Driving assistance system for saddle-type vehicle

Abstract

A driving assistance system (S) for a saddle-type vehicle comprises: an operation detection unit (101) that detects an operation performed by a driver of a saddle type vehicle (1); an urgency degree calculation unit (114) that calculates a collision margin time until the vehicle will collide with an obstacle on the basis of the distance between the saddle-type vehicle (1) and an obstacle in front of the saddle-type vehicle (1); and a control unit (150) that, when the collision margin time calculated by the urgency degree calculation unit (114) changes from being equal to or greater than a predetermined threshold value to being less than the threshold value, starts execution of first control for controlling the braking state of the saddle-type vehicle (1) and second control for controlling the output state of the power source of the saddle-type vehicle (1). The control unit (150) interrupts one or both of the first control and the second control when both the first control and the second control are being performed and a preset operation is detected by the operation detection unit (101).

Description

Driving assistance system for straddle-type vehicles

[0001] The present invention relates to a driving assistance system for a saddle-ride type vehicle.

[0002] In recent years, from the viewpoint of improving the safety of vehicles and the traffic environment in which the vehicles travel, research and development has been conducted on advanced driver-assistance systems (ADAS) that have a function of assisting the driving operation of a vehicle driver.

[0003] In such a situation, Patent Document 1 discloses a vehicle driving assistance device that executes automatic brake control when the accelerator pedal is not depressed, forcibly decelerating the vehicle, and when it detects that the accelerator pedal is depressed, determines that the driver is performing a collision avoidance operation and releases the automatic brake.

[0004] Japanese Patent Application Laid-Open No. 2012-196997

[0005] However, according to the inventor's investigations, Patent Document 1 does not mention the processing to be performed when it is determined that the driver is performing a collision avoidance operation when driving assistance for a saddle-type vehicle is provided using multiple different controls to avoid a collision with an obstacle, etc.

[0006] An object of the present invention is to provide a driving assistance system for a saddle-type vehicle that can stabilize the behavior of the saddle-type vehicle when the driver performs a collision avoidance operation when driving assistance for the saddle-type vehicle is provided using a plurality of different controls to avoid a collision with an obstacle, etc.

[0007] In order to achieve the above object, one aspect of the present invention is a driving assistance system for a saddle-riding type vehicle that is mounted on a saddle-riding type vehicle, the system comprising: an operation detection unit that detects operations by a driver of the saddle-riding type vehicle; a calculation unit that calculates a time to collision until a collision with an obstacle in front of the saddle-riding type vehicle based on the distance between the saddle-riding type vehicle and the obstacle; and a control unit that executes a first control that controls a braking state of the saddle-riding type vehicle and a second control that controls an output state of a power source of the saddle-riding type vehicle when the time to collision calculated by the calculation unit changes from a state in which it is equal to or greater than a predetermined threshold to a state in which it is less than the threshold, and the control unit, when executing both the first control and the second control, interrupts one or both of the first control and the second control when a preset operation is detected by the operation detection unit.

[0008] According to one aspect of the present invention, when driving assistance for a saddle-type vehicle is performed using a plurality of different controls to avoid a collision with an obstacle or the like, the behavior of the saddle-type vehicle can be stabilized when the driver performs a collision avoidance operation.

[0009] Fig. 1 is a schematic diagram showing the right side of a saddle-riding type vehicle equipped with a driving assistance system for a saddle-riding type vehicle according to an embodiment of the present invention, and Fig. 2 is a block diagram showing the configuration of the driving assistance system for a saddle-riding type vehicle according to an embodiment of the present invention.

[0010] Hereinafter, a driving assistance system S for a saddle-ride type vehicle according to an embodiment of the present invention will be described in detail with reference to the drawings as appropriate.

[0011] <Configuration of driving assistance system for saddle riding type vehicle> The configuration of a driving assistance system S for a saddle riding type vehicle according to an embodiment of the present invention will be described in detail with reference to Figures 1 and 2. In Figure 1, the x-axis and z-axis form a two-axis Cartesian coordinate system, with the forward direction indicated by the positive direction of the x-axis and the upward direction indicated by the positive direction of the z-axis.

