Driving assistance system and driving assistance method

Abstract

The present invention comprises: a first determination unit (12) that, if a predetermined criterion is satisfied, determines that a setting of a saddle-riding type vehicle can be changed; a notification unit (display (51), display lamp (52)) that is capable of notifying a driver that it has been determined by the first determination unit (12), at least, that the change can be made; a storage unit (16) that stores a mode of a predetermined rejection operation; a second determination unit (13) that determines whether an operation by the driver corresponds to the rejection operation which is in the mode stored in the storage unit (16); and a control unit (1) that controls the operation of the vehicle. The control unit (1) performs control to change the setting if the second determination unit (13) does not determine that the notification unit has made the notification and the driver has performed the rejection operation, and the control unit (1) performs control to maintain the setting if the second determination unit (13) determines that the driver has performed the rejection operation.

Description

Driving assistance system and driving assistance method

[0001] The present invention relates to a driving assistance system and a driving assistance method.

[0002] In recent years, there has been active development of technologies related to driving assistance for saddle-riding vehicles, and related inventions have been published. For example, Patent Document 1 discloses a driving assistance system for a saddle-riding vehicle that allows a driver of the vehicle to easily perform an operation to approve a change in the set vehicle speed. The invention of Patent Document 1 includes a prescribed speed recognition means that recognizes a prescribed speed set for the road on which the vehicle is traveling, and a vehicle speed setting means that changes the set vehicle speed based on the recognition result of the prescribed speed recognition means in response to detection of a rotation operation of a predetermined pattern by an accelerator sensor while automatic driving control based on the set vehicle speed is being executed.

[0003] Japanese Patent Application Laid-Open No. 2023-146207

[0004] The invention of Patent Document 1 requires a rotational operation, which is detected by an accelerator sensor, to be approved in order to change the set vehicle speed. However, this configuration has the problem that the driver feels uncomfortable when changing the setting such as the vehicle speed.

[0005] From this perspective, an object of the present invention is to provide a driving assistance system and a driving assistance method that do not cause the driver to feel uncomfortable when the settings of a saddle-ride type vehicle are changed.

[0006] The present invention, which solves the above problem, is a driving assistance system comprising a first judgment unit that judges that the settings of a saddle-type vehicle can be changed when predetermined criteria are met, a notification unit that can at least notify the driver that the first judgment unit has judged that the settings can be changed, a memory unit that stores predetermined types of refusal behavior, a second judgment unit that judges whether the driver's behavior corresponds to the type of refusal behavior stored in the memory unit, and a control unit that controls the operation of the vehicle, wherein when the notification unit issues a notification and the second judgment unit does not determine that the driver has performed the refusal behavior, the control unit controls to change the settings, and when the second judgment unit determines that the driver has performed the refusal behavior, the control unit controls to maintain the settings.

[0007] The present invention is also a driving assistance method comprising: a first determination step of determining that the settings of a saddle-type vehicle can be changed if predetermined criteria are met; a notification step of at least notifying the driver that the first determination step has determined that the settings can be changed; and a second determination step of determining whether the driver's behavior corresponds to a refusal behavior of a type stored in a memory unit that stores predetermined types of refusal behavior, wherein a control step of controlling the operation of the vehicle issues a notification in the notification step, and if it is not determined in the second determination step that the driver has performed the refusal behavior, control is performed to change the settings, and if it is determined in the second determination step that the driver has performed the refusal behavior, control is performed to maintain the settings.

[0008] According to the present invention, it is possible to prevent the driver from feeling uncomfortable when the settings of the saddle-ride type vehicle are changed.

[0009] 1 is a functional configuration diagram of a driving assistance system according to an embodiment of the present invention;

[0010] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. Each drawing is merely a schematic illustration to allow a sufficient understanding of the present invention. Therefore, the present invention is not limited to the illustrated examples. In each drawing, common or similar components are designated by the same reference numerals, and redundant explanations thereof will be omitted.

