Control device and control method

Abstract

The present invention achieves a control device and a control method that can improve the appropriateness of a notifications during a positional relationship adjustment operation of a motorcycle. In this control device and control method, an implementation unit of the control device implements a positional relationship adjustment operation that automatically controls the speed of the motorcycle such that the positional relationship between the motorcycle and a preceding vehicle preceding the motorcycle approaches a target positional relationship. During the implementation of the positional relationship adjustment operation, if the collision possibility of the motorcycle colliding with the preceding vehicle has surpassed a reference collision possibility, the implementation unit implements a first notification operation that notifies a rider of the motorcycle, and if it has been determined that the rider intends to overtake the preceding vehicle, the implementation unit implements an acceleration increasing operation that increases the acceleration of the motorcycle, and the implementation unit changes the first notification operation in accordance with whether the acceleration increasing operation is being implemented.

Description

Technical Field

[0001] The present disclosure relates to a control device and a control method capable of optimizing notification in a positional relationship adjustment operation of a motorcycle.

Background Art

[0002] Conventionally, various techniques for assisting driving by a motorcycle rider have been proposed. For example, Patent Document 1 discloses a driver assistance system that warns the motorcycle rider of inappropriately approaching an obstacle, based on information detected by a sensor device that detects an obstacle in the traveling direction or substantially in the traveling direction.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of Invention

Problems to be Solved by the Invention

[0004] Incidentally, as a technique for assisting vehicle driving, there is a positional relationship adjustment operation that automatically controls the speed of the host vehicle so that the positional relationship between the host vehicle and a preceding vehicle approaches a target positional relationship. During execution of the above positional relationship adjustment operation, a notification may be provided to the driver according to the possibility of collision of the host vehicle with the preceding vehicle. Then, it is conceivable to apply the above positional relationship adjustment operation to a motorcycle. Here, since the vehicle body behavior of a motorcycle is more unstable than that of a four-wheeled automobile or the like, notification to the motorcycle rider is important from the viewpoint of improving safety and the like. Therefore, there is a high need to optimize notification in the positional relationship adjustment operation of a motorcycle.

[0005] This invention was made against the background of the above-mentioned problems, and aims to provide a control device and control method that can optimize notification during the positional relationship adjustment operation of a motorcycle. [Means for solving the problem]

[0006] The control device according to the present invention is a control device for controlling the behavior of a motorcycle, comprising an execution unit that performs a positional relationship adjustment operation to automatically control the speed of the motorcycle so that the positional relationship between the motorcycle and a preceding vehicle approaches a target positional relationship, wherein the execution unit performs a first notification operation to notify the rider of the motorcycle if the probability of the motorcycle colliding with the preceding vehicle exceeds a reference collision probability during the execution of the positional relationship adjustment operation, and performs an acceleration increase operation to increase the acceleration of the motorcycle if it is determined that the rider intends to overtake the preceding vehicle, and changes the first notification operation depending on whether or not the acceleration increase operation is being performed.

[0007] The control method according to the present invention is a control method for controlling the behavior of a motorcycle, wherein the execution unit of the control device performs a positional relationship adjustment operation to automatically control the speed of the motorcycle so that the positional relationship between the motorcycle and the preceding vehicle approaches a target positional relationship, and the execution unit performs a first notification operation to notify the rider of the motorcycle if the probability of the motorcycle colliding with the preceding vehicle exceeds a reference collision probability during the execution of the positional relationship adjustment operation, and if it is determined that the rider intends to overtake the preceding vehicle, it performs an acceleration increase operation to increase the acceleration of the motorcycle, and changes the first notification operation depending on whether or not the acceleration increase operation is being performed. [Effects of the Invention]

[0008] In the control device and control method according to the present invention, the execution unit of the control device performs a positional relationship adjustment operation that automatically controls the speed of the motorcycle so that the positional relationship between the motorcycle and the preceding vehicle approaches a target positional relationship. During the execution of the positional relationship adjustment operation, if the probability of the motorcycle colliding with the preceding vehicle exceeds the standard collision probability, the execution unit performs a first notification operation to notify the motorcycle rider. If it is determined that the rider intends to overtake the preceding vehicle, the execution unit performs an acceleration increase operation to increase the acceleration of the motorcycle, and changes the first notification operation depending on whether or not the acceleration increase operation is being performed. As a result, if the acceleration increase operation is being performed during the execution of the positional relationship adjustment operation, the first notification operation can be performed taking into account that the acceleration increase operation is being performed. Therefore, the notification during the motorcycle positional relationship adjustment operation can be optimized. [Brief explanation of the drawing]

[0009] [Figure 1] This is a schematic diagram showing the general configuration of a motorcycle according to an embodiment of the present invention. [Figure 2] This is a block diagram showing an example of the functional configuration of a control device according to an embodiment of the present invention. [Figure 3] This diagram shows a motorcycle and a preceding vehicle in motion according to an embodiment of the present invention. [Figure 4] This flowchart shows an example of the overall processing flow related to the acceleration increase operation performed by the control device according to an embodiment of the present invention. [Figure 5] This flowchart shows an example of a detailed processing flow in the acceleration increase operation performed by the control device according to an embodiment of the present invention. [Figure 6] This flowchart shows an example of the flow of the first processing related to the first notification operation performed by the control device according to an embodiment of the present invention. [Figure 7] This flowchart shows an example of the flow of a second process related to the first notification operation performed by the control device according to an embodiment of the present invention. [Figure 8] This flowchart shows an example of the processing flow related to the second notification operation performed by the control device according to an embodiment of the present invention. [Figure 9] This flowchart shows an example of the processing flow related to setting the upper limit acceleration performed by the control device according to an embodiment of the present invention. [Modes for carrying out the invention]

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

[0011] Although this description concerns a control device used in a two-wheeled motorcycle (see Motorcycle 1 in Figure 1), the vehicle controlled by the control device according to the present invention may be a motorcycle other than a two-wheeled motorcycle. Motorcycles include vehicles powered by an engine, vehicles powered by an electric motor, etc. Motorcycles include, for example, motorcycles, scooters, electric scooters, etc.

[0012] Furthermore, the following description assumes that an engine (specifically, engine 11 in Figure 1, which will be described later) is installed as a drive source capable of outputting power to drive the drive wheels. However, other drive sources (for example, an electric motor) may be installed as a drive source, and multiple drive sources may be installed.

