Control device and control method for rider assistance system

Abstract

The present invention provides a control device and control method capable of improving rider assistance performance. Specifically provided is a control device for a rider assistance system, said device comprising an execution unit for executing at least one action among a first automatic action for automatically stopping a leaning vehicle and a second automatic action for automatically starting or accelerating the leaning vehicle on the basis of operation state information indicating the state of an operation by a rider when an accelerator grip (120), which changes the drive power generated in the leaning vehicle by being rotated so that a reference section (P0) that is positioned at a reference angle (A0) when not subjected to a load by the rider of the leaning vehicle is positioned in a first angle range (θ1), is in a second state in which the reference section (P0) is positioned in a second angle range (θ2).

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 for a lean vehicle and a control method for a rider assistance system for a lean vehicle.

[0005] [Background technology]

[0006]

[002] Conventional rider assistance systems include those that perform vehicle speed control operations to automatically control the vehicle speed of a lean vehicle (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] It is known that vehicles other than lean-to-side vehicles (e.g., passenger cars, etc.) perform a first automatic operation to automatically stop the vehicle when a vehicle speed control operation is being performed and it is determined that the vehicle needs to be stopped. It is also known that vehicles other than lean-to-side vehicles (e.g., passenger cars, etc.) perform a second automatic operation to automatically start or accelerate the vehicle when it is determined that the vehicle needs to be started after it has come to a stop, or when it is determined that the vehicle needs to be accelerated in the process of coming to a stop. In a lean-to-side vehicle, the vehicle's posture becomes extremely unstable as the vehicle speed decreases. When performing at least one of the first and second automatic operations in a lean-to-side vehicle, the rider needs to perform the required operation while stabilizing the vehicle's posture. Therefore, when performing at least one of the first and second automatic operations in a lean vehicle, the operation for that operation must be simple for the rider.

[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 for a lean vehicle, and includes an execution unit that executes a vehicle speed control operation that automatically controls the vehicle speed of the lean vehicle, and the execution unit executes at least one of a first automatic operation that automatically stops the lean vehicle and a second automatic operation that automatically starts or accelerates the lean vehicle, the first automatic operation is an operation that is executed when it is determined that there is a need to stop the lean vehicle while the vehicle speed control operation is being executed, and the second automatic operation is an operation that is executed when it is determined that there is a need to start the lean vehicle after the lean vehicle has come to a stop, or when it is determined that there is a need to accelerate the lean vehicle in the process of coming to a stop, and the execution unit is configured to execute the control device when a reference part is positioned at a reference angle with no load from a rider of the lean vehicle, and At least one of the actions is performed based on operation state information that indicates the operation state by the rider of an accelerator grip that changes the driving force generated in the lean vehicle by rotating in a first state in which the reference part is located in a first angle range located in a first direction with the reference angle as a reference, and in a second state in which the reference part is located in a second angle range located in a second direction opposite to the first direction with the reference angle as a reference.

[0007] A control method according to the present invention is a control method for a rider assistance system for a lean vehicle, wherein an execution unit of a control device executes a vehicle speed control operation to automatically control the vehicle speed of the lean vehicle, and the execution unit executes at least one of a first automatic operation to automatically stop the lean vehicle and a second automatic operation to automatically start or accelerate the lean vehicle, the first automatic operation is an operation that is executed when it is determined that there is a need to stop the lean vehicle while the vehicle speed control operation is being executed, and the second automatic operation is an operation that is executed when it is determined that there is a need to start the lean vehicle after the lean vehicle has come to a stop, or when it is determined that there is a need to accelerate the lean vehicle in the process of coming to a stop, and the execution unit executes the control method when a reference part is positioned at a reference angle with no load from a rider of the lean vehicle, and At least one of the actions is performed based on operation state information that indicates the operation state by the rider of an accelerator grip that changes the driving force generated in the lean vehicle by rotating in a first state in which the reference part is located in a first angle range located in a first direction with the reference angle as a reference, and in a second state in which the reference part is located in a second angle range located in a second direction opposite to the first direction with the reference angle as a reference.

[0017] [Effects of the Invention]

[0018] In the control device and control method according to the present invention, the execution unit executes at least one of a first automatic operation and a second automatic operation based on operation state information that is information indicating an operation state by a rider of an accelerator grip that changes a driving force generated in a lean vehicle by rotation in a first state in which the reference part is located in a first angle range located in a first direction with respect to the reference angle, and in a second state in which the reference part is located in a second angle range located in a second direction opposite to the first direction with respect to the reference angle, when the reference part is located in a first angle range located in a first direction with respect to the reference angle with respect to the reference angle. Therefore, the rider can easily perform the operation for the operation, which can improve rider support.