[0011] [Configuration] Fig. 1 is a functional configuration diagram of a driving assistance system according to this embodiment. The driving assistance system 100 is a system mounted on a saddle-ride type vehicle (e.g., a motorcycle) (not shown) and assists a driver in driving. The driving assistance system 100 includes a control unit 1, a camera 2, a vehicle sensor 3, an operator 4, an HMI (Human Machine Interface) 5, a driving force output device 6, a brake device 7, and a damper device 8. The control unit 1, the camera 2 (imaging unit), the vehicle sensor 3, the operator 4, the HMI 5, the driving force output device 6, the brake device 7, and the damper device 8 are connected to one another via a multiplex communication line such as a CAN (Controller Area Network) communication line, a serial communication line, a wireless communication network, or the like.

[0012] The driving assistance system 100 also includes hardware such as an input unit, an output unit, a control unit (including the control unit 1), and a storage unit (including the storage unit 16 described below). For example, if the control unit is configured with a CPU (Central Processing Unit), information processing by a computer including the control unit is realized by program execution processing by the CPU. Furthermore, the storage unit included in the computer stores various programs for realizing the functions of the computer in response to instructions from the CPU. This allows collaboration between software and hardware. The programs can be provided by recording them on a recording medium or via a network. Furthermore, the storage unit may be implemented as a cloud.

[0013] The control unit 1 controls the operation of the vehicle. Details of the control unit 1 will be described later. (Camera 2) The camera 2 is a device that receives light from the outside world and records an image of an object. The camera 2 can be, for example, a digital camera using a solid-state imaging element such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor), but is not limited to these. A plurality of cameras 2 can be provided for the vehicle. For example, the camera 2 can be attached to a location on the vehicle where it can capture an image of a road sign. The camera 2 can also be attached to a location on the vehicle where it can capture an image of the road surface. The camera 2 can also be attached to a location on the vehicle where it can capture an image of at least a part of the driver. "At least a part of the driver" can be, for example, but is not limited to, the driver's head or arm. The control unit 1 can recognize the imaged object by processing the image capture results of the camera 2. The image capturing target may be, for example, but is not limited to, the road and white lines ahead of the vehicle, the position, shape, type, and speed of an object, the contents of road signs, and the driver's gestures. Also, a functional unit different from the control unit 1 may be provided, and the functional unit may process the image capturing results of the camera 2.

[0014] (Vehicle Sensor 3) The vehicle sensor 3 detects the driving state of the vehicle. For example, the vehicle sensor 3 can be, but is not limited to, a vehicle speed sensor or an inertial measurement unit. The vehicle speed sensor detects the speed of the host vehicle. The vehicle speed may be calculated from a wheel speed sensor. The inertial measurement unit detects the angles or angular velocities and accelerations of three axes (roll axis, pitch axis, and yaw axis) of the host vehicle's body. The vehicle sensor 3 transmits a detection signal indicating the detected driving state to the control unit 1.

[0015] (Operator 4) The operator 4 is a component that receives driver inputs required for driving the vehicle. For example, the operator 4 may be configured with, but is not limited to, an operator operated by the driver or a sensor that detects the amount of operation of the operator. Specifically, the operator 4 includes, but is not limited to, an accelerator grip 41, an accelerator position sensor 42, a brake lever switch 43, and a brake pedal switch 44.

[0016] The accelerator grip 41 is a part that the driver can grasp and rotate to accelerate or decelerate the vehicle. The accelerator grip 41 is rotatable between a fully closed throttle position (neutral position) and a fully open throttle position. When the adaptive driving mode control is in an off state or standby state, the vehicle can be accelerated or decelerated by operating the accelerator grip 41. The accelerator grip 41 can also be rotated from the neutral position to the opposite side of the fully open position (over-close). Over-close is an example of a driver's refusal to throttle.

[0017] The accelerator position sensor 42 is a sensor that detects the rotational position of the accelerator grip 41. The accelerator position sensor 42 transmits a detection signal indicating the detected rotational position to the control unit 1.

[0018] The brake lever switch 43 is a part that can be gripped by the driver and turned on and off to brake the front wheels with the brake device 7. The brake lever switch 43 transmits a detection signal indicating the detected on / off operation to the control unit 1.

[0019] The brake pedal switch 44 is a part that can be turned on and off by the driver stepping on it to brake the rear wheels using the brake device 7. The brake pedal switch 44 transmits a detection signal indicating the detected on and off operation to the control unit 1.

[0020] (HMI 5) The HMI 5 is an input / output interface for the driver. The HMI 5 can be configured with a variety of components. The HMI 5 includes, but is not limited to, a display 51, an indicator lamp 52, a main switch 53, and a lever 54.

