Driving assistance system for saddle-riding type vehicle

Abstract

In a driving assistance system (S, S') for a saddle-riding type vehicle, a position identification unit (152) identifies the position of a vehicle as a position with respect to an edge (L) of a travel path, a vehicle speed identification unit (156) identifies a target vehicle speed on the basis of the position of the vehicle and the curvature of a preceding path (C), and a control unit (158), before the vehicle enters the preceding path (C), executes vehicle speed control so that the vehicle speed becomes a target vehicle speed.

Description

Driving assistance system for saddle-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 they travel, research and development has been conducted on advanced driver-assistance systems (ADAS) that have a function to assist the driving operation of a vehicle driver. In relation to such advanced driver-assistance systems, a vehicle has been proposed that has a cornering assist function that controls the driving state of the vehicle when turning.

[0003] Under such circumstances, Patent Document 1 discloses a vehicle control device 100 that is applied to a saddle-ride type vehicle and that follows a preceding vehicle, and that includes a curvature acquisition unit 110 that acquires the curvature of the road ahead of the vehicle, and a driving force control unit 120 that limits the amount of change in the vehicle's driving force per unit time based on the curvature acquired by the curvature acquisition unit 110.

[0004] Patent No. 7366157

[0005] However, according to the inventor's investigations, Patent Document 1 focuses on the fact that adjustment of the bank angle by the driver is essential when a saddle-ride vehicle is turning, and aims to reduce delays in the driver's operation of the bank angle and improve the safety of the saddle-ride vehicle. However, when a saddle-ride vehicle is traveling on a road and turning, the width of one lane of the road is generally relatively wider than the width of the saddle-ride vehicle, and the driver has a much wider range of options for the driving line on which the saddle-ride vehicle can be driven compared to four-wheeled vehicles, etc., and therefore does not disclose anything about the need to control the vehicle speed when turning a saddle-ride vehicle in accordance with the driving line of the saddle-ride vehicle when turning, and further in accordance with the position of the saddle-ride vehicle before turning, which determines that driving line, and it is thought that there is room for improvement in this regard.

[0006] The present invention was made based on the above considerations, and aims to provide a driving assistance system for a saddle-ride type vehicle that can appropriately control the vehicle speed when turning, depending on the position of the saddle-ride type vehicle before turning.

[0007] In order to achieve the above object, in one aspect of the present invention, a driving assistance system for a saddle-ride type vehicle includes a position identification unit that identifies the vehicle position of the saddle-ride type vehicle on a roadway on which the saddle-ride type vehicle is traveling, a curvature identification unit that identifies the curvature of a preceding road, which is a curved roadway in the direction of travel of the saddle-ride type vehicle, relative to the vehicle position, a vehicle speed identification unit that identifies a target vehicle speed of the saddle-ride type vehicle on the preceding road, and a control unit that executes vehicle speed control to control the vehicle speed of the saddle-ride type vehicle, wherein the position identification unit identifies the vehicle position as a position relative to an end of the roadway, the vehicle speed identification unit identifies the target vehicle speed based on the vehicle position and the curvature, and the control unit executes the vehicle speed control before entering the preceding road so that the vehicle speed becomes the target vehicle speed.

[0008] According to the driving assistance system for a saddle-type vehicle relating to one aspect of the present invention described above, the position identification unit identifies the vehicle position as a position relative to the edge of the road, the vehicle speed identification unit identifies a target vehicle speed based on the vehicle position and the curvature of the road ahead, and the control unit executes vehicle speed control before entering the road ahead so that the vehicle speed becomes the target vehicle speed, thereby making it possible to appropriately control the vehicle speed of the saddle-type vehicle when turning depending on the position of the saddle-type vehicle before turning.

