Control device and control method for rider assist system

Abstract

The present invention provides a control device and control method which make it possible to improve rider assist performance. In a state in which a diagonally-frontward vehicle, which is another saddled vehicle traveling in a group with a host vehicle, exists diagonally in front of the host vehicle, and in which, directly in front of the host vehicle, there is not another saddled vehicle that is traveling in a group with host vehicle, in a first stage of an automatic deceleration process for automatic deceleration of the host vehicle during travel to reach a stop or slow travel, an execution unit executes an operation for adjusting the positional relation between the host vehicle and the diagonally-frontward vehicle on the basis of actually measured information of said positional relation as actually measured in the first stage, and in a second stage after the first stage of the automatic deceleration process, the execution unit does not execute an operation for adjusting the positional relation between the host vehicle and the diagonally-frontward vehicle on the basis of actually measured information of said positional relation as actually measured in the second stage.

Description

[0001] [Document name] Statement

[0002] [Title of Invention] Rider assistance system control device and control method

[0003] [Technical Field]

[0004]

[001] The present invention relates to a control device for a rider assistance system of a saddle-ride type vehicle and a control method for a rider assistance system of a saddle-ride type vehicle.

[0005] [Background technology]

[0006] [. 0 0 2] In a conventional rider assistance system, a control device executes a positional relationship adjustment operation to adjust the positional relationship between the vehicle and a target based on positional relationship information, which is actual measurement information of the positional relationship between the vehicle and the target obtained while the vehicle is traveling (see, for example, Patent Document 1).

[0007] [Prior art documents]

[0008] [Patent documents]

[0009]

〇 0 0 3

[0010] [Patent Document 1] International Publication No. 2018 / 197965

[0011] Summary of the Invention

[0012] [Problem to be solved by the invention]

[0013]

[0004] In a rider assistance system, it is assumed that a positional relationship adjustment operation is performed when a group riding mode is enabled, in which multiple saddle-ride vehicles, including the rider's own vehicle, ride in a group. Even when a positional relationship adjustment operation is performed in such a state, it is desirable for the control device to automatically decelerate the rider's own vehicle to a stop or proceed slowly. Unlike other vehicles (e.g., passenger cars, trucks, etc.), saddle-ride vehicles have a small body size and a high degree of freedom in their riding position. Therefore, group riding can occur in special situations (e.g., multiple saddle-ride vehicles riding in a line of multiple vehicles in a single riding lane). Therefore, the control device needs to perform a positional relationship adjustment operation that can accommodate situations in which group riding occurs in such special situations.

[0014]

[0005] The present invention has been made in light of the above-mentioned problems, and provides a control device that can improve rider support. Also, a control method that can improve rider support.

[0015] [Means for solving the problem]

[0016]

[0006] A control device according to the present invention is a control device for a rider assistance system, and includes: an acquisition unit that acquires positional relationship information, which is actual measurement information of the positional relationship between the host vehicle and a target, while the host vehicle is traveling in a state in which a group riding mode, in which a plurality of saddle-ride type vehicles including the host vehicle ride in a group, is enabled; and an execution unit that executes a positional relationship adjustment operation, which is an operation to adjust the positional relationship between the host vehicle and the target, based on the positional relationship information acquired by the acquisition unit. The execution unit is configured to execute a positional relationship adjustment operation, which is an operation to adjust the positional relationship between the host vehicle and the target, in a first stage of an automatic deceleration process, in which the host vehicle automatically decelerates and stops or moves slowly while there is another saddle-ride type vehicle diagonally ahead of the host vehicle that is participating in the group riding together with the host vehicle, diagonally ahead of the host vehicle, and in a state in which there is no other saddle-ride type vehicle that is participating in the group riding together with the host vehicle, diagonally ahead of the host vehicle, The execution unit executes an operation to adjust the positional relationship between the host vehicle and the diagonally ahead vehicle as the target based on the positional relationship information actually measured in a first stage, and in a second stage after the first stage in the automatic deceleration process, the execution unit does not execute the operation to adjust the positional relationship between the host vehicle and the diagonally ahead vehicle as the target based on the positional relationship information actually measured in the second stage as the positional relationship adjustment operation.

[0017]

[0007] A control method according to the present invention is a control method for a rider assistance system, wherein an acquisition unit of a control device acquires positional relationship information, which is actual measurement information of the positional relationship between the host vehicle and a target, while the host vehicle is traveling in a state in which a group riding mode in which a plurality of saddle-ride type vehicles including the host vehicle ride in a group is enabled, and an execution unit of the control device executes a positional relationship adjustment operation, which is an operation to adjust the positional relationship between the host vehicle and the target, based on the positional relationship information acquired by the acquisition unit, and the execution unit executes a positional relationship adjustment operation, which is an operation to adjust the positional relationship between the host vehicle and the target, in a first stage of an automatic deceleration process in which the host vehicle automatically decelerates and stops or moves slowly while another saddle-ride type vehicle that is participating in the group riding together with the host vehicle is present diagonally ahead of the host vehicle and no other saddle-ride type vehicle is present in front of the host vehicle The execution unit executes an operation to adjust the positional relationship between the host vehicle and the diagonally ahead vehicle as the target based on the positional relationship information actually measured in a first stage, and the execution unit does not execute, in a second stage after the first stage in the automatic deceleration process, an operation to adjust the positional relationship between the host vehicle and the diagonally ahead vehicle as the target based on the positional relationship information actually measured in the second stage as the positional relationship adjustment operation.

[0018] [Effects of the Invention]

[0019] In the control device and control method according to the present invention, in a state where there is a diagonally forward vehicle that is another saddle-ride type vehicle traveling in a group with the host vehicle diagonally forward of the host vehicle and there is no other saddle-ride type vehicle traveling in a group with the host vehicle in front of the host vehicle, in a first stage of an automatic deceleration process in which the traveling host vehicle automatically decelerates and stops or slows down, an execution unit executes an operation to adjust the positional relationship between the host vehicle and the diagonally forward vehicle based on actual measurement information of the positional relationship measured in the first stage. Meanwhile, in a second stage after the first stage of the automatic deceleration process, the execution unit does not execute an operation to adjust the positional relationship based on actual measurement information of the positional relationship between the host vehicle and the diagonally forward vehicle measured in the second stage. Therefore, even in a situation where a group of vehicles is traveling in a special manner (for example, a situation where multiple saddle-type vehicles are traveling in a single travel lane, forming multiple convoys), the positional relationship between the host vehicle and the diagonally forward vehicle is appropriately controlled in the first stage of the automatic deceleration process, and a positional relationship adjustment operation can be performed that is less likely to disrupt the group of vehicles traveling. Furthermore, in the second stage of the automatic deceleration process, even though the control device needs to reduce the positional relationship between the host vehicle and the diagonally forward vehicle in the traveling direction or the longitudinal direction of the vehicle body so that the host vehicle can stop or slow down to the side of the diagonally forward vehicle, it is possible to prevent the host vehicle from behaving in an inappropriate manner due to the difficulty of obtaining information about the ambient environment to the side of the host vehicle using a device for obtaining information about the ambient environment diagonally forward of the host vehicle (for example, an ambient environment detection device, a communication device, etc.).