[0013] Furthermore, while the following describes a case where a control unit that controls the hydraulic pressure of the brake fluid (specifically, the hydraulic pressure control unit 12 in Figure 1, which will be described later) is used as the control unit for the braking force generated in the wheel, a control unit that controls the position of the braking part of the wheel itself by electrical signals (so-called brake-by-wire) may also be used as the control unit for the braking force generated in the wheel.

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

[0015] In the following description, identical or similar explanations are appropriately simplified or omitted as needed. In each drawing, identical or similar members or portions are either not denoted by reference signs, or are denoted by the same reference signs. Further, illustrations of detailed structures are appropriately simplified or omitted as needed.

[0016] <Configuration of Motorcycle> The configuration of a motorcycle 1 according to an embodiment of the present invention will be described with reference to FIG. 1 to FIG. 3.

[0017] FIG. 1 is a schematic diagram showing a schematic configuration of the motorcycle 1. The motorcycle 1 is a two-wheeled motorcycle corresponding to an example of the motorcycle according to the present invention. As shown in FIG. 1, the motorcycle 1 includes an engine 11, a hydraulic pressure control unit 12, a display device 13, an input device 14, an ambient environment sensor 15, a front wheel speed sensor 16, a rear wheel speed sensor 17, and a control unit (ECU) 20.

[0018] The engine 11 corresponds to an example of a drive source of the motorcycle 1, and is capable of outputting power for driving drive wheels (specifically, the rear wheels). For example, the engine 11 is provided with one or a plurality of cylinders each having a combustion chamber formed therein, a fuel injection valve that injects fuel toward the combustion chamber, and a spark plug. By injecting fuel from the fuel injection valve, an air-fuel mixture containing air and fuel is formed in the combustion chamber, and the air-fuel mixture is ignited and combusted by the spark plug. Thereby, a piston provided in the cylinder reciprocates, and a crankshaft is rotated. Further, a throttle valve is provided in an intake pipe of the engine 11, and the amount of intake air to the combustion chamber changes according to a throttle opening degree that is the opening degree of the throttle valve.

[0019] The hydraulic control unit 12 is a unit responsible for controlling the braking force generated in the wheels. For example, the hydraulic control unit 12 is installed on the oil passage connecting the master cylinder and the wheel cylinder and includes components (e.g., a control valve and a pump) for controlling the brake fluid pressure of the wheel cylinder. The braking force generated in the wheels is controlled by controlling the operation of the components of the hydraulic control unit 12. The hydraulic control unit 12 may control the braking force generated in both the front and rear wheels, or it may control the braking force generated in only one of the front or rear wheels.

[0020] The display device 13 has a display function that visually displays information. Examples of the display device 13 include liquid crystal displays. The display device 13 is, for example, mounted in front of the handlebars of the motorcycle 1. However, the placement of the display device 13 on the vehicle body is not particularly limited.

[0021] The input device 14 receives various operations from the rider. The input device 14 includes, for example, a push button provided on the handlebars and used for the rider's operation. Information regarding the rider's operations using the input device 14 is output to the control device 20.

[0022] The ambient environment sensor 15 detects ambient environment information regarding the environment surrounding the motorcycle 1. Specifically, the ambient environment sensor 15 is located at the front of the motorcycle 1 and detects ambient environment information in front of the motorcycle 1. The ambient environment information detected by the ambient environment sensor 15 is output to the control device 20.

[0023] The ambient environment information detected by the ambient environment sensor 15 may be information related to the distance or direction to the subject located around the motorcycle 1 (e.g., relative position, relative distance, relative speed, relative acceleration, etc.), or it may be the characteristics of the subject located around the motorcycle 1 (e.g., type of subject, shape of the subject itself, marks attached to the subject, etc.). The ambient environment sensor 15 may be, for example, a radar, Lidar sensor, ultrasonic sensor, camera, etc.

[0024] Furthermore, ambient environmental information can also be detected by ambient environmental sensors mounted on other vehicles or by infrastructure equipment. In other words, the control device 20 can also acquire ambient environmental information via wireless communication with other vehicles or infrastructure equipment.

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

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

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

[0028] As shown in Figure 2, the control device 20 includes, for example, an acquisition unit 21 and an execution unit 22. The control device 20 communicates with each device of the motorcycle 1 (for example, the engine 11, the hydraulic control unit 12, the display device 13, the input device 14, the ambient environment sensor 15, the front wheel speed sensor 16, and the rear wheel speed sensor 17). In detail, the control device 20 is capable of communicating with some devices such as the engine 11. Furthermore, the control device 20 can control the operation of each device of the motorcycle 1 (for example, the engine 11, the hydraulic control unit 12, and the display device 13).

[0029] The acquisition unit 21 acquires information from each device of the motorcycle 1 and outputs it to the execution unit 22. For example, the acquisition unit 21 acquires information from the input device 14, the ambient environment sensor 15, the front wheel speed sensor 16, and the rear wheel speed sensor 17. In this specification, information acquisition may include information extraction or generation (e.g., calculation).

[0030] The execution unit 22 performs various controls by controlling the operation of each device of the motorcycle 1. For example, the execution unit 22 controls the operation of the engine 11, the hydraulic control unit 12, and the display device 13.

[0031] In particular, the execution unit 22 can perform a positional relationship adjustment operation. The positional relationship adjustment operation is an operation that automatically controls the speed of the motorcycle 1 so that the positional relationship between the motorcycle 1 and the vehicle preceding the motorcycle 1 approaches the target positional relationship.

[0032] The following describes an example in which adaptive cruise control is performed as a positional relationship adjustment operation. However, the positional relationship adjustment operation does not have to be adaptive cruise control; it does not have to be an operation that automatically controls the speed of motorcycle 1 so that the positional relationship between motorcycle 1 and the preceding vehicle approaches the target positional relationship. For example, the positional relationship adjustment operation may not be canceled even if the rider operates the accelerator, and the target positional relationship may change according to the amount of accelerator operation.

[0033] The execution unit 22 initiates adaptive cruise control, for example, triggered by an operation by the rider using the input device 14. In adaptive cruise control, the execution unit 22 automatically controls the speed of the motorcycle 1 without relying on acceleration or deceleration operations (i.e., accelerator and brake operations) by the rider. The execution unit 22 can control the speed of the motorcycle 1 based on information about the speed of the motorcycle 1, obtained based on the front wheel speed and the rear wheel speed, for example. Adaptive cruise control is deactivated, for example, when a specific operation such as braking is performed by the rider.