[0021] The display 51 is a means for displaying images. The display 51 is provided in a position where it can be seen by the driver while driving. For example, the display 51 can display information about objects and road signs recognized by images captured by the camera 2, and information about adaptive driving mode control (e.g., target speed, type of adaptive driving mode), but is not limited to these.

[0022] The indicator light 52 is an indicator that is lit. The indicator light 52 is provided in a position that is visible to the driver while driving. For example, the indicator light 52 can be lit in a variety of colors. The indicator light 52 can also be constantly lit, flashing, or turned off. For example, the indicator light 52 can indicate whether the adaptive driving mode control is on, off, or in standby mode.

[0023] The main switch 53 is a push-type input means. The main switch 53 can be provided, for example, at the base of the accelerator grip 41. For example, when the adaptive driving mode control is in the OFF state, if the driver presses the main switch 53, the adaptive driving mode control transitions to a standby state. Also, when the adaptive driving mode control is in the standby state, if the driver presses the main switch 53, the adaptive driving mode control transitions to an OFF state.

[0024] The lever 54 is a tilt-type input means. The lever 54 can be provided, for example, at the base of the accelerator grip 41. For example, the lever 54 can be tilted to any of a neutral position, a positive side, and a negative side. For example, when the driver tilts the lever 54 negatively while the adaptive driving mode control is in a standby state, the vehicle speed at the time of tilting is set as the target speed, and the adaptive driving mode control transitions to an active state. When the driver tilts the lever 54 positively while the adaptive driving mode control is in a standby state, a value stored in a memory (not shown) (the target speed at the time of the immediately preceding active state) is set, and the adaptive driving mode control transitions to an active state. When the adaptive driving mode control is in an active state and the vehicle speed is equal to or greater than a predetermined speed, the driver tilts the lever 54 positively to increase the target speed by a unit speed, and when the driver tilts the lever 54 negatively, the target speed can be decreased by a unit speed.

[0025] The driving force output device 6 outputs a driving force to the drive wheels for driving the vehicle. The driving force output device 6 includes a driving force source such as an internal combustion engine or a rotating electric machine, a transmission, and an electronic control unit. The electronic control unit controls the driving force source and the transmission based on command signals sent from the control unit 1, and generates acceleration / deceleration according to the commands.

[0026] The brake device 7 outputs a braking force for braking the vehicle, for example, to the drive wheels. However, the output destination of the braking force is not limited to the drive wheels. The brake device 7 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper in response to the amount of operation of a brake lever or brake pedal, an electric motor that generates hydraulic pressure in the cylinder, and an electronic control unit. The electronic control unit controls the electric motor based on a command signal sent from the control unit 1, and generates a braking force according to the command.

[0027] The damper device 8 outputs a damping force for damping a behavior occurring in the vehicle to a shock absorber interposed between the vehicle body and the wheels. The damper device 8 includes an actuator to which hydraulic pressure is transmitted in accordance with the amount of behavior occurring in the vehicle, and an electronic control unit. The electronic control unit controls the actuator based on a command signal transmitted from the control unit 1, and generates a damping force in accordance with the command. Furthermore, for example, the damper device 8 may be implemented as a stroke sensor equipped with an IMU (Inertial Measurement Unit), or as a device that generates a damping force in a spring equipped with an IMU.

[0028] (Control Unit 1 ) The control unit 1 includes an adaptive driving mode control unit 11 , a first determination unit 12 , a second determination unit 13 , a setting unit 14 , a selection unit 15 , and a storage unit 16 .

[0029] The adaptive driving mode control unit 11 executes adaptive driving mode control provided for the vehicle. Examples of adaptive driving mode control include, but are not limited to, cruise control (CC: Cruise Control, constant speed control), adaptive cruise control (ACC: Adaptive Cruise Control, constant speed driving and inter-vehicle distance control), and intelligent speed adaptation (ISA: Intelligent Speed ​​Adaptation). During adaptive driving mode control, the vehicle automatically drives at a target vehicle speed and does not steadily exceed the target vehicle speed.