[0009] Fig. 1 is a side view showing the right side of a vehicle equipped with a driving assistance system for a saddle-riding type vehicle according to an embodiment of the present invention. Fig. 2 is a schematic diagram showing the configuration of the driving assistance system for a saddle-riding type vehicle according to this embodiment. Fig. 3 is a schematic top view showing an example of the positional relationship between a vehicle equipped with the driving assistance system for a saddle-riding type vehicle according to this embodiment and a road, and a driving line that can be selected according to this positional relationship. Fig. 4 is a schematic diagram showing the configuration of a modified example of the driving assistance system for a saddle-riding type vehicle according to this embodiment.

[0010] Hereinafter, a driving assistance system for a saddle-ride type vehicle according to an embodiment of the present invention will be described in detail with reference to the drawings. In the drawings, the x-axis, y-axis, and z-axis form a three-axis Cartesian coordinate system, in which the x-axis direction is the longitudinal direction of the vehicle, the forward direction is indicated as the positive direction of the x-axis, the y-axis direction is the width direction of the vehicle, the left direction is indicated as the positive direction of the y-axis, and the z-axis direction is the vertical direction of the vehicle, the upward direction is indicated as the positive direction of the z-axis.

[0011] [Configuration of Vehicle] First, with reference to FIG. 1, the configuration of a vehicle to which the driving assistance system for a saddle-ride type vehicle according to this embodiment is applied will be described in detail.

[0012] FIG. 1 is a side view showing the right side of a vehicle to which a driving assistance system for a saddle-ride type vehicle according to this embodiment is applied.

[0013] As shown in Figure 1 as a representative motorcycle, a type of saddle-ride vehicle, vehicle 1, which is a saddle-ride vehicle, typically includes a frame member 10, which is a vehicle body framework member made of metal such as iron pipe material, a drive source 20, which is an internal combustion engine, a steering / front suspension mechanism 30 that suspends front wheels 32, which are driven wheels, so that they can be steered, a front brake FB, a rear suspension mechanism 40 that suspends rear wheels 42, which are driven wheels, a rear brake RB, and an alarm A that notifies the driver of vehicle 1 of predetermined notification information visually, audibly, or the like. In addition to motorcycles, typical saddle-ride vehicles may also be small and lightweight three-wheeled or four-wheeled vehicles such as buggies. Furthermore, drive source 20 may be an engine, an electric motor, or a combination of an engine and an electric motor.

[0014] More specifically, the steering front suspension mechanism 30 typically includes a telescopic front fork 34 that suspends the front wheel 32 and is attached to a support member (reference numeral omitted) of the frame member 10, a steering stem 36 that is attached to the support member of the frame member 10, and a handle 38 that is an operation member used when steering the front wheel 32 and is fixed to the steering stem 36. Also, although not shown, a front brake FB is attached to the vehicle 1 as a braking mechanism that presses a friction member against an opposing member via an actuator to brake the front wheel 32.

[0015] The rear suspension mechanism 40 has a swing arm 44 that is set on the frame member 10 and supports the rear wheel 42 so that it can swing freely with a predetermined geometry around a pivot shaft (not shown) as the axis of rotation for swinging, and a rear spring / damper unit 46 that suspends the rear wheel 42. Also, although neither is shown, a rear brake RB is attached to the vehicle 1 as a braking mechanism that presses a friction member against a mating member via an actuator to brake the rear wheel 42.

[0016] [Configuration and Operation of Driving Assistance System for Saddle-Riding Type Vehicle] Next, the configuration and operation of the driving assistance system for a saddle-riding type vehicle according to this embodiment will be described in detail with reference to FIGS. 2 and 3. FIG.

[0017] 2 is a schematic diagram showing the configuration of a driving assistance system for a saddle-ride type vehicle according to this embodiment. It is also a schematic top view showing an example of the positional relationship between a vehicle equipped with the driving assistance system for a saddle-ride type vehicle according to this embodiment and a road, and a driving line that can be selected depending on this positional relationship. The positional representative point of the vehicle 1 may be any point or portion on a line extending longitudinally through the center of the vehicle 1 in the width direction. For example, the positional representative point of the vehicle 1 may be the head of a driver seated in the vehicle 1 on the layout.

