts due to the factor. An inclination angle calculation process that calculates the inclination angle of the bicycle relative to the vertical direction, as recognized by an ambient environment recognition device that recognizes the surrounding environment of the vehicle, A prediction process predicts that the bicycle will change direction if the tilt angle calculated by the tilt angle calculation process, in the direction opposite to the direction in which the bicycle tilts due to the aforementioned factor, exceeds the angle threshold set by the angle threshold setting process. A driver assistance system that performs this function.

11. The aforementioned one or more processors are In the determination process described above, if the road surface is an inclined surface that is inclined at a predetermined angle or more in the width direction of the vehicle, it is determined that the above factor exists. The driving assistance device according to claim 10, wherein in the angle threshold setting process, the angle threshold on the slope side of the inclined surface below the point of contact between the bicycle and the inclined surface is set to an angle smaller than the predetermined reference angle.

12. The aforementioned one or more processors are In the aforementioned determination process, if the road surface is a downhill slope with an incline greater than a predetermined angle in the direction of travel of the bicycle, it is determined that the aforementioned factor exists. The driving support device according to claim 10, wherein in the angle threshold setting process, the angle obtained by subtracting a third angle from the predetermined reference angle is set as the angle threshold.

13. The aforementioned one or more processors are In the aforementioned determination process, if the wind speed is above a predetermined threshold, it is determined that the aforementioned factor exists. The driving support device according to claim 10, wherein in the angle threshold setting process, the angle threshold on the windward side is set to the predetermined reference angle or to an angle smaller than the predetermined reference angle.

14. One or more processors, A step of determining whether there is a factor causing the bicycle to tilt other than the tilt caused by the cyclist changing the direction of the bicycle, If it is determined that the aforementioned factor exists, the step of setting an angle threshold for the vertical direction of the bicycle to an angle greater than a predetermined reference angle, in order to determine a change in direction in which the bicycle will tilt due to the aforementioned factor, A step of calculating the tilt angle of the bicycle relative to the vertical direction, as recognized by an ambient environment recognition device that recognizes the surrounding environment of the vehicle, A step of predicting that the bicycle will change direction when the angle of inclination in the direction in which the bicycle is tilted due to the aforementioned factors exceeds the angle threshold, Driving assistance methods, including those mentioned above.

15. One or more processors, A step of determining whether there is a factor causing the bicycle to tilt other than the tilt caused by the cyclist changing the direction of the bicycle, If it is determined that the aforementioned factor exists, the step is to set the angle threshold of the bicycle relative to the vertical direction to an angle smaller than a predetermined reference angle in order to determine a change of direction in the opposite direction to the direction in which the bicycle tilts due to the aforementioned factor. A step of calculating the tilt angle of the bicycle relative to the vertical direction, as recognized by an ambient environment recognition device that recognizes the surrounding environment of the vehicle, A step of predicting that the bicycle will change direction when the tilt angle in the direction opposite to the direction in which the bicycle tilts due to the aforementioned factors exceeds the angle threshold, Driving assistance methods, including those mentioned above.

16. To determine whether there is a factor causing the bicycle to tilt that is different from the tilt caused by the bicycle driver changing the direction of the bicycle, If it is determined that the aforementioned factor exists, then, based on that factor, the angle threshold of the bicycle relative to the vertical direction for determining a change in direction in which the bicycle would tilt due to the aforementioned factor is set to an angle greater than a predetermined reference angle. The system calculates the tilt angle of the bicycle relative to the vertical direction, as recognized by an environment recognition device that recognizes the surrounding environment of the vehicle. When the angle of inclination in the direction in which the bicycle tilts due to the aforementioned factors exceeds the angle threshold, it is predicted that the bicycle will change course. A non-temporary, tangible recording medium that stores a computer program that causes a processor to perform a process including [a specific type of process].

17. To determine whether there is a factor causing the bicycle to tilt that is different from the tilt caused by the bicycle driver changing the direction of the bicycle, If it is determined that the aforementioned factor exists, then, based on that factor, the angle threshold of the bicycle relative to the vertical direction for determining a change of direction in the opposite direction to the direction in which the bicycle tilts due to the aforementioned factor is set to an angle smaller than a predetermined reference angle. The system calculates the tilt angle of the bicycle relative to the vertical direction, as recognized by an environment recognition device that recognizes the surrounding environment of the vehicle. When the angle of inclination in the direction opposite to the direction in which the bicycle is tilted due to the aforementioned factors exceeds the angle threshold, it is predicted that the bicycle will change course. A non-temporary, tangible recording medium that stores a computer program that causes a processor to perform a process including [a specific type of process].

Images