[0030] The first determination unit 12 determines that the settings of the saddle-ride type vehicle can be changed when a predetermined criterion is met. The "case where the predetermined criterion is met" can be, for example, but is not limited to, when a predetermined condition is met when adaptive driving mode control is in an execution state. In the case of adaptive driving mode control, the setting of the saddle-ride type vehicle is, for example, a target speed of the vehicle.

[0031] The second determination unit 13 determines whether the driver's action corresponds to a predetermined refusal action. The refusal action may be, for example, an acceleration or deceleration action. The acceleration or deceleration action may be, for example, a rotational action of the accelerator grip 41. The deceleration action may be an on / off operation of the brake lever switch 43 or the brake pedal switch 44. Note that instead of the actual operation of a switch such as the brake lever switch 43 or the brake pedal switch 44, for example, a sensor capable of detecting the switch operation may be mounted on the vehicle, and the second determination unit 13 may make a determination based on the sensor's detection. Examples of sensors that can detect switch operation include, but are not limited to, angle sensors and hydraulic pressure sensors. The refusal action may also be, for example, a driver's action captured by the camera 2. In particular, the refusal action may be a head movement of the driver (e.g., shaking the head from side to side) or an arm movement of the driver (e.g., raising and lowering the elbow).

[0032] The setting unit 14 sets a target value during execution of adaptive driving mode control. For example, the target value can be a target speed that is set when the lever 54 is tilted. The set target value can be visually confirmed, for example, on the display 51. The target value can also be a damping force setting for a shock absorber. In other words, the setting unit 14 can set a target damping force during execution of adaptive driving mode control. The setting unit 14 can also set a target damping force during execution of manual driving mode control.

[0033] The selection unit 15 selects the type of vehicle setting to be maintained or changed depending on the type of refusal action. The type of setting is the type of target value that can be set by the setting unit 14 (target value for CC, target value for ACC, target value for ISA, target value for shock absorber, etc.). For example, if the refusal action is a rotation operation of the accelerator grip 41, the target value for CC is maintained or changed. If the refusal action is an overclose action, the target value for ACC is maintained or changed. If the refusal action is a driver's action, the target value for the shock absorber is maintained or changed. As such, multiple options can be provided for maintaining or changing the settings. The refusal action may include the operation of a specific switch. The memory unit 16 stores predetermined types of refusal actions.

[0034] (Changing or Maintaining Settings) The control unit 1 can change or maintain the vehicle settings when the notification unit issues a notification. The notification unit can be, for example, the display 51 or the indicator light 52, but is not limited to these. The display 51 or the indicator light 52 can notify the driver that the first determination unit 12 has determined that the vehicle settings can be changed. "The first determination unit 12 has determined that the vehicle settings can be changed" is synonymous with "the target value set by the setting unit 14 can be changed." "The target value set by the setting unit 14 can be changed" means, for example, that when the adaptive driving mode control is CC, when the camera 2 captures an image of a speed limit sign during automatic driving at a target vehicle speed and the control unit 1 recognizes the speed limit sign, the target vehicle speed can be changed to a speed that satisfies the speed limit.

[0035] The driver can reject the notification from the notification unit. The second determination unit 13 determines whether the driver's behavior corresponds to the rejection behavior stored in the memory unit 16. If the second determination unit 13 does not determine that the driver has rejected the notification, i.e., if the driver does not reject the setting change, the control unit 1 performs control to change the setting. For example, the control unit 1 changes the target vehicle speed to a speed that satisfies the speed limit. The setting unit 14 sets the changed target speed. On the other hand, if the second determination unit 13 determines that the driver has rejected the notification, i.e., if the driver rejects the setting change, the control unit 1 performs control to maintain the setting. For example, the setting unit 14 leaves the target vehicle speed unchanged. Note that when changing the target speed, the control unit 1 transmits a command signal to at least one of the driving force output device 6, the brake device 7, and the damper device 8 to generate at least one of acceleration / deceleration, braking force, and damping force. This enables adaptive driving mode control based on the changed target speed.

[0036] In particular, if the refusal operation is an acceleration operation or a deceleration operation, and the first determination unit 12 determines that the vehicle speed can be reduced and the notification unit issues a notification, and the driver performs an acceleration operation, the control unit 1 can control the vehicle to maintain the speed without reducing it. Furthermore, if the first determination unit 12 determines that the vehicle speed can be increased and the notification unit issues a notification, and the driver performs a deceleration operation, the control unit 1 can control the vehicle to maintain the speed without increasing it. For example, suppose that the display 51 notifies the driver that the target speed can be reduced because the speed indicated by a speed limit sign is lower than the target speed. In this case, if the driver, viewing the display 51, performs an acceleration operation (e.g., rotates the accelerator grip 41 toward the open side), the control unit 1 maintains the target speed and continues automatic driving at that target speed. Furthermore, suppose that the display 51 notifies the driver that the target speed can be increased because the speed indicated by a speed limit sign is higher than the target speed. In this case, when the driver, viewing the display 51, performs a deceleration operation (e.g., rotating the accelerator grip 41 toward the closing side, gripping the brake lever switch 43, or depressing the brake pedal switch 44), the control unit 1 maintains the target speed and continues automatic driving at that target speed.

[0037] Furthermore, regardless of whether adaptive driving mode control is being performed, when the camera 2 captures an image of a road bump sign while the vehicle is traveling and the control unit 1 recognizes the road bump sign, the target damping force can be changed, and the notification unit can notify the driver that the target damping force can be changed. The driver can reject the notification from the notification unit. If the driver rejects the notification, the control unit 1 controls to maintain the target damping force. On the other hand, if the driver does not reject the notification, the control unit 1 controls to change the target damping force. The setting unit 14 sets the changed target damping force. The control unit 1 sends a command signal to the damper device 8, causing the changed damping force to be generated in accordance with the timing when the vehicle runs over a bump. In other words, the control unit 1 switches the suspension control mode from hard to soft. After the vehicle passes over a bump, the target damping force is changed again, and the suspension control mode is switched from soft to hard. The same applies when the camera 2 captures an image of the road surface ahead while traveling and the control unit 1 recognizes a bump.

[0038] [Processing] The processing of the driving assistance method of this embodiment will be described. Fig. 2 is a flowchart showing the processing of the driving assistance method of this embodiment. Here, the description will be given taking as an example a case where the vehicle is traveling at a constant speed in CC, the camera 2 captures an image of a speed limit sign, and the control unit 1 recognizes the speed limit sign.

[0039] First, the first determination unit 12 determines whether the target speed set in the CC can be changed (step S1). This determination is based on the recognition result of the control unit 1. If the target speed cannot be changed (No in step S1), constant speed driving at the set target speed is maintained (step S4), and the process of FIG. 2 ends. On the other hand, if the target speed can be changed (Yes in step S1), the notification unit notifies the driver that the change is possible (step S2). Next, the second determination unit 13 determines whether a refusal action has been input, i.e., whether the driver has performed a refusal action (step S3). If a refusal action has been input (Yes in step S3), the control unit 1 maintains the target speed (step S4). In other words, the setting unit 14 does not change the setting, and constant speed driving at the target speed continues. Then, the process of FIG. 2 ends. On the other hand, if a refusal action has not been input (No in step S3), the control unit 1 changes the target speed (step S5). In other words, the setting unit 14 sets the target speed based on the recognition result of the control unit 1. The control unit 1 transmits a command signal to at least one of the driving force output device 6, the brake device 7, and the damper device 8 to generate at least one of acceleration / deceleration, braking force, and damping force. This starts adaptive driving at the changed target speed. Then, the processing in FIG. 2 ends. The processing in FIG. 2 is repeated while driving. Furthermore, the processing in FIG. 2 is performed for the type of setting selected by the selection unit 15 depending on the type of refusal operation.

[0040] [Effects] According to this embodiment, it is possible to prevent the driver from feeling uncomfortable when the settings of the saddle-ride type vehicle are changed. More specifically, in the invention of Patent Document 1, even if the driver wants to change the vehicle settings when they are changeable during automatic driving control, the change is not realized unless the driver performs an approval operation. As a result, the driver may feel annoyed that the driving experience is not as desired (the settings are not changed automatically). In contrast, in this embodiment, the driver can learn from the notification unit that the vehicle settings are changeable. Furthermore, if the driver requests a change, the change is automatically made without any special operation. Therefore, the driving experience is as desired without the driver having to do anything, and the driver does not feel annoyed. Furthermore, if the driver does not want the change, the driver can clearly indicate their intention to reject control intervention by performing a rejection operation. Therefore, even when the settings are maintained, the driving experience is as desired, and the driver does not feel uncomfortable.

[0041] In particular, when speed reduction is possible, the speed can be maintained by accelerating, and when speed increase is possible, the speed can be maintained by decelerating. This prevents unwanted changes by the driver, thereby realizing driving assistance that is comfortable for the driver. Furthermore, by treating the driver's movements captured by the imaging unit as refusal movements, unwanted changes by the driver can be prevented, thereby realizing driving assistance that is comfortable for the driver. In particular, by treating the driver's head or arm movements as refusal movements, the driver can reject changes without moving their eyes to operate a switch, etc., thereby easily preventing unwanted changes by the driver. Furthermore, by using a camera 2 as the imaging unit, the driver's movements can be captured with high accuracy, thereby improving the accuracy of determining whether a refusal movement has been made. Furthermore, by setting the vehicle to the target speed of the vehicle, the vehicle can travel at a speed that is comfortable for the driver. Furthermore, by setting the vehicle to the damping force setting of the shock absorber, the vehicle can travel with a damping force that is comfortable for the driver. Furthermore, by setting the vehicle to the target speed of the vehicle and the damping force setting of the shock absorber, the vehicle can travel at a speed and damping force that are comfortable for the driver. Furthermore, by providing the selection unit 15, the driver can easily select the type of setting that he or she wishes to change or maintain, thereby realizing driving assistance that does not feel strange to the driver.

[0042] [Others] (a): The present invention is not limited to motorcycles, but can also be applied to saddle-type vehicles such as scooters, saddle-type three-wheeled vehicles, saddle-type four-wheeled vehicles, and motorized bicycles. The vehicle's drive source may be an internal combustion engine, a rotating electric machine, or a combination of these. The power source for the rotating electric machine may be a secondary battery, a capacitor, or a fuel cell. The prime mover that drives the drive source may include a fuel injection device, a motor, or the like. The vehicle settings maintained or changed by the control unit 1 may include settings related to prime mover control (e.g., a mode related to the output characteristics of the prime mover). (b): Brake control modes according to road surface conditions may be prepared to control the brake device 7. Examples of brake control modes include, but are not limited to, first to third brake control modes. The first brake control mode is a brake control mode for driving on road surfaces with a high road friction coefficient, such as dry road surfaces. The second brake control mode is a brake control mode for driving on road surfaces with a low road friction coefficient, such as wet road surfaces. The third brake control mode is a brake control mode for driving on special road surfaces such as manholes, fallen leaves, puddles, and cobblestone roads (Belgian roads). The setting unit 14 can set the target braking force during adaptive driving mode control (or manual driving mode control). In the present invention, the vehicle settings maintained or changed by the control unit 1 can include settings related to switching between multiple brake control modes (settings related to braking effectiveness). That is, if the notification unit notifies the driver that the first determination unit 12 has determined that the brake control mode can be switched and the driver does not refuse, the control unit 1 switches the brake control mode. Furthermore, if the driver refuses, the control unit 1 maintains the brake control mode. The same can be done to maintain or change the target braking force. (c): In order to control the ride comfort of the vehicle, the vehicle settings maintained or changed by the control unit 1 can include a mode related to the damping characteristics of the suspension, a mode related to height control, etc. (d): In this embodiment, the vehicle settings maintained or changed based on the object recognized in the image captured by the camera 2 have been described.However, vehicle settings can also be maintained or changed by taking into account the measurement results of a LIDAR (Laser Detection and Ranging) or radar installed in the vehicle. (e) The present invention can also be applied to switching from manual driving control to adaptive driving mode control (e.g., CC, ACC, ISA). That is, if the notification unit notifies the driver that the first determination unit 12 has determined that switching from manual driving control to adaptive driving mode control is possible and the driver does not refuse, the control unit 1 can switch to adaptive driving mode control. Furthermore, if the driver refuses, the control unit 1 can maintain manual driving mode control. The same applies to switching from adaptive driving mode control to manual driving mode control. (f) The camera 2 may be configured to operate continuously while the vehicle is traveling, or may be configured to operate when a predetermined condition is met while traveling. The predetermined condition can be, for example, but is not limited to, that the vehicle speed exceeds a predetermined value. (g) In this embodiment, the vehicle sensor 3 detects the vehicle's driving state. However, a position determination means for determining the vehicle's driving position may also be introduced. The position determination means may be, for example, a global positioning system (GPS) or a global navigation satellite system (GNSS), but is not limited to these. For example, the position determination means may be used to track the change in the vehicle's running position over time, determine the vehicle speed, and apply it to adaptive driving mode control.

[0043] (h): It is also possible to realize a technology that appropriately combines the various technologies described in this embodiment. (i): The software described in this embodiment can be realized as hardware, and the hardware can be realized as software. (j): In addition, the components of the present invention can be appropriately modified within the scope that does not deviate from the spirit of the present invention.

[0044] REFERENCE SIGNS LIST 100 Driving assistance system 1 Control unit 2 Camera (imaging unit) 3 Vehicle sensor 4 Operator 5 HMI 6 Driving force output device 7 Brake device 8 Damper device 11 Adaptive driving mode control unit 12 First determination unit 13 Second determination unit 14 Setting unit 15 Selection unit 16 Memory unit 41 Accelerator grip 42 Accelerator position sensor 43 Brake lever switch 44 Brake pedal switch 51 Display (notification unit) 52 Indicator light (notification unit) 53 Main switch 54 Lever

Claims

1. A driving assistance system comprising: a first judgment unit that judges that the settings of a saddle-type vehicle can be changed when predetermined criteria are met; a notification unit that can at least notify the driver that the first judgment unit has judged that the settings can be changed; a memory unit that stores predetermined types of refusal behavior; a second judgment unit that judges whether the driver's behavior corresponds to the type of refusal behavior stored in the memory unit; and a control unit that controls the operation of the vehicle, wherein the notification unit issues a notification, and when the second judgment unit does not judge that the driver has performed the refusal behavior, the control unit controls to change the settings, and when the second judgment unit judges that the driver has performed the refusal behavior, the control unit controls to maintain the settings.

2. The driving assistance system of claim 1, wherein the refusal action is an acceleration operation or a deceleration operation, the first judgment unit judges that the speed of the vehicle can be reduced and the notification unit issues a notification, and when the driver performs the acceleration operation, the control unit controls to maintain the speed without reducing it, and the first judgment unit judges that the speed of the vehicle can be increased and the notification unit issues a notification, and when the driver performs the deceleration operation, the control unit controls to maintain the speed without increasing it.

3. The driving assistance system according to claim 1, further comprising an imaging unit capable of imaging at least a portion of the driver, wherein the refusal behavior is a behavior of the driver imaged by the imaging unit.

4. The driving assistance system according to claim 3, wherein the imaging unit is capable of capturing an image of the driver's head, and the refusal action is a movement of the driver's head.

5. The driving assistance system according to claim 3, wherein the imaging unit is capable of capturing an image of the driver's arm, and the refusal action is a movement of the arm.

6. The driving assistance system according to claim 3, wherein the imaging unit is a camera.

7. The driving assistance system according to claim 1, wherein the vehicle setting to be maintained or changed is a target speed of the vehicle.

8. The driving assistance system according to claim 1, wherein the vehicle is equipped with a shock absorber interposed between the vehicle body and the wheels, and the setting of the vehicle to be maintained or changed is the damping force setting of the shock absorber.

9. The driving assistance system according to claim 1, wherein the vehicle is equipped with a shock absorber interposed between the vehicle body and the wheels, and the vehicle settings to be maintained or changed are the target speed of the vehicle and the damping force setting of the shock absorber.

10. A driving assistance system as described in claim 1, further comprising a selection unit that selects the type of vehicle setting to maintain or change depending on the nature of the refusal operation, and the control unit controls the change or maintenance of the content of the vehicle setting selected by the selection unit.

11. A driving assistance method comprising: a first judgment step of judging that the settings of a saddle-type vehicle can be changed if predetermined criteria are met; a notification step of at least notifying the driver that it has been judged that the settings can be changed in the first judgment step; and a second judgment step of judging whether the driver's behavior corresponds to a refusal behavior of a type stored in a memory unit that stores predetermined types of refusal behavior, wherein a control step of controlling the operation of the vehicle issues a notification in the notification step, and if it is not judged in the second judgment step that the driver has performed the refusal behavior, controls to change the settings, and if it is judged in the second judgment step that the driver has performed the refusal behavior, controls to maintain the settings.