[0019] [Brief explanation of the drawings]

[0020] [ 0 0 0 9 ]

[0021] [Figure 1] A diagram showing a state in which a rider assistance system according to an embodiment of the present invention is mounted on a lean vehicle.

[0022] [Figure 2] A diagram showing the system configuration of a rider assistance system according to an embodiment of the present invention.

[0023] [Figure 3] A diagram for explaining the configuration of a rider assistance system relating to an embodiment of the present invention.

[0024] [Figure 4] A diagram for explaining the configuration of the accelerator grip of the rider assistance system according to an embodiment of the present invention.

[0025] [Figure 5] A diagram showing the operation flow of the control device of the rider assistance system of an embodiment of the present invention.

[0026] [Mode for carrying out the invention]

[0027]

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

[0028]

[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.

[0029]

[0012] For example, in the following, the control device and control method according to the present invention are described as being applied to a two-wheeled motorcycle, but the control device and control method according to the present invention may also be applied to lean vehicles other than two-wheeled motorcycles. A lean vehicle generally refers to a vehicle that runs while leaning in the turning direction when turning. Lean vehicles include, for example, two-wheeled motorcycles, three-wheeled motorcycles, bicycles, etc. Motorcycles include, for example, The inertial sensor may detect other physical quantities that can be substantially converted into the triaxial acceleration and triaxial angular velocity occurring in 100. Also, the inertial sensor may detect only a part of the triaxial acceleration and triaxial angular velocity.

[0030]

[0020] The setting input device 13 accepts various setting input operations 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 operated by the rider's body (e.g., hands, feet, etc.), or may accept voice commands uttered by the rider. Furthermore, the setting input device 13 may be provided on the lean vehicle 100, or may be provided on accessories (e.g., helmets, gloves, etc.) associated with the lean vehicle 100.

[0031]

[0021] The communication device 14 communicates wirelessly with other communication devices provided in vehicles surrounding the lean vehicle 100 and / or other communication devices provided in road facilities (for example, traffic lights, signs, guardrails, utility poles, etc.). The other communication devices provided in the surrounding vehicles transmit, for example, driving status information of the surrounding vehicles detected by the surrounding vehicles, surrounding environment information of the surrounding vehicles detected by the surrounding vehicles, etc. to the communication device 14. The other communication devices provided 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.

[0032]

[0022] The positioning sensor 15 receives positioning signals transmitted from multiple communication satellites and detects the position information of the lean vehicle 100 in the global coordinate system. The position of the lean vehicle 100 is compared with map information to obtain the position information of the lean vehicle 100 on the map.

[0033]

[0023] The brake operating unit sensor 16 detects operation status information of the brake operating unit 11O, which is an operation unit (e.g., brake lever, brake pedal, etc.) of the braking device 30 operated by the rider. The operation status information is information on a physical quantity related to the operation of the brake operating unit 11O (e.g., whether or not an operation is performed, the amount of operation, the gradient of change in the amount of operation, etc.). The brake operating unit sensor 16 may also detect information on another physical quantity that can be substantially converted into a physical quantity related to the operation of the brake operating unit 11O.

[0034]

[0024] The accelerator grip sensor 17 detects operation status information of the accelerator grip 120, which is an operation part of the drive unit 40 operated by the rider. The operation status information is information on physical quantities related to the operation of the accelerator grip 120 (for example, whether or not there is rotation, the direction of rotation, the amount of rotation, the rate of change in the amount of rotation, etc.). The accelerator grip sensor 17 may also detect information on other physical quantities that can be substantially converted into physical quantities related to the operation of the accelerator grip 120.

[0035]

[0025] 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.

[0036]

[0026] The acquisition unit 21 acquires ambient environment information of the lean vehicle 100 based on the output of the ambient environment sensor 11. The ambient environment information includes positional relationship information between the lean vehicle 100 and objects located around the lean vehicle 100 (for example, vehicles, obstacles, road facilities, people, animals, etc.). The positional relationship information is, for example, information such as relative position, relative distance, relative speed, relative acceleration, relative jerk, passing time difference, and predicted time until collision. The positional relationship information may also be information on other physical quantities that can be substantially converted to these. The ambient environment information also includes characteristic information of objects located around the lean vehicle 100 (for example, vehicles, obstacles, road facilities, people, animals, etc.). The characteristic information may be, for example, traffic light information indicating the status of a traffic light, stop line information indicating the presence and / or location of a stop line painted on the road, sign information indicating the presence and / or location of a sign indicating a stop, or traffic information indicating the presence and / or location of congestion, construction, and / or accidents. 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 ambient environment information for the lean vehicle 100 based on the output of the communication device 14.

[0037]

[0027] The execution unit 22 executes a vehicle speed control operation of the lean vehicle 100 as a rider assistance operation based on the surrounding environment information (particularly, positional relationship information) acquired by the acquisition unit 21. 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 lean vehicle 100. The drive device 40 drives the lean vehicle 100 as a power source for the lean vehicle 100. The braking device 30 may be controlled to generate or increase deceleration, or may be controlled to generate or increase acceleration. The drive unit 40 may be controlled to produce or increase acceleration, and may also be controlled to produce or increase deceleration.

[0038]

[0028] When the execution unit 22 performs a rider assistance operation, it 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 a sensory organ), by sound (i.e., perception using the auditory organs as a sensory organ), or by vibration (i.e., perception using the tactile organs as a sensory organ). For example, the notification device 50 is a display, a lamp, a speaker, a vibrator, etc. The notification device 50 may be provided in the lean vehicle 100, or may be provided in equipment associated with the lean vehicle 100 (e.g., a helmet, gloves, etc.). The notification operation may also be to issue a warning or information by causing the lean 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.

[0039]

[0029] As shown in FIG. 3, in the vehicle speed control operation, the execution unit 22 identifies the preceding vehicle 200, which is in a predetermined positional relationship with the lean vehicle 100, as a target. Then, the execution unit 22 controls the vehicle speed of the lean vehicle 100 based on positional relationship information between the lean vehicle 100 and the preceding vehicle 200 identified as the target. Note that positional relationship information between the lean vehicle 100 and surrounding vehicles other than the preceding vehicle 200 located around the lean vehicle 100 may also be taken into account. By controlling the vehicle speed of the lean vehicle 100, the positional relationship between the lean vehicle 100 and the preceding vehicle 200 identified as the target is adjusted.

[0040]

[0030] As shown in FIG. 4, the accelerator grip 120 is generally cylindrical or columnar and can rotate around axis C. FIG. 4 shows the accelerator grip 120 as viewed from the right side of the lean-back vehicle 100. The accelerator grip 120 is designed to return to its reference state, that is, a state in which the reference point P0 is positioned at the reference angle A0, when there is no load from the rider, that is, when there is no external load input to the accelerator grip 120. This type of structure can be achieved, for example, by using the restoring force of a spring or the like. In other words, the accelerator grip 120 is designed so that the reference point P0 is positioned at the reference angle A0 when there is no load from the rider.

[0041]

[0031] When the vehicle speed control operation described above is not being performed, if the accelerator grip 120 is rotated in a first state in which the reference part P0 is located in a first angle range 01 located in a first direction D1 (counterclockwise when viewed from the right side of the lean vehicle 100) based on the reference angle A0, the driving force generated in the lean vehicle 100 changes. Specifically, when the reference part P0 is located at the reference angle A0, the driving force is minimized or no driving force is generated. Then, the rider can increase the driving force generated in the lean vehicle 100 or generate a driving force in the lean vehicle 100 by rotating the accelerator grip 120 from the reference state in the first direction D1. The driving force generated in the lean vehicle 100 increases as the rotation angle of the reference part PO relative to the reference angle AO increases. In other words, when the accelerator grip 120 is rotated in the first state in which the reference part PO is located within a first angle range e1 in a first direction D1 based on the reference angle AO, the driving force increases when the accelerator grip 120 is rotated in the first direction D1, and decreases when the accelerator grip 120 is rotated in a second direction D2 opposite to the first direction D1 (clockwise when viewed from the right side of the lean vehicle 100).

[0042]

[0032] The accelerator grip 120 has a structure that allows the reference part PO to be rotated into a second angle range 62 located in a second direction D2 with respect to the reference angle A0. When the vehicle speed control operation described above is not being performed, even if the accelerator grip 120 is rotated in the second state in which the reference part PO is located in the second angle range 62 located in the second direction D2 with respect to the reference angle A0, the driving force generated in the lean vehicle 100 does not change, or no driving force is generated in the lean vehicle 100. The first angle range 01 and the second angle range 62 do not overlap each other in the circumferential direction of the axis C.

[0043]

[0033] The vehicle speed control operation is preferably an adaptive cruise control operation that sets the preceding vehicle 200 as the target for speed tracking. If there is no preceding vehicle 200 identified as the target, the adaptive cruise control operation remains enabled and the vehicle speed of the lean vehicle 100 is controlled to approach the vehicle speed set by the rider.

[0044]

[0034] The vehicle speed control operation is preferably an operation of operating the braking device 30 to adjust the positional relationship between the lean vehicle 100 and the preceding vehicle 200 identified as the target to a positional relationship according to the amount of rotation of the accelerator grip 120 from the reference state to the first state by the rider. Note that if there is no preceding vehicle 200 identified as the target, this operation is disabled and a driving force according to the amount of rotation is generated in the lean vehicle 100.

[0045]

[0035] In the vehicle speed control operation, when the vehicle speed of the lean vehicle 100 decreases to a reference speed, the execution unit 22 continues traveling at the reference speed even if the preceding vehicle 200 identified as the target continues to decelerate. The reference speed may be a fixed value or may be a variable value that is appropriately set depending on the traveling state of the lean vehicle 100 (for example, the gear used in the transmission, the posture of the vehicle body while traveling, etc.). The execution unit 22 may cancel the vehicle speed control operation when traveling at the reference speed continues for more than a reference time or a reference distance in a situation where the preceding vehicle 200 identified as the target continues to decelerate.

[0046]

[0036] When it is determined that there is a need to stop the running lean vehicle 100 while the vehicle speed control operation is being performed, the execution unit 22 executes a first automatic operation to automatically stop the lean vehicle 100. Furthermore, when it is determined, particularly by the first automatic operation, that there is a need to start the lean vehicle 100 when the lean vehicle 100 has come to a stop, or when it is determined, particularly by the first automatic operation, that there is a need to accelerate the lean vehicle 100 in the process of coming to a stop, the execution unit 22 executes a second automatic operation to automatically start or accelerate the lean vehicle 100. When the vehicle speed of the lean vehicle 100 exceeds the reference speed, the execution unit 22 may cancel the second automatic operation and resume the vehicle speed control operation. The execution unit 22 determines whether or not there is a need to stop the lean vehicle 100 based on whether or not the rider intends to stop the lean vehicle 100. The execution unit 22 determines whether or not there is a need to start or accelerate the lean vehicle 100 based on whether or not the rider intends to start or accelerate the lean vehicle 100. Here, the execution unit 22 executes at least one of the first automatic operation and the second automatic operation based on operation state information, which is information indicating the operation state by the rider in the second state in which the reference part PO of the accelerator grip 120 is located in the second angle range 62 located in the second direction D2 based on the reference angle AO.

[0047] For example, the execution unit 22 determines whether or not there is a need to stop the lean-in vehicle 100 based on operation state information that indicates the operation state by the rider in the second state in which the reference portion PO of the accelerator grip 120 is located in the second angle range 92 that is located in the second direction D2 based on the reference angle AO, and starts the first automatic operation if it is determined that there is a need to stop the lean-in vehicle 100. The execution unit 22 may determine that there is a need to stop the lean-in vehicle 100 when the rider rotates the accelerator grip 120 from the reference state to the second state while the vehicle speed control operation is being performed. This determination is made based on the output of the accelerator grip sensor 17. In addition, the execution unit 22 may determine whether or not there is a need to stop the lean vehicle 100 based on information about other operations by the rider on the accelerator grip 120, or information about operations by the rider on other devices other than the accelerator grip 120.

[0048]

[0038] For example, the execution unit 22 determines whether or not there is a need to start or accelerate the lean vehicle 100 based on operation state information that indicates the operation state by the rider in the second state in which the reference part PO of the accelerator grip 120 is located in a second angle range 92 that is located in a second direction D2 based on the reference angle A0, and if it is determined that there is a need, the execution unit 22 starts the second automatic operation. The execution unit 22 may determine that there is a need to start or accelerate the lean vehicle 100 when the rider rotates the accelerator grip 120 from the reference state to the second state while the lean vehicle 100 has come to a stop due to the first automatic operation, or while the lean vehicle 100 is coming to a stop due to the first automatic operation. This determination is made based on the output of the accelerator grip sensor 17. Note that the execution unit 22 may also determine whether there is a need to start or accelerate the lean vehicle 100 based on information about other operations by the rider on the accelerator grip 120 or information about operations by the rider on devices other than the accelerator grip 120.

[0049] For example, in at least one of the first automatic operation and the second automatic operation, the execution unit 22 causes the lean-in vehicle 100 to travel with a vehicle speed change corresponding to operation state information that is information indicating the operation state of the rider in the second state in which the reference portion PO of the accelerator grip 120 is located in a second angle range 92 that is located in a second direction D2 with respect to the reference angle A0. The execution unit 22 may set the deceleration to be caused in the lean-in vehicle 100 in the first automatic operation based on information about the rotation amount or the change gradient of the rotation amount when the rider rotates the accelerator grip 120 from the reference state to the second state. Specifically, the execution unit 22 sets a larger deceleration as the rotation amount or the change gradient of the rotation amount becomes larger. The execution unit 22 may set the acceleration to be applied to the lean vehicle 100 in the second automatic operation based on information about the amount of rotation or the gradient of change in the amount of rotation when the rider rotates the accelerator grip 120 from the reference state to the second state. Specifically, the execution unit 22 sets a higher acceleration as the amount of rotation or the gradient of change in the amount of rotation increases. Information about the amount of rotation or the gradient of change in the amount of rotation is acquired based on the output of the accelerator grip sensor 17.