[0020] [Brief explanation of the drawings]

[0021] [ 0 0 0 9 ]

[0022] [Figure 1] A diagram showing a rider assistance system according to an embodiment of the present invention mounted on a saddle-ride type vehicle.

[0023] [Figure 2] A diagram showing the system configuration of a rider assistance system according to an embodiment of the present invention.

[0024] [Figure 3] A diagram for explaining the configuration of a rider assistance system relating to an embodiment of the present invention.

[0025] [Figure 4] A diagram for explaining the configuration of a rider assistance system relating to an embodiment of the present invention.

[0026] [Figure 5] A diagram for explaining the configuration of a rider assistance system relating to an embodiment of the present invention.

[0027] [Figure 6] A diagram for explaining the configuration of a rider assistance system relating to an embodiment of the present invention.

[0028] [Figure 7] A diagram showing the operation flow of the control device of the rider assistance system of an embodiment of the present invention.

[0029] DETAILED DESCRIPTION OF THE INVENTION

[0030]

[0010] Hereinafter, a control device and a control method according to the present invention will be described with reference to the drawings.

[0031]

[0011] Note that the configurations, operations, etc. described below are merely examples, and the control device and control method according to the present invention are not limited to such configurations, operations, etc.

[0032]

[0012] For example, although the following describes a case where the control device and control method according to the present invention are used in a rider assistance system for a motorcycle, the control device and control method according to the present invention may also be used in a rider assistance system for a saddle-ride type vehicle other than a motorcycle. A saddle-ride type vehicle refers to a vehicle that is driven by a rider straddling the body. Examples of saddle-ride type vehicles include motorcycles (motorcycles and motor tricycles) and bicycles. Motorcycles include vehicles powered by engines and vehicles powered by electric motors. Examples of motorcycles include motorcycles, scooters, and electric scooters. A bicycle refers to a vehicle that can be propelled on a road by the rider's pedaling force applied to the pedals. Bicycles include standard bicycles, electrically assisted bicycles, and electric bicycles.

[0033]

[0013] In the following, the same or similar descriptions are appropriately simplified or omitted. In addition, in each drawing, the same or similar parts are denoted by the same reference numerals or no reference numerals are used. In addition, the illustration of detailed structures is appropriately simplified or omitted.

[0034]

[0014] Embodiments. Below, a rider assistance system according to an embodiment will be described.

[0035]

[0015] <Configuration of rider assistance system> The configuration of a rider assistance system according to an embodiment will be described. Fig. 1 is a diagram showing a state in which a rider assistance system according to an embodiment of the present invention is mounted on a saddle-ride type vehicle. Fig. 2 is a diagram showing the system configuration of a rider assistance system according to an embodiment of the present invention. Figs. 3 to 6 are diagrams for explaining the configuration of a rider assistance system according to an embodiment of the present invention.

[0036]

[0016] As shown in Figures 1 and 2, the rider assistance system 1 is mounted on a host vehicle 100, which is a saddle-ride type vehicle 300 on which a rider who is assisted by the rider assistance system 1 rides. The rider assistance system 1 includes, for example, as necessary, a surrounding environment detection device 11, a vehicle behavior detection device 12, a setting input device 13, a communication device 14, a positioning device 15, a control device (ECU) 20, a braking device 30, a drive device 40, and a notification device 50.

[0037]

[0017] In the rider assistance system 1, the control device 20 uses the outputs of the surrounding environment detection device 11, the vehicle behavior detection device 12, the setting input device 13, the communication device 14, and / or the positioning device 15 to perform rider assistance operations to assist the rider of the vehicle 100. The control device 20 issues control commands to various devices (e.g., the braking device 30, the drive device 40, the notification device 50, etc.) to perform the rider assistance operations. The control device 20 receives outputs from various devices (not shown) for detecting other information (e.g., information on the operation state of the braking device 30 by the rider, information on the operation state of the drive device 40 by the rider, etc.) as necessary. Each part of the rider assistance system 1 may be used exclusively for the rider assistance system 1, or may be shared with other systems.

[0038]

[0018] The surrounding environment detection device 11 includes at least a detection unit 11a disposed on the host vehicle 100 in a forward-facing state. The detection unit 11a detects surrounding environment information diagonally ahead of the host vehicle 100 in addition to surrounding environment information in front of the host vehicle 100. The term "forward" is defined as a concept that includes "front" and "diagonally ahead." The surrounding environment detection device 11 also includes a detection unit 11b disposed on the host vehicle 100 in a rearward-facing state, as necessary. The detection unit 11b detects surrounding environment information diagonally behind the host vehicle 100 in addition to surrounding environment information behind the host vehicle 100. The term "rear" is defined as a concept that includes "behind" and "diagonally behind." The terms "front" and "rear" refer to the direction of travel from a reference point (e.g., center of gravity) of the vehicle.

[0039] The detection unit 11a may be defined as a direction extending along the front-rear direction of the vehicle (i.e., a direction taking into account the turning angle of the vehicle 100), or may be defined as a direction extending from a reference point of the vehicle 100 (e.g., the center of gravity, etc.) along the fore-and-aft direction of the vehicle body (i.e., a direction not taking into account the turning angle of the vehicle 100). The detection units 11a and 11b may each be, for example, a radar, a lidar sensor, an ultrasonic sensor, a camera, etc. The detection unit 11a may be composed of multiple sensors having detection ranges in different areas in front of the vehicle 100. Furthermore, the detection unit 11b may be composed of multiple sensors having detection ranges in different areas behind the vehicle 100.

[0040]

[0019] The vehicle behavior detection device 12 is, for example, a vehicle speed sensor, an inertial sensor (IMU), etc. The vehicle speed sensor detects the vehicle speed of the host vehicle 100. The vehicle speed sensor may detect other physical quantities that can be substantially converted into the vehicle speed of the host vehicle 100. The inertial sensor detects three-axial (front-rear, width, and height) accelerations and three-axial (roll, pitch, and yaw) angular velocities that occur in the host vehicle 100. The inertial sensor may detect other physical quantities that can be substantially converted into three-axial accelerations and three-axial angular velocities that occur in the host vehicle 100. Alternatively, the inertial sensor may detect only some of the three-axial accelerations and three-axial angular velocities.

[0041]

[0020] The setting input device 13 accepts input of various settings by the rider. For example, the rider can use the setting input device 13 to switch between enabling and disabling various rider assistance operations. Furthermore, for example, the rider can use the setting input device 13 to set various modes or various control parameters (e.g., tolerances) used in various rider assistance operations. The setting input device 13 may be a device that accepts operation by the rider's body (e.g., hands, feet, etc.), or may be a device that accepts voice utterances by the rider. Furthermore, the setting input device 13 may be provided in the host vehicle 100, or may be provided in equipment associated with the host vehicle 100 (e.g., a helmet, gloves, etc.).

[0042]

[0021] The communication device 14 communicates wirelessly with other communication devices installed in other vehicles located around the vehicle 100 and / or other communication devices installed in road facilities (for example, traffic lights, signs, guardrails, utility poles, stop lines, etc.). The communication devices installed in the other vehicles transmit, for example, driving status information of the other vehicles detected by the other vehicles, surrounding environment information of the other vehicles detected by the other vehicles, etc. to the communication device 14. The other communication devices installed in the road facilities transmit, for example, status information of the road facilities, surrounding environment information of the road facilities detected by the road facilities, etc. to the communication device 14. The communication device 14 may be composed of multiple receivers with communication ranges that are different from each other.

[0043]

[0022] The positioning device 15 receives positioning signals transmitted from multiple communication satellites and determines the position of the vehicle 100 on the global positioning system. The position of the vehicle 100 is compared with map information to obtain its position on the map.

[0044]

[0023] The control device 20 includes at least an acquisition unit 21 and an execution unit 22. All or each unit of the control device 20 may be provided together in one housing, or may be provided separately in multiple housings. All or each unit of the control device 20 may be configured, for example, as a microcomputer, microprocessor unit, etc., or may be configured with updatable firmware, etc., or may be a program module executed by command from a CPU, etc.

[0045]

[0024] The acquisition unit 21 acquires surrounding environment information for the host vehicle 100 based on the output of the surrounding environment detection device 11 while the host vehicle 100 is traveling. The surrounding environment information includes positional relationship information, which is actual measurement information on the positional relationship between the host vehicle 100 and objects located around the host vehicle 100 (e.g., other vehicles, obstacles, road facilities, people, animals, etc.). The positional relationship information is, for example, information on relative position, relative distance, relative speed, relative acceleration, relative jerk, passing time difference, predicted time until collision, etc. The positional relationship information may also be information on other physical quantities that can be substantially converted into these. In addition, the surrounding environment information includes characteristic information of objects located around the host vehicle 100 (e.g., other vehicles, obstacles, road facilities, people, animals, etc.). The characteristic information may be, for example, brake indicator light information indicating the status of the brake lights of other vehicles, traffic light information indicating the status of traffic lights, drawing information indicating the content of drawings on the road (e.g., stop lines, etc.), sign information indicating the content of signs, and traffic event information indicating traffic events (e.g., congestion, construction, accidents, etc.). The characteristic information may also be information on other physical quantities that can be substantially converted into the above information. The acquisition unit 21 may acquire surrounding environment information of the host vehicle 100 based on the output of the communication device 14 while the host vehicle 100 is traveling.

[0046]

[0025] The execution unit 22 executes, as a rider assistance operation, a vehicle speed control operation that automatically controls the vehicle speed of the host vehicle 100. When executing the vehicle speed control operation, the execution unit 22 outputs a control command to the braking device 30 or the drive device 40. The braking device 30 brakes the host vehicle 100. The drive device 40 drives the host vehicle 100 as a power source for the host vehicle 100. The braking device 30 may be controlled to cause or increase deceleration, or may be controlled to cause or increase acceleration. The drive device 40 may be controlled to cause or increase acceleration, or may be controlled to cause or increase deceleration. The vehicle speed control operation is released when the rider intervenes by a specified operation.

[0047]

[0026] When executing the vehicle speed control operation, the execution unit 22 outputs a control command to the notification device 50 as necessary. The notification device 50 may notify a warning or information by display (i.e., perception using the visual organs as sensory organs), by sound (i.e., perception using the auditory organs as sensory organs), or by vibration (i.e., perception using the tactile organs as sensory organs). For example, the notification device 50 is a display, lamp, speaker, vibrator, etc. The notification device 50 may be provided in the host vehicle 100, or may be provided in equipment associated with the host vehicle 100 (e.g., a helmet, gloves, etc.). The notification operation may also be to issue a warning or information by causing the vehicle 100 to momentarily decelerate or accelerate. In other words, the notification device 50 may be configured by the braking device 30 or the driving device 40.

[0048]

[0027] As shown in Fig. 3, when the group driving mode described below is disabled, the execution unit 22 causes the host vehicle 100 to execute a first positional relationship adjustment operation as a vehicle speed control operation. The first positional relationship adjustment operation is an operation to adjust the positional relationship between the host vehicle 100 and a target T that is an object located within the detection range Ra of the detection unit 11a, that is, another vehicle 200 traveling in front of the host vehicle 100, based on positional relationship information that is actual measurement information of the positional relationship (particularly the positional relationship in the traveling direction of the host vehicle 100 or the longitudinal direction of the vehicle body). In addition, in the first positional relationship adjustment operation, in addition to the other vehicle 200 traveling in front of the host vehicle 100, the other vehicle 200 traveling behind the host vehicle 100 may also be set as a target T for adjusting the positional relationship.

[0049]

[0028] The execution unit 22 determines whether the group driving mode is enabled while the host vehicle 100 is traveling. As shown in FIG. 4, the group driving mode is a mode in which a plurality of saddle-type vehicles 300 including the host vehicle 100 travel in a group, that is, travel in a convoy. Here, group driving is a mode in which a plurality of saddle-type vehicles 300 travel in a single travel lane L, forming two convoys VL1 and VL2. Note that the number of saddle-type vehicles 300 making up the group driving may be two.

[0050] For example, the group driving mode is automatically enabled and disabled by the execution unit 22 based on the surrounding environment information acquired by the acquisition unit 21, and the execution unit 22 determines whether the group driving mode is enabled or disabled based on the switching information. Based on the surrounding environment information acquired by the acquisition unit 21, the execution unit 22 determines whether a plurality of saddle-ride type vehicles 300 including the host vehicle 100 have been traveling in a specific manner (for example, as shown in FIG. 4, two vehicle convoys VL1, VL2 are formed so that a plurality of saddle-ride type vehicles 300 including the host vehicle 100 are lined up in a zigzag pattern) for a period exceeding a reference time or a reference traveling distance, and if the determination is affirmative, the group driving mode is automatically enabled. The execution unit 22 may identify other saddle-ride type vehicles 300A located within the driving lane L in which the host vehicle 100 is traveling, and may make only the identified other saddle-ride type vehicles 300A the subject of its judgment, or may identify other saddle-ride type vehicles 300A that continue to be located around the host vehicle 100 for more than a reference time or reference driving distance without using information about the boundary of the driving lane L, and may make the identified other saddle-ride type vehicles 300A the subject of its judgment.

[0051] For example, the group riding mode can be switched between enabled and disabled by a setting input by the rider, and the execution unit 22 determines whether the group riding mode is enabled or disabled based on the output of the setting input device 13 acquired by the acquisition unit 21. The execution unit 22 may automatically suggest enabling and / or disabling the group riding mode based on the surrounding environment information acquired by the acquisition unit 21, and the suggestion may be confirmed by the rider's setting input of approval.

[0052]

[0031] When the group riding mode is enabled, the execution unit 22 causes the host vehicle 100 to perform a second positional relationship adjustment operation as a vehicle speed control operation. The second positional relationship adjustment operation is an operation assuming a state in which the host vehicle 100 is traveling in the second-to-front position within the platoon. In other words, in the second positional relationship adjustment operation, there is another saddle-ride type vehicle 300A, a diagonally forward vehicle FD, traveling in a group with the host vehicle 100, diagonally ahead of the host vehicle 100, but there is no other saddle-ride type vehicle 300A traveling in a group with the host vehicle 100 directly in front of the host vehicle 100. This state may be determined automatically based on surrounding environment information, or may be determined based on information from the rider's setting operation on the setting input device 13. In this state, the target area for detection by the surrounding environment detection device 11 and / or communication by the communication device 14 may be expanded to include an area diagonally ahead of the vehicle 100, or may be reduced to include an area diagonally ahead of the vehicle 100. This expansion and / or reduction may be achieved by switching the sensors and / or receivers used, by switching the orientation of the sensors and / or receivers, or by switching the processing area of ​​the data output from the sensors and / or receivers.

[0053]

[0032] The second positional relationship adjustment operation is an operation to adjust the positional relationship between the host vehicle 100 and the target T, which is an object located within the detection range Ra of the detection unit 11a, that is, the diagonally forward vehicle FD, based on positional relationship information, which is actual measurement information of the positional relationship (particularly the positional relationship in the direction of travel of the host vehicle 100 or the fore-and-aft direction of the vehicle body). Note that in the second positional relationship adjustment operation, in addition to the diagonally forward vehicle FD, another vehicle 200 traveling in front of the host vehicle 100 and / or a rear vehicle B, which is another saddle-ride vehicle 300A traveling in a group with the host vehicle 100 behind (behind or diagonally behind) the host vehicle 100, may be set as the target T for adjusting the positional relationship. Whether another saddle-type vehicle 300A is a vehicle traveling in a group with the subject vehicle 100 may be determined based on information about the positional relationship with the subject vehicle 100 over time, or may be determined based on information registered in advance by the rider. Information registered in advance by the rider includes, for example, information about the position of the subject vehicle 100 within the platoon formed by group traveling (e.g., front, middle, rear, order from the front or rear, right-hand vehicle line, left-hand vehicle line, etc.), information identifying the other saddle-type vehicles 300A belonging to the group (e.g., vehicle type, color, license plate information, etc.), etc.

[0054]

[0033] The first positional relationship adjustment operation and the second positional relationship adjustment operation are operations that automatically decelerate or accelerate the host vehicle 100 without the rider operating the brake device 30 and the drive device 40 to adjust the positional relationship (particularly, the positional relationship in the traveling direction or the longitudinal direction of the host vehicle 100) between the host vehicle 100 and the target T (i.e., the other vehicle 200 or another saddle-ride type vehicle 300A) (for example, an adaptive cruise control operation that controls the inter-vehicle distance or passing time difference with respect to the target T, that is, an adaptive cruise control operation that uses the target T as a speed tracking target, or an operation of the brake device 30 to control the inter-vehicle distance or passing time difference with respect to the target T to a distance or time difference corresponding to the amount of operation while the rider is operating the drive device 40). The control may be an operation of automatically increasing or decreasing the braking force acting on the vehicle 100 to adjust the positional relationship between the vehicle 100 and target T in order to correct any excess or deficiency in the rider's operation of the braking device 30, or an operation of automatically increasing or decreasing the driving force acting on the vehicle 100 to adjust the positional relationship between the vehicle 100 and target T in order to correct any excess or deficiency in the rider's operation of the braking device 30.

[0055]

[0034] The execution unit 22 determines whether or not there is a need to stop or slow down the host vehicle 100 while the host vehicle 100 is traveling. When the execution unit 22 determines that there is a need to stop or slow down the host vehicle 100 while the second positional relationship adjustment operation is being performed, the execution unit 22 starts an automatic deceleration process in which the host vehicle 100 automatically slows down while traveling and stops or slows down. Note that the execution unit 22 may execute the automatic deceleration process without determining whether or not there is a need to stop or slow down the host vehicle 100 while the host vehicle 100 is traveling. In other words, the execution unit 22 may execute the second positional relationship adjustment operation, which results in the host vehicle 100 stopping or slowing down, thereby executing the automatic deceleration process.

[0056]

[0035] For example, the execution unit 22 determines whether or not there is a need to stop or slow down the host vehicle 100 based on the output of the vehicle behavior detection device 12 of the host vehicle 100. If the output of the vehicle behavior detection device 12 is information indicating that the vehicle speed of the host vehicle 100 will fall below a reference value at that time or in the future, the execution unit 22 determines that there is a need to stop or slow down the host vehicle 100.

[0057]

[0036] For example, the execution unit 22 determines whether or not there is a need to stop or slow down the host vehicle 100 based on the output of the surrounding environment detection device 11 and / or the communication device 14. The execution unit 22 determines that there is a need to stop or slow down the host vehicle 100 when the output of the surrounding environment detection device 11 and / or the communication device 14 is information indicating that there is a vehicle stopped or slowing down in front of the host vehicle 100 (for example, a vehicle FD diagonally ahead, another vehicle 200 traveling in front of the host vehicle 100, etc.). The execution unit 22 determines that there is a need to stop or slow down the host vehicle 100 when the output of the surrounding environment detection device 11 and / or the communication device 14 is information indicating that a vehicle traveling ahead of the host vehicle 100 (for example, a vehicle FD diagonally ahead, another vehicle 200 traveling directly in front of the host vehicle 100, etc.) is decelerating at a large deceleration. The execution unit 22 determines that there is a need to stop or slow down the host vehicle 100 when the output of the surrounding environment detection device 11 and / or the communication device 14 is information indicating that the traffic light ahead of the host vehicle 100 is displaying red or yellow. The execution unit 22 determines that there is a need to stop or slow down the host vehicle 100 when the output of the surrounding environment detection device 11 and / or the communication device 14 is information indicating that there is a stop line (especially a stop line indicating a temporary stop) ahead of the host vehicle 100. The execution unit 22 determines that there is a need to stop or slow down the host vehicle 100 when the output of the surrounding environment detection device 11 and / or the communication device 14 is information indicating that there is a sign indicating a stop or slow down ahead of the host vehicle 100. When the output of the surrounding environment detection device 11 and / or the communication device 14 is information indicating that a traffic jam or accident has occurred ahead of the vehicle 100, the execution unit 22 determines that there is a need to stop or slow down the vehicle 100.When the output of the surrounding environment detection device 11 and / or the communication device 14 is information indicating that construction work is being carried out ahead of the vehicle 100, the execution unit 22 determines that there is a need to stop or slow down the vehicle 100.

[0058] For example, the execution unit 22 determines whether or not there is a need to stop or slow down the host vehicle 100 based on map information. The execution unit 22 determines that there is a need to stop or slow down the host vehicle 100 when the position information of the host vehicle 100 on the map acquired based on the output of the positioning device 15 and the map information indicates that there is a stop line (particularly a stop line indicating a temporary stop) ahead of the host vehicle 100. The execution unit 22 determines that there is a need to stop or slow down the host vehicle 100 when the position information of the host vehicle 100 on the map acquired based on the output of the positioning device 15 and the map information indicates that the host vehicle 100 is traveling in an area where stopping or slowing down is required.

[0059]

[0038] Here, the execution unit 22 continues the second positional relationship adjustment operation in the first stage of the automatic deceleration process. That is, the execution unit 22 executes an operation to adjust the positional relationship based on positional relationship information, which is actual measurement information of the positional relationship between the host vehicle 100 and the target T, which is an object located in the detection range Ra of the detection unit 11a, that is, the diagonally forward vehicle FD, measured in the first stage (particularly, the positional relationship in the traveling direction of the host vehicle 100 or the longitudinal direction of the vehicle body). In this operation, in addition to the diagonally forward vehicle FD, another vehicle 200 traveling in front of the host vehicle 100, and / or a rear vehicle B, which is another saddle-type vehicle 300A traveling in a group with the host vehicle 100 behind (behind or diagonally behind) the host vehicle 100, may be set as a target T for adjusting the positional relationship.

[0060]

[0039] In the automatic deceleration process, as the speed of the diagonally forward vehicle FD decreases, the speed of the host vehicle 100 needs to be controlled so that the positions of the host vehicle 100 and the diagonally forward vehicle FD gradually approach each other in the traveling direction of the host vehicle 100 or in the longitudinal direction of the vehicle body. Therefore, as the first stage of the automatic deceleration process progresses, the position of the diagonally forward vehicle FD gradually retreats relative to the host vehicle 100. Then, as the first stage continues, as shown in FIG. 5, the diagonally forward vehicle FD will be located outside the detection range Ra of the detection unit 11a or in an area of ​​the detection range Ra of the detection unit 11a where detection accuracy is low. Even if the second positional relationship adjustment operation is performed based on the output of the communication device 14 rather than the output of the surrounding environment detection device 11, the diagonally forward vehicle FD may be located outside the communication range of the communication device 14 or in an area of ​​the communication range of the communication device 14 where communication accuracy is low.

[0061] Therefore, when it is determined that a predetermined condition is satisfied during the execution of the first stage, the execution unit 22 starts the second stage of the automatic deceleration process. In the second stage, the execution unit 22 does not execute the second positional relationship adjustment operation with the diagonally forward vehicle FD as the target T. In other words, in the second stage of the automatic deceleration process, the execution unit 22 does not execute the operation of adjusting the positional relationship between the host vehicle 100 and the diagonally forward vehicle FD based on the positional relationship information that is actual measurement information of the positional relationship (particularly the positional relationship in the traveling direction of the host vehicle 100 or the longitudinal direction of the vehicle body) that is actually measured in the second stage, as the second positional relationship adjustment operation. By the execution unit 22 executing the second stage, as shown in FIG. 6 , the host vehicle 100 can be controlled to a state in which it can stop or slow down beside the other saddle riding type vehicle 300A that was the diagonally forward vehicle FD in the second stage. Whether or not to execute the second stage and / or the control content executed in the second stage may be changeable by a setting operation using the setting input device 13 by the rider. If the execution unit 22 determines that a predetermined condition is satisfied during the execution of the second stage, it ends the second stage. Furthermore, if the execution unit 22 determines that the automatic deceleration process is no longer necessary, it ends the second stage and resumes the second positional relationship adjustment operation with the diagonally forward vehicle FD as the target T. At the end of the second stage, the execution unit 22 may disable the group riding mode and start the first positional relationship adjustment operation if a predetermined condition is satisfied. The conditions include, for example, a condition that a predetermined operational intervention has been made by the rider (e.g., acceleration operation, etc.), a condition that the vehicle FD diagonally ahead is in a position where it cannot be detected or communicated with by the vehicle 100 and continues to be present for a reference time or longer, and a condition that another vehicle 200 or another saddle-type vehicle 300A located behind the vehicle 100 is in a position where it cannot be detected or communicated with by the vehicle 100.

[0062]

[0041] For example, in the second stage, the execution unit 22 executes an operation to adjust the positional relationship between the host vehicle 100 and a target D different from the diagonally forward vehicle FD, which is actually measured in the second stage, based on the positional relationship information, which is actual measurement information of the positional relationship (particularly, the positional relationship in the traveling direction of the host vehicle 100 or the longitudinal direction of the vehicle body).

[0063]

[0042] In particular, the target T may be a rear vehicle B, which is another saddle-ride type vehicle 300A traveling in a group with the host vehicle 100 behind (behind or diagonally behind) the host vehicle 100. In the second stage, the execution unit 22 controls the vehicle speed of the host vehicle 100 based on positional relationship information, which is actual measurement information on the positional relationship between the host vehicle 100 and the rear vehicle B, to make the host vehicle 100 travel with a predetermined inter-vehicle distance or passing time difference from the rear vehicle B. In the second stage, it is assumed that the rear vehicle B is traveling while taking into account the traveling state of the diagonally forward vehicle FD. Therefore, by controlling the traveling of the subject vehicle 100 while taking into account the traveling of the rear vehicle B, the subject vehicle 100 can be stopped or slowed down approximately to the side of the other saddle-type vehicle 300A, which was the diagonally forward vehicle FD in the second stage.

[0064]

[0043] In particular, the target T may be an object (such as another vehicle 200, a stop line S, etc.) that exists in front of the host vehicle 100. In the second stage, the execution unit 22 controls the vehicle speed of the host vehicle 100 based on the positional relationship information, which is actual measurement information on the positional relationship between the host vehicle 100 and the object, to make the host vehicle 100 travel at a predetermined relative distance, passing time difference, or arrival time to the object. In the second stage, it is assumed that the diagonally forward vehicle FD is traveling taking into account its positional relationship with the object. Therefore, by making the host vehicle 100 travel with the object as the target T, the host vehicle 100 can be stopped or slowed down approximately to the side of the other saddle-ride type vehicle 300A that was the diagonally forward vehicle FD in the second stage.

[0065]

[0044] For example, in the second stage, the execution unit 22 does not perform an operation to adjust the positional relationship between the host vehicle 100 and the target C based on the positional relationship information, which is actual measurement information of the positional relationship (particularly, the positional relationship in the direction of travel of the host vehicle 100 or in the fore-and-aft direction of the vehicle body) actually measured in the second stage, as a second positional relationship adjustment operation.

[0066] In particular, in the second stage, the execution unit 22 may execute a vehicle speed control operation that automatically controls the vehicle speed of the host vehicle 100 based on the driving state information of the host vehicle 100 actually measured in the first stage (particularly at the end of the first stage). In the second stage, the execution unit 22 controls the vehicle speed of the host vehicle 100 based on the change in the vehicle speed of the host vehicle 100 actually measured in the first stage. In the second stage, it is expected that a change in vehicle speed similar to that which occurred in the host vehicle 100 in the first stage will be required. Therefore, by putting the host vehicle 100 in a deceleration state (e.g., deceleration) similar to that in the first stage, the host vehicle 100 can be stopped or slowed down approximately to the side of the other saddle-type vehicle 300A, which was the diagonally forward vehicle FD in the second stage.

[0067]

[0046] In particular, in the second stage, the execution unit 22 may execute a vehicle speed control operation that automatically controls the vehicle speed of the host vehicle 100 based on the driving state information of the diagonally forward vehicle FD actually measured in the first stage (particularly at the end of the first stage). In the second stage, the execution unit 22 controls the vehicle speed of the host vehicle 100 based on the change in the vehicle speed of the diagonally forward vehicle FD actually measured in the first stage. In the second stage, it is expected that a change in vehicle speed similar to that which occurred in the diagonally forward vehicle FD in the first stage will be necessary. Therefore, by putting the host vehicle 100 in a driving state (e.g., deceleration, stopping distance, etc.) similar to that of the diagonally forward vehicle FD in the first stage, the host vehicle 100 can be stopped or slowed down approximately to the side of the other saddle-type vehicle 300A, which was the diagonally forward vehicle FD in the second stage.

[0068]

[0047] In particular, in the second stage, the execution unit 22 may execute a vehicle speed control operation that automatically controls the vehicle speed of the host vehicle 100 based on the driving state information of the rear vehicle B actually measured in the first stage (particularly at the end of the first stage). In the second stage, the execution unit 22 controls the vehicle speed of the host vehicle 100 based on the change in the vehicle speed of the rear vehicle B actually measured in the first stage. In the second stage, it is expected that a change in vehicle speed similar to that which occurred in the rear vehicle B in the first stage will be required. Therefore, by putting the vehicle 100 in a driving state (e.g., deceleration, stopping distance, etc.) similar to that of the rear vehicle B in the first stage, the vehicle 100 can be stopped or slowed down approximately to the side of the other saddle-type vehicle 300A, which was the diagonally forward vehicle FD in the second stage.

[0069]

[0048] For example, the execution unit 22 determines whether to start and / or end the second stage based on the driving state information of the host vehicle 100. In the first stage, the execution unit 22 starts the second stage when the vehicle speed of the host vehicle 100 falls below a reference value. In the second stage, the execution unit 22 ends the second stage when the host vehicle 100 stops or slows down. In the second stage, the execution unit 22 ends the second stage when the vehicle speed of the host vehicle 100 exceeds the reference value.

[0070]

[0049] For example, the execution unit 22 determines whether to start and / or end the second stage based on the driving state information of the diagonally forward vehicle FD. When the vehicle speed of the diagonally forward vehicle FD falls below a reference value in the first stage, the execution unit 22 starts the second stage. When the diagonally forward vehicle FD stops or slows down, the execution unit 22 stops or slows down the host vehicle 100 in a predetermined driving state (for example, deceleration, stopping distance, etc.), and ends the second stage. When the vehicle speed of the diagonally forward vehicle FD exceeds a reference value in the second stage, the execution unit 22 ends the second stage.

[0071] For example, the execution unit 22 determines whether to start and / or end the second stage based on the positional relationship information between the host vehicle 100 and the diagonally forward vehicle FD. If, in the first stage, the positional relationship information in the traveling direction or longitudinal direction of the host vehicle 100 indicates that the diagonally forward vehicle FD is located with a vehicle-to-vehicle distance or passing time difference below a reference value, the execution unit 22 starts the second stage. If, in the first stage, the positional relationship information in the traveling direction or longitudinal direction of the host vehicle 100 indicates that the diagonally forward vehicle FD is located with a vehicle-to-vehicle distance or passing time difference above a reference value, the execution unit 22 ends the second stage. The execution unit 22 starts the second stage if, in the first stage, the positional relationship information indicates that the diagonally forward vehicle FD is in a relative position unsuitable for detection or communication with respect to the host vehicle 100. The execution unit 22 ends the second stage if, in the first stage, the positional relationship information indicates that the diagonally forward vehicle FD is in a relative position suitable for detection or communication with respect to the host vehicle 100. The execution unit 22 starts the second stage if, in the first stage, the positional relationship information indicates that the diagonally forward vehicle FD is in a position where it cannot be detected or communicated with by the host vehicle 100. In addition to the condition that the diagonally forward vehicle FD is located in a position where it cannot be detected or communicated with by the host vehicle 1 XXX, the following conditions may be set: the diagonally forward vehicle FD was decelerating immediately before detection or communication became impossible, the vehicle speed of the diagonally forward vehicle FD was below a reference value immediately before detection or communication became impossible, the diagonally forward vehicle FD was located with a vehicle-to-vehicle distance or passing time difference below a reference value immediately before detection or communication became impossible, and / or the diagonally forward vehicle FD was located at a vehicle width distance above a reference value immediately before detection or communication became impossible.The execution unit 22 ends the second stage if the positional relationship information indicates that the diagonally forward vehicle FD is in a position where it can be detected or communicated with by the host vehicle 100. In addition to the condition that the diagonally forward vehicle FD is in a position where it can be detected or communicated with by the host vehicle 100, a condition that the diagonally forward vehicle FD is in a predetermined relative position with respect to the host vehicle 100 and / or the diagonally forward vehicle FD before it became impossible to detect or communicate with it, and / or a condition that the diagonally forward vehicle FD is accelerating may be set. If the diagonally forward vehicle FD is decelerating even though the condition that the diagonally forward vehicle FD is in a position where it can be detected or communicated with by the host vehicle 100 is satisfied, the execution unit 22 compares the deceleration being imposed on the host vehicle 100 with the deceleration to be imposed on the host vehicle 100 by the resumed second positional relationship adjustment operation with the diagonally forward vehicle FD as the target T, and controls the vehicle speed of the host vehicle 100 so that the larger deceleration is generated. Note that the stopping distance may be used instead of the deceleration.

[0072]

[0051] For example, the execution unit 22 determines whether to start and / or end the second stage based on the driving state information of the following vehicle B. When the vehicle speed of the following vehicle B falls below a reference value in the first stage, the execution unit 22 starts the second stage. When the following vehicle B stops or slows down, the execution unit 22 stops or slows down the host vehicle 100 at a predetermined driving state (for example, deceleration, stopping distance, etc.), and ends the second stage. When the vehicle speed of the following vehicle B exceeds a reference value in the second stage, the execution unit 22 ends the second stage.

[0073] For example, the execution unit 22 determines whether to start and / or end the second stage based on the positional relationship information between the host vehicle 100 and the following vehicle B. The execution unit 22 starts the second stage when, in the first stage, the positional relationship information in the traveling direction or the longitudinal direction of the vehicle body indicates that the following vehicle B is located with a vehicle-to-vehicle distance or passing time difference below a reference value relative to the host vehicle 100. In addition to the condition that the following vehicle B is located with a vehicle-to-vehicle distance or passing time difference below a reference value relative to the host vehicle 100, a condition that the following vehicle B is decelerating, and / or a condition that the relative speed of the following vehicle B with respect to the host vehicle 100 and / or the diagonally forward vehicle FD is below a reference value may be set. If the positional relationship information in the direction of travel of the host vehicle 100 or in the fore-and-aft direction of the vehicle body indicates that the rear vehicle B is located with a vehicle-to-vehicle distance or passing time difference below a reference value relative to the host vehicle 100, the execution unit 22 causes the host vehicle 100 to stop or slow down in a predetermined driving state (e.g., deceleration, stopping distance, etc.), and ends the second stage.

[0074]

[0053] For example, the execution unit 22 determines whether to start and / or end the second stage based on the road facility information. If the road facility information in the first stage indicates that a traffic light is instructing the host vehicle 100 to stop, the execution unit 22 starts the second stage. If the road facility information in the first stage indicates that a stop line S (especially a stop line instructing a temporary stop) is located at a position where the relative distance from the host vehicle 100 is below a reference value, the execution unit 22 starts the second stage. If the road facility information indicates that a traffic light is not instructing the host vehicle 100 to stop, the execution unit 22 ends the second stage.

[0075]

[0054] In the second positional relationship adjustment operation, the execution unit 22 outputs a control command to the notification device 50 to notify the rider whether the first stage or the second stage is being performed. In the second positional relationship adjustment operation (particularly the second stage), the execution unit 22 outputs a control command to the notification device 50 to notify the rider of the stopping distance predicted under the current control. The execution unit 22 outputs a control command to the notification device 50 to notify the rider of the target T that has been set in the second positional relationship adjustment operation (particularly the second stage). In the second stage, when the second positional relationship adjustment operation is performed based on the traveling state information of the diagonally forward vehicle FD actually measured in the first stage (especially at the end of the first stage), the execution unit 22 displays the diagonally forward vehicle FD in the second stage as if it were set as the target T. In this display, the execution unit 22 displays the diagonally forward vehicle FD in a manner (e.g., color, brightness, etc.) different from the state in which the diagonally forward vehicle FD is actually set as the target T.

[0076]

[0055] <Operation of rider assistance system> The operation of the rider assistance system according to the embodiment will be described. Fig. 7 is a diagram showing the operation flow of the control device of the rider assistance system according to the embodiment of the present invention.

[0077]

[0056] The control device 20 executes the operation flow shown in Figure 7 while the vehicle 100 is traveling.

[0078] [ 0 0 5 7 ]

[0079] (Acquisition step) In step S101, the acquisition unit 21 acquires positional relationship information, which is actual measurement information on the positional relationship between the host vehicle 100 and the target D, while the host vehicle 100 is traveling in a state where a group riding mode, in which multiple saddle-ride type vehicles 300 including the host vehicle 100 ride in a group, is enabled. In addition, the acquisition unit 21 acquires various types of information as necessary.

[0080] [ 0 0 5 8 ]

[0081] (Execution Step) In step S102, the execution unit 22 causes the host vehicle 100 to execute a first positional relationship adjustment operation when the group driving mode is disabled. The execution unit 22 causes the host vehicle 100 to execute a second positional relationship adjustment operation when the group driving mode is enabled. In the second positional relationship adjustment operation, in the first stage of the automatic deceleration process, the execution unit 22 executes an operation to adjust the positional relationship between the host vehicle 100 and the diagonally forward vehicle FD based on actual measurement information of the positional relationship between the host vehicle 100 and the diagonally forward vehicle FD measured in the first stage. In the second positional relationship adjustment operation, in the second stage of the automatic deceleration process, the execution unit 22 does not execute an operation to adjust the positional relationship between the host vehicle 100 and the diagonally forward vehicle FD based on actual measurement information of the positional relationship between the host vehicle 100 and the diagonally forward vehicle FD measured in the second stage.

[0082]

[0059] <Effects of the Rider Assistance System> The effects of the rider assistance system according to the embodiment will be described. In the rider assistance system 1, there is a diagonally forward vehicle FD, which is another saddle-ride vehicle 300A that is traveling in a group with the host vehicle 100, diagonally forward of the host vehicle 100, and in the absence of the other saddle-ride vehicle 300A that is traveling in a group with the host vehicle 100, in front of the host vehicle 100, in the first stage of the automatic deceleration process, in which the traveling host vehicle 100 automatically decelerates and stops or moves slowly, the execution unit 22 executes an operation to adjust the positional relationship between the host vehicle 100 and the diagonally forward vehicle FD based on the actual positional relationship information measured in the first stage. On the other hand, in the second stage of the automatic deceleration process, the execution unit 22 does not perform an operation to adjust the positional relationship between the host vehicle 100 and the diagonally forward vehicle FD based on the actual measurement information of the positional relationship between the host vehicle 100 and the diagonally forward vehicle FD that is actually measured in the second stage. Therefore, even in a situation where a group is traveling in a special manner (for example, a situation where a plurality of saddle-ride type vehicles 300 are traveling in a state where a plurality of vehicle convoys VL1, VL2 are formed in one traveling lane L), the positional relationship between the host vehicle 100 and the diagonally forward vehicle FD is appropriately controlled in the first stage of the automatic deceleration process, so that a positional relationship adjustment operation that is unlikely to disrupt the group traveling formation can be performed. Furthermore, in the second stage of the automatic deceleration process, although the control device 20 needs to bring the positional relationship between the host vehicle 100 and the diagonally forward vehicle FD closer in the direction of travel or the longitudinal direction of the vehicle body so that the host vehicle 100 can stop or slow down on the side of the diagonally forward vehicle FD, it is possible to prevent the host vehicle 100 from behaving in an inappropriate manner due to the difficulty in obtaining information about the surrounding environment diagonally forward of the host vehicle 100 using a device for obtaining information about the surrounding environment on the side of the host vehicle 100 (for example, the surrounding environment detection device 11, the communication device 14, etc.).

[0083]

[0060] Although the embodiments have been described above, only a part of the embodiments may be implemented, or parts of the embodiments may be combined, or parts of the embodiments may be modified into different forms. In other words, the present invention is not limited to the description of the embodiments.

[0084]

[0061] For example, in the embodiment, a case has been described in which the second stage is executed immediately after the first stage in the automatic deceleration process of the second positional relationship adjustment operation, but another stage may be executed between the first stage and the second stage.

[0085]

[0062] For example, in the embodiment, in the second positional relationship adjustment operation, the following vehicle B from which surrounding environment information is acquired is described as another saddle-ride type vehicle 300A traveling in a group with the host vehicle 100 behind (behind or diagonally behind) the host vehicle 100. However, the following vehicle B may be another vehicle 200 traveling behind the host vehicle 100, that is, a vehicle of a type different from the saddle-ride type vehicle.

[0086] [Explanation of symbols]

[0087] [ 0 0 6 3 ]

[0088] 1 Rider assistance system, ! 1 Surrounding environment detection device, 11a, 11b Detection unit, 12 Vehicle behavior detection device, 13 Setting input device, 14 Communication device, 15 Positioning device, 20 Control device, 21 Acquisition unit, 22 Execution unit, 30 Braking device, 40 Drive device, 50 Notification device, 100 Own vehicle, 200 Other vehicles, 300, 300 A Saddle-type vehicle, T Target, FD Vehicle diagonally ahead, B Vehicle behind, Ra, Rb Detection range, L Driving lane, VL1, VL2 Vehicle line, S Stop line.

Claims

[Document name] Scope of claims

1. A control device (20) for a rider assistance system (1), comprising: an acquisition unit (21) that acquires positional relationship information that is actual measurement information of a positional relationship between a host vehicle (100) and a target (T) while the host vehicle (100) is traveling in a state in which a group traveling mode in which a plurality of saddle-ride type vehicles (300) including the host vehicle (100) travels is enabled; and an execution unit (22) that executes a positional relationship adjustment operation that is an operation of adjusting the positional relationship between the host vehicle (100) and the target (T) based on the positional relationship information acquired by the acquisition unit (21), and the execution unit (22) executes In a first stage of an automatic deceleration process in which the traveling host vehicle (100) automatically decelerates to a stop or to move slowly in a state in which a diagonally forward vehicle (FD) that is another saddle-ride type vehicle (300A) that travels in the group together with the host vehicle (100) is present diagonally forward of the host vehicle (100), and there is no other saddle-ride type vehicle (300A) that travels in the group together with the host vehicle (100) is present in front of the host vehicle (100), the execution unit (22) executes an operation of adjusting the positional relationship between the host vehicle (100) and the diagonally forward vehicle (FD) as the target (T) based on the positional relationship information actually measured in the first stage, as the positional relationship adjustment operation, and in a second stage after the first stage in the automatic deceleration process, the control device does not execute an operation of adjusting the positional relationship between the host vehicle (100) and the diagonally forward vehicle (FD) serving as the target (T) based on the positional relationship information actually measured in the second stage, as the positional relationship adjustment operation.

2. The control device according to claim 1, wherein in the second stage, the execution unit (22) executes, as the positional relationship adjustment operation, an operation of adjusting the positional relationship between the host vehicle (100) and the target (T) different from the diagonally forward vehicle (FD) based on the positional relationship information actually measured in the second stage.

3. The control device according to claim 2, wherein in the second stage, the execution unit (22) executes, as the positional relationship adjustment operation, an operation of adjusting the positional relationship between the host vehicle (100) and a rear vehicle (B) as the target (T) which is another saddle-ride type vehicle (300A) performing the group traveling together with the host vehicle (100) behind the host vehicle (100), based on the positional relationship information actually measured in the second stage.

4. The control device according to claim 2, wherein in the second stage, the execution unit (22) executes, as the positional relationship adjustment operation, an operation of adjusting the positional relationship between the host vehicle (100) and the target (T) present in front of the host vehicle (100), based on the positional relationship information actually measured in the second stage.

5. The control device according to claim 1, wherein in the second stage, the execution unit (22) does not execute an operation of adjusting the positional relationship between the host vehicle (100) and the target (T) based on the positional relationship information actually measured in the second stage, as the positional relationship adjustment operation.

6. In the second stage, the execution unit (22) executes the control of the vehicle actually measured in the first stage. The control device according to claim 5, further comprising a vehicle speed control operation for automatically controlling a vehicle speed of the host vehicle (100) based on driving state information of the host vehicle (100). [Claim ?] The control device according to claim 5, wherein in the second stage, the execution unit (22) executes a vehicle speed control operation that automatically controls a vehicle speed of the host vehicle (100) based on driving state information of the diagonally forward vehicle (FD) actually measured in the first stage.

8. The control device according to claim 5, wherein in the second stage, the execution unit (22) executes a vehicle speed control operation that automatically controls a vehicle speed of the host vehicle (100) based on traveling state information of a rear vehicle (B) that is another saddle type vehicle (300A) that is traveling in the group together with the host vehicle (100) behind the host vehicle (100) and that is actually measured in the first stage.

9. The control device according to any one of claims 1 to 8, wherein the execution unit (22) determines whether or not to start and / or end the second stage based on driving state information of the host vehicle (100). [Claim 1 ○] A control device as described in any one of claims 1 to 8, wherein the execution unit (22) determines whether or not to start and / or end the second stage based on driving state information of the diagonally forward vehicle (FD).

11. A control device as described in any one of claims 1 to 8, wherein the execution unit (22) determines whether or not to start and / or end the second stage based on actual measurement information of the positional relationship between the host vehicle (100) and the diagonally forward vehicle (FD).

12. The control device according to any one of claims 1 to 8, wherein the execution unit (22) determines whether or not to start and / or end the second stage based on driving state information of a rear vehicle (B) which is another saddle-ride type vehicle (300A) that is behind the host vehicle (100) and travels in the group together with the host vehicle (100).

13. The control device according to any one of claims 1 to 8, wherein the execution unit (22) determines whether to start and / or end the second stage based on actual measurement information of a positional relationship between the host vehicle (100) and a rear vehicle (B) which is another saddle-ride type vehicle (300A) that is located behind the host vehicle (100) and travels in the group together with the host vehicle (100).

14. A control device as described in any one of claims 1 to 8, wherein the execution unit (22) determines whether or not to start and / or end the second stage based on road facility information.

15. A control method for a rider assistance system (1), comprising: an acquisition unit (21) of a control device (20) acquires positional relationship information, which is actual measurement information of a positional relationship between the host vehicle (100) and a target (T) while the host vehicle (100) is traveling in a state in which a group riding mode, which is a mode in which a plurality of saddle-ride type vehicles (300) including the host vehicle (100) ride in a group, is enabled; and an execution unit (22) of the control device (20) executes a positional relationship adjustment operation, which is an operation of adjusting the positional relationship between the host vehicle (100) and the target (T), based on the positional relationship information acquired by the acquisition unit (21); In a first stage of an automatic deceleration process in which the host vehicle (100) automatically decelerates during travel to a stop or to move slowly in a state in which a diagonally forward vehicle (FD) that is another saddle-ride type vehicle (300A) that travels in the group with the host vehicle (100) exists diagonally forward of the host vehicle (100) and another saddle-ride type vehicle (300A) that travels in the group with the host vehicle (100) does not exist in front of the host vehicle (100), the execution unit (22) executes an operation of adjusting the positional relationship between the host vehicle (100) and the diagonally forward vehicle (FD) as the target (T) based on the positional relationship information actually measured in the first stage, as the positional relationship adjustment operation, and in a second stage following the first stage in the automatic deceleration process, the automatic deceleration control system (100) does not execute, as the positional relationship adjustment operation, an operation of adjusting the positional relationship between the host vehicle (100) and the diagonally forward vehicle (FD) serving as the target (T) based on the positional relationship information actually measured in the second stage. 16

Images