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

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

[0036] Furthermore, the execution unit 22 can perform an acceleration increase operation while performing a positional relationship adjustment operation (for example, adaptive cruise control). The acceleration increase operation is an operation that assists the rider in overtaking a preceding vehicle by increasing the acceleration of the motorcycle 1.

[0037] Furthermore, a positive acceleration value corresponds to the state in which motorcycle 1 is accelerating, and a negative acceleration value (i.e., deceleration is occurring) corresponds to the state in which motorcycle 1 is decelerating. In other words, an increase in the acceleration of motorcycle 1 includes a decrease in the absolute value of the degree of deceleration of motorcycle 1 while decelerating, a transition from a decelerating state to an accelerating state, and an increase in the absolute value of the acceleration of motorcycle 1 while accelerating.

[0038] Figure 3 shows a diagram illustrating the movement of motorcycle 1 and preceding vehicle 2. In the example in Figure 3, lanes L1 and L2 are adjacent to each other, separated by a lane boundary LV. Motorcycle 1 and preceding vehicle 2 are traveling in lane L1. Preceding vehicle 2 is positioned ahead of motorcycle 1. Lane L2 is the overtaking lane. In the example in Figure 3, preceding vehicle 2 is the target of positional relationship adjustment in a positional relationship adjustment operation (e.g., adaptive cruise control). In the example in Figure 3, preceding vehicle 2 is a four-wheeled automobile, but the target of positional relationship adjustment in a positional relationship adjustment operation may be a vehicle other than a four-wheeled automobile (e.g., a motorcycle).

[0039] In the example shown in Figure 3, if it is determined that the rider of motorcycle 1 intends to overtake vehicle 2 (for example, if the right turn signal of motorcycle 1 is activated), an acceleration increase operation is performed. For example, if the turn signal on the overtaking lane side of motorcycle 1 (the right turn signal in the example of Figure 3) is activated, it is determined that the rider intends to overtake vehicle 2. As a result, the acceleration of motorcycle 1 increases, and as shown by the solid arrow A1, the rider is able to overtake vehicle 2.

[0040] Further details regarding the processing related to acceleration increase will be described later with reference to Figures 4 and 5.

[0041] Here, the execution unit 22 performs a first notification operation to notify the rider of motorcycle 1 if, during the execution of a positional relationship adjustment operation (for example, adaptive cruise control), the probability of motorcycle 1 colliding with the preceding vehicle 2 exceeds the standard collision probability (specifically, if the degree of collision probability exceeds the standard). In the first notification operation, a notification is given to improve safety in such cases. For example, the first notification operation notifies the rider to either cancel the positional relationship adjustment operation or to reduce acceleration. This helps to avoid contact between motorcycle 1 and the preceding vehicle 2, thereby improving safety. For example, by notifying the rider to cancel the positional relationship adjustment operation, the rider can control the behavior of motorcycle 1 through their own driving operations and drive motorcycle 1 to avoid the preceding vehicle 2. Also, for example, by notifying the rider to reduce acceleration, the rider can decelerate motorcycle 1 through their own operation.

[0042] Further details regarding the processing of the first notification operation will be described later with reference to Figures 6 and 7.

[0043] In the example shown in Figure 3, when the acceleration increase operation is performed, depending on the traffic conditions in lane L2, the rider may hesitate to overtake the preceding vehicle 2 and may not perform the overtaking operation. In that case, for example, as shown by the dashed arrow A2, motorcycle 1 will continue to travel behind the preceding vehicle 2 and approach it. Even in such a case, the first notification operation will be performed if the probability of motorcycle 1 colliding with the preceding vehicle 2 exceeds the standard collision probability.

[0044] During the positional relationship adjustment operation, the behavior of the motorcycle 1 differs depending on whether or not an acceleration increase operation is being performed. Therefore, if the first notification operation is performed in the same way as when the acceleration increase operation is not being performed, it may interfere with the rider's driving. Accordingly, in this embodiment, the execution unit 22 of the control device 20 changes the first notification operation depending on whether or not an acceleration increase operation is being performed. This makes it possible to optimize the notification during the positional relationship adjustment operation of the motorcycle 1, as will be described later.

[0045] <Operation of the control device> The operation of the control device 20 according to an embodiment of the present invention will be described with reference to Figures 4 to 9.

[0046] Note that the control flow in Figure 5 is a detailed control flow for a part of the control flow in Figure 4 (specifically, step S103, which will be described later). Also, the control flows in Figure 4, Figure 6 or Figure 7, Figure 8, and Figure 9 are executed sequentially (i.e., repeatedly). However, the control flows in Figure 4, Figure 6 or Figure 7, Figure 8, and Figure 9 may be executed simultaneously (i.e., in parallel). Below, we will describe an example in which each control flow in Figures 4 to 9 is executed while the adaptive cruise control mode is running, but each control flow in Figures 4 to 9 may also be executed while a positional relationship adjustment operation other than the adaptive cruise control mode is running.

[0047] Figure 4 is a flowchart illustrating an example of the overall processing flow related to the acceleration increase operation performed by the control device 20. The control flow shown in Figure 4 is executed when adaptive cruise control mode is in operation. Step S101 in Figure 4 corresponds to the start of the control flow shown in Figure 4. Step S104 in Figure 4 corresponds to the end of the control flow shown in Figure 4.

[0048] When the control flow shown in Figure 4 is initiated, in step S102, the execution unit 22 determines whether or not the rider intends to overtake the preceding vehicle 2.

[0049] In step S102, the execution unit 22 determines, for example, that the rider intends to overtake the preceding vehicle 2 if the turn signal on the passing lane side of the motorcycle 1 (the right turn signal in the example of Figure 3) is activated and the preceding vehicle 2 is detected. Information indicating whether or not the turn signal is activated can be obtained, for example, from an input device used for activating or deactivating the turn signal (for example, input device 14). Information indicating whether or not the preceding vehicle 2 is detected can be obtained, for example, from the ambient environment sensor 15.

[0050] The execution unit 22 may determine whether the rider intends to overtake the preceding vehicle 2 by a method other than those described above. For example, the execution unit 22 may determine whether the rider intends to overtake the preceding vehicle 2 based on information regarding the rider's behavior (e.g., the rider's gaze).

[0051] If it is determined that the rider does not intend to overtake the preceding vehicle 2 (step S102 / NO), the control flow shown in Figure 4 ends. On the other hand, if it is determined that the rider does intend to overtake the preceding vehicle 2 (step S102 / YES), the process proceeds to step S103.