[0018] As shown in FIG. 2 , the driving assistance system S for a saddle-ride type vehicle typically mainly includes an electronic control unit 100, an imaging device 200 which is an optical unit that captures and acquires information about the surrounding environment of the vehicle 1 as images of surrounding environmental objects, and an inertial measurement unit (IMU) 300 that measures the acceleration and angular acceleration of the vehicle 1.

[0019] Specifically, the electronic control device 100 is typically attached to a frame member 10 or the like, is mounted on the vehicle 1, and operates using a battery (not shown) as its power source, and is configured with an ECU (Electronic Control Unit) 10, which is an arithmetic processing device including a microcomputer (microcomputer) consisting of a CPU (Central Processing Unit) and functions as a control device that controls the driving state of the drive source 20 by executing a control program while referring to control data, and also functions as a control device that calculates the acceleration, angular acceleration, tilt angle, etc. of the vehicle 1 and controls its running state, the microcomputer being designated by the reference symbol 150. Note that such control programs and the like are pre-stored in a memory (not shown) and are read from the memory when they are executed.

[0020] In detail, the microcomputer 150 has, all shown as functional blocks, a position identification unit 152 that identifies the position of the vehicle 1 on the road on which the vehicle 1 is traveling, a curvature identification unit 154 that identifies the curvature of the preceding road, which is a curved road in the traveling direction of the vehicle 1, relative to the vehicle position, a vehicle speed identification unit 156 that identifies the target vehicle speed of the vehicle 1 on the preceding road, and a control unit 158 ​​that executes vehicle speed control to control the vehicle speed of the vehicle 1. Note that each calculation process by the position identification unit 152 etc. of the microcomputer 150 is repeated, for example, at millisecond intervals while the electronic control device 100 is running.

[0021] The imaging device (imaging unit) 200 is an optical unit, typically a camera. However, devices other than cameras can be used as long as they are capable of capturing images of the environment, including the roadway along which the vehicle 1 is traveling and objects, within a predetermined imaging range. When a camera is used as the imaging device 200, a monocular camera or a stereo camera can be used. The imaging device 200 includes an imaging optical system and an imaging element (both not shown). The imaging optical system receives reflected light from objects in the surrounding environment around the vehicle 1 as incident light to capture images of the objects in the surrounding environment. The imaging element converts image data of the objects captured via the imaging optical system into an electrical signal and outputs the electrical signal representing the converted image data to the electronic control unit 100. The electronic control unit 100 calculates distances, angles, and other information related to the traveling state of the vehicle 1 based on the electrical signal input from the imaging element. Note that when calculating distances, angles, and other information related to the traveling state of the vehicle 1, accelerations and other information detected by the inertial measurement unit 300 may also be referenced. From this perspective, the inertial measurement unit 300 is an optional component of the driving assistance system S for saddle-riding vehicles.

[0022] The inertial measurement unit 300 includes an inertial sensor (not shown) that detects acceleration in three directions (directions parallel to the x-axis, y-axis, and z-axis) and angular acceleration around three axes (roll axis, pitch axis, and yaw axis) in the vehicle 1, and outputs electrical signals indicating the detected acceleration and angular acceleration to the electronic control unit 100. The electronic control unit 100 controls the operating state of the drive source 20 and the running state of the vehicle 1 based on the electrical signals input from the inertial measurement unit 300.

[0023] Here, in the microcomputer 150 of the electronic control device 100, the position identification unit 152 indicates the imaging information of the environment of the vehicle 1 captured by the imaging device 200 and, based on the electrical signal output from the imaging device 200, identifies the coordinate position of the vehicle 1 (the positional representative point of the vehicle 1) in the width direction relative to the reference position as the vehicle position of the vehicle 1, using the position of the end of the road in such environment as a reference position.

[0024] Specifically, as shown in FIG. 3 , the roadway R on which the vehicle 1 travels includes a preceding roadway C that curves with a curvature r ahead of the direction of travel of the vehicle 1. The preceding roadway C has a start position C1 where the curve begins and an end position C2 where the curve ends. Before entering the preceding roadway C, the vehicle 1 passes through a forward position C1′ that is a predetermined distance before the start position C1. Based on the imaging information obtained by the imaging device 200 capturing an image of the environment of the vehicle 1 and an electrical signal output from the imaging device 200, the position identification unit 152 identifies, at the forward position C1′, the position of the center of a white line L (which may be a line of a color other than white) that indicates the end of the roadway R in the width direction and corresponds to the vehicle 1 in the width direction as a reference position P0. By calculating the distance from the reference position P0 to the coordinate position of the vehicle 1 in the width direction, the position identification unit 152 identifies a vehicle position P1′, etc., which is a position in the width direction relative to the reference position P0. In this case, three types of vehicle positions P1' to P3' are shown as representative positions that the vehicle 1 can take. Vehicle position P1' is the position when the vehicle 1 is traveling in the center of the lane of the travel road R, vehicle position P2' is the position when the vehicle 1 is traveling in a portion closer to the white line L of the lane of the travel road R than vehicle position P1', and vehicle position P3' is the position when the vehicle 1 is traveling in a portion farther away from the white line L of the lane of the travel road R than vehicle position P1'. Note that the position identification unit 152 is not limited to imaging information from the imaging device 200, and can also identify the vehicle position of the vehicle 1 based on position information from a GPS (Global Positioning System) or environmental information from a navigation system, etc. In addition, if the position identification unit 152 is unable to identify the widthwise end L of the road R after identifying the end L, it may identify the vehicle position using a virtual end L' defined by extending the identified end L in the direction of travel of the vehicle 1.

[0025] Furthermore, if vehicle 1 passes forward position C1' at vehicle position P1' and arrives at vehicle position P1 at start position C1 of the preceding path C, the driving lines that vehicle 1 can take before reaching end position C2 of the preceding path C include, for example, driving line I1, which is on the inside of the curve, connecting vehicle position P1 to vehicle position PI, which is an inner position closer to white line L at end position C2, and driving line O1, which is on the outside of the curve, connecting vehicle position P1 to vehicle position PO, which is an outer position farther from white line L at end position C2. Similarly, if vehicle 1 passes forward position C1' at vehicle position P2' and arrives at vehicle position P2 at start position C1 of the preceding path C, the driving lines that vehicle 1 can take before reaching end position C2 of the preceding path C include, for example, driving line I2 as the inside of the curve and driving line O2 as the outside of the curve.If vehicle 1 passes forward position C1' at vehicle position P3' and arrives at vehicle position P3 at start position C1 of the preceding path C, the driving lines that vehicle 1 can take before reaching end position C2 of the preceding path C include, for example, driving line I3 as the inside of the curve and driving line O3 as the outside of the curve. Furthermore, if the driver of vehicle 1 has excellent skills, when passing forward position C1' at vehicle position P3', it is possible to assume that the bank angle of vehicle 1 will be made earlier and larger, causing vehicle 1 to pass a position close to vehicle position P1 between vehicle positions P1 and P3 at the start position C1 of the preceding path C, and then pass on the inside of the curve of the preceding path C as it approaches driving line I1, and then, at the end position C2 of the preceding path C, approach vehicle position PO, which is the outside position of the curve, from the inside and pass, so as to take a driving line such as a so-called out-in-out line.

[0026] The curvature identification unit 154 calculates the curvature of the trajectory of the center position of the white line L that indicates the widthwise edge of the road R in the environment and corresponds to the vehicle 1 in the widthwise direction, based on the imaging information obtained by the imaging device 200 capturing an image of the environment of the vehicle 1 and the electrical signal output from the imaging device 200, and identifies the curvature as the curvature r of the preceding road C. Note that the curvature identification unit 154 can also identify the curvature r of the preceding road C based not only on the imaging information from the imaging device 200 but also on environmental information from a navigation system, etc. Furthermore, the curvature identification unit 154 may identify the curvature r using a virtual edge L', similar to the position identification unit 152.

[0027] The vehicle speed identification unit 156 identifies the target vehicle speed of the vehicle 1 based on the vehicle position of the vehicle 1 identified by the position identification unit 152 and the curvature of the preceding road C identified by the curvature identification unit 154 .

[0028] 3 , if the vehicle position of the vehicle 1 when the vehicle 1 reaches the forward position C1′ is determined to be P3′ by the position determination unit 152, and the curvature of the preceding road C beyond that is determined to be r by the curvature determination unit 154, the vehicle speed determination unit 156 calculates a vehicle speed of the vehicle 1 based on the vehicle position P3′ and the curvature r, such that the vehicle 1 will travel along a driving line I3, O3, I3′, or the like without deviating from the preceding road C or causing the vehicle 1 to overturn, and determines this as the target vehicle speed of the vehicle 1. Also, for example, if the vehicle position of the vehicle 1 when the vehicle 1 reaches the forward position C1′ is determined to be P1′ or P2′ by the position determination unit 152, the driving line to be achieved will be I1, O1, I2, or the like, and therefore the target vehicle speed determined by the vehicle speed determination unit 156 will be a different vehicle speed. This means that when the vehicle 1 is at a vehicle position when it reaches a position on a travel path R or the like that is different from the forward position C1' in its traveling direction, in order to realize the driving line that should be maintained, the target vehicle speed specified by the vehicle speed specification unit 156 will be yet another different vehicle speed. Similarly, for example, when the preceding road C has a compound curvature, such as a plurality of curvatures, in order to realize the driving line that should be maintained, the target vehicle speed specified by the vehicle speed specification unit 156 will be yet another different vehicle speed.

[0029] Furthermore, the driving line of the vehicle 1 will also differ depending on the road conditions of the driving path R, particularly the preceding path C, and therefore the target vehicle speed determined by the vehicle speed determination unit 156 will also differ if the vehicle speed determination unit 156 takes into account the road conditions of the preceding path C, etc. Such road conditions include one or more characteristics selected from the group consisting of the inclination angle, smoothness, friction coefficient, color of the lane, shape of the lane, and number of preceding paths C.

[0030] The control unit 158 ​​executes feedback vehicle speed control so that the vehicle speed of the vehicle 1 coincides with the target vehicle speed identified by the vehicle speed identification unit 156 before the vehicle 1 enters the preceding road C or while the vehicle 1 is traveling on the preceding road C. As a result, before the vehicle 1 enters the preceding road C and while the vehicle 1 is traveling on the preceding road C, the vehicle speed approaches the target vehicle speed and further substantially coincides with the target vehicle speed. At this time, the control unit 158 ​​executes feedback vehicle speed control so that the vehicle speed of the vehicle 1 coincides with the target vehicle speed identified by the vehicle speed identification unit 156 by controlling the operating state of the drive source 20 and the braking states of the front brake FB and the rear brake RB, etc.

[0031] In addition, when the control unit 158 ​​performs vehicle speed control by feeding back the vehicle speed of the vehicle 1 so that it matches the target vehicle speed identified by the vehicle speed identification unit 156, it activates an alarm A before the vehicle speed of the vehicle 1 is actually changed to notify the driver that the vehicle speed of the vehicle 1 will be changed.

[0032] As is clear from the above explanation, in the first phase of the driving assistance system S for saddle-ridden vehicles in this embodiment, the position identification unit 152 identifies the vehicle position as a position relative to the end L of the road, the vehicle speed identification unit 156 identifies the target vehicle speed based on the vehicle position and the curvature of the preceding road C, and the control unit 158 ​​performs vehicle speed control before entering the preceding road C so that the vehicle speed becomes the target vehicle speed.Therefore, the vehicle speed of the saddle-ridden vehicle 1 when turning can be appropriately controlled depending on the position of the saddle-ridden vehicle 1 before turning.

[0033] Furthermore, in the second aspect of the driving assistance system S for saddle-ride type vehicles in this embodiment, in addition to the first aspect, an imaging unit 200 is further provided that captures images of the environment of the saddle-ride type vehicle 1, and the position identification unit 152 identifies the vehicle position using the image information captured by the imaging unit 200, so that the vehicle position can be identified more appropriately.

[0034] In addition, in the third phase of the driving assistance system S for saddle-type vehicles in this embodiment, in addition to the first or second phase, the vehicle speed determination unit 156 determines the target vehicle speed using not only the vehicle position and curvature but also the road conditions related to the preceding road C, so that the target vehicle speed can be determined more appropriately.

[0035] In addition, in a fourth aspect of the driving assistance system S for saddle-type vehicles in this embodiment, in addition to the third aspect, the road conditions include one or more items selected from the group consisting of the inclination angle of the road surface of the preceding road C, smoothness, friction coefficient, color of the lane, shape of the lane, and number of preceding roads C, so that the target vehicle speed can be more appropriately determined.

[0036] Furthermore, in a fifth aspect of the driving assistance system S for saddle-ride type vehicles in this embodiment, in addition to any one of the first to fourth aspects, the vehicle speed determination unit 156 determines a first-position-corresponding target vehicle speed when the vehicle position is a first position, and determines a second-position-corresponding target vehicle speed that is different from the first-position-corresponding target vehicle speed when the vehicle position is a second position that is different from the first position, so that a different and appropriate target vehicle speed can be determined depending on the vehicle position.

[0037] Furthermore, in a sixth aspect of the driving assistance system S for saddle-ride type vehicles in this embodiment, in addition to any one of the first to fifth aspects, the vehicle speed determination unit 156 determines a first curvature-corresponding target vehicle speed when the curvature is a first curvature, and determines a second curvature-corresponding target vehicle speed that is different from the first curvature-corresponding target vehicle speed when the curvature is a second curvature that is different from the first curvature, so that a different and appropriate target vehicle speed can be determined depending on the curvature.

[0038] Furthermore, in a seventh aspect of the driving assistance system S for a saddle-ride type vehicle in this embodiment, in addition to the configuration having the imaging unit 200 in any one of the second to sixth aspects, the imaging unit 200 includes a camera, so that the vehicle position can be more appropriately identified.

[0039] Furthermore, in an eighth aspect of the driving assistance system S for a saddle-ride type vehicle in this embodiment, in addition to the configuration having the imaging unit 200 in any one of the first to seventh aspects, it is further provided with a notification unit A that issues a notification to the driver, and the control unit 158 ​​issues a notification by the notification unit A before controlling the vehicle speed so that the vehicle speed matches the target vehicle speed through vehicle speed control, thereby making it possible to prompt the driver to perform appropriate driving operations by making the driver aware in advance that the vehicle speed will change.

[0040] [Configuration of a Modified Example of the Driving Assistance System for a Saddle-Riding Type Vehicle] Next, with reference to FIG. 4, a configuration of a modified example of the driving assistance system for a saddle-riding type vehicle according to the present embodiment will be described in detail together with its operation.

[0041] FIG. 4 is a schematic diagram showing the configuration of a modified example of the driving assistance system for a saddle-ride type vehicle according to the present embodiment.

[0042] 4, in the configuration of the driving assistance system S' for a saddle-ridden vehicle in this modified example, the microcomputer 150' of the electronic control unit 100' has a prediction unit 162 as a functional block, and accordingly, an electrical signal from the detector 400 is output to the electronic control unit 100', which is the main difference from the configuration of the driving assistance system S for a saddle-ridden vehