Vehicle control system

Abstract

A vehicle control system (S) comprising a forward situation detection device (200) that detects a situation in front of a vehicle (1), a vibration source (20) that generates vibration to be transmitted to a rider of the vehicle (1), and a control unit (150) that executes control of changing, according to each degree of urgency obtained by using information detected by the forward situation detection device (200), a state of vibration of each vibration source (20, 20', 51, 53, 63, 75) to a state corresponding to the degree of urgency.

Description

Vehicle Control System

[0001] The present invention relates to a vehicle control system, and more particularly to a vehicle control system that executes control capable of dealing with a forward collision warning for a vehicle.

[0002] In recent years, from the viewpoint of improving the safety of vehicles and the traffic environment in which the vehicles travel, research and development has been conducted on advanced driver-assistance systems (ADAS) having a function of assisting the driving operation of a vehicle driver. One of such advanced driver-assistance systems having a warning function is a forward collision warning (FCW) system. Such a forward collision warning system monitors the speed of the host vehicle, the relative speed between the host vehicle and a preceding vehicle, and the distance between the host vehicle and surrounding objects, and has a function of, for example, warning the driver of the possibility of a collision when the host vehicle gets too close to the preceding vehicle.

[0003] Under these circumstances, Patent Document 1 discloses a control device, a control method, and a brake system that are configured such that, before a control mode that causes a motorcycle to perform an automatic emergency deceleration operation is initiated in response to trigger information generated in accordance with the motorcycle's surrounding environment, a first notification and a second notification are initiated in sequence to notify the driver that an automatic emergency deceleration operation will be performed; the first notification notifies the driver that an automatic emergency deceleration operation will be performed without the driver being subjected to an external force, while the second notification notifies the driver that an external force will be applied to the driver and that the automatic emergency deceleration operation will be performed.

[0004] Patent No. 6817417

[0005] However, according to the inventor's investigations, in Patent Document 1 the external force used in the second notification is an inertial force that merely causes a relatively small deceleration in the driver, and the configuration is such that by repeatedly applying a relatively small deceleration due to this inertial force to the driver at set intervals, an increase in the deceleration of the motorcycle is suppressed, while encouraging the driver to take evasive action. However, there is no disclosure or suggestion whatsoever of a configuration that, when the vehicle approaches an obstacle ahead and the possibility of a collision with it increases, can gradually increase the level of the warning to the driver to make it stronger in accordance with the increasing possibility of the collision, or that can gradually increase the level of the external force applied to the driver or the degree of deceleration caused by the motorcycle to make it stronger. Furthermore, in Patent Document 1, because the first notification relies on hearing and vision, it is possible that the driver may not even be aware that the notification has been given, particularly in a saddle-type vehicle such as a motorcycle that is exposed to the surrounding environment, and it is possible that the driver may not grasp and understand the content of the subsequent second notification, which is a small, monotonous, repeated deceleration. If an automatic emergency deceleration operation is performed in such a state of driver consciousness, it is possible that the driver will panic and not take sufficient evasive action or not properly control the vehicle's attitude. In particular, in a saddle-type vehicle, it is possible that the vehicle will exhibit unstable behavior that could lead to a rollover, so there is room for improvement. Furthermore, even in a four-wheeled vehicle, depending on the driving conditions at the time, it is possible that the first notification will not be recognized and the second notification will not be grasped and understood. If an automatic emergency deceleration operation is performed in such a state of driver consciousness, it is possible that the driver will not properly control the vehicle's attitude or exhibit unstable behavior, as in a saddle-type vehicle, so there is room for improvement.

[0006] The present invention was made after taking into account the above-mentioned considerations, and aims to obtain the degree of urgency based on detection information of the situation ahead of the vehicle, gradually warn the driver of the degree of urgency, promote emergency avoidance operations of the vehicle, and also contribute to promoting gradual deceleration of the vehicle.

[0007] In order to achieve the above object, a first aspect of the present invention is a vehicle control system mounted on a vehicle, comprising: a forward situation detection device that detects the situation ahead of the vehicle; a vibration source that generates vibrations that are transmitted to the driver of the vehicle; and a control unit that executes control to change the vibration state of the vibration source to a state that corresponds to the degree of urgency obtained using information detected by the forward situation detection device.

[0008] In addition to the first aspect, the present invention provides a second aspect in which the vibration source is at least one of the group consisting of an engine that is the drive source of the vehicle, an electric motor that is the drive source, the brakes of the vehicle, a vibration device that vibrates the steering wheel of the vehicle, a vibration device that vibrates the seat of the vehicle, and a vibration device that vibrates the step of the vehicle.

[0009] In addition to the second aspect, the present invention has a third aspect in which, in the control, the control unit changes a recovery period for returning the drive source from a reduced operation state in which the output of the drive source is reduced to a normal operation state in which the output is not reduced, according to the degree of urgency, thereby changing the state of the vibration of the drive source to the state according to the degree of urgency.

[0010] In addition to the third aspect, the present invention provides a fourth aspect in which, in the control, the control unit shortens the recovery period as the degree of urgency increases, thereby shortening the change period for changing the state of the vibration of the drive source to the state corresponding to the degree of urgency.

[0011] In addition to the fourth aspect, the present invention provides a fifth aspect in which, in the control, the control unit extends the length of time during which the reduced operating state is exhibited as the degree of urgency increases.

[0012] In addition to any one of the third to fifth aspects, the present invention provides a sixth aspect in which, in the control, the control unit reduces the output of the engine to bring it into the reduced operating state by reducing the amount of fuel supplied to the engine or prohibiting the supply of fuel.

[0013] Furthermore, in addition to any one of the third to sixth aspects, the present invention provides a seventh aspect in which, in the control, the control unit retards the timing of ignition of the engine or prohibits the ignition, thereby reducing the output of the engine and setting it into the reduced operating state.

[0014] Furthermore, in addition to any one of the third to seventh aspects, the present invention provides an eighth aspect in which, in the control, the control unit reduces the opening of a throttle valve of the engine or fully closes the opening, thereby reducing the output of the engine and setting it into the reduced operating state.

[0015] In addition to any one of the third to eighth aspects, the present invention provides a ninth aspect in which the control unit prohibits execution of the control when the driver intends to decelerate.

[0016] According to the vehicle control system of the first aspect of the present invention described above, the system is equipped with a forward situation detection device that detects the situation ahead of the vehicle, a vibration source that generates vibrations that are transmitted to the driver of the vehicle, and a control unit that executes control to change the vibration state of the vibration source to a state that corresponds to the degree of urgency, for each degree of urgency obtained using the information detected by the forward situation detection device.This allows the system to gradually warn the driver of the degree of urgency obtained based on the detection information of the situation ahead of the vehicle, promoting emergency avoidance maneuvering of the vehicle and contributing to gradually decelerating the vehicle.For example, even in the case of a lightweight vehicle such as a saddle-type vehicle, it is possible to prevent the driver from panicking and to decelerate the vehicle in a manner that does not impair its stability.

[0017] Furthermore, according to the vehicle control system of the second aspect of the present invention, the vibration source is at least one of the group consisting of the engine which is the drive source of the vehicle, the electric motor which is the drive source, the brakes of the vehicle, a vibration device which vibrates the steering wheel of the vehicle, a vibration device which vibrates the seat of the vehicle, and a vibration device which vibrates the steps of the vehicle. Therefore, by utilizing existing equipment on the vehicle or by adding and utilizing components which do not have an excessive impact in terms of weight, size, cost, etc., it is possible to gradually warn the driver of the degree of urgency for each degree of urgency, thereby facilitating emergency avoidance maneuvers of the vehicle and also contributing to gradually decelerating the vehicle.

[0018] Furthermore, according to the vehicle control system of the third aspect of the present invention, the control unit changes the recovery cycle, which returns the drive source from a reduced driving state in which the output is reduced to a normal driving state in which the output is not reduced, in accordance with the degree of urgency, thereby changing the vibration state of the drive source to a state in accordance with the degree of urgency.When returning from the reduced driving state to the normal driving state to change the vibration state, an acceleration driving force is applied to the vehicle, and the dynamic center of gravity of the vehicle can be shifted to the driving wheel side rather than the steered wheel side.As a result, even in a lightweight vehicle such as a saddle-type vehicle, the driver is gradually warned of the degree of urgency in accordance with the degree of urgency in a manner that does not impair the stability of the vehicle, and emergency avoidance maneuvers of the vehicle can be promoted, and gradual deceleration of the vehicle can be more reliably executed.

[0019] Furthermore, according to the vehicle control system of the fourth aspect of the present invention, the control unit shortens the recovery period as the degree of urgency increases, thereby shortening the change period for changing the vibration state of the drive source to a state that corresponds to the degree of urgency, and therefore the degree of urgency can be more clearly warned to the driver depending on the degree of urgency.

[0020] Furthermore, according to the vehicle control system of the fifth aspect of the present invention, the control unit extends the length of time during which the reduced driving state is maintained as the degree of urgency increases, thereby enabling gradual deceleration of the vehicle to be more reliably carried out according to the degree of urgency.

[0021] Furthermore, according to the vehicle control system of the sixth aspect of the present invention, the control unit reduces the amount of fuel supplied to the engine or prohibits the supply of fuel, thereby reducing the engine output and putting the engine into a reduced operating state. This makes it possible to more reliably achieve a reduced operating state of the engine in a manner that reduces unnecessary effects on exhaust gas characteristics.

[0022] Furthermore, according to the vehicle control system of the seventh aspect of the present invention, the control unit retards the timing of engine ignition or prohibits ignition, thereby reducing the engine output and putting the engine into a reduced operating state, thereby more reliably realizing a reduced operating state of the engine.

[0023] Furthermore, according to the vehicle control system of the eighth aspect of the present invention, the control unit reduces the opening of the engine throttle valve or fully closes the opening, thereby reducing the engine output and putting the engine into a reduced operating state, thereby more reliably realizing a reduced operating state of the engine in a manner that reduces unnecessary effects on exhaust gas characteristics.

[0024] Furthermore, according to the vehicle control system of the ninth aspect of the present invention, when the driver intends to decelerate, the control unit prohibits, for each level of urgency, the execution of control to change the vibration state of the vibration source to a state corresponding to the level of urgency. Therefore, the driver's intention to decelerate is given priority, and the driver is allowed to perform emergency avoidance operations for the vehicle himself and is also allowed to decelerate the vehicle.

[0025] Fig. 1 is a schematic diagram showing the right side of a vehicle equipped with a vehicle control system according to an embodiment of the present invention. Fig. 2 is a block diagram showing the configuration of the vehicle control system according to the embodiment. Fig. 3 is a time chart showing, as an example, changes in engine output and vehicle speed over time when the vehicle control system according to the embodiment executes control to change the state of engine vibration to a state corresponding to the degree of urgency for each degree of urgency.

[0026] Hereinafter, a vehicle control system according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings, taking an example in which an engine-equipped saddle-ride vehicle is used as an application example. In Fig. 1, the x-axis and z-axis form a two-axis Cartesian coordinate system, with the forward direction indicated as the positive direction of the x-axis and the upward direction indicated as the positive direction of the z-axis.

[0027] [Configuration of Vehicle Control System] First, with reference to FIGS. 1 and 2, the configuration of the vehicle control system in this embodiment will be described in detail, also with reference to the configuration of a saddle-type vehicle on which the electronic control device and the forward situation detection device are mounted.

[0028] FIG. 1 is a schematic diagram showing the right side of a vehicle on which a vehicle control system according to this embodiment is mounted, and FIG. 2 is a block diagram showing the configuration of the vehicle control system according to this embodiment.

[0029] 1 and 2, the vehicle control system S is mounted on a vehicle 1, which is typically a straddle-type vehicle such as a motorcycle, and changes the vibration state of a predetermined vibration source to a state corresponding to the degree of urgency in the driving environment ahead of the vehicle 1, and transmits and applies vibrations in the changed vibration state to the driver. Note that, in principle, the vehicle on which the vehicle control system S is mounted may also be a four-wheeled automobile other than a straddle-type vehicle.

[0030] Specifically, the vehicle control system S includes an electronic control device 100 mounted on the vehicle 1 to control the operating state of an engine 20, which is an internal combustion engine and serves as a drive source mounted on a frame member 10, which is a skeletal member of the vehicle 1, and a forward obstacle detection device 200 mounted on the vehicle 1 to detect obstacles ahead of the vehicle 1. The drive source mounted on the vehicle 1 is not limited to the internal combustion engine 20, but may also be an electric motor or a hybrid combination of these. Furthermore, the vibration source mounted on the vehicle 1 is not limited to the above drive source. It is also possible, in principle, to use a vibration device attached to the vehicle 1 near a contact point between the driver and the vehicle 1 that generates vibrations so as to transmit and apply vibrations to the driver, or a brake mounted on the vehicle 1, either alone or in combination as appropriate. Such a vibration device typically has an electric vibrator and is configured to transmit the vibrations to the outside, and can also be used in combination with a drive source or a brake.

[0031] Here, the engine 20 is an internal combustion engine that is typically a water-cooled four-stroke cycle engine, and a crankcase (not shown) of the engine 20 is fitted with a crank angle sensor 23 that outputs an electrical signal indicating the rotation angle (crank angle) of the crankshaft 22 to the electronic control unit 100, a cylinder block (not shown) of the engine 20 is fitted with an engine temperature sensor 24 that outputs an electrical signal indicating the temperature of the cooling water of the engine 20 to the electronic control unit 100, and a head 26 of the engine 20 is fitted with an ignition plug 28 facing a combustion chamber (not shown) of the engine 20.

[0032] An intake pipe 30 is attached to the head 26 of the engine 20, and communicates with an intake port (not shown) of the engine 20. An intake pressure sensor 31 is attached to the intake pipe 30 on the head 26 side of the engine 20, and outputs an electrical signal indicating the intake pressure of the engine 20 to the electronic control unit 100. A rotatable throttle valve 32 is attached upstream of the intake pressure sensor 31 so as to vary the intake inflow cross-sectional area of ​​the intake passage in the intake pipe 30.

[0033] A throttle opening sensor 33 is attached to a housing (not shown) that houses the throttle valve 32 and outputs an electric signal indicating the opening of the throttle valve 32 to the electronic control unit 100. Although the throttle valve 32 is shown as an example of being driven to rotate by the rotation of an electric throttle motor 34, a configuration in which the throttle valve 32 is driven by a mechanical push-pull wire or the like instead of the throttle motor 34 may also be adopted. Furthermore, a fuel injection valve 36 is attached to the intake pipe 30 on the head 26 side of the engine 20 so as to inject fuel into the intake pipe 30. Note that the fuel injection valve 36 may also be attached to the head 26 and configured to directly inject fuel into the combustion chamber of the engine 20.

[0034] A storage member 40 is attached to the frame member 10, and a storage compartment therein is provided for storing a helmet and other items when not in use. A seat 50 is attached to the upper side of the storage member 40 so that the storage compartment of the storage member 40 can be opened and closed. When a vibration source that generates vibrations to be transmitted to the seat 50 is required, a seat vibration device 51 is attached to the storage member 40 so that the vibrations are transmitted to the seat 50. In addition, a step member (step) 52 that serves as a footrest for the driver is attached to the frame member 10. When a vibration source that generates vibrations to be transmitted to the step member 52 is required, a step vibration device 53 is attached to the frame member 10 so that the vibrations are transmitted to the step member 52.

[0035] A handlebar support member 60 is connected to the frame member 10, and a bar-shaped handlebar 62 is attached to the handlebar support member 60. If a vibration source is required that generates vibrations that are transmitted to the handlebar 60 or grip members (accelerator grip 64 and a left grip, not shown) provided at both ends of the handlebar 60, a handlebar vibration device 63 is attached to the handlebar support member 60 so that vibrations are transmitted to the handlebar 60 and the grip members. An accelerator grip 64, which serves as an accelerator operating member, is attached to the right end of the handlebar 62, and an accelerator opening sensor 65 is attached to the right end of the handlebar 62, which outputs an electrical signal indicating the opening degree of the accelerator grip 64 to the electronic control unit 100. Furthermore, a brake lever 66, which serves as a brake operating member, is attached to the right end of the handlebar 62, facing the accelerator grip 64, and a brake switch 67 is attached to the right end of the handlebar 62, which outputs an electrical signal indicating the open / closed state of the brake lever 66 to the electronic control unit 100. An anti-lock braking system (ABS) unit 68 is also attached to the frame member 10. When it is necessary to use the brakes as a vibration source, the brakes can be continuously switched between operation and non-operation so that vibrations during braking are transmitted to the driver via the ABS unit 68.

[0036] A front suspension member 72 that suspends a front wheel 73 is mounted on the frame member 10, and a vehicle speed sensor 74 that outputs an electrical signal indicating the rotational speed of the front wheel 73, which is a steered wheel, to the electronic control unit 100 is mounted on the front suspension member 72. A front wheel brake 75 that operates in response to a closing operation of a brake lever 66 is mounted on the front wheel 73. Meanwhile, a rear suspension member 76 that suspends a rear wheel 77, which is a drive wheel, is mounted on the frame member 10. Note that for convenience, only the front wheel brake 75 is illustrated in FIG. 1 , and the rear wheel brake is not illustrated. Furthermore, the brake lever 66 is an operating member for the front wheel brake 75, and an operating member for the rear wheel brake is also not illustrated. Furthermore, the object controlled by the ABS unit 68 may be not only the front wheel brake 75 but also the rear wheel brake.

[0037] Additionally, a forward obstacle detection device 200, which is a forward situation detection device that detects the status of obstacles and the like ahead of the vehicle 1, is attached to the frame member 10 via a bracket or the like (not shown). The forward obstacle detection device 200 includes at least one of an imaging device such as a monocular or stereo camera, and a distance measurement / lateral direction device such as a millimeter-wave radar or LiDAR (Laser Imaging Detection and Ranging), and typically outputs an electrical signal to the electronic control device 100 indicating obstacle-related information such as the presence of an obstacle in the driving environment ahead of the vehicle 1, the distance between the obstacle and the vehicle 1, and the direction of the obstacle from the vehicle.

[0038] The electronic control unit 100 is typically configured with an ECU (Electronic Control Unit) 10, which is an arithmetic processing device including a microcomputer such as a CPU (Central Processing Unit) mounted on a frame member 10. The electronic control unit 100 controls the operating state of the engine 20 by executing a control program while referencing control data, and also controls the vibration state of a predetermined vibration source to change to a state corresponding to the degree of urgency in the driving environment ahead of the vehicle 1. The control program is pre-stored in a memory (not shown) and is read from the memory when the program is executed. The electronic control unit 100 is mounted on the frame member 10 via a bracket (not shown), for example.

[0039] Specifically, the electronic control unit 100 operates using a battery (not shown) mounted on the vehicle 1 as its power source, and is electrically connected to a crank angle sensor 23, an engine temperature sensor 24, an intake pressure sensor 31, a throttle opening sensor 33, an accelerator opening sensor 65, a brake switch 67, a vehicle speed sensor 74, etc., and includes an engine speed calculation unit 102, an engine temperature calculation unit 104, an intake pressure calculation unit 106, a throttle opening calculation unit 108, an accelerator opening calculation unit 110, a vehicle speed calculation unit 112, an urgency calculation unit 114, an urgency determination unit 116, a deceleration intention determination unit 118, and a control unit 150. Note that these units are shown as functional blocks when a control program is executed, and input circuits such as an A / D (Analog / Digital) conversion circuit and a waveform shaping circuit for each sensor are not shown.

[0040] The engine speed calculation unit 102 calculates the speed of the engine 20 (engine speed) based on an electrical signal indicating the crank angle output from the crank angle sensor 23 and input to the electronic control unit 100 .

[0041] The engine temperature calculation unit 104 calculates the temperature of the engine 20 (engine temperature) based on an electrical signal indicating the temperature of the coolant of the engine 20 that is output from the engine temperature sensor 24 and input to the electronic control unit 100 .

[0042] The intake pressure calculation unit 106 calculates the intake pressure of the engine 20 (engine intake pressure) based on an electrical signal indicating the intake pressure of the engine 20 that is output from the intake pressure sensor 31 and input to the electronic control unit 100 .

[0043] The throttle opening calculation unit 108 calculates the opening of the throttle valve 32 (throttle opening) based on an electrical signal indicating the opening of the throttle valve 32 output from the throttle opening sensor 33 and input to the electronic control unit 100 .

[0044] The accelerator opening calculation unit 110 calculates the opening of the accelerator grip 64 (accelerator opening) based on an electrical signal indicating the opening of the accelerator grip 64 that is output from the accelerator opening sensor 65 and input to the electronic control unit 100 .

[0045] The vehicle speed calculation unit 112 calculates the speed of the vehicle 1 (vehicle speed: absolute value of vehicle speed) based on an electrical signal indicating the rotational speed of the front wheels 73 output from the vehicle speed sensor 74 and input to the electronic control unit 100.

[0046] The urgency calculation unit 114 calculates the distance between the obstacle and the vehicle 1 (obstacle distance) based on an electrical signal indicating obstacle-related information ahead of the vehicle 1, which is output from the forward obstacle detection device 200 and input to the electronic control unit 100. The urgency calculation unit 114 also calculates an urgency level, which quantifies the urgency that the obstacle ahead of the vehicle 1 presents to the vehicle 1, based on the obstacle distance calculated in this manner and the vehicle speed calculated by the vehicle speed calculation unit 112. Specifically, the urgency calculation unit 114 calculates the urgency level by dividing the obstacle distance by the vehicle speed. Alternatively, the urgency calculation unit 114 may calculate the urgency level by dividing the obstacle distance by the relative vehicle speed (absolute value of the relative speed) between the obstacle and the vehicle 1. The relative vehicle speed between the obstacle and the vehicle 1 can be calculated based on the electrical signal indicating the obstacle-related information ahead of the vehicle 1, which is output from the forward obstacle detection device 200 and input to the electronic control unit 100, and the vehicle speed calculated by the vehicle speed calculation unit 112.

[0047] The urgency determination unit 116 determines the degree of urgency of the vehicle 1 in relation to an obstacle ahead of the vehicle 1, i.e., the degree of urgency (degree of urgency), based on the value of the urgency calculated by the urgency calculation unit 114. Specifically, when the value of the urgency is within a predetermined range indicating a relatively large value, the urgency determination unit 116 determines the urgency as a low degree of urgency, or a low urgency, and when the value of the urgency is within a predetermined range indicating a relatively small value, the urgency determination unit 116 determines the urgency as a high degree of urgency, or a high urgency. Here, the urgency between the low and high urgency levels may be further subdivided, and when the value of the urgency is within a predetermined range indicating a relatively intermediate value, the urgency determination unit 116 may determine the urgency as a medium degree of urgency, or a medium urgency, or a medium urgency. Furthermore, when the value of the urgency is equal to or greater than a predetermined maximum value and deviates from the low urgency level to a level lower than the low urgency level, the urgency determination unit 116 may determine that there is essentially no urgency (zero degree). The numerical ranges defining the predetermined range indicating a relatively large urgency value, the predetermined range indicating a relatively small urgency value, and the predetermined range indicating a relatively intermediate urgency value are each used by reading out data for each predetermined range that has been stored in advance in memory as control data, etc. Furthermore, the determination results obtained by the urgency determination unit 116 are not limited to those indicated by such degrees of urgency, and are sufficient as long as they can define the level of urgency.

[0048] The deceleration intention determination unit 118 determines that the driver of the vehicle 1 intends to decelerate when the throttle opening calculated by the throttle opening calculation unit 108 decreases to a predetermined opening or less, and determines that the driver of the vehicle 1 does not intend to decelerate when the throttle opening is maintained above the predetermined opening. Alternatively, the deceleration intention determination unit 118 determines that the driver of the vehicle 1 intends to decelerate when the electrical signal indicating the open / closed state of the brake lever 66, which is output from the brake switch 67 and input to the electronic control unit 100, indicates that the brake lever 66 has switched from an open state to a closed state, and determines that the driver of the vehicle 1 does not intend to decelerate when the electrical signal indicates that the brake lever 66 is maintained in an open state. Note that the presence or absence of the driver of the vehicle 1's intention to decelerate may be determined using both the magnitude of the throttle opening and the open / closed state of the brake lever 66. In addition, whether or not the driver of such vehicle 1 intends to decelerate may also be determined by taking into consideration the operating state of the operating member that operates the rear wheel brake together with or separately from the front wheel brake 75, although this tends to be used relatively less frequently in the case of a saddle-type vehicle, for example.

[0049] The control unit 150 typically controls the operating state of the engine 20 based on required ones of the engine speed calculated by the engine speed calculation unit 102, the engine temperature calculated by the engine temperature calculation unit 104, the engine intake pressure calculated by the intake pressure calculation unit 106, the throttle opening calculated by the throttle opening calculation unit 108, the accelerator opening calculated by the accelerator opening calculation unit 110, and the vehicle speed calculated by the vehicle speed calculation unit 112, and executes control to change the operating state of the engine 20 to a state corresponding to the degree of urgency by returning the operating state of the engine 20 from a reduced operating state in which the output of the engine 20 is reduced to a normal operating state in which the output of the engine 20 is not reduced, according to the degree of urgency determined by the urgency determination unit 116.Furthermore, according to the deceleration intention determined by the deceleration intention determination unit 118, the control unit 150 prohibits the execution of control to change the state of vibration of the engine 20 to a state corresponding to the degree of urgency.

[0050] Here, the control unit 150 includes, as functional blocks, a fuel injection amount calculation unit 152, an ignition timing calculation unit 154, a target throttle opening calculation unit 156, a fuel injection amount change unit 162, an ignition timing change unit 164, and a target throttle opening change unit 166. Note that the target throttle opening calculation unit 156 and the target throttle opening change unit 166 are required when the throttle valve 32 is driven by the throttle motor 34 and the actual throttle opening is feedback controlled.

[0051] The fuel injection amount calculation unit 152 calculates the amount of fuel injected from the fuel injection valve 36 based on characteristic values ​​that define the operating state of the engine 20. As an example, the fuel injection amount calculation unit 152 calculates a basic fuel injection amount based on the engine speed calculated by the engine speed calculation unit 102 and the throttle opening calculated by the throttle opening calculation unit 108, and calculates the amount of fuel injected from the fuel injection valve 36 by correcting the basic fuel injection amount based on the engine temperature calculated by the engine temperature calculation unit 104, the engine intake pressure calculated by the intake pressure calculation unit 106, etc.

[0052] The ignition timing calculation unit 154 calculates the ignition timing at which the spark plug 28 ignites, based on characteristic values ​​that define the operating state of the engine 20. As an example, the ignition timing calculation unit 154 calculates a basic ignition timing based on the engine speed calculated by the engine speed calculation unit 102 and the throttle opening calculated by the throttle opening calculation unit 108, and corrects the basic ignition timing based on the engine temperature calculated by the engine temperature calculation unit 104, the engine intake pressure calculated by the intake pressure calculation unit 106, etc., to calculate the ignition timing at which the spark plug 28 ignites.

[0053] The target throttle opening calculation unit 156 calculates a throttle opening (target throttle opening) that is the target opening for feedback control that causes the throttle valve 32 to follow the actual throttle opening, based on the accelerator opening calculated by the accelerator opening calculation unit 110.

[0054] The fuel injection amount change unit 162 calculates an changed fuel injection amount by changing the fuel injection amount calculated by the fuel injection amount calculation unit 152. Specifically, the fuel injection amount change unit 162 calculates an changed fuel injection amount by reducing the fuel injection amount calculated by the fuel injection amount calculation unit 152. Note that the higher the degree of urgency determined by the urgency determination unit 116, the more the fuel injection amount change unit 162 may calculate an changed fuel injection amount by reducing the fuel injection amount calculated by the fuel injection amount calculation unit 152.

[0055] The ignition timing changing unit 164 calculates changed ignition timing by changing the ignition timing calculated by the ignition timing calculation unit 154. Specifically, the ignition timing changing unit 164 calculates changed ignition timing by retarding the ignition timing calculated by the ignition timing calculation unit 154. Note that the ignition timing changing unit 164 may calculate a changed fuel injection amount by further retarding the ignition timing calculated by the ignition timing calculation unit 154 as the degree of urgency determined by the urgency determination unit 116 increases.

[0056] The target throttle opening change unit 166 calculates an changed target throttle opening by changing the target throttle opening calculated by the target throttle opening calculation unit 156. Specifically, the target throttle opening change unit 166 calculates an changed target throttle opening by reducing the target throttle opening calculated by the target throttle opening calculation unit 156. Note that the target throttle opening change unit 166 may calculate a changed target throttle opening by reducing the target throttle opening calculated by the target throttle opening calculation unit 156 more as the degree of urgency determined by the urgency determination unit 116 becomes higher.

[0057] Here, the control unit 150 executes control to change the vibration state of the engine 20 to a state corresponding to the degree of urgency by returning the operating state of the engine 20 from a reduced operating state in which the output of the engine 20 is reduced to a normal operating state in which the output of the engine 20 is not reduced, in accordance with the degree of urgency determined by the urgency determination unit 116, and prohibits the execution of control to change the vibration state of the engine 20 to a state corresponding to the degree of urgency, in accordance with the deceleration intention determined by the deceleration intention determination unit 118. Note that when the degree of urgency determined by the urgency determination unit 116 is zero, the control unit 150 does not execute the reduction of the output of the engine 20 itself, and the engine 20 operates in a normal operating state.

[0058] Specifically, the control unit 150 increases the frequency of occurrence of a combustion cycle in which the output of the engine 20 is reduced and the frequency of reversion from a combustion cycle in which the output of the engine 20 is reduced to a combustion cycle in which the output of the engine 20 is not reduced, as the urgency determined by the urgency determination unit 116 increases, thereby returning the operating state of the engine 20 from a reduced operating state in which the output of the engine 20 is reduced to a normal operating state in which the output is not reduced, thereby increasing the frequency of occurrence of changes in the vibration state experienced by the driver of the vehicle 1. In other words, the control unit 150 shortens the period of reversion from a combustion cycle in which the output of the engine 20 is reduced to a combustion cycle in which the output of the engine 20 is not reduced, as the urgency determined by the urgency determination unit 116 increases, thereby shortening the period of occurrence of changes in the vibration state experienced by the driver of the vehicle 1. In order for the control unit 150 to reduce the output of the engine 20, it is sufficient to use any one of the changed fuel injection amount calculated by the fuel injection amount change unit 162, the changed ignition timing calculated by the ignition timing change unit 164, and the changed target throttle opening calculated by the target throttle opening change unit 166, either alone or in combination with some or all of these, to correspondingly control the fuel injection amount injected from the fuel injection valve 36, the ignition timing at which the spark plug 28 ignites, and the actual throttle opening of the throttle valve 32. On the other hand, in order for the control unit 150 to restore the reduced output of the engine 20, it is sufficient to control the fuel injection amount injected from the fuel injection valve 36, the ignition timing at which the spark plug 28 ignites, and the actual throttle opening of the throttle valve 32 using the fuel injection amount calculated by the fuel injection amount calculation unit 152, the ignition timing calculated by the ignition timing calculation unit 154, and the target throttle opening calculated by the target throttle opening calculation unit 156, instead of the changed fuel injection amount calculated by the fuel injection amount change unit 162, the changed ignition timing calculated by the ignition timing change unit 164, and the changed target throttle opening calculated by the target throttle opening change unit 166. Also, in order for the control unit 150 to further reduce the output of the engine 20, any of the more reduced changed fuel injection amount, the more retarded changed ignition timing, and the more reduced changed target throttle opening may be used alone, or some or all of these may be used in combination.In order for the control unit 150 to further reduce the output of the engine 20, any of the following may be applied alone or in combination: prohibiting fuel injection from the fuel injection valve 36, prohibiting ignition from the spark plug 28, and prohibiting rotation of the throttle valve 32 from a position equivalent to fully closed by the throttle motor 34. Furthermore, the vehicle speed is further reduced by increasing the frequency of occurrence of combustion cycles in which the output of the engine 20 is reduced, that is, by shortening the occurrence period of combustion cycles in which the output of the engine 20 is reduced, as the degree of urgency determined by the urgency determination unit 116 increases.

[0059] On the other hand, when the deceleration intention determination unit 118 determines that the driver of the vehicle 1 intends to decelerate, the control unit 150 prohibits the execution of control itself to change the vibration state of the engine 20 to a state corresponding to the degree of urgency by returning the operating state of the engine 20 from a reduced operating state in which its output is reduced to a normal operating state in which its output is not reduced.

[0060] In addition, when the vibration source is the electric motor 20′ shown by the phantom line in FIG. 1 , the control unit 150 can change the vibration state experienced by the driver of the vehicle 1 by controlling the output of the electric motor 20′ via a drive inverter (not shown) or the like in a motor stage that corresponds in time series to a combustion cycle in which the engine 20 reduces its output and a combustion cycle in which the engine 20 does not reduce its output. In such a case, by returning the electric motor 20′ from a reduced operation state in which the output is reduced to a normal operation state in which the output is not reduced, the vibration state of the electric motor 20′ can be changed to a state corresponding to the degree of urgency, and the vehicle speed is reduced in the reduced operation state. In addition, when the vibration source is a brake (e.g., the front wheel brake 75), the control unit 150 can change the vibration state experienced by the driver of the vehicle 1 by operating the ABS unit 68 at a timing and for a duration that corresponds to a combustion cycle in which the engine 20 does not reduce its output, thereby performing so-called pumping braking, in which the braking force is alternately changed in strength over a short period of time. In such a case, by returning the ABS unit 68 from a non-activated state to an activated state, it is possible to change the vibration state of the brakes such as the front wheel brakes 75 to a state corresponding to the degree of urgency, and the vehicle speed is reduced when the ABS unit 68 is activated. Also, if the vibration source is any of the seat vibration device 51, the step vibration device 53, and the handle vibration device 63, the control unit 150 can generate vibrations and change the vibration state experienced by the driver of the vehicle 1 by activating the vibration device at a timing and for a duration corresponding to a combustion cycle in which the engine 20 does not reduce its output. In such a case, although the vehicle speed cannot be directly reduced, by changing the vibration state generated by the vibration devices 51, 53, and 63 to a state corresponding to the degree of urgency, the driver can understand that the degree of urgency is increasing, and can indirectly reduce the vehicle speed by returning the accelerator grip 64 in the closing direction or squeezing the brake lever 66 to close.

[0061] An example of the operation of the vehicle control system S having the above configuration when executing control to change the vibration state of the engine 20 to a state corresponding to the degree of urgency by returning the operating state of the engine 20 from a reduced operating state in which the output of the engine 20 is reduced to a normal operating state in which the output of the engine 20 is not reduced, depending on the degree of urgency determined by the urgency determination unit 116, will be described in detail below with further reference to Figure 3. In this example, for convenience, the electronic control unit 100 is configured to control the operating state of the engine 20 by controlling the fuel injection amount, ignition timing, and throttle opening of the engine 20.

[0062] 3 is a time chart showing an example of changes in engine output and vehicle speed over time when the vehicle control system S in this embodiment executes control to change the engine vibration state to a state corresponding to the degree of urgency for each degree of urgency. Note that this control starts when an ignition switch (not shown) of the vehicle 1 is turned on to start the electronic control unit 100, and is executed while the electronic control unit 100 is running. Furthermore, in the figure, from the top row to the bottom, the cases where the urgency determination unit 116 determines that the degree of urgency is zero, where the urgency determination unit 116 determines that the degree of urgency is low, where the urgency determination unit 116 determines that the degree of urgency is medium, and where the urgency determination unit 116 determines that the degree of urgency is high are shown on the same time scale for convenience, but it can also be seen as showing, from the top row to the bottom, the state of approaching the obstacle from the state before detection when an obstacle is detected in front of the vehicle 1.

[0063] First, as shown in the top row of FIG. 3 , when the urgency determination unit 116 determines that the degree of urgency is zero, the fuel injection amount calculation unit 152, the ignition timing calculation unit 154, and the target throttle opening calculation unit 156 calculate the fuel injection amount, the ignition timing, and the target throttle opening, respectively, while the fuel injection amount change unit 162, the ignition timing change unit 164, and the target throttle opening change unit 166 do not change these fuel injection amount, ignition timing, and target throttle opening, respectively. In other words, the control unit 150 operates the engine 20 in a normal operating state using the normal fuel injection amount, ignition timing, and target throttle opening, respectively. As a result, the control unit 150 does not change the vibration state from the vibration state in the normal operating state of the engine 20, and does not reduce the vehicle speed corresponding to the output of the engine 20 in the normal operating state. In addition, when the control unit 150 is executing control to change the engine vibration state to a state corresponding to the degree of urgency for each degree of urgency, if the deceleration intention determination unit 118 determines that the driver of the vehicle 1 intends to decelerate, the control unit 150 prohibits continued execution of such control, and the operating state of the engine 20 after the prohibition becomes normal, and in such a case, the state of change over time will be as shown in the top row of Figure 3.

[0064] Furthermore, as shown in the second row from the top in FIG. 3 , when the urgency determination unit 116 determines that the degree of urgency is low, in combustion cycles C1 to C3 from time t1 to time t4, combustion cycles C5 to C7 from time t5 to time t8, and combustion cycles C9 to C11 from time t9 to time t12, the fuel injection amount calculation unit 152, the ignition timing calculation unit 154, and the target throttle opening calculation unit 156 each calculate the same fuel injection amount, ignition timing, and target throttle opening as in normal times, and the fuel injection amount change unit 162, the ignition timing change unit 164, and the target throttle opening change unit 166 do not change these fuel injection amount, ignition timing, and target throttle opening, respectively. On the other hand, in combustion cycle C4 from time t4 to time t5, combustion cycle C8 from time t8 to time t9, and combustion cycle C12 from time t12 to time t13, the fuel injection amount calculation unit 152, the ignition timing calculation unit 154, and the target throttle opening calculation unit 156 respectively calculate the same fuel injection amount, ignition timing, and target throttle opening as in normal operation, and the fuel injection amount change unit 162, the ignition timing change unit 164, and the target throttle opening change unit 166 respectively change these fuel injection amount, ignition timing, and target throttle opening to calculate the changed fuel injection amount, changed ignition timing, and changed target throttle opening. In other words, the control unit 150 reduces the output in one combustion cycle every time three combustion cycles are repeated in which the output is not reduced in normal operation, and from that one combustion cycle, the engine 20 realizes an operating state in which the engine 20 returns to the subsequent combustion cycle in which the output is not reduced in normal operation. Therefore, the vibration state changes each time the engine returns from a combustion cycle in which the output is reduced to a combustion cycle in which the output is not reduced during normal operation, and the vehicle speed is reduced each time the output is reduced. In other words, the control unit 150 repeatedly executes control to return the engine 20 to a normal operating state in which the vibration state is changed relatively significantly, depending on the degree of urgency. Furthermore, during the period from time t1 to time t13, the vehicle speed is reduced by approximately 3Δv (three times Δv).

[0065] Furthermore, as shown in the third row from the top in FIG. 3 , when the urgency determination unit 116 determines that the degree of urgency is medium, in combustion cycles C1 to C2 from time t1 to time t3, combustion cycles C4 to C5 from time t4 to time t6, combustion cycles C7 to C8 from time t7 to time t9, and combustion cycles C10 to C11 from time t10 to time t12, the fuel injection amount calculation unit 152, the ignition timing calculation unit 154, and the target throttle opening calculation unit 156 calculate the same fuel injection amount, ignition timing, and target throttle opening as in normal operation, and the fuel injection amount change unit 162, the ignition timing change unit 164, and the target throttle opening change unit 166 do not change these fuel injection amount, ignition timing, and target throttle opening, respectively. On the other hand, in combustion cycle C3 from time t3 to time t4, combustion cycle C6 from time t6 to time t7, combustion cycle C9 from time t9 to time t10, and combustion cycle C12 from time t12 to time t13, the fuel injection amount calculation unit 152, the ignition timing calculation unit 154, and the target throttle opening calculation unit 156 calculate the same fuel injection amount, ignition timing, and target throttle opening as in normal operation, respectively, and the fuel injection amount change unit 162, the ignition timing change unit 164, and the target throttle opening change unit 166 change these fuel injection amount, ignition timing, and target throttle opening, respectively, to calculate the changed fuel injection amount, changed ignition timing, and changed target throttle opening. In other words, the control unit 150 reduces the output in one combustion cycle every time two combustion cycles in which output is not reduced in normal operation are repeated, and from that one combustion cycle, the engine 20 realizes an operating state in which the output is returned to the subsequent combustion cycle in which output is not reduced in normal operation. Therefore, even in the case of a medium degree of urgency, the vibration state changes each time the combustion cycle in which the output is reduced is returned to a combustion cycle in which the output is not reduced during normal operation, and the vehicle speed is reduced each time the combustion cycle in which the output is reduced.In detail, the control unit 150 repeatedly executes control to return the vehicle from a state in which the engine 20 operates in a reduced output state and the vehicle speed is reduced, to a state in which the engine 20 operates in a normal operating state and the vibration state is changed relatively significantly, depending on the degree of medium urgency. Compared to a low degree of urgency, the frequency of switching from the engine 20's reduced output state to its normal operating state is higher, the occurrence cycle is shorter, and the vehicle speed is reduced by a total of approximately 6Δv (six times Δv) during the period from time t1 to time t13.

[0066] Furthermore, as shown in the bottom row of Figure 3, when the urgency determination unit 116 determines that the degree of urgency is high, in the combustion cycle C1 from time t1 to time t2, the combustion cycle C3 from time t3 to time t4, the combustion cycle C5 from time t5 to time t6, the combustion cycle C7 from time t7 to time t8, the combustion cycle C9 from time t9 to time t10, and the combustion cycle C11 from time t11 to time t12, the fuel injection amount calculation unit 152, the ignition timing calculation unit 154, and the target throttle opening calculation unit 156 respectively calculate the same fuel injection amount, ignition timing, and target throttle opening as in normal times, and the fuel injection amount change unit 162, the ignition timing change unit 164, and the target throttle opening change unit 166 do not change these fuel injection amount, ignition timing, and target throttle opening, respectively. On the other hand, in combustion cycle C2 from time t2 to time t3, combustion cycle C4 from time t4 to time t5, combustion cycle C6 from time t6 to time t7, combustion cycle C8 from time t8 to time t9, combustion cycle C10 from time t10 to time t11, and combustion cycle C12 from time t12 to time t13, the fuel injection amount calculation unit 152, the ignition timing calculation unit 154, and the target throttle opening calculation unit 156 each calculate the same fuel injection amount, ignition timing, and target throttle opening as in normal times, and the fuel injection amount change unit 162, the ignition timing change unit 164, and the target throttle opening change unit 166 each change these fuel injection amount, ignition timing, and target throttle opening to calculate the changed fuel injection amount, changed ignition timing, and changed target throttle opening. That is, the control unit 150 reduces the output in one combustion cycle each time one combustion cycle in which the output is not reduced during normal operation is repeated, and realizes an operating state of the engine 20 that returns from that combustion cycle to the subsequent combustion cycle in which the output is not reduced during normal operation. Therefore, even in a high degree of urgency, the vibration state changes each time the engine returns from a combustion cycle in which the output is reduced to a combustion cycle in which the output is not reduced during normal operation, and the vehicle speed is reduced each time the engine returns to that combustion cycle in which the output is reduced.In detail, the control unit 150 repeatedly executes control to return the vehicle from a state in which the engine 20 operates in a reduced output state and the vehicle speed is reduced, to a state in which the engine 20 operates in a normal operating state and the vibration state is changed relatively greatly, depending on the degree of urgency. Compared to a medium degree of urgency, the frequency of switching from the engine 20 operating in a reduced output state to the normal operating state increases, the occurrence cycle is shortened, and the vehicle speed is reduced by a total of approximately 6Δv (six times Δv) during the period from time t1 to time t13.

[0067] In order to more clearly notify the driver of vehicle 1 of the occurrence of a change in the vibration state, it is preferable to adjust the frequency of occurrence of a combustion cycle in which the output of engine 20 is reduced according to the engine speed, so that the occurrence period is the same regardless of the engine speed (typically, a range of speeds in which the idle speed is the lower limit and the allowable upper speed is the upper limit), provided that the degree of urgency is the same.

[0068] In such a case, for example, if the output of the engine 20 is reduced once every 200 ms when the degree of urgency is high, then when the engine speed is 6000 rpm, the output can be reduced once every 10 combustion cycles, and when the engine speed is 1200 rpm, the output can be reduced once every two combustion cycles.

[0069] As is clear from the above explanation, the vehicle control system S in this embodiment is equipped with a forward situation detection device 200 that detects the situation ahead of the vehicle 1, a vibration source 20 that generates vibrations that are transmitted to the driver of the vehicle 1, and a control unit 150 that executes control to change the vibration state of the vibration sources 20, 20′, 51, 53, 63, 75 to a state that corresponds to the degree of urgency, for each degree of urgency obtained based on the detection information of the situation ahead of the vehicle 1, so that the driver is gradually warned of the degree of urgency, which promotes emergency avoidance operation of the vehicle 1 and also contributes to gradually decelerating the vehicle 1. For example, even in the case of a lightweight vehicle 1 such as a saddle-type vehicle, it is possible to prevent the driver from panicking and to decelerate the vehicle in a manner that does not impair its stability.

[0070] Furthermore, in the vehicle control system S of this embodiment, the vibration sources 20, 20', 51, 53, 63, 75 are at least one of the group consisting of the engine 20 which is the drive source of the vehicle 1, the electric motor 20' which is the drive source, the brake 75 of the vehicle 1, the vibration device 63 which vibrates the steering wheel 62 of the vehicle 1, the vibration device 51 which vibrates the seat 50 of the vehicle 1, and the vibration device 53 which vibrates the step 52 of the vehicle 1. Therefore, by utilizing existing equipment of the vehicle 1 or by adding and utilizing components which do not have an excessive impact in terms of weight, size, cost, etc., it is possible to gradually warn the driver of the degree of urgency for each degree of urgency, thereby promoting emergency avoidance operation of the vehicle 1 and also contributing to gradually decelerating the vehicle 1.

[0071] Furthermore, in the vehicle control system S of this embodiment, the control unit 150 changes the recovery cycle, which returns the drive sources 20, 20′ from a reduced driving state in which the output of the drive sources 20, 20′ is reduced to a normal driving state in which the output is not reduced, in accordance with the degree of urgency, thereby changing the vibration state of the drive sources 20, 20′ to a state in accordance with the degree of urgency.Therefore, when returning the drive source 20, 20′ from the reduced driving state to the normal driving state to change the vibration state, an acceleration-side driving force is applied to the vehicle 1, and the dynamic center of gravity of the vehicle 1 can be moved rearward toward the driving wheels 77 rather than toward the steered wheels 73.This means that even in a lightweight vehicle 1 such as a saddle-type vehicle, the driver can be gradually warned of the degree of urgency in a manner that does not impair stability, thereby facilitating emergency avoidance operations of the vehicle and more reliably executing gradual deceleration of the vehicle.

[0072] Furthermore, in the vehicle control system S of this embodiment, the control unit 150 shortens the recovery period as the degree of urgency increases, thereby shortening the change period for changing the vibration state of the drive sources 20, 20' to a state that corresponds to the degree of urgency, and therefore the degree of urgency can be more clearly warned to the driver depending on the degree of urgency.

[0073] Furthermore, in the vehicle control system S of this embodiment, the control unit 150 extends the length of time for which the reduced driving state is exhibited as the degree of urgency increases, so that gradual deceleration of the vehicle 1 can be more reliably carried out according to the degree of urgency.

[0074] Furthermore, in the vehicle control system S of this embodiment, the control unit 150 reduces the amount of fuel supplied to the engine 20 or prohibits the supply of fuel, thereby reducing the output of the engine 20 and putting it into a reduced operating state. Therefore, the reduced operating state of the engine 20 can be more reliably achieved in a manner that reduces unnecessary effects on the exhaust gas characteristics.

[0075] Furthermore, in the vehicle control system S of this embodiment, the control unit 150 retards the ignition timing of the engine 20 or prohibits ignition, thereby reducing the output of the engine 20 and putting it into a reduced operating state, thereby more reliably realizing a reduced operating state of the engine 20.

[0076] Furthermore, in the vehicle control system S of this embodiment, the control unit 150 reduces the opening of the throttle valve 32 of the engine 20 or closes it completely, thereby reducing the output of the engine 20 and putting it into a reduced operating state. This makes it possible to more reliably achieve a reduced operating state of the engine 20 in a manner that reduces unnecessary effects on exhaust gas characteristics.

[0077] Furthermore, in the vehicle control system S of this embodiment, when the driver intends to decelerate, the control unit 150 prohibits the execution of control to change the vibration state of the vibration sources 20, 20', 51, 53, 63, 75 to a state corresponding to the degree of urgency, for each degree of urgency. Therefore, the driver's intention to decelerate is given priority, and the driver is allowed to perform emergency avoidance operations for the vehicle 1 and is also allowed to decelerate the vehicle 1.

[0078] It should be noted that the present invention is not limited to the above-described embodiment in terms of the type, shape, arrangement, number, etc. of the components, and it goes without saying that such modifications can be made as appropriate within the scope of the gist of the invention, such as by appropriately replacing the components with components that achieve equivalent effects.

[0079] As described above, the present invention can provide a vehicle control system that can obtain the degree of urgency based on detection information of the situation ahead of the vehicle, gradually warn the driver of the degree of urgency, promote emergency avoidance maneuvers of the vehicle, and also contribute to promoting gradual deceleration of the vehicle.Due to its general-purpose and universal nature, it is expected to be widely applicable to vehicle control systems for motorcycles, automobiles, etc.

[0080] S...Vehicle control system 1...Vehicle 10...Frame member 20...Engine 20'...Electric motor 22...Crankshaft 23...Crank angle sensor 24...Engine temperature sensor 26...Head 28...Spark plug 30...Intake pipe 31...Intake pressure sensor 32...Throttle valve 33...Throttle opening sensor 34...Throttle motor 36...Fuel injection valve 40...Storage member 50...Seat 51...Seat vibration device 52...Step member 53...Step vibration device 60...Handle support member 62...Handle 63...Handle vibration device 64...Accelerator grip 65...Accelerator opening sensor 66...Brake lever 67...Brake switch 68...ABS unit 72...Front suspension member 73...Front wheel 74...Vehicle speed sensor 75...Front wheel brake 76...Rear suspension member 77...Rear wheel 100...Electronic control device DESCRIPTION OF SYMBOLS 102... Engine rotation speed calculation unit 104... Engine temperature calculation unit 106... Intake pressure calculation unit 108... Throttle opening calculation unit 110... Accelerator opening calculation unit 112... Vehicle speed calculation unit 114... Urgency calculation unit 116... Urgency determination unit 118... Deceleration intention determination unit 150... Control unit 152... Fuel injection amount calculation unit 154... Ignition timing calculation unit 156... Target throttle opening calculation unit 162... Fuel injection amount change unit 164... Ignition timing change unit 166... ​​Target throttle opening change unit 200... Forward obstacle detection device

Claims

1. A vehicle control system installed in a vehicle, A forward situation detection device that detects a situation ahead of the vehicle; A vibration source that generates vibrations that are transmitted to a driver of the vehicle; a control unit that executes control to change the vibration state of the vibration source to a state corresponding to the degree of urgency for each degree of urgency obtained by using information detected by the forward situation detection device; Equipped with the vibration source is at least one of a group consisting of an engine which is a drive source of the vehicle, an electric motor which is the drive source, a brake of the vehicle, a vibration device which vibrates a steering wheel of the vehicle, a vibration device which vibrates a seat of the vehicle, and a vibration device which vibrates a step of the vehicle; The control unit changes the state of the vibration of the drive source to the state corresponding to the degree of urgency by changing a recovery period for returning from a reduced driving state in which the output of the drive source is reduced to a normal driving state in which the output is not reduced, in accordance with the degree of urgency, in the control.

2. The vehicle control system according to claim 1, characterized in that, in the control, the control unit shortens the recovery period as the degree of urgency increases, thereby shortening the change period for changing the state of the vibration of the drive source to the state corresponding to the degree of urgency.

3. The vehicle control system according to claim 2 , wherein the control unit, in the control, extends the length of time during which the reduced driving state is maintained as the degree of urgency increases.

4. The vehicle control system according to claim 1, characterized in that, in the control, the control unit reduces the output of the engine to the reduced operating state by reducing the amount of fuel supplied to the engine or prohibiting the supply of the fuel.

5. The vehicle control system according to claim 1, characterized in that, in the control, the control unit reduces the output of the engine to bring it into the reduced operating state by retarding the timing of ignition to the engine or by prohibiting the ignition.

6. The vehicle control system according to claim 1, characterized in that, in the control, the control unit reduces the output of the engine to bring the engine into the reduced operating state by reducing the opening of a throttle valve of the engine or by fully closing the opening.

7. 2. The vehicle control system according to claim 1, wherein the control unit prohibits the execution of the control when the driver has an intention to decelerate.