[0052] If the result in step S102 is determined to be YES, in step S103 the execution unit 22 executes an acceleration increase operation, and the control flow shown in Figure 4 ends. As described above, the acceleration increase operation is an operation that assists the rider in overtaking the preceding vehicle 2 by increasing the acceleration of the motorcycle 1.

[0053] The acceleration increase operation will terminate when termination conditions are met, such as the elapsed of a predetermined time. However, the termination conditions for the acceleration increase operation may be conditions other than the elapsed time (for example, when it is determined that acceleration is no longer necessary).

[0054] Figure 5 is a flowchart showing an example of a detailed processing flow in the acceleration increase operation performed by the control device 20. The control flow shown in Figure 5 is a detailed control flow at step S103 in the control flow of Figure 4. Step S201 in Figure 5 corresponds to the start of the control flow shown in Figure 5. Step S205 in Figure 5 corresponds to the end of the control flow shown in Figure 5.

[0055] When the control flow shown in Figure 5 is initiated, in step S202, the execution unit 22 determines the target acceleration for the acceleration increase operation. The target acceleration is, for example, an acceleration of a magnitude sufficient to properly enable the LiDAR to overtake the preceding vehicle 2.

[0056] In step S202, the execution unit 22 determines the target acceleration based on positional relationship information, which is information about the positional relationship between the motorcycle 1 and the preceding vehicle 2. Positional relationship information may include, for example, information such as the relative position, relative distance, relative speed, relative acceleration, relative jerk, or difference in passing time of the motorcycle 1 with respect to the preceding vehicle 2. However, positional relationship information may also be information about other physical quantities that can be substantially converted into this information. Positional relationship information may be obtained, for example, based on ambient environment information obtained from an ambient environment sensor 15 or the like.

[0057] Following step S202, in step S203, the execution unit 22 determines the required acceleration based on the target acceleration determined in step S202, so that the acceleration of the motorcycle 1 is less than or equal to the upper limit acceleration. The required acceleration is the acceleration required to be actually generated in the motorcycle 1 by the acceleration increasing operation. In adaptive cruise control, an upper limit acceleration is set, and the execution unit 22 limits the acceleration of the motorcycle 1 to less than or equal to the upper limit acceleration in adaptive cruise control. The upper limit acceleration in adaptive cruise control is set within a range less than or equal to the maximum acceleration set for safety in the motorcycle 1.

[0058] In step S203, the execution unit 22 determines, for example, that the target acceleration is less than or equal to the upper limit acceleration, the same acceleration as the target acceleration as the required acceleration. On the other hand, if the target acceleration is greater than the upper limit acceleration, the execution unit 22 determines that the same acceleration as the upper limit acceleration as the required acceleration.

[0059] For detailed information on setting the upper limit of acceleration, please refer to Figure 9, which will be discussed later.

[0060] Following step S203, in step S204, the execution unit 22 outputs a control command to the engine 11 based on the required acceleration determined in step S203, and the control flow shown in Figure 5 ends.

[0061] In step S204, the execution unit 22 outputs a control command to the engine 11 that causes it to output torque corresponding to the difference between the required acceleration and the current acceleration, so that the motorcycle 1 can generate the required acceleration.

[0062] The control flows in Figures 6 and 7 are examples of processing related to the first notification operation. For example, one of the control flows in Figure 6 or 7 is performed by the control device 20. However, as will be described later, the control flows in Figures 6 and 7 may be used in combination.

[0063] Figure 6 is a flowchart showing an example of the flow of the first processing related to the first notification operation performed by the control device 20. The control flow shown in Figure 6 is executed when the adaptive cruise control mode is in operation. Step S301 in Figure 6 corresponds to the start of the control flow shown in Figure 6. Step S307 in Figure 6 corresponds to the end of the control flow shown in Figure 6.

[0064] When the control flow shown in Figure 6 is initiated, in step S302, the execution unit 22 determines whether or not an acceleration increase operation is being performed.

[0065] If it is determined that the acceleration increase operation is not being performed (step S302 / NO), the process proceeds to step S303. In step S303, the execution unit 22 switches the reference collision possibility setting to the first setting. On the other hand, if it is determined that the acceleration increase operation is being performed (step S302 / YES), the process proceeds to step S304. In step S304, the execution unit 22 switches the reference collision possibility setting to the second setting.

[0066] As will be described later, in the control flow of Figure 6, the first notification action is executed when it is determined that the probability of motorcycle 1 colliding with the preceding vehicle 2 exceeds the reference collision probability. Adaptive cruise control has a reference collision probability set, and the likelihood of the first notification action being executed changes according to the setting of the reference collision probability. The reference collision probability set in the second setting is different from the reference collision probability set in the first setting. In other words, the execution unit 22 changes the reference collision probability depending on whether or not an acceleration increase operation is being performed while adaptive cruise control is being executed.

[0067] For example, the reference collision probability set in the second setting may be lower than the reference collision probability set in the first setting. In other words, when an acceleration increase operation is performed while adaptive cruise control is running, the execution unit 22 may set the reference collision probability lower than when an acceleration increase operation is not performed. In this case, when an acceleration increase operation is performed, the first notification operation is more likely to be performed than when an acceleration increase operation is not performed. As a result, for example, when the first notification operation is performed in the process of motorcycle 1 approaching preceding vehicle 2, the first notification operation will be performed at an earlier timing.

[0068] Furthermore, for example, the reference collision probability set in the second setting may be higher than the reference collision probability set in the first setting. In other words, when an acceleration increase operation is performed while adaptive cruise control is running, the execution unit 22 may set the reference collision probability higher than when an acceleration increase operation is not performed. In this case, when an acceleration increase operation is performed, the first notification operation is less likely to be performed than when an acceleration increase operation is not performed. As a result, for example, when the first notification operation is performed in the process of motorcycle 1 approaching preceding vehicle 2, the first notification operation will be performed at a later timing.

[0069] Following step S303 or step S304, in step S305, the execution unit 22 determines whether the probability of the motorcycle 1 colliding with the preceding vehicle 2 exceeds the standard collision probability.

[0070] The collision possibility in step S305 means, for example, that even if motorcycle 1 decelerates to the minimum deceleration allowed by adaptive cruise control (i.e., the maximum absolute deceleration) while following vehicle 2, there is still a possibility that motorcycle 1 may come into contact with vehicle 2.