[0012] The driving assistance system S for a straddle-type vehicle is mounted on a straddle-type vehicle 1 such as a motorcycle.

[0013] An engine 20, which is an internal combustion engine, is mounted as a power source on a frame member 10, which is a skeleton member of the saddle-riding type vehicle 1. Note that the power source mounted on the saddle-riding type vehicle 1 is not limited to the engine 20, which is an internal combustion engine, but may also be an electric motor 20' shown by the phantom line in Fig. 1, or may be a hybrid type that combines these.

[0014] The engine 20 is a water-cooled, four-stroke internal combustion engine. A crank angle sensor 23 is attached to a crankcase (not shown) of the engine 20. An engine temperature sensor 24 is attached to a cylinder block (not shown) of the engine 20. A spark plug 28 is attached to a head 26 of the engine 20, facing a combustion chamber (not shown) of the engine 20.

[0015] An intake pipe 30 is attached to a head 26 of the engine 20, and communicates with an intake port (not shown) of the engine 20. An intake pressure sensor 31 is attached to the intake pipe 30 on the head 26 side of the engine 20. A rotatable throttle valve 32 is attached to the intake pipe 30 upstream of the intake pressure sensor 31 so as to vary the intake air inflow cross-sectional area of ​​the intake passage in the intake pipe 30.

[0016] A throttle opening sensor 33 is attached to a housing (not shown) that houses the throttle valve 32. Although the throttle valve 32 is shown as an example of being driven to rotate by the rotation of an electric throttle motor 34, a configuration in which the throttle valve 32 is driven by a mechanical push-pull wire or the like instead of the throttle motor 34 may also be employed. A fuel injection valve 36 is attached to the intake pipe 30 on the head 26 side of the engine 20.

[0017] A handlebar support member 60 is connected to the frame member 10, and a bar-shaped handlebar 62 is attached to the handlebar support member 60. An accelerator grip 64 and an accelerator opening sensor 65 are attached to the right end of the handlebar 62. A front wheel brake lever 66 and a brake switch 67 are attached to the right end of the handlebar 62, facing the accelerator grip 64. A brake device 68 is also attached to the frame member 10. A rear wheel brake lever (not shown) is attached to the left end of the handlebar 62, and a brake switch 67 is attached corresponding to the rear wheel brake lever.

[0018] A front suspension member 72 is attached to the frame member 10, suspending a front wheel 73, which is a steerable wheel. A vehicle speed sensor 74 is attached to the front suspension member 72. A front wheel brake 75 is attached to the front wheel 73, and is actuated via a brake device 68 in response to a gripping operation of a front wheel brake lever 66 or under the control of the driving assistance system S for a saddle-riding type vehicle. A rear suspension member 76 is attached to the frame member 10, suspending a rear wheel 77, which is a driving wheel. A rear wheel brake 78 is attached to the rear wheel 77, and is actuated via a brake device 68 in response to a gripping operation of a rear wheel brake lever (not shown) or under the control of the driving assistance system S for a saddle-riding type vehicle. Note that the operating member for braking the rear wheel 77 is not limited to a brake lever, and may be a brake pedal.

[0019] Further, a forward obstacle detection device 200 is attached to the frame member 10 via a bracket or the like (not shown).

[0020] The driving assistance system S for a saddle-ride type vehicle is provided with an AEB (Autonomous Emergency Braking) system as one of the functions of the advanced driving assistance system.

[0021] Specifically, the driving assistance system S for saddle-riding vehicles has a crank angle sensor 23, an engine temperature sensor 24, an ignition plug 28, an intake pressure sensor 31, a throttle opening sensor 33, a throttle motor 34, a fuel injection valve 36, an accelerator opening sensor 65, a brake switch 67, a braking device 68, a vehicle speed sensor 74, an electronic control unit 100, and a forward obstacle detection device 200.

[0022] The crank angle sensor 23 detects the rotation angle (crank angle) of the crankshaft 22 and outputs an electric signal corresponding to the detected rotation angle of the crankshaft 22 to the electronic control unit 100 .

[0023] The engine temperature sensor 24 detects the temperature of the coolant of the engine 20 as the engine temperature, and outputs an electric signal corresponding to the detected coolant temperature to the electronic control unit 100 .

[0024] The spark plug 28 ignites the air-fuel mixture in the combustion chamber in accordance with a control signal input from the electronic control unit 100 .

[0025] The intake pressure sensor 31 detects the pressure of the air flowing into the intake pipe 30 (intake pressure), and outputs an electric signal having a voltage corresponding to the detected air pressure to the electronic control unit 100 .

[0026] The throttle opening sensor 33 detects the opening of the throttle valve 32 and outputs an electric signal corresponding to the detected opening of the throttle valve 32 to the electronic control unit 100 .

[0027] The throttle motor 34 rotates the throttle valve 32 to open or close it in accordance with a control signal input from the electronic control unit 100 .

[0028] The fuel injection valve 36 injects fuel into the intake pipe 30 in accordance with a control signal input from the electronic control unit 100. The fuel injection valve 36 is not limited to being provided in the intake pipe 30, but may also be attached to the head 26 and configured to inject fuel directly into the combustion chamber of the engine 20.

[0029] The accelerator opening sensor 65 detects the amount of operation of the accelerator grip 64 (accelerator opening) and outputs an electric signal corresponding to the detected amount of operation of the accelerator grip 64 to the electronic control unit 100 .

[0030] When the front wheel brake lever 66 or a rear wheel brake lever (not shown) is gripped, the brake switch 67 outputs an ON signal to the electronic control unit 100 corresponding to each gripping operation.

[0031] The brake device 68 includes, for example, a cylinder that transmits brake hydraulic pressure to a brake caliper (all of which are not shown) in accordance with the amount of operation of the brake lever 66 or the like, an electric motor that generates brake hydraulic pressure on a brake hydraulic pressure transmission path to the brake caliper, and an electronic control unit. The electronic control unit controls the electric motor based on a command signal (control signal) sent from an electronic control device 100, the details of which will be described later, and generates a braking force (brake pressure) according to the command.

[0032] The vehicle speed sensor 74 is provided on the front suspension member 72. The vehicle speed sensor 74 outputs an electrical signal exhibiting a voltage corresponding to the rotation speed of the front wheel 73 to the electronic control unit 100 as an electrical signal exhibiting a voltage corresponding to the vehicle speed of the saddle-riding type vehicle 1.

[0033] The electronic control unit 100 is configured by an ECU (Electronic Control Unit), which is an arithmetic processing device including a microcomputer consisting of a CPU (Central Processing Unit), etc. The electronic control unit 100 operates using a battery (not shown) mounted on the saddle-ride type vehicle 1 as a power source, and controls the operating state of the engine 20 by executing a control program while referencing control data. The control data and the control program are stored in advance in a memory (not shown).

[0034] The electronic control unit 100 is electrically connected to a crank angle sensor 23, an engine temperature sensor 24, an intake pressure sensor 31, a throttle opening sensor 33, an accelerator opening sensor 65, a brake switch 67, a vehicle speed sensor 74, and the like.

[0035] The electronic control device 100 includes an operation detection unit 101, an urgency calculation unit 114, and a control unit 150. The operation detection unit 101, the urgency calculation unit 114, and the control unit 150 are shown as functional blocks when executing a control program. Also, input circuits such as A / D (Analog / Digital) conversion circuits and waveform shaping circuits of each sensor are not shown.

[0036] The operation detection unit 101 detects an operation by the driver of the saddle-ride type vehicle 1, and outputs an electrical signal corresponding to the detected operation to the control unit 150. Specifically, the operation detection unit 101 includes a brake operation detection unit 102 and an accelerator operation detection unit 104.

[0037] The brake operation detection unit 102 detects that the driver of the saddle-riding vehicle 1 has gripped the front wheel brake lever 66 to operate the front wheel brake 75, based on an on signal indicating that the front wheel brake lever 66 has been gripped and operated, which is output from the brake switch 67 and input to the electronic control unit 100, and detects that the driver of the saddle-riding vehicle 1 has gripped the rear wheel brake lever to operate the rear wheel brake 78, based on an on signal indicating that the rear wheel brake lever (not shown) has been gripped and operated, which is output from the brake switch 67 and input to the electronic control unit 100, and outputs an electrical signal according to the detection result to the control unit 150.

[0038] When the amount of operation of the accelerator grip 64 indicated by the electrical signal output from the accelerator opening sensor 65 and input to the electronic control unit 100 is equal to or greater than a predetermined amount, the accelerator operation detection unit 104 detects that the accelerator grip 64 has been opened to accelerate the saddle-type vehicle 1, and outputs an electrical signal according to the detection result to the control unit 150.

[0039] The urgency calculation unit 114 calculates the distance between the saddle riding type vehicle 1 and an obstacle such as a vehicle ahead of the saddle riding type vehicle 1, based on an electrical signal indicating obstacle-related information ahead of the saddle riding type vehicle 1, which is output from the forward obstacle detection device 200 and input to the electronic control unit 100. The urgency calculation unit 114 calculates the time to collision until the saddle riding type vehicle 1 collides with the obstacle based on the calculated distance, the vehicle speed of the saddle riding type vehicle 1 indicated by the electrical signal output from the vehicle speed sensor 74 and input to the electronic control unit 100, and outputs an electrical signal according to the calculated time to collision to the control unit 150.

[0040] The control unit 150 controls the operating state of the engine 20 based on electrical signals output from the engine temperature sensor 24, the spark plug 28, the intake pressure sensor 31, the throttle opening sensor 33, the throttle motor 34, the fuel injection valve 36, the accelerator opening sensor 65, the brake switch 67, and the vehicle speed sensor 74 and input to the electronic control unit 100, as well as electrical signals input from the operation detection unit 101 and the urgency calculation unit 114. The control unit 150 includes a braking control unit 162 that executes a first control for controlling the braking state of the saddle riding type vehicle 1, and an output control unit 151 that executes a second control for controlling the output state of the engine 20. Here, the first control is a control for avoiding a collision with an obstacle by activating the brake device 68 in accordance with the urgency of the obstacle in a collision mitigation braking system or the like. Furthermore, the second control is a control for avoiding a collision with an obstacle by reducing the output of the engine 20 in accordance with the urgency of the obstacle in a collision mitigation braking system or the like.

[0041] When the braking control unit 162 determines that the urgency is high because the collision margin time indicated by the electrical signal output from the urgency calculation unit 114 and input to the control unit 150 has changed from a situation where it is equal to or greater than a predetermined threshold to a situation where it is less than the threshold, the braking control unit 162 starts executing the first control, outputs a control signal to the brake device 68, and controls the motor drive of the brake device 68, thereby decelerating the saddle-type vehicle 1.

[0042] The output control unit 151 calculates the rotation speed of the engine 20 (engine rotation speed) based on an electrical signal corresponding to the crank angle output from the crank angle sensor 23 and input to the electronic control unit 100. The output control unit 151 calculates the temperature of the engine 20 (engine temperature) based on an electrical signal corresponding to the temperature of the coolant of the engine 20 output from the engine temperature sensor 24 and input to the electronic control unit 100. The output control unit 151 calculates the intake pressure of the engine 20 (engine intake pressure) based on an electrical signal corresponding to the intake pressure of the engine 20 output from the intake pressure sensor 31 and input to the electronic control unit 100. The output control unit 151 calculates the opening degree of the throttle valve 32 (throttle opening degree) based on an electrical signal corresponding to the opening degree of the throttle valve 32 output from the throttle opening degree sensor 33 and input to the electronic control unit 100. The output control unit 151 calculates the opening degree of the accelerator grip 64 (accelerator opening degree) based on an electrical signal corresponding to the amount of operation of the accelerator operating member, which is output from the accelerator opening degree sensor 65 and input to the electronic control unit 100. The output control unit 151 calculates the opening degree of the accelerator grip 64 (accelerator opening degree) based on an electrical signal corresponding to the amount of operation of the accelerator operating member, which is output from the accelerator opening degree sensor 65 and input to the electronic control unit 100. The output control unit 151 calculates the vehicle speed of the saddle-riding type vehicle 1 based on an electrical signal indicating the rotational speed of the front wheel 73, which is output from the vehicle speed sensor 74 and input to the electronic control unit 100.

[0043] The output control unit 151 controls the driving state of the saddle-riding vehicle 1 by controlling the drive of the engine 20 based on the required values ​​of the calculated engine speed, the temperature of the engine 20, the intake pressure of the engine 20, the opening of the throttle valve 32, the opening of the accelerator grip 64, and the vehicle speed of the saddle-riding vehicle 1.

[0044] Here, the output control unit 151 includes a fuel injection control unit 152 , an ignition timing control unit 154 , and a throttle opening control unit 156 .

[0045] The fuel injection control unit 152 calculates a basic fuel injection amount based on the calculated engine speed and throttle opening, and calculates a fuel injection amount to be injected from the fuel injection valve 36 by correcting the calculated basic fuel injection amount based on the calculated temperature of the engine 20, the intake pressure of the engine 20, and the like. The fuel injection control unit 152 controls the drive of the fuel injection valve 36 to inject the calculated fuel injection amount. When the fuel injection control unit 152 determines that the urgency is high because the time to collision indicated by the electrical signal output from the urgency calculation unit 114 and input to the control unit 150 has changed from a state where it is equal to or greater than a predetermined threshold to a state where it is less than the threshold, the fuel injection control unit 152 starts executing the second control to stop the supply of fuel to the engine 20 at a predetermined frequency. Specifically, the fuel injection control unit 152 sets a predetermined fuel injection control period, a fuel injection stop period within the fuel injection control period, and a fuel injection period between the fuel injection stop periods, and opens the fuel injection valve 36 to inject fuel during the set fuel injection period, while closing the fuel injection valve 36 to stop fuel injection during the fuel injection stop period, thereby reducing the output of the engine 20. Here, in the fuel injection control period, the cumulative period of the fuel injection stop period is shorter than the cumulative period of the fuel injection period.

[0046] The ignition timing control unit 154 calculates a basic ignition timing based on the calculated engine speed and throttle opening of the engine 20, and calculates the ignition timing by correcting the calculated basic ignition timing based on the calculated temperature of the engine 20, the intake pressure of the engine 20, etc. The ignition timing control unit 154 controls the drive of the spark plug 28 so that the spark plug 28 ignites at the calculated ignition timing.

[0047] The throttle opening control unit 156 calculates a target throttle opening, which is a target opening to which the actual throttle opening of the throttle valve 32 is made to follow by feedback control, based on the calculated opening of the accelerator grip 64. The throttle opening control unit 156 controls the drive of the throttle motor 34 so that the actual throttle opening matches the calculated target throttle opening.

[0048] When the braking control unit 162 is executing the first control and the fuel injection control unit 152 is executing the second control, if the detection result indicated by the electrical signal output from the brake operation detection unit 102 and input to the control unit 150 is a detection result of either or both of a braking operation of the front wheel brake 75 and a braking operation of the rear wheel brake 78, the control unit 150 suspends the first control and, if necessary, suspends the second control. In this case, it is preferable that the braking control unit 162 suspends the first control by gradually reducing the brake pressure applied by the brake device 68. Furthermore, when the braking control unit 162 is executing the first control and the fuel injection control unit 152 is executing the second control, if the detection result indicated by the electrical signal output from the accelerator operation detection unit 104 and input to the control unit 150 is a detection result of an opening of the accelerator grip 64 to accelerate the saddle-riding type vehicle 1, the control unit 150 suspends the first control and the second control. At this time, it is preferable that the fuel injection control unit 152 gradually increases the fuel injection control period to gradually increase the fuel injection period and then interrupt the second control.

[0049] This type of interruption is also called an interruption by the driver, and is based on the driver (rider)-in-the-loop concept, which states that the driver is essentially a part of a driving assistance system such as an advanced driving assistance system. When the driver of the saddle riding vehicle 1 is driving the saddle riding vehicle 1 while recognizing environmental information such as the road traffic conditions around the saddle riding vehicle 1 and performing operations to avoid obstacles and the like around the saddle riding vehicle 1, one or both of the first control and the second control are temporarily interrupted (stopped) by interrupt processing or overwrite processing in order to give priority to the driver's operation.

[0050] The forward obstacle detection device 200 includes at least one of an imaging device such as a monocular or stereo camera, and a distance measurement / lateral direction device such as a millimeter-wave radar or LiDAR (Laser Imaging Detection and Ranging). The forward obstacle detection device 200 is provided on the frame member 10, and detects, via a bracket or the like (not shown), the presence of an obstacle in the traveling environment in front of the saddle riding type vehicle 1, the distance between the obstacle and the saddle riding type vehicle 1, and the status of the obstacle, etc. in the direction of the obstacle from the saddle riding type vehicle 1, and outputs an electrical signal indicating obstacle-related information on the status of the detected obstacle, etc. to the electronic control device 100.

[0051] <Operation of the driving assistance system for a straddle-type vehicle> The operation of the driving assistance system S for a straddle-type vehicle according to the embodiment of the present invention will be described in detail with reference to FIGS. 1 and 2. FIG.

[0052] When the saddle riding type vehicle 1 approaches an obstacle such as a vehicle ahead while traveling and the time to collision indicated by the electrical signal input from the urgency calculation unit 114 changes from a state where it is equal to or greater than a predetermined threshold to a state where it is less than the threshold, the braking control unit 162 of the control unit 150 determines that the urgency is high, and starts executing a first control to avoid a collision with the obstacle ahead, thereby outputting a control signal to the brake device 68 to control the drive of the brake device 68 and decelerating the saddle riding type vehicle 1. Furthermore, the fuel injection control unit 152 of the output control unit 151 of the control unit 150 starts executing a second control to avoid a collision with the obstacle ahead, thereby stopping the supply of fuel to the engine 20 at a predetermined frequency to reduce the output of the engine 20. Then, when the collision time indicated by the electrical signal input from the urgency calculation unit 114 changes from a situation in which it is less than a predetermined threshold to a situation in which it is equal to or greater than the threshold without receiving an electrical signal indicating the detection result of an operation by the driver from the operation detection unit 101 during execution of the first control and the second control, or when the obstacle-related information indicated by the electrical signal output from the forward obstacle detection device 200 and input to the electronic control unit 100 changes from a situation in which the presence of an obstacle ahead is detected to a situation in which it is not detected, the control unit 150 can determine that the urgency has decreased and terminate the first control and the second control.

[0053] For example, the braking control unit 162 can execute the first control when the saddle riding type vehicle 1 is traveling at a speed of 50 km / h to decelerate the saddle riding type vehicle 1 by automatic braking or the like, and can terminate the first control when the speed has decelerated to 30 km / h. Alternatively, the braking control unit 162 can execute the first control when the saddle riding type vehicle 1 is traveling at a speed of 100 km / h to decelerate the saddle riding type vehicle 1 by automatic braking or the like, and can terminate the first control when the saddle riding type vehicle 1 has decelerated to 80 km / h and is able to maintain an appropriate inter-vehicle distance from the vehicle traveling ahead.

[0054] On the other hand, when the control unit 150 is executing both the first control in the braking control unit 162 and the second control in the fuel injection control unit 152, if the braking control unit 162 and the fuel injection control unit 152 determine that the driver of the saddle-type vehicle 1 has taken evasive action against an obstacle ahead, the control unit 150 will interrupt one or both of the first control and the second control.

[0055] Specifically, when both the first control and the second control are being executed and the electrical signal output from and input to the brake operation detection unit 102 indicates a detection result of either or both of a braking operation of the front wheel brake 75 and a braking operation of the rear wheel brake 78, the control unit 150 determines that the driver of the saddle-riding type vehicle 1 has taken action to avoid an obstacle ahead. At this time, the control unit 150 suspends at least the first control in the braking control unit 162. Furthermore, when the control unit 150 suspends the second control in addition to suspending the first control, the control unit 150 outputs a control signal to the fuel injection valve from the fuel injection control unit 152 to cause the fuel injection valve 36 to inject fuel without providing a fuel injection suspension period. In this way, when both the first control and the second control are being executed and either or both of a braking operation of the front wheel brake 75 and a braking operation of the rear wheel brake 78 is performed, the control unit 150 suspends at least the first control and, if necessary, the second control as well.

[0056] Furthermore, when the electrical signal output from and input to the accelerator operation detection unit 104 indicates that the driver of the saddle riding type vehicle 1 has taken action to avoid an obstacle ahead, the control unit 150 determines that the driver of the saddle riding type vehicle 1 has taken action to avoid an obstacle ahead. At this time, the control unit 150 suspends the first control in the braking control unit 162 and suspends the execution of the second control in the fuel injection control unit 152. In this way, when the electrical signal output from and input to the accelerator operation detection unit 104 indicates that the driver has taken action to accelerate the saddle riding type vehicle 1 by opening the accelerator grip 64, the control unit 150 suspends both the first control and the second control. When suspending both the first control and the second control, the control unit 150 preferably suspends the second control after suspending the first control. In addition, when suspending both the first control and the second control, the control unit 150 may suspend the first control after suspending the second control, or may suspend the first control and the second control at the same time.

[0057] As is clear from the above description, in a first aspect of the driving assistance system S for a saddle riding type vehicle in this embodiment, the driving assistance system S for a saddle riding type vehicle is mounted on a saddle riding type vehicle 1, and includes an operation detection unit 101 that detects an operation by the driver of the saddle riding type vehicle 1, an urgency calculation unit 114 that calculates the time to collision until the saddle riding type vehicle 1 collides with an obstacle based on the distance between the saddle riding type vehicle 1 and an obstacle in front of the saddle riding type vehicle 1, and a braking control unit 115 that controls the braking state of the saddle riding type vehicle 1 when the time to collision calculated by the urgency calculation unit 114 changes from a state in which it is equal to or greater than a predetermined threshold to a state in which it is less than the threshold. and a control unit 150 that starts executing a first control that controls the output state of the engine 20 of the saddle-riding vehicle 1 and a second control that controls the output state of the engine 20 of the saddle-riding vehicle 1, and when the control unit 150 is executing both the first control and the second control and detects a preset operation by the operation detection unit 101, the control unit 150 interrupts one or both of the first control and the second control, thereby making it possible to stabilize the behavior of the saddle-riding vehicle 1 when the driver performs a collision avoidance operation when driving assistance for the saddle-riding vehicle 1 is being provided by a plurality of different controls to avoid a collision with an obstacle or the like.

[0058] Furthermore, in a second aspect of the driving assistance system S for saddle-ride type vehicles in this embodiment, in addition to the first aspect, the preset operation is a brake operation, and when the operation detection unit 101 detects a brake operation, the control unit 150 can interrupt at least the first control while the first control and the second control are being executed.

[0059] Furthermore, in a third phase of the driving assistance system S for a saddle-riding type vehicle in this embodiment, in addition to the first or second phase, the control unit 150 controls the brake pressure in the first control, and when a preset operation is detected by the operation detection unit 101, gradually reduces the brake pressure and interrupts the first control, thereby smoothing out changes in pitch movement that occur in the saddle-riding type vehicle 1 when the first control is interrupted, thereby increasing safety when the first control is interrupted.

[0060] Furthermore, in a fourth aspect of the driving assistance system S for a saddle-riding type vehicle in this embodiment, in addition to any one of the first to third aspects, the control unit 150 stops the supply of fuel to the engine 20 for a predetermined fuel supply stop period during the second control, and when a preset operation is detected by the operation detection unit 101, gradually increases the fuel supply period during which fuel is supplied to the engine 20 and interrupts the second control.This makes it possible to stabilize the posture of the saddle-riding type vehicle 1 without transitioning to a sudden acceleration operation when the second control is interrupted, and to smooth out changes in the pitch movement that occur in the saddle-riding type vehicle 1 when the saddle-riding type vehicle 1 accelerates, thereby improving safety when the second control is interrupted.

[0061] Furthermore, in a fifth aspect of the driving assistance system S for saddle-riding vehicles in this embodiment, in addition to any one of the first to fourth aspects, when the control unit 150 interrupts both the first control and the second control, it can ensure contact between the front wheels 73 and the road surface by interrupting the first control and then the second control, thereby preventing slippage during collision avoidance operations.

[0062] Furthermore, in a sixth aspect of the driving assistance system S for a saddle-riding vehicle in this embodiment, in addition to any one of the first to fifth aspects, the preset operation is an acceleration operation of the saddle-riding vehicle 1, and when the operation detection unit 101 detects an acceleration operation, the control unit 150 interrupts both the first control and the second control, thereby reducing the discomfort felt by the driver.

[0063] It should be noted that the present invention is not limited to the above-described embodiment in terms of the type, shape, arrangement, number, etc. of the components, and it goes without saying that such modifications can be made as appropriate within the scope of the gist of the invention, such as by appropriately replacing the components with components that achieve equivalent effects.

[0064] Specifically, in the above embodiment, the output of the engine 20 is reduced by stopping fuel injection in the second control, but this is not limited to this, and the output of the engine 20 may also be reduced by driving the throttle valve 32 in the closing direction in the second control to reduce the throttle opening.

[0065] As described above, the present invention can provide a driving assistance system for a saddle-riding vehicle that can stabilize the behavior of the saddle-riding vehicle when the driver performs a collision avoidance operation when driving assistance for the saddle-riding vehicle is provided using a plurality of different controls to avoid a collision with an obstacle or the like, and due to its general-purpose, universal nature, it is expected to be widely applicable to driving assistance systems for saddle-riding vehicles such as motorcycles.

[0066] S... Driving assistance system for straddle-type vehicle 1... Staddle-type vehicle 10... Frame member 20... Engine 20'... Electric motor 22... Crankshaft 23... Crank angle sensor 24... Engine temperature sensor 26... Head 28... Spark plug 30... Intake pipe 31... Intake pressure sensor 32... Throttle valve 33... Throttle opening sensor 34... Throttle motor 36... Fuel injection valve 60... Handle support member 62... Handle 64... Accelerator grip 65... Accelerator opening sensor 66... ​​Front wheel brake lever 67... Brake switch 68... Brake device 72... Front suspension member 73... Front wheel 74... Vehicle speed sensor 75... Front wheel brake 76... Rear suspension member 77... Rear wheel 78... Rear wheel brake 100... Electronic control device 101... Operation detection unit 102... Brake operation detection unit 104... Accelerator operation detection unit 114: Urgency calculation unit 150: Control unit 151: Output control unit 152: Fuel injection control unit 154: Ignition timing control unit 156: Throttle opening control unit 162: Braking control unit 200: Forward obstacle detection device

Claims

1. A driving assistance system for a saddle riding type vehicle that is mounted on a saddle riding type vehicle, comprising: an operation detection unit that detects operations by a driver of the saddle riding type vehicle; a calculation unit that calculates a time to collision until a collision with an obstacle in front of the saddle riding type vehicle based on the distance between the saddle riding type vehicle and the obstacle; and a control unit that starts executing a first control that controls the braking state of the saddle riding type vehicle and a second control that controls the output state of a power source of the saddle riding type vehicle when the time to collision calculated by the calculation unit changes from a state where it is equal to or greater than a predetermined threshold to a state where it is less than the threshold, wherein the control unit, when executing both the first control and the second control, interrupts one or both of the first control and the second control when a preset operation is detected by the operation detection unit.

2. The driving assistance system for a saddle-type vehicle according to claim 1, characterized in that the preset operation is a brake operation, and the control unit interrupts at least the first control when the operation detection unit detects the brake operation.

3. A driving assistance system for a saddle-type vehicle as described in claim 1 or claim 2, characterized in that the control unit controls the brake pressure during the first control, and when the operation detection unit detects the predetermined operation, gradually reduces the brake pressure and interrupts the first control.

4. A driving assistance system for a saddle-type vehicle as described in claim 1 or claim 2, characterized in that the control unit stops the supply of fuel to the internal combustion engine, which is the power source, for a predetermined fuel supply stop period during the second control, and when the operation detection unit detects the predetermined operation, gradually increases the fuel supply period during which fuel is supplied to the internal combustion engine and interrupts the second control.

5. A driving assistance system for a saddle-type vehicle as described in claim 1 or claim 2, characterized in that, when both the first control and the second control are interrupted, the control unit interrupts the second control after interrupting the first control.

6. A driving assistance system for a saddle-riding type vehicle as described in claim 1, characterized in that the preset operation is an acceleration operation of the saddle-riding type vehicle, and the control unit interrupts both the first control and the second control when the operation detection unit detects the acceleration operation.

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