Processing device installed in leaning vehicle, and processing method

Abstract

Provided is a processing device with which accuracy of speed information can be improved. Also provided is a processing method with which accuracy of speed information can be improved. A processing device (20) installed in a leaning vehicle (100) is provided with an acquisition unit that acquires speed information, which is information on the vehicle speed and / or wheel speed of a leaning vehicle (100). The acquisition unit acquires information on a positional relationship between the leaning vehicle (100) and an object that is stationary in the surroundings of the leaning vehicle (100) on the basis of output of a surrounding environment sensor (11) installed in the leaning vehicle (100), and acquires speed information on the basis of the positional relationship information.

Description

[0001] [Document name] Statement

[0002] [Title of invention] Processing device and processing method mounted on a lean vehicle

[0003] [Technical Field]

[0004] [. 0 0 1] The present invention relates to a processing device to be installed on a lean vehicle and a processing method performed by such a processing device.

[0005] [Background technology]

[0006]

[002] Conventional processing devices include an acquisition unit that acquires speed information, which is information on the vehicle speed and / or wheel 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. 2014 / 069102

[0011] Summary of the Invention

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

[0013] [0 0 4] It is conceivable that conventional processing devices may not be able to obtain speed information with sufficient accuracy.

[0014]

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

[0015] [Means for solving the problem]

[0016]

[0006] The processing device according to the present invention is a processing device mounted on a lean vehicle, and includes an acquisition unit that acquires speed information, which is information on the vehicle speed and / or wheel speed of the lean vehicle, and the acquisition unit acquires positional relationship information between the lean vehicle and objects that are stationary around the lean vehicle based on the output of a surrounding environment sensor mounted on the lean vehicle, and acquires the speed information based on the positional relationship information.

[0017]

[0007] The processing method according to the present invention is a processing method executed by a processing device mounted on a lean vehicle, wherein an acquisition unit of the processing device acquires speed information, which is information on the vehicle speed and / or wheel speed of the lean vehicle, and the acquisition unit acquires positional relationship information between the lean vehicle and objects stationary around the lean vehicle based on the output of a surrounding environment sensor mounted on the lean vehicle, and acquires the speed information based on the positional relationship information.

[0018] [Effects of the Invention]

[0019]

[0008] In the processing device and processing method according to the present invention, the acquisition unit acquires positional relationship information between the lean vehicle and a stationary object around the lean vehicle based on the output of an ambient environment sensor mounted on the lean vehicle, and acquires speed information based on the positional relationship information. Therefore, the accuracy of the speed information can be improved.

[0020] [Brief explanation of the drawings]

[0021]

〇 0 0 9

[0022] [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.

[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 showing the operation flow of the processing device of the rider assistance system of an embodiment of the present invention.

[0027] DETAILED DESCRIPTION OF THE INVENTION

[0028]

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

[0029]

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

[0030]

[0012] For example, although the following description is given of a case in which the processing device and processing method according to the present invention are applied to a two-wheeled motorcycle, the processing device and processing method according to the present invention may also be applied to lean vehicles other than two-wheeled motorcycles. A lean vehicle refers to any vehicle that runs leaning in the turning direction when turning. In other words, in a lean vehicle, the body leans to the right when turning to the right, and leans to the left when turning to the left. Lean vehicles include, for example, two-wheeled motorcycles, three-wheeled motorcycles, bicycles, etc. Motorcycles include, for example, vehicles using an engine as a propulsion source and vehicles using an electric motor as a propulsion source, and include, for example, motorcycles, scooters, and electric scooters. A bicycle refers to any vehicle that can be propelled down a road by the rider's pedaling force applied to the pedals. Bicycles include, for example, standard bicycles, electrically assisted bicycles, and electric bicycles.

[0031]

[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.

[0032]

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

[0033]

[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 lean 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 and 4 are diagrams for explaining the configuration of a rider assistance system according to an embodiment of the present invention. Note that Figs. 3 and 4 show a state in which a wheel 101 is viewed from the front.

[0034]

[0016] As shown in Fig. 1 and Fig. 2, the rider assistance system 1 is mounted on a lean vehicle 100. The rider assistance system 1 includes, for example, an ambient environment sensor 11, a rotational speed sensor 12, an inertial sensor 13, a positioning sensor 14, a setting input device 15, a processing unit (ECU) 20, a braking device 30, a drive device 40, and an alarm device 50, as needed.

[0035]

[0017] In the rider assistance system 1, the processing device 20 executes a control operation to assist the rider of the lean vehicle 100 using outputs from the ambient environment sensor 11, the rotational speed sensor 12, the inertial sensor 13, the positioning sensor 14, and the setting input device 15. The processing device 20 executes the control operation by outputting control commands to various devices (for example, the braking device 30, the drive device 40, the notification device 50, etc.). The processing device 20 receives outputs from various sensors for detecting other information as necessary (for example, a sensor for detecting information on the operation state of the operating unit of the braking device 30 by the rider, a sensor for detecting information on the operation state of the operating unit of the drive device 40 by the rider, etc.). 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.

[0036]

[0018] The rider assistance system 1 includes at least one ambient environment sensor 11 that detects ambient environment information in front of the lean vehicle 100. The ambient environment sensor 11 may detect ambient environment information behind the lean vehicle 100, or may detect ambient environment information to the left of the lean vehicle 100, or may detect ambient environment information to the right of the lean vehicle 100. The rider assistance system 1 may include multiple ambient environment sensors 11 with different detection ranges. The ambient environment sensor 11 may be, for example, a radar, a lidar sensor, an ultrasonic sensor, a camera, or the like.

[0037]

[0019] The rotational speed sensor 12 detects the rotational speed of the wheel 101 of the lean vehicle 100. The rotational speed may be the number of rotations per unit time, or may be the rotational angle per unit time. The rider assistance system 1 may have both a rotational speed sensor 12 that detects the rotational speed of the front wheel 101A of the lean vehicle 100 and a rotational speed sensor 12 that detects the rotational speed of the rear wheel 101B of the lean vehicle 100, or may have only one of them. The rotational speed sensor 12 may also detect another physical quantity that can be substantially converted into the rotational speed of the wheel 101.

[0038]

[0020] The inertial sensor 13 detects three-axial (front-rear, width, and height) accelerations and three-axial (roll, pitch, and yaw) angular velocities occurring in the lean vehicle 100. The inertial sensor 13 may detect other physical quantities that can be substantially converted into the three-axial accelerations and three-axial angular velocities occurring in the lean vehicle 100. Alternatively, the inertial sensor 13 may detect only a portion of the three-axial accelerations and three-axial angular velocities.

[0039]

[0021] The positioning sensor 14 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.

[0040]

[0022] The setting input device 15 accepts various setting input operations by the rider. For example, the rider can use the setting input device 15 to switch between enabling and disabling various control operations. Also, for example, the rider can use the setting input device 15 to set various modes or various control parameters (e.g., threshold value, target value, etc.) used in various control operations. The setting input device 15 may be a device that accepts operation by the rider's body (e.g., hand, foot, etc.), or may be a device that accepts voice uttered by the rider. Also, the setting input device 15 may be provided in the lean vehicle 100, or may be provided in equipment associated with the lean vehicle 100 (e.g., helmet, gloves, etc.).

[0041]

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

[0042]

[0024] The acquisition unit 21 acquires ambient environment information for the lean vehicle 100 based on the output of the ambient environment sensor 11. The ambient environment information may include positional relationship information between the lean vehicle 100 and objects located around the lean vehicle 100 (e.g., 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 to these. Additionally or alternatively, the ambient environment information may include characteristic information of objects located around the lean vehicle 100 (e.g., vehicles, obstacles, road facilities, people, animals, etc.). The characteristic information may be, for example, sign information that indicates the content of a sign, drawing information that indicates the content of drawings on a road, traffic light information that indicates the status of a traffic light, traffic information that indicates the status of congestion, construction, and / or accidents, etc. The characteristic information may also be information of other physical quantities that can be substantially converted into the above information. Note that road facilities include signs, drawings on a road, traffic lights, street trees, utility poles, guardrails, curbs, bulletin boards, etc.

[0043]

[0025] The acquisition unit 21 also acquires speed information, which is information on the vehicle speed and / or wheel speed of the lean vehicle 100. The vehicle speed is defined as the distance traveled by the body of the lean vehicle 100 per unit time. The speed information may be information on other physical quantities that can be substantially converted into that distance. The wheel speed is defined as the distance traveled per unit time by the ground contact portion P (see FIGS. 3 and 4 described later) of the wheel 101 of the lean vehicle 100 as the wheel 101 rotates, that is, the rotational speed of the wheel 101 detected by the rotational speed sensor 12 (that is, the number of rotations per unit time or the rotation angle divided by 360 degrees) multiplied by the diameter of the ground contact portion P (see FIGS. 3 and 4 described later) of the wheel 101 and pi. The speed information may be information of another physical quantity that can be substantially converted into the distance.

[0044]

[0026] Here, the acquisition unit 21 acquires positional relationship information between the lean vehicle 100 and stationary objects (for example, obstacles, road facilities, etc.) around the lean vehicle 100 based on the output of the surrounding environment sensor 11, and acquires first speed information as speed information that is information on the vehicle speed and / or wheel speed of the lean vehicle 100 based on the positional relationship information. The positional relationship information includes relative speed information. The acquisition unit 21 may extract objects having shapes similar to pre-registered shapes from the surrounding environment information and identify stationary objects. Additionally or alternatively, the acquisition unit 21 may identify stationary objects from the surrounding environment information by comparing the position information of the lean vehicle 100 acquired based on the output of the positioning sensor 14 with map information in which the positions of road facilities have been input in advance, and estimating in which area of ​​the detection range of the surrounding environment sensor 11 the road facilities will be detected. When the first speed information is acquired as information on the vehicle speed of the lean vehicle 100, it may also be acquired as information on the wheel speed of the lean vehicle 100, assuming that no slippage occurs in the wheel 101. When the first speed information is acquired as information on the wheel speed of the lean vehicle 100, it may also be acquired as information on the vehicle speed of the lean vehicle 100, assuming that no slippage occurs in the wheel 101.

[0045]

[0027] As an example (hereinafter referred to as "speed information acquisition example 1"), the acquisition unit 21 acquires information on the relative speed between the lean vehicle 100 and objects stationary around the lean vehicle 100 as information on the vehicle speed of the lean vehicle 100, assuming that the object identified as the object for which positional relationship information is to be acquired is located in a direction that is not significantly deviated from the front-to-rear or traveling direction of the lean vehicle 100. Alternatively, when an object identified as an object for which positional relationship information is to be acquired is located in a direction significantly deviated from the longitudinal direction or traveling direction of the lean vehicle 100 (for example, when the field of view of the surrounding environment sensor 11 is wide and the object identified as an object for which positional relationship information is to be acquired is detected at a position away from the center of that field of view), the acquisition unit 21 acquires information on the relative speed between the lean vehicle 100 and objects stationary around the lean vehicle 100, corrected for the amount of deviation, as information on the vehicle speed of the lean vehicle 100. The acquisition unit 21 may acquire statistical values ​​based on multiple pieces of positional relationship information and acquire information on the vehicle speed of the lean vehicle 100 based on the statistical values. The acquisition unit 21 acquires statistical values ​​based on outputs of the same surrounding environment sensor 11 at multiple different points in time. Additionally or alternatively, statistical values ​​are obtained based on the outputs of multiple ambient environment sensors 11 with different detection ranges. If the outputs of multiple ambient environment sensors 11 at the same time differ by a value that exceeds an allowable value, the output should not be adopted. The statistical processing for obtaining the statistical values ​​may be a process of selecting the most frequent value in a frequency distribution, a process of calculating the average of values ​​detected over a predetermined period, or a process of calculating the median of time-series data that has been filtered (e.g., using a low-pass filter). The obtaining unit 21 may perform statistical processing on the positional relationship information, or may perform statistical processing on information obtained based on the positional relationship information.

[0046]

[0028] In another example (hereinafter referred to as "speed information acquisition example 2"), the acquisition unit 21 acquires shape information of the wheel 101 based on information on the relative speed between the lean vehicle 100 and a stationary object around the lean vehicle 100 and the output of the rotational speed sensor 12, assuming that the lean vehicle 100 is always traveling upright. Then, based on the shape information and the output of the rotational speed sensor 12, the acquisition unit 21 acquires wheel speed information of the lean vehicle 100. As shown in FIG. 3, when the lean vehicle 100 is traveling upright, the relative speed between the lean vehicle 100 and a stationary object around the lean vehicle 100, or a value obtained by correcting this relative speed in the same manner as in speed information acquisition example 1, is divided by the rotational speed of the wheel 101 detected by the rotational speed sensor 12 at that time (i.e., the number of rotations per unit time or the rotation angle divided by 360 degrees), pi, to obtain the diameter D of the ground contact portion P of the wheel 101. The acquisition unit 21 acquires, for example, the diameter D as shape information of the wheel 101. Note that the value obtained by multiplying the diameter D by pi may also be acquired as the shape information of the wheel 101. The acquisition unit 21 may acquire statistical values ​​based on multiple pieces of positional relationship information and acquire information on the vehicle speed of the lean vehicle 100 based on the statistical values. The acquisition unit 21 may acquire statistical values ​​based on outputs from the same ambient environment sensor 11 at multiple different points in time. Additionally or alternatively, the acquisition unit 21 may acquire statistical values ​​based on outputs from multiple ambient environment sensors 11 with different detection ranges. If the outputs of multiple ambient environment sensors 11 at the same point in time differ by a value that exceeds an allowable value, the output may not be adopted. The statistical processing for acquiring statistical values ​​may be a process of selecting the most frequent value in a frequency distribution, a process of calculating the average of values ​​detected over a predetermined period, or a process of calculating the median of time series data that has been subjected to filtering (e.g., a low-pass filter).The acquisition unit 21 may perform statistical processing on the positional relationship information, or may perform statistical processing on information acquired based on the positional relationship information. The acquisition unit 21 continuously acquires the diameter D and periodically updates the shape information of the wheel 101, thereby making it possible to estimate the latest shape taking into account the tire condition (e.g., air pressure, deterioration, etc.). The acquisition unit 21 multiplies the most recent shape information of the wheel 101 (i.e., the diameter D) by the rotational speed of the wheel 101 currently detected by the rotational speed sensor 12 (i.e., the number of rotations per unit time or the rotational angle divided by 360 degrees) and pi, thereby acquiring information on the wheel speed of the lean vehicle 100 at the current time.

[0047]

[0029] In another example (hereinafter referred to as "speed information acquisition example 3"), the acquisition unit 21 acquires shape information of the wheel 101 based on information on the relative speed between the lean vehicle 100 and a stationary object around the lean vehicle 100, information on the tilted state of the wheel 101, and the output of the rotational speed sensor 12, under the assumption that the lean vehicle 100 does not always travel upright. The acquisition unit 21 then acquires wheel speed information of the lean vehicle 100 based on the shape information, information on the tilted state of the wheel 101, and the output of the rotational speed sensor 12. As shown in FIG. 4, when the lean vehicle 100 is turning, the diameter D of the ground contact portion P of the wheel 101 is calculated by dividing the relative speed between the lean vehicle 100 and a stationary object around the lean vehicle 100, or the value obtained by correcting the relative speed in the same manner as in Speed ​​Information Acquisition Example 1, by the rotational speed of the wheel 101 detected by the rotational speed sensor 12 at that time (i.e., the number of rotations per unit time or the rotational angle divided by 360 degrees), and pi. In other words, the larger the tilt angle 6 of the wheel 101, the smaller the diameter D. Therefore, the acquisition unit 21 acquires the calculated diameter D in association with the inclination angle e of the wheel 101, and acquires this data group as shape information of the wheel 101. Note that the value acquired as the shape information of the wheel 101 may be the diameter D multiplied by pi. The acquisition unit 21 may acquire shape information based on statistical values, which are values ​​obtained by performing statistical processing on multiple pieces of positional relationship information. The acquisition unit 21 acquires statistical values ​​based on outputs from the same ambient environment sensor 11 at multiple different points in time. Additionally or alternatively, the acquisition unit 21 acquires statistical values ​​based on outputs from multiple ambient environment sensors 11 with different detection ranges.The statistical processing may be a process of selecting the most frequent value in a frequency distribution, a process of calculating the average of values ​​detected over a predetermined period, or a process of calculating the median of time-series data that has been filtered (e.g., using a low-pass filter). The acquisition unit 21 continuously acquires the diameter D and the inclination angle O of the wheel 101 and periodically updates the shape information of the wheel 101, thereby making it possible to estimate the latest shape that takes into account the tire condition (e.g., air pressure, deterioration, etc.). The acquisition unit 21 acquires the diameter D corresponding to the tilt angle O of the wheel 101 acquired at the current time using the latest shape information of the wheel 101, and multiplies the diameter D by the rotational speed of the wheel 101 currently detected by the rotational speed sensor 12 (i.e., the number of rotations per unit time or the rotation angle divided by 360 degrees) and pi to acquire the wheel speed information of the lean vehicle 100 at the current time. Note that the tilt state information of the wheel 101 may be acquired based on the output of the inertial sensor 13 (for example, the integrated value of the angular velocity in the roll direction of the vehicle body, the angular velocity in the yaw direction of the vehicle body, the acceleration in the width direction of the vehicle body, etc.) under the assumption that the wheel 101 will have the same tilt angle as the body of the lean vehicle 100. Alternatively, when the wheel 101 is a front wheel 101A, the leaning state information of the wheel 101 may be obtained as a value obtained by correcting the change in the steering angle of the lean vehicle 100 relative to the value obtained based on the output of the inertial sensor 13.

[0048]

[0030] The execution unit 22 executes a control operation to assist the rider of the lean vehicle 100 based on the first speed information. The acquisition unit 21 may acquire second speed information as speed information that is information on the vehicle speed and / or wheel speed of the lean vehicle 100 based on the output of the rotational speed sensor 12, and the execution unit 22 may execute a control operation to assist the rider of the lean vehicle 100 based on the first speed information and the second speed information. The acquisition unit 21 acquires the second speed information by multiplying the rotational speed of the wheel 101 detected by the rotational speed sensor 12 (i.e., the number of rotations per unit time or the rotation angle divided by 360 degrees) by the initially registered outer diameter of the wheel 101, assuming that the lean vehicle 100 is always traveling upright. In other words, the acquisition unit 21 acquires the second speed information without being based on the positional relationship information between the lean vehicle 100 and objects stationary around the lean vehicle 100, or the leaning state information of the wheel 101. The second speed information is obtained as information on the wheel speed of lean vehicle 100, but it can also be obtained as information on the vehicle speed of lean vehicle 100, assuming that no slippage occurs on wheel 101.

[0049]

[0031] When a control operation for assisting the rider of the lean vehicle 100 is enabled, the execution unit 22 executes a vehicle speed control operation of the lean vehicle 100, as necessary, based on at least the first speed information. When executing the vehicle speed control operation, the execution unit 22 outputs a control command to the braking device 30 and / 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 cause or increase deceleration, or may be controlled to cause or increase acceleration. The drive unit 40 may be controlled to generate or increase acceleration, or to generate or increase deceleration. The vehicle speed control operation may be an anti-lock brake control operation that controls the deceleration occurring in the lean vehicle 100 to prevent the wheel 101 from locking. Alternatively, the vehicle speed control operation may be a slip control operation that controls the acceleration or deceleration occurring in the lean vehicle 100 to prevent the wheel 101 from slipping. Alternatively, the vehicle speed control operation may be a hill-hold control operation that automatically maintains the braking force of the wheel 101 to keep the lean vehicle 100 stopped when the lean vehicle 100 is stopped on an uphill or downhill slope. Alternatively, the vehicle speed control operation may be a hill descent control operation that automatically adjusts the braking force of the wheel 10! when the lean vehicle 100 is traveling downhill to make the lean vehicle 100 travel at a constant speed. Alternatively, the vehicle speed control operation may be a cruise control operation that makes the lean vehicle 100 travel at a set vehicle speed.Alternatively, the vehicle speed control operation may be an adaptive cruise control operation in which, when the surrounding environment sensor 11 does not detect a preceding vehicle to be speed-tracked, the lean vehicle 100 is driven at a set vehicle speed, and, when the surrounding environment sensor 11 detects a preceding vehicle to be speed-tracked, a positional relationship adjustment operation is performed to adjust the positional relationship with respect to the preceding vehicle to a target positional relationship while the vehicle speed does not exceed the set vehicle speed. Alternatively, the vehicle speed control operation may be an operation in which, when the rider is operating the drive unit 40 and the surrounding environment sensor 11 detects a preceding vehicle to be speed-tracked, a positional relationship adjustment operation is performed to adjust the positional relationship with respect to the preceding vehicle to a target positional relationship. Alternatively, the vehicle speed control operation may be an operation of executing a positional relationship adjustment operation to adjust the positional relationship with respect to the preceding vehicle to a target positional relationship only when the surrounding environment sensor 11 detects a preceding vehicle that is the target of speed tracking while the rider is operating the braking device 30. Note that the adjustment target of the positional relationship adjustment operation may be a marking on the road (for example, a stop line, etc.).

[0050]

[0032] Additionally or alternatively, when a control operation for assisting the rider of the lean vehicle 100 is enabled, the execution unit 22 outputs a control command to the notification device 50 as necessary based on at least the first speed information. The notification device 50 may notify information by display (i.e., perception using the visual organs as a sensory organ), or 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 may be a display, a lamp, a speaker, a vibrator, etc. The alarm device 50 may be provided in the lean vehicle 100, or may be provided in equipment (e.g., a helmet, gloves, etc.) associated with the lean vehicle 100. The alarm 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 alarm device 50 may be configured by the braking device 30 or the driving device 40.

[0051]

[0033] As an example, the execution unit 22 outputs a control command to the notification device 50 to notify the rider of the vehicle speed information of the lean vehicle 100 acquired in Speed ​​Information Acquisition Example 1, Speed ​​Information Acquisition Example 2, or Speed ​​Information Acquisition Example 3. Additionally or alternatively, the execution unit 22 outputs a control command to the braking device 30 and / or the driving device 40 to perform a vehicle speed control operation for the lean vehicle 100 based on the vehicle speed information of the lean vehicle 100 acquired in Speed ​​Information Acquisition Example 1, Speed ​​Information Acquisition Example 2, or Speed ​​Information Acquisition Example 3.

[0052]

[0034] As another example, in a control operation to assist a rider, the execution unit 22 detects the stopping and / or starting of the lean vehicle 100 based on the vehicle speed information of the lean vehicle 100 acquired in Speed ​​Information Acquisition Example 1, Speed ​​Information Acquisition Example 2, or Speed ​​Information Acquisition Example 3. Such a control operation is useful, for example, in the above-mentioned positional relationship adjustment operation and the above-mentioned hill hold control operation. For example, the execution unit 22 determines that the lean vehicle 100 has stopped when the first speed information is information indicating that the vehicle speed of the lean vehicle 100 has become 0, or when the information is information indicating that the period during which the vehicle speed of the lean vehicle 100 has been 0 exceeds a reference time. The execution unit 22 may further validate the determination only when the rate of change in the vehicle speed of the lean vehicle 100 is below a reference value. Moreover, the execution unit 22 determines that the lean vehicle 100 has started when the first speed information is information indicating that the vehicle speed of the lean vehicle 100 is no longer O, or when the first speed information is information indicating that the vehicle speed of the lean vehicle 100 has not become O even after a period exceeding a reference time has elapsed since the vehicle speed of the lean vehicle 100 became O. The execution unit 22 may further validate the determination only when the rate of change in the vehicle speed of the lean vehicle 100 is above a reference value. The execution unit 22 may detect stopping and / or starting based on the output of the inertial sensor 13 in addition to the first speed information. For example, when it is determined based on the output of the inertial sensor 13 that the longitudinal acceleration of the lean vehicle 100 is below a reference value, the execution unit 22 enables a stop determination based on the first speed information. Also, when it is determined based on the output of the inertial sensor 13 that the longitudinal acceleration of the lean vehicle 100 is above a reference value, the execution unit 22 enables a start determination based on the first speed information. Additionally or alternatively, the execution unit 22 may detect a stop and / or a start based on the output of the rotational speed sensor 12 in addition to the first speed information.In principle, the rotational speed sensor 12 outputs the rotational speed as O when the wheel 101 is rotating at an extremely slow rotational speed. Therefore, the execution unit 22 enables the determination of stop based on the first speed information when the rotational speed sensor 12 outputs the rotational speed as O. Furthermore, the execution unit 22 enables the determination of start based on the first speed information when the rotational speed sensor 12 does not output the rotational speed as O. Additionally or alternatively, the execution unit 22 may detect the stop based on, in addition to the first speed information at the first time point, running state information of the lean vehicle 100 at a second time point that is earlier than the first time point. The running state information may be, for example, second speed information, speed information acquired based on the first speed information, and information not used in the second speed information. In other words, under the assumption that the rider's operation of the braking device 30 is stable during the process in which the decelerating lean vehicle 100 comes to a stop, the stopping point can be estimated from the deceleration state of the lean vehicle 100 at the second time point. Therefore, even if the execution unit 22 determines that the lean vehicle 100 has stopped based on the first speed information acquired at the first time point, if the first time point is significantly different from the estimated stopping point, the execution unit 22 invalidates the determination. Alternatively, when the lean vehicle 100 reaches the estimated stopping point, the execution unit 22 determines whether the lean vehicle 100 has stopped based on the first speed information. When the execution unit 22 is unable to acquire the first speed information (for example, when the ambient environment sensor 11 does not detect any stationary objects around the lean vehicle 100), it is preferable to detect stopping and / or starting based on information to supplement the determination of stopping and / or starting based on the first speed information described above.

[0053]

[0035] As another example, the execution unit 22 executes a control operation to assist the rider by changing the priority of the vehicle speed information of the lean vehicle 100 acquired in speed information acquisition example 1, that is, the first speed information acquired without being based on the output of the rotational speed sensor 12, and the second speed information. In principle, the rotational speed sensor 12 outputs the rotational speed as 0 when the wheel 101 is rotating at an extremely slow rotational speed. Therefore, in the process in which the decelerating lean vehicle 100 comes to a stop, the execution unit 22 gives a higher priority to the second speed information than to the first speed information in the early stage, and gives a higher priority to the first speed information than to the second speed information in the later stage (i.e., the stage when the vehicle speed of the lean vehicle 100 falls below the standard). Additionally or alternatively, when the stopped lean vehicle 100 starts and accelerates, the execution unit 22 prioritizes the first speed information over the second speed information in the early stage, and prioritizes the second speed information over the first speed information in the later stage (i.e., the stage when the vehicle speed of the lean vehicle 100 exceeds the reference value). Additionally or alternatively, if the rotational speed sensor 12 has a malfunction (e.g., a decrease in the gain of the detection unit, a malfunction, a broken wire, etc.), the execution unit 22 may prioritize the first speed information over the second speed information. For example, the execution unit 22 can determine whether the rotational speed sensor 12 has a malfunction based on the elapsed time of the output of the rotational speed sensor 12. The expression "give higher priority" may mean using only the higher priority, or it may mean using both the higher priority and the lower priority, with the higher priority being weighted more heavily than the lower priority.

[0054]

[0036] As another example, the execution unit 22 changes the priority of the first speed information and the second speed information acquired based on the vehicle speed information of the lean vehicle 100 acquired in speed information acquisition example 3, that is, the positional relationship information between the lean vehicle 100 and objects stationary around the lean vehicle 100, and executes a control operation to assist the rider. The larger the tilt angle 0 of the wheel 101, the larger the error of the second speed information relative to the vehicle speed and / or wheel speed actually occurring in the lean vehicle 100. Therefore, the execution unit 22 changes the priority of the first speed information and the second speed information based on the tilt state information of the wheel 101. For example, when the tilt state information indicates that the wheel 101 has a tilt angle 〇 that is smaller than the standard, the execution unit 22 assigns a higher priority to the second speed information than the first speed information, and when the tilt state information indicates that the wheel 101 has a tilt angle 〇 that is larger than the standard, the execution unit 22 assigns a higher priority to the first speed information than the second speed information. Note that the tilt state information of the wheel 101 may be acquired based on the output of the inertial sensor 13 (for example, the integrated value of the angular velocity in the roll direction of the vehicle body, the angular velocity in the yaw direction of the vehicle body, the acceleration in the width direction of the vehicle body, etc.) on the assumption that the wheel 101 will have the same tilt angle as the body of the lean vehicle 100. Alternatively, when the wheel 101 is the front wheel 101A, the leaning state information of the wheel 101 may be obtained as a value obtained by correcting the change in the steering angle of the lean vehicle 100 with respect to the value obtained based on the output of the inertial sensor 13. The expression "increase the priority" may mean using only the item with the higher priority, or may mean using both the item with the higher priority and the item with the lower priority by weighting the item with the higher priority more heavily than the item with the lower priority.

[0055]

[0037] <Operation of the 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 processing device of the rider assistance system according to the embodiment of the present invention.

[0056]

[0038] The processing device 20 executes the operation flow shown in Figure 5 while the lean vehicle 100 is traveling.

[0057] [ 0 0 3 9 ]

[0058] (Acquisition step) In step S101, the acquisition unit 21 acquires positional relationship information between the lean vehicle 100 and stationary objects around the lean vehicle 100 based on the output of the surrounding environment sensor 11, and acquires speed information, which is information on the vehicle speed and / or wheel speed of the lean vehicle 100, based on the positional relationship information. In addition, the acquisition unit 21 acquires various types of information as necessary.

[0059] [ 0 0 4 0 ]

[0060] (Execution step) In step S102, the execution unit 22 executes a control operation to assist the rider of the lean vehicle 100 based on the speed information acquired in step S101.

[0061]

[0041] <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 acquisition unit 21 acquires positional relationship information between the lean vehicle 100 and stationary objects around the lean vehicle 100 based on the output of the surrounding environment sensor 11 mounted on the lean vehicle 100, and acquires first speed information, which is information on the vehicle speed and / or wheel speed of the lean vehicle 100, based on the positional relationship information. This can improve the accuracy of the first speed information.

[0062]

[0042] Preferably, the acquisition unit 21 acquires shape information of the wheel 101 based on the positional relationship information and the output of the rotational speed sensor 12 of the wheel 101 of the lean vehicle 100, and acquires the first speed information based on the shape information and the output of the rotational speed sensor 12. Therefore, it is possible to acquire shape information that reflects the actual state of the wheel 101. In particular, it is preferable that the acquisition unit 21 acquires statistical values ​​based on multiple pieces of positional relationship information and acquires shape information based on the statistical values. This configuration can improve the accuracy of the shape information.

[0063]

[0043] Preferably, the acquisition unit 21 acquires shape information of the wheel 101 based on the positional relationship information, the tilted state information of the wheel 101 of the lean vehicle 101, and the output of the rotational speed sensor 12 of the wheel 101, and acquires the first speed information based on the shape information, the tilted state information, and the output of the rotational speed sensor 12. Therefore, it is possible to acquire detailed shape information that reflects the actual state of the wheel 101. In particular, it is preferable that the acquisition unit 21 acquires statistical values ​​based on multiple pieces of positional relationship information, and acquires shape information based on the statistical values. This configuration can improve the accuracy of the shape information.

[0064] Preferably, the execution unit 22 executes a control operation to assist the rider of the lean vehicle 100 based on the first speed information. In particular, the execution unit 22 may detect the stopping and / or starting of the lean vehicle 100 based on the first speed information in the control operation. Such a configuration can improve the accuracy of detecting the stopping and / or starting of the lean vehicle 100. Additionally or alternatively, the acquisition unit 21 may acquire second speed information, which is information on the vehicle speed and / or wheel speed of the lean vehicle 100, based on the output of the rotational speed sensor 12 of the wheel 101 of the lean vehicle 100, separately from the first speed information, not based on positional relationship information between the lean vehicle 100 and stationary objects around the lean vehicle 100, and the execution unit 22 may change the priority of the first speed information and the second speed information and execute the control operation. By configuring in this way, it is possible to execute a control operation based on highly accurate speed information.

[0065]

[0045] 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 changed into different forms. In other words, the present invention is not limited to the description of the embodiments.

[0066]

[0046] For example, in the above description, the processing device 20 includes the execution unit 22, and the execution unit 22 executes a control operation to assist the rider of the lean vehicle 100 based on the speed information. However, the speed information may be used for other purposes. In other words, the processing device 20 does not need to include the execution unit 22.

[0067] [Explanation of symbols]

[0068] [ 0 0 4 7 ]

[0069] 1 Rider assistance system, 11 Surrounding environment sensor, 12 Rotational speed sensor, 13 Inertial sensor, 14 Positioning sensor, 15 Setting input device, 2 Processing device, 21 Acquisition unit, 2

[0070] 2 Execution unit, 3 Braking device, 4 Driving device, 5 Notification device, 1 Lean vehicle,

[0071] 1 〇 1 Wheel, 1 0 1 A Front wheel, 1 〇 ! B Rear wheel, P Ground contact area, D Diameter, 6 Inclination angle

Claims

[Document name] Scope of claims

1. A processing device (20) mounted on a lean vehicle (100), comprising an acquisition unit (21) that acquires speed information, which is information on a vehicle speed and / or a wheel speed of the lean vehicle (100), wherein the acquisition unit (21) acquires positional relationship information between the lean vehicle (100) and a stationary object around the lean vehicle (100), based on an output of an ambient environment sensor (11) mounted on the lean vehicle (100), and acquires the speed information based on the positional relationship information.

2. The acquisition unit (21) acquires the positional relationship information and a rotation speed sensor ( 2. The processing device according to claim 1 , further comprising: a processor for processing the wheel (101) based on an output of a rotational speed sensor (12); and a processor for processing the wheel (101) based on the output of the rotational speed sensor (12).

3. The processing device according to claim 1, wherein the acquisition unit (21) acquires shape information of the wheel (101) based on the positional relationship information, leaning state information of the wheel (101) of the lean vehicle (100), and an output of a rotational speed sensor (12) of the wheel (101), and acquires the speed information based on the shape information, the leaning state information, and the output of the rotational speed sensor (12).

4. The processing device according to claim 2 or 3, wherein the acquisition unit (21) acquires statistical values ​​based on a plurality of pieces of positional relationship information, and acquires the shape information based on the statistical values.

5. The processing device according to claim 4, wherein the acquisition unit (21) acquires the statistical value based on outputs of the same ambient environment sensor (11) at a plurality of mutually different time points.

6. The processing device according to claim 4, wherein the acquisition unit (21) acquires the statistical value based on outputs from a plurality of the ambient environment sensors (11) having different detection ranges. [Claim ?] The processing device according to claim 1, further comprising an execution unit (22) that executes a control operation to assist a rider of the lean vehicle (100) based on the speed information.

8. The processing device according to claim 7, wherein the execution unit (22) detects the stopping and / or starting of the lean vehicle (100) based on the speed information in the control operation.

9. In the control operation, the execution unit (22) detects the stop and / or start based on an output of an inertia sensor (13) of the lean vehicle (100) in addition to the speed information. The processing device according to claim 8 .

10. The processing device according to claim 8, wherein the execution unit (22) detects the stop in the control operation based on, in addition to the speed information at a first point in time, running state information of the lean vehicle (100) at a second point in time that is earlier than the first point in time.

11. The processing device according to any one of claims 7 to 10, wherein the acquisition unit (21) acquires second speed information, which is information on a vehicle speed and / or a wheel speed of the lean vehicle (100), based on an output of a rotational speed sensor (12) of a wheel (101) of the lean vehicle (100) separately from the speed information as first speed information and not based on the positional relationship information, and the execution unit (22) changes a priority order of the first speed information and the second speed information to execute the control operation.

12. The processing device according to claim 11, wherein the execution unit (22) increases the priority of the first speed information as the decelerating lean vehicle (100) comes to a stop.

13. The processing device according to claim 11, wherein the execution unit (22) increases the priority of the second speed information when the stopped lean vehicle (100) starts and accelerates.

14. The processing device according to claim 11, wherein the execution unit (22) increases the priority of the first speed information when the rotational speed sensor (12) is malfunctioning.

15. A processing method executed by a processing device (20) mounted on a lean vehicle (100), wherein an acquisition unit (21) of the processing device (20) acquires speed information which is information on the vehicle speed and / or wheel speed of the lean vehicle (100), the acquisition unit (21) acquires positional relationship information between the lean vehicle (100) and an object that is stationary around the lean vehicle (100) based on an output of an ambient environment sensor (11) mounted on the lean vehicle (100), and acquires the speed information based on the positional relationship information.

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