[0071] In step S305, the execution unit 22 can determine the possibility of collision between the motorcycle 1 and the preceding vehicle 2 based on positional relationship information (for example, information such as the relative position, relative distance, relative speed, relative acceleration, relative jerk, or difference in passing time of the motorcycle 1 relative to the preceding vehicle 2).

[0072] If it is determined that the probability of motorcycle 1 colliding with the preceding vehicle 2 does not exceed the standard collision probability (step S305 / NO), the control flow shown in Figure 6 ends. On the other hand, if it is determined that the probability of motorcycle 1 colliding with the preceding vehicle 2 exceeds the standard collision probability (step S305 / YES), the process proceeds to step S306.

[0073] If the result in step S305 is determined to be YES, in step S306, the execution unit 22 executes the first notification operation, and the control flow shown in Figure 6 ends.

[0074] In the first notification operation of step S306, as described above, a notification is given to improve safety (for example, a notification to avoid contact between motorcycle 1 and the preceding vehicle 2).

[0075] For example, in the first notification operation, the execution unit 22 notifies the rider requesting an operation to disengage the adaptive cruise control. Examples of operations to disengage the adaptive cruise control include, for example, disengaging the adaptive cruise control using the input device 14, or braking to disengage the adaptive cruise control. Operations to disengage the adaptive cruise control may also include rotating the accelerator grip from the unloaded position in the opposite direction to the rotation direction that outputs the acceleration command.

[0076] Furthermore, for example, in the first notification operation, the execution unit 22 notifies the rider requesting an operation to reduce the acceleration of the motorcycle 1. Examples of operations to reduce the acceleration of the motorcycle 1 include operations that reduce the amount of throttle operation (for example, an operation that rotates the throttle grip in a direction that reduces the amount of throttle grip operation).

[0077] The execution unit 22, for example, provides notification in the first notification operation by displaying it on the display device 13. However, notification in the first notification operation is not limited to this example and can be implemented by various other methods.

[0078] For example, the notification in the first notification operation may be performed by display, as in the example above using the display device 13. The notification by display in the first notification operation may be performed using the display device 13 mounted on the motorcycle 1, or using a display device mounted on the rider's clothing (e.g., a helmet).

[0079] Furthermore, for example, the notification in the first notification operation may be performed by sound. The sound notification in the first notification operation may be performed using a sound output device mounted on the motorcycle 1, or using a sound output device mounted on the rider's clothing (for example, a helmet, etc.).

[0080] Furthermore, for example, the notification in the first notification operation may be performed by vibration. The vibration notification in the first notification operation may be performed using a vibration generating device mounted on the motorcycle 1, or using a vibration generating device mounted on the rider's clothing (e.g., a helmet).

[0081] Furthermore, for example, the notification in the first notification operation may be performed by causing instantaneous deceleration in the motorcycle 1. In this case, instantaneous deceleration may be performed using a control unit for the braking force generated in the wheels (e.g., a hydraulic control unit 12), using the drive source of the motorcycle 1 (e.g., the engine 11), or using the transmission mechanism of the motorcycle 1.

[0082] In addition, while the above describes various methods for realizing notification in the first notification operation, notification in the first notification operation may be realized by combining multiple methods. For example, notification in the first notification operation may be performed by sound in addition to display.

[0083] Figure 7 is a flowchart showing an example of the flow of the second processing related to the first notification operation performed by the control device 20. The control flow shown in Figure 7 is executed when the adaptive cruise control mode is in operation. Step S401 in Figure 7 corresponds to the start of the control flow shown in Figure 7. Step S404 in Figure 7 corresponds to the end of the control flow shown in Figure 7.

[0084] In the second process shown in Figure 7, the difference from the first process shown in Figure 6 is that steps S303 and S304 are replaced by steps S402 and S403. In the second process shown in Figure 7, if step S302 is determined to be NO (i.e., if it is determined that the acceleration increase operation is not being performed), the process proceeds to step S402. In step S402, the execution unit 22 switches the setting for the perceptibility of the notification in the first notification operation to the first setting. On the other hand, if step S302 is determined to be YES (i.e., if it is determined that the acceleration increase operation is being performed), the process proceeds to step S403. In step S403, the execution unit 22 switches the setting for the perceptibility of the notification in the first notification operation to the second setting.

[0085] In adaptive cruise control, the perceptibility level of the notification in the first notification operation is set, and the first notification operation is executed so that the perceptibility level of the notification in the first notification operation becomes the set perceptibility level. The perceptibility level of the notification in the first notification operation refers to, for example, how easily the notification in the first notification operation can be recognized by the LiDAR. The perceptibility level set in the second setting is different from the perceptibility level set in the first setting. In other words, the execution unit 22 changes the perceptibility level of the notification in the first notification operation depending on whether or not an acceleration increase operation is being performed while adaptive cruise control is being executed.

[0086] For example, the perceptuality set in the second setting may be stronger than the perceptuality set in the first setting. In other words, when an acceleration increase operation is performed while adaptive cruise control is running, the execution unit 22 may make the perceptuality of the notification in the first notification operation stronger compared to when an acceleration increase operation is not performed. For example, when the notification in the first notification operation is performed by display, the perceptuality of the notification in the first notification operation can be made stronger by widening the display range, increasing the display brightness, or changing the display color. Also, for example, when the notification in the first notification operation is performed by sound, the perceptuality of the notification in the first notification operation can be made stronger by increasing the volume of the sound or raising the pitch of the sound. Also, for example, when the notification in the first notification operation is performed by vibration, the perceptuality of the notification in the first notification operation can be made stronger by increasing the intensity of the vibration.

[0087] Furthermore, the perceptuality set in the second setting may be weaker than the perceptuality set in the first setting. In other words, when an acceleration increase operation is performed while adaptive cruise control is being executed, the execution unit 22 may weaken the perceptuality of the notification in the first notification operation compared to when an acceleration increase operation is not being performed. For example, if the notification in the first notification operation is performed by display, the perceptuality of the notification in the first notification operation can be weakened by narrowing the display range, lowering the display brightness, or changing the display color. Also, for example, if the notification in the first notification operation is performed by sound, the perceptuality of the notification in the first notification operation can be weakened by reducing the volume of the sound or lowering the pitch of the sound. Also, for example, if the notification in the first notification operation is performed by vibration, the perceptuality of the notification in the first notification operation can be weakened by reducing the intensity of the vibration.

[0088] Following step S402 or step S403, the process proceeds to step S305, where the same process as the first process in Figure 6 described above is performed. However, in the second process in Figure 7, in step S306, the execution unit 22 executes the first notification operation so that the perceptibility of the notification in the first notification operation becomes the perceptibility set.

[0089] In the processing example shown in Figure 6 or Figure 7 above, the execution unit 22 of the control device 20 changes the first notification operation depending on whether or not an acceleration increase operation is being performed. As a result, if an acceleration increase operation is being performed while adaptive cruise control is in operation, the first notification operation can be performed taking into account that an acceleration increase operation is being performed. Therefore, the notification in the adaptive cruise control of the motorcycle 1 can be optimized.

[0090] Specifically, in the first process shown in Figure 6, the execution unit 22 changes the likelihood of a reference collision depending on whether or not an acceleration increase operation is being performed while adaptive cruise control is being executed.

[0091] For example, when the adaptive cruise control is running, the execution unit 22 may reduce the likelihood of a reference collision when an acceleration increase operation is performed compared to when an acceleration increase operation is not performed. As a result, for example, as shown by the dashed arrow A2 in the example of Figure 3, if an acceleration increase operation is performed but the rider hesitates to overtake the preceding vehicle 2 and does not overtake, the first notification operation will be performed at an earlier timing. Therefore, safety can be further improved.

[0092] Furthermore, for example, the execution unit 22 may increase the likelihood of a reference collision when an acceleration increase operation is performed while adaptive cruise control is in operation, compared to when an acceleration increase operation is not performed. This makes it less likely for the first notification operation to be performed when the rider intends to overtake the preceding vehicle 2 and an acceleration increase operation is being performed. Thus, it is possible to suppress a decrease in the rider's concentration caused by the unnecessary execution of the first notification operation when the rider intends to overtake the preceding vehicle 2 while an acceleration increase operation is being performed.

[0093] Furthermore, in the second process shown in Figure 7, the execution unit 22 changes the perceptibility of the notification in the first notification operation depending on whether or not an acceleration increase operation is being performed while adaptive cruise control is being executed.

[0094] For example, when adaptive cruise control is being performed, the execution unit 22 may enhance the perceptibility of the notification in the first notification operation when an acceleration increase operation is being performed, compared to when an acceleration increase operation is not being performed. This makes it possible to enhance the perceptibility of the notification in the first notification operation when, for example, as shown by the dashed arrow A2 in the example of Figure 3, an acceleration increase operation is being performed, but the rider hesitates to overtake the preceding vehicle 2 and does not overtake. Thus, safety can be further improved.

[0095] Furthermore, for example, if an acceleration increase operation is being performed while adaptive cruise control is in operation, the execution unit 22 may weaken the perceptibility of the notification in the first notification operation compared to when an acceleration increase operation is not being performed. This makes it possible to weaken the perceptibility of the notification in the first notification operation when the rider intends to overtake the preceding vehicle 2 and an acceleration increase operation is being performed. Thus, it is possible to suppress a decrease in the rider's concentration caused by the execution of the first notification operation when the rider intends to overtake the preceding vehicle 2 while an acceleration increase operation is being performed.

[0096] Figure 8 is a flowchart showing an example of the processing flow related to the second notification operation performed by the control device 20. The control flow shown in Figure 8 is executed when the adaptive cruise control mode is in operation. Step S501 in Figure 8 corresponds to the start of the control flow shown in Figure 8. Step S504 in Figure 8 corresponds to the end of the control flow shown in Figure 8.

[0097] When the control flow shown in Figure 8 is initiated, in step S502, the execution unit 22 determines whether or not an acceleration increase operation is being performed.

[0098] If it is determined that the acceleration increase operation is not being performed (step S502 / NO), the control flow shown in Figure 8 ends. On the other hand, if it is determined that the acceleration increase operation is being performed (step S502 / YES), the process proceeds to step S503.

[0099] If the result in step S502 is determined to be YES, in step S503 the execution unit 22 executes the second notification operation, and the control flow shown in Figure 8 ends.

[0100] In the second notification operation of step S503, the acceleration increase operation is notified to the Rider. For example, in the second notification operation, the execution unit 22 notifies the Rider that the acceleration increase operation is being performed. Also, for example, in the second notification operation, the execution unit 22 notifies the Rider of information on the control parameters of the acceleration increase operation. The control parameters of the acceleration increase operation include various parameters used to control the acceleration increase operation, and may include, for example, the required acceleration of the acceleration increase operation, the upper limit acceleration, etc. The information on the control parameters may include the value of the control parameter itself, information indicating the magnitude of the value of the control parameter in steps, etc. In addition, in the second notification operation, the execution unit 22 may also notify the Rider of information on the control parameters of the acceleration increase operation in addition to the fact that the acceleration increase operation is being performed.

[0101] The execution unit 22, for example, provides notification in the second notification operation by displaying it on the display device 13. However, notification in the second notification operation, like notification in the first notification operation, is not limited to this example and can be implemented by various other methods.

[0102] For example, the notification in the second notification operation may be performed by sound, vibration, or by causing instantaneous deceleration in the motorcycle 1, similar to the notification in the first notification operation. Also, the notification in the second notification operation may be performed using a device mounted on the motorcycle 1, similar to the notification in the first notification operation, or using a device mounted on the rider's clothing (e.g., a helmet). Furthermore, the notification in the second notification operation may be implemented by combining multiple methods.

[0103] In the above, with reference to Figure 8, an example was described in which the second notification operation is executed when it is determined that an acceleration increase operation is being performed. However, the second notification operation may also be executed when it is determined that an acceleration increase operation will be performed in the future (specifically, in the near future). For example, an acceleration increase operation may be performed after a predetermined time has elapsed since the rider activated the turn signal on the overtaking lane side and it was determined that the rider intended to overtake the preceding vehicle 2. In this case, the execution unit 22 may execute the second notification operation after it has been determined that the rider intended to overtake the preceding vehicle 2, but before the acceleration increase operation is performed. In this case, the execution unit 22 may, in the second notification operation, inform the rider that an acceleration increase operation will be performed, instead of stating that an acceleration increase operation is being performed.

[0104] In the processing example shown in Figure 8 above, the execution unit 22 of the control device 20 performs a second notification operation to inform the LiDAR of the acceleration increase operation. As a result, the LiDAR can drive while being aware of the operating status of the acceleration increase operation. Therefore, the LiDAR can more easily drive in accordance with their intentions.

[0105] Figure 9 is a flowchart showing an example of the processing flow related to setting the upper limit acceleration performed by the control device 20. The control flow shown in Figure 9 is executed when adaptive cruise control mode is in operation. Step S601 in Figure 9 corresponds to the start of the control flow shown in Figure 9. Step S605 in Figure 9 corresponds to the end of the control flow shown in Figure 9.

[0106] When the control flow shown in Figure 9 is initiated, in step S602, the execution unit 22 determines whether or not an acceleration increase operation is being performed.

[0107] If it is determined that the acceleration increase operation is not being performed (step S602 / NO), the process proceeds to step S603. In step S603, the execution unit 22 switches the setting of the upper limit acceleration of the adaptive cruise control mode to the first setting. On the other hand, if it is determined that the acceleration increase operation is being performed (step S602 / YES), the process proceeds to step S604. In step S604, the execution unit 22 switches the setting of the upper limit acceleration of the adaptive cruise control mode to the second setting. After step S603 or step S604, the control flow shown in Figure 9 ends.

[0108] In adaptive cruise control, an upper limit acceleration is set, and the execution unit 22 limits the acceleration of the motorcycle 1 to less than or equal to the upper limit acceleration. The upper limit acceleration set in the second setting is higher than the upper limit acceleration set in the first setting. In other words, when an acceleration increase operation is performed while adaptive cruise control is running, the execution unit 22 sets the upper limit acceleration higher than when an acceleration increase operation is not performed. Note that the upper limit acceleration set in the second setting may be a fixed value, or it may be a value that changes according to various parameters (for example, the vehicle speed of the motorcycle 1).

[0109] In the processing example shown in Figure 9 above, the execution unit 22 of the control device 20 increases the upper limit of acceleration when an acceleration increase operation is performed during the execution of adaptive cruise control, compared to when an acceleration increase operation is not performed. This increases the ability to increase acceleration through the acceleration increase operation. Therefore, it is possible to more effectively support the RID's overtaking of the preceding vehicle 2.

[0110] <Effects of the control device> The effects of the control device 20 according to an embodiment of the present invention will be described.

[0111] The control device 20 includes an execution unit 22 that performs a positional relationship adjustment operation (adaptive cruise control in the above example) to automatically control the speed of the motorcycle 1 so that the positional relationship between the motorcycle 1 and the preceding vehicle 2 approaches a target positional relationship. The execution unit 22 then performs a first notification operation to notify the rider of the motorcycle 1 if the probability of the motorcycle 1 colliding with the preceding vehicle 2 exceeds the reference collision probability during the execution of the positional relationship adjustment operation. If it is determined that the rider intends to overtake the preceding vehicle 2, it performs an acceleration increase operation to increase the acceleration of the motorcycle 1, and changes the first notification operation depending on whether or not the acceleration increase operation is being performed. As a result, if the acceleration increase operation is being performed during the execution of the positional relationship adjustment operation, the first notification operation can be performed taking into account that the acceleration increase operation is being performed. Thus, the notification during the positional relationship adjustment operation of the motorcycle 1 can be optimized.

[0112] Preferably, in the control device 20, the execution unit 22 changes the likelihood of a reference collision depending on whether or not an acceleration increase operation is being performed during the execution of a positional relationship adjustment operation (adaptive cruise control in the above example). As a result, if an acceleration increase operation is being performed during the execution of a positional relationship adjustment operation, the likelihood of the first notification operation being performed can be adjusted, taking into account that an acceleration increase operation is being performed. Thus, the notification during the positional relationship adjustment operation of the motorcycle 1 is appropriately optimized.

[0113] Preferably, in the control device 20, the execution unit 22 reduces the likelihood of a reference collision when an acceleration increase operation is performed during a positional relationship adjustment operation (adaptive cruise control in the above example) compared to when an acceleration increase operation is not performed. As a result, for example, as shown by the dashed arrow A2 in the example of Figure 3, if an acceleration increase operation is performed but the rider hesitates to overtake the preceding vehicle 2 and does not overtake, the first notification operation will be executed at an earlier timing. Therefore, safety can be further improved.

[0114] Preferably, in the control device 20, the execution unit 22 increases the likelihood of a reference collision when an acceleration increase operation is performed while a positional relationship adjustment operation (adaptive cruise control in the above example) is being performed, compared to when an acceleration increase operation is not being performed. This makes it less likely for the first notification operation to be performed when the rider intends to overtake the preceding vehicle 2 and an acceleration increase operation is being performed. Thus, it is possible to suppress a decrease in the rider's concentration caused by the unnecessary execution of the first notification operation when the rider intends to overtake the preceding vehicle 2 while an acceleration increase operation is being performed.

[0115] Preferably, in the control device 20, the execution unit 22 changes the perceptibility of the notification in the first notification operation depending on whether or not an acceleration increase operation is being performed during the execution of the position relationship adjustment operation (adaptive cruise control in the above example). As a result, if an acceleration increase operation is being performed during the execution of the position relationship adjustment operation, the perceptibility of the notification in the first notification operation can be adjusted taking into account that an acceleration increase operation is being performed. Thus, the notification during the position relationship adjustment operation of the motorcycle 1 is appropriately optimized.

[0116] Preferably, in the control device 20, when an acceleration increase operation is performed during the execution of a positional relationship adjustment operation (adaptive cruise control in the above example), the execution unit 22 enhances the perceptibility of the notification in the first notification operation compared to when an acceleration increase operation is not performed. This enhances the perceptibility of the notification in the first notification operation, for example, when an acceleration increase operation is performed but the rider hesitates to overtake the preceding vehicle 2 and does not perform the overtake, as shown by the dashed arrow A2 in the example of Figure 3. Thus, safety can be further improved.

[0117] Preferably, in the control device 20, when an acceleration increase operation is performed while a positional relationship adjustment operation (adaptive cruise control in the above example) is being performed, the execution unit 22 weakens the perceptibility of the notification in the first notification operation compared to when an acceleration increase operation is not being performed. This makes it possible to weaken the perceptibility of the notification in the first notification operation when the rider intends to overtake the preceding vehicle 2 and an acceleration increase operation is being performed. Thus, it is possible to suppress a decrease in the rider's concentration caused by the execution of the first notification operation when the rider intends to overtake the preceding vehicle 2 while an acceleration increase operation is being performed.

[0118] Preferably, in the control device 20, the execution unit 22 performs a second notification operation to notify the LiDAR of the acceleration increase operation. This allows the LiDAR to operate the vehicle while being aware of the operating status of the acceleration increase operation. Therefore, the LiDAR can operate the vehicle in accordance with their intentions.

[0119] Preferably, in the control device 20, the execution unit 22 notifies the LiDAR in the second notification operation that an acceleration increase operation is being performed or is being performed. As a result, the LiDAR can operate the vehicle knowing that an acceleration increase operation is being performed or is being performed. Therefore, it is possible to appropriately facilitate driving in accordance with the LiDAR's intentions.

[0120] Preferably, in the control device 20, the execution unit 22 informs the LiDAR of information regarding the control parameters for acceleration increase operation during the second notification operation. This allows the LiDAR to operate the vehicle with information regarding the control parameters for acceleration increase operation. Thus, it is possible to appropriately facilitate operation in accordance with the LiDAR's intentions.

[0121] Preferably, in the control device 20, the execution unit 22 limits the acceleration of the motorcycle 1 to below the upper limit acceleration during the positional relationship adjustment operation (adaptive cruise control in the above example), and increases the upper limit acceleration when an acceleration increase operation is performed during the execution of the positional relationship adjustment operation compared to when an acceleration increase operation is not performed. This makes it possible to increase the ability to increase acceleration through the acceleration increase operation. Therefore, it is possible to more effectively support the rider in overtaking the preceding vehicle 2.

[0122] Preferably, in the control device 20, the execution unit 22 notifies the rider in the first notification operation to request an operation to cancel the positional relationship adjustment operation (adaptive cruise control in the above example). As a result, the first notification operation helps to avoid contact between the motorcycle 1 and the preceding vehicle 2, thereby improving safety.

[0123] Preferably, in the control device 20, the execution unit 22 provides a notification to the rider in the first notification operation requesting an operation to reduce the acceleration of the motorcycle 1. As a result, the first notification operation helps to avoid contact between the motorcycle 1 and the preceding vehicle 2, thereby improving safety.

[0124] The present invention is not limited to the descriptions of embodiments. For example, only a part of the embodiments may be implemented. For example, the control flow in Figure 6 and the control flow in Figure 7 may be used in combination. That is, the execution unit 22 may change both the reference collision probability and the perceptibility of the notification in the first notification operation depending on whether or not an acceleration increase operation is being performed during the execution of the positional relationship adjustment operation (adaptive cruise control in the above example). Also, for example, at least one of the control flow in Figure 8 and the control flow in Figure 9 may not be performed. [Explanation of Symbols]

[0125] 1 Motorcycle, 2 Leading vehicle, 11 Engine, 12 Hydraulic control unit, 13 Display device, 14 Input device, 15 Ambient environment sensor, 16 Front wheel speed sensor, 17 Rear wheel speed sensor, 20 Control device, 21 Acquisition unit, 22 Execution unit, A1 Solid arrow, A2 Dashed arrow, L1 Lane, L2 Lane, LV Lane boundary.

Claims

1. A control device (20) that controls the behavior of a motorcycle (1), The system includes an execution unit (22) that performs a positional relationship adjustment operation to automatically control the speed of the motorcycle (1) so that the positional relationship between the motorcycle (1) and the preceding vehicle (2) approaches a target positional relationship. The execution unit (22) performs the positional relationship adjustment operation, If the probability of the motorcycle (1) colliding with the preceding vehicle (2) exceeds the standard collision probability, a first notification operation is performed to notify the rider of the motorcycle (1). If it is determined that the rider intends to overtake the preceding vehicle (2), the motorcycle (1) will perform an acceleration increasing operation to increase its acceleration. Depending on whether or not the acceleration increase operation is being performed, the first notification operation is changed. The execution unit (22) in the first notification operation gives a notification to the rider requesting an operation to cancel the positional relationship adjustment operation. Control device.

2. The execution unit (22) changes the reference collision possibility depending on whether or not the acceleration increase operation is being performed during the execution of the positional relationship adjustment operation. The control device according to claim 1.

3. The execution unit (22) reduces the likelihood of a reference collision when the acceleration increase operation is performed during the positional relationship adjustment operation, compared to when the acceleration increase operation is not performed. The control device according to claim 2.

4. The execution unit (22) increases the likelihood of a reference collision when the acceleration increase operation is performed during the positional relationship adjustment operation, compared to when the acceleration increase operation is not performed. The control device according to claim 2.

5. The execution unit (22) changes the perceptibility of the notification in the first notification operation depending on whether or not the acceleration increase operation is being performed during the execution of the positional relationship adjustment operation. The control device according to claim 1.

6. The execution unit (22) enhances the perceptual effect when the acceleration increase operation is performed during the positional relationship adjustment operation, compared to when the acceleration increase operation is not performed. The control device according to claim 5.

7. The execution unit (22) weakens the perceptual effect when the acceleration increase operation is performed during the positional relationship adjustment operation, compared to when the acceleration increase operation is not performed. The control device according to claim 5.

8. The execution unit (22) performs a second notification operation to notify the lidar of the acceleration increase operation. The control device according to claim 1.

9. The execution unit (22) in the second notification operation notifies the lidar that the acceleration increase operation is being performed or is being performed. The control device according to claim 8.

10. In the second notification operation, the execution unit (22) notifies the lidar of information regarding the control parameters of the acceleration increase operation. The control device according to claim 8.

11. The execution unit (22) is In the positional relationship adjustment operation, the acceleration is limited to below the upper limit acceleration. If the acceleration increase operation is performed during the positional relationship adjustment operation, the upper limit acceleration is increased compared to when the acceleration increase operation is not performed. The control device according to claim 1.

12. The execution unit (22) further notifies the LiDAR in the first notification operation to request an operation to reduce the acceleration. The control device according to any one of claims 1 to 11.

13. A control method for controlling the behavior of a motorcycle (1), The execution unit (22) of the control device (20) performs a positional relationship adjustment operation to automatically control the speed of the motorcycle (1) so that the positional relationship between the motorcycle (1) and the preceding vehicle (2) approaches the target positional relationship. The execution unit (22) performs the positional relationship adjustment operation, If the probability of the motorcycle (1) colliding with the preceding vehicle (2) exceeds the standard collision probability, a first notification operation is performed to notify the rider of the motorcycle (1). If it is determined that the rider intends to overtake the preceding vehicle (2), the motorcycle (1) will perform an acceleration increasing operation to increase its acceleration. Depending on whether or not the acceleration increase operation is being performed, the first notification operation is changed. The execution unit (22) in the first notification operation gives a notification to the rider requesting an operation to cancel the positional relationship adjustment operation. Control method.

Images