[0050] For example, in at least one of the first automatic operation and the second automatic operation, the execution unit 22 causes the lean-on vehicle 100 to travel at a speed that varies in accordance with ambient environment information of the lean-on vehicle 100, instead of or in addition to operation state information that indicates the rider's operation state of the accelerator grip 120 in a second state in which the reference portion PO is located in a second angle range e2 that is located in a second direction D2 based on the reference angle A0. The ambient environment information is acquired based on the output of the ambient environment sensor 11 and / or the communication device 14. The execution unit 22 may cause the lean-on vehicle 100 to travel at a speed that varies in accordance with positional relationship information between the lean-on vehicle 100 and the preceding vehicle 200, which is acquired as ambient environment information. Specifically, in the first automatic operation, when a preceding vehicle 200 identified as a target is present, the execution unit 22 decelerates the lean vehicle 100 while controlling the vehicle speed so that the relative distance or passing time difference from the preceding vehicle 200 becomes a target value, thereby stopping the lean vehicle 100. Specifically, in the second automatic operation, when a preceding vehicle 200 identified as a target is present, the execution unit 22 starts or accelerates the lean vehicle 100 while controlling the vehicle speed so that the relative distance or passing time difference from the preceding vehicle 200 becomes a target value. It is preferable that the execution unit 22 drives the lean vehicle 100 by changing the vehicle speed in accordance with stop line information acquired as surrounding environment information. Specifically, in the first automatic operation, the execution unit 22 identifies the presence or absence and / or location of a stop line when there is no preceding vehicle 200 identified as a target, and decelerates the lean vehicle 100 so that the lean vehicle 100 can stop before the stop line. Specifically, in the second automatic operation, the execution unit 22 identifies the presence or absence and / or location of the next stop line, and varies the acceleration to be imparted to the lean vehicle 100 depending on the result. The execution unit 22 may cause the lean vehicle 100 to travel at a speed that changes depending on sign information acquired as surrounding environment information.Specifically, in the first automatic operation, the execution unit 22 identifies the presence and / or location of a sign instructing the driver to stop when there is no preceding vehicle 200 identified as a target, and decelerates the lean-to vehicle 100 so that the lean-to vehicle 100 can stop before the sign. Specifically, in the second automatic operation, the execution unit 22 identifies the presence and / or location of the next sign instructing the driver to stop, and varies the acceleration applied to the lean-to vehicle 100 depending on the result. The execution unit 22 may cause the lean-to vehicle 100 to travel at a speed that changes depending on traffic light information acquired as surrounding environment information. Specifically, in the first automatic operation, the execution unit 22 determines whether or not a traffic light is instructing the vehicle to stop when there is no preceding vehicle 200 identified as a target, and varies the stopping position of the lean-to vehicle 100 depending on the result of the determination. Specifically, in the second automatic operation, the execution unit 22 determines whether or not the next traffic light is instructing the vehicle to stop, and varies the acceleration caused to the lean-to vehicle 100 depending on the result of the determination. The execution unit 22 may cause the lean-to vehicle 100 to travel at a speed that changes depending on traffic information acquired as surrounding environment information. Specifically, in the first automatic operation, the execution unit 22 identifies the presence or absence and / or location of an event occurring in traffic (for example, congestion, construction, accident, etc.), and changes the stopping position of the lean vehicle 100 depending on the result. Specifically, in the second automatic operation, the execution unit 22 identifies the presence or absence and / or location of an event occurring in traffic (for example, congestion, construction, accident, etc.), and changes the acceleration to be applied to the lean vehicle 100 depending on the result.

[0051] For example, in at least one of the first automatic operation and the second automatic operation, the execution unit 22 causes the lean vehicle 100 to travel with a vehicle speed change according to position information of the lean vehicle 100 in a global coordinate system, instead of or in addition to operation state information that is information indicating the operation state of the accelerator grip 120 by the rider in a second state in which the reference portion PO is located in a second angle range 92 located in a second direction D2 with respect to the reference angle A0. The position information in the global coordinate system is acquired based on the output of the positioning sensor 15. In the first automatic operation and / or the second automatic operation, the execution unit 22 refers to the position information of the lean-in vehicle 100 in the global coordinate system, for example, with map information that reflects traffic light information, stop line information, sign information, traffic information, etc., and varies the deceleration and / or acceleration to be caused in the lean-in vehicle 100 depending on the result.

[0042] For example, in at least one of the first automatic operation and the second automatic operation, the execution unit 22 may, instead of or in addition to operation state information that indicates the operation state by the rider in the second state in which the reference part PO of the accelerator grip 120 is located in the second angle range 92 located in the second direction D2 with respect to the reference angle A0, change in vehicle speed according to the attitude information of the lean-in vehicle 100, The lean vehicle 100 is caused to travel. Attitude information is acquired based on the output of the vehicle behavior sensor 12. The execution unit 22 may vary the deceleration and / or acceleration to be caused in the lean vehicle 100 depending on the attitude information of the lean vehicle 100. Specifically, in the first automatic operation and / or the second automatic operation, when a large roll angle or roll angular velocity occurs in the lean vehicle 100, the execution unit 22 reduces the deceleration and / or acceleration to be caused in the lean vehicle 100 compared to when a small roll angle or roll angular velocity occurs in the lean vehicle 100.

[0052] For example, in at least one of the first automatic operation and the second automatic operation, the execution unit 22 causes the lean-angle vehicle 100 to travel at a vehicle speed that changes in accordance with setting input information by the rider, instead of or in addition to operation state information that indicates the operation state of the accelerator grip 120 in the second state in which the reference portion PO is located in the second angle range 92 that is located in the second direction D2 based on the reference angle A0. The setting input information is acquired based on the output of the setting input device 13. In the first automatic operation and / or the second automatic operation, the execution unit 22 may identify the mode (e.g., comfort mode, sport mode, etc.) selected by the rider in the lean-angle vehicle 100, and vary the deceleration and / or acceleration to be imparted to the lean-angle vehicle 100 depending on the result. In the first automatic operation and / or the second automatic operation, the execution unit 22 may identify the upper and / or lower limit values ​​of the deceleration and / or acceleration set and input by the rider in the lean vehicle 1 OO, and may vary the deceleration and / or acceleration to be applied to the lean vehicle 1 OO depending on the result.

[0053] For example, when the execution unit 22 determines that the safety of the first automatic action and / or the second automatic action executed based on the operation state information indicating the operation state by the rider in the second state in which the reference portion PO of the accelerator grip 120 is located in the second angle range 92 in the second direction D2 based on the reference angle AO is not met, the execution unit 22 prohibits the action. When the execution unit 22 determines that the action needs to cause deceleration and / or acceleration exceeding a reference value before performing the first automatic action and / or the second automatic action, the execution unit 22 may prohibit the execution of the action. When the execution unit 22 determines that deceleration and / or acceleration exceeding a reference value are occurring during the execution of the first automatic action and / or the second automatic action, the execution unit 22 may prohibit the continuation of the action. If the execution unit 22 determines that a roll angle or roll angular velocity exceeding a reference value is occurring in the lean vehicle 1000 prior to or during the execution of the first automatic operation and / or the second automatic operation, the execution unit 22 may prohibit the operation.

[0054]

[0045] For example, in the first automatic operation and / or the second automatic operation executed based on the operation state information, which is information indicating the operation state by the rider, in the second state in which the reference part P0 of the accelerator grip 120 is located in the second angle range 92 located in the second direction D2 based on the reference angle A0, the execution unit 22 executes an alert operation to the rider of the lean vehicle 100 and / or vehicles surrounding the lean vehicle 100 when it is determined that the safety of the operation does not meet the standard. If the execution unit 22 determines, before the first automatic operation and / or the second automatic operation, that the operation needs to cause deceleration and / or acceleration exceeding a reference value, it may output a control command to the alarm device 50 and / or the communication device 14 to execute the notification operation. If the execution unit 22 determines, during the execution of the first automatic operation and / or the second automatic operation, that deceleration and / or acceleration exceeding a reference value is occurring, it may output a control command to the alarm device 50 and / or the communication device 14 to execute the notification operation. When the execution unit 22 determines that a large roll angle or roll angular velocity exceeding a reference value is occurring in the lean vehicle 100 prior to or during the execution of the first automatic operation and / or the second automatic operation, it may output a control command to the alarm device 50 and / or the communication device 14 to execute an alarm operation.

[0055]

[0046] <Operation of rider assistance system> The operation of the rider assistance system according to the embodiment will be described. Fig. 5 is a diagram showing the operation flow of the control device of the rider assistance system according to the embodiment of the present invention.

[0056]

[0047] The control device 20 executes the operation flow shown in Figure 5 while the lean vehicle 100 is traveling.

[0057] [ 0 0 4 8 ]

[0058] (Acquisition step) In step S101, the acquisition unit 21 acquires ambient environment information for the lean vehicle 100. The ambient environment information includes positional relationship information between the lean vehicle 100 and the preceding vehicle 200 of the lean vehicle 100. The acquisition unit 21 also acquires various types of information as needed.

[0059] [ 0 0 4 9 ]

[0060] (Execution Step) In step S102, the execution unit 22 executes a vehicle speed control operation that automatically controls the vehicle speed of the lean vehicle 100. When the execution unit 22 determines that there is a need to stop the lean vehicle 100 while the vehicle speed control operation is being executed, it may execute a first automatic operation that automatically stops the lean vehicle 100. When the execution unit 22 determines that there is a need to start the lean vehicle 100 after the lean vehicle 100 has come to a stop, or when it determines that there is a need to accelerate the lean vehicle 100 in the process of coming to a stop, it may execute a second automatic operation that automatically starts or accelerates the lean vehicle 100. At least one of the first automatic operation and the second automatic operation is executed based on operation state information that indicates the operation state of the accelerator grip 120 by the rider in a second state in which the reference portion P0 is located in a second angle range 62 located in a second direction D2 with respect to the reference angle A0.

[0061]

[0050] <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, the execution unit 22 executes at least one of a first automatic action and a second automatic action based on operation state information that indicates an operation state by the rider of the accelerator grip 120 in a second state in which the reference part PO is located in a second angle range 62 located in a second direction D2 opposite to the first direction D1 with respect to the reference angle AO, the accelerator grip 120 changing the driving force generated in the lean vehicle 100 by rotation in a first state in which the reference part PO is located in a first angle range 61 located in a first direction D1 with respect to the reference angle AO. Therefore, the rider can easily perform the operation for that movement, which can improve the support for the rider.

[0062]

[0051] In particular, the execution unit 22 starts the first automatic operation when it determines that there is a need to stop the lean vehicle 100 based on operation state information that indicates the operation state of the rider in the second state in which the reference portion PO of the accelerator grip 120 is located in the second angle range 62 located in the second direction D2 based on the reference angle A0. With this configuration, the rider can easily instruct the start of the first automatic operation. In particular, the execution unit 22 starts the second automatic operation when it determines that there is a need to start or accelerate the lean vehicle 100 based on operation state information that indicates an operation state by the rider in a second state in which the reference portion PO of the accelerator grip 120 is located in a second angle range 62 that is located in a second direction D2 based on the reference angle A0. With this configuration, the rider can easily instruct the start of the second automatic operation.

[0063]

[0053] In particular, in the first automatic operation and / or the second automatic operation, the execution unit 22 causes the lean vehicle 100 to travel with a vehicle speed change according to operation state information that is information indicating an operation state by the rider in the second state in which the reference portion P0 of the accelerator grip 120 is located in a second angle range 62 located in a second direction D2 based on the reference angle A0. When configured in this way, the rider can easily instruct the manner of the first automatic operation and / or the second automatic operation.

[0064]

[0054] 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.

[0065]

[0055] For example, in the above description, the vehicle speed control operation is automatically controlled based on the surrounding environment information. However, the vehicle speed control operation may be automatically controlled based on the surrounding environment information. In other words, the vehicle speed control operation may include so-called cruise control.

[0066]

[0056] For example, although the above describes a case where the execution unit 22 executes both the first automatic operation and the second automatic operation, the execution unit 22 may execute only one of the first automatic operation and the second automatic operation.

[0067] [Explanation of symbols]

[0068] [ 0 0 5 7 ]

[0069] 1 Rider assistance system, ! 1 Surrounding environment sensor, 12 Vehicle behavior sensor, 13 Setting input device, 14 Communication device, 15 Positioning sensor, 16 Brake operation sensor, 17 Accelerator grip sensor, 20 Control device, 21 Acquisition unit, 22 Execution unit, 30 Brake device, 40 Drive device, 50 Notification device, 100 Lean vehicle, 110 Brake operation unit, 120 Accelerator grip, C axis, P0 Reference unit, A0 Reference angle, D1 First direction, D2 Second direction, e1 First angle range, e2 Second angle range, 200 Other vehicle.

Claims

[Document name] Scope of claims

1. A control device (20) of a rider assistance system (1) of a lean vehicle (100), comprising an execution unit (22) that executes a vehicle speed control operation to automatically control a vehicle speed of the lean vehicle (100), the execution unit (22) executes at least one of a first automatic operation to automatically stop the lean vehicle (100) and a second automatic operation to automatically start or accelerate the lean vehicle (100), the first automatic operation is an operation that is executed when it is determined that there is a need to stop the lean vehicle (100) that is traveling while the vehicle speed control operation is being executed, and the second automatic operation is an operation that is executed when the lean vehicle (100) has come to a stop and the vehicle speed control operation is executed when the lean vehicle (100) has come to a stop ... The lean vehicle (100) is operated when it is determined that there is a need to start the lean vehicle (100) or when it is determined that there is a need to accelerate the lean vehicle (100) in the process of the lean vehicle (100) coming to a stop, and the execution unit (22) executes the operation of accelerating the lean vehicle (100) in the first direction (D1) based on the reference angle (A0) of an accelerator grip (120) that changes a driving force generated in the lean vehicle (100) by rotation in a first state in which a reference part (P0) is located at a reference angle (AO) and the reference part (P0) is located in a first angle range (D1) located in a first direction (D1) based on the reference angle (AO). and executing at least one of the actions based on operation state information which is information indicating an operation state by the rider in a second state in which the reference portion (P0) is located within a second angle range (.2) located in a second direction (D2) opposite to the first direction (P1).

2. The control device according to claim 1, wherein the execution unit (22) starts the first automatic operation when it is determined that there is a need to stop the lean vehicle (100) based on the operation state information.

3. The control device according to claim 1, wherein the execution unit (22) starts the second automatic operation when it is determined that there is a need to start or accelerate the lean vehicle (100) based on the operation state information.

4. The control device according to any one of claims 1 to 3, wherein the execution unit (22) causes the lean vehicle (100) to travel with a vehicle speed change according to the operation state information in at least one of the operations.

5. The control device according to any one of claims 1 to 3, wherein the execution unit (22) causes the lean vehicle (100) to travel with a vehicle speed change according to surrounding environment information of the lean vehicle (100) in at least one of the operations.

6. The control device according to claim 5, wherein the execution unit (22) in at least one of the operations causes the lean vehicle (100) to travel with a vehicle speed change according to positional relationship information between the lean vehicle (100) and a preceding vehicle (200) acquired as the surrounding environment information. [Claim ?] The control device according to claim 5, wherein the execution unit (22) causes the lean vehicle (100) to travel with a vehicle speed change according to stop line information and / or sign information acquired as the surrounding environment information in at least one of the operations.

8. The control device according to claim 5, wherein the execution unit (22) causes the lean vehicle (100) to travel with a vehicle speed change according to traffic light information acquired as the surrounding environment information in at least one of the operations.

9. The control device according to claim 5, wherein the execution unit (22) causes the lean vehicle (100) to travel with a vehicle speed change according to traffic information acquired as the surrounding environment information in at least one of the operations.

10. The control device according to any one of claims 1 to 3, wherein the execution unit (22) causes the lean vehicle (100) to travel with a vehicle speed change according to position information of the lean vehicle (100) in a global coordinate system in at least one of the operations.

11. The control device according to any one of claims 1 to 3, wherein the execution unit (22) causes the lean vehicle (100) to travel with a vehicle speed change according to posture information of the lean vehicle (100) in at least one of the actions.

12. A control device as described in any one of claims 1 to 3, wherein the execution unit (22) causes the lean vehicle (100) to travel with a vehicle speed change according to setting input information by the rider in at least one of the operations.

13. The control device according to any one of claims 1 to 3, wherein the execution unit (22) prohibits at least one of the operations when it is determined that the safety of the at least one of the operations does not satisfy a standard.

14. The control device according to any one of claims 1 to 3, wherein the execution unit (22) executes an alert operation for the rider and / or vehicles surrounding the lean vehicle (100) when it is determined that the safety of at least one of the actions does not satisfy a standard.

15. A control method for a rider assistance system (1) of a lean vehicle (100), comprising: an execution unit (22) of a control device (20) executes a vehicle speed control operation for automatically controlling a vehicle speed of the lean vehicle (100); the execution unit (22) executes at least one of a first automatic operation for automatically stopping the lean vehicle (100) and a second automatic operation for automatically starting or accelerating the lean vehicle (100); the first automatic operation is an operation that is executed when it is determined that there is a need to stop the lean vehicle (100) that is traveling while the vehicle speed control operation is being executed; and the second automatic operation is an operation that is executed when the lean vehicle (100) has come to a stop and the lean vehicle (100) is stopped. The lean vehicle (100) is operated when it is determined that there is a need to start the lean vehicle (100) or when it is determined that there is a need to accelerate the lean vehicle (100) in the process of the lean vehicle (100) coming to a stop, and the execution unit (22) executes the execution unit (22) to execute the operation of executing ... and executing at least one of the actions based on operation state information which is information indicating an operation state by the rider in a second state in which the reference portion (P0) is located in a second angle range (.2) located in the first angle range (.3). Control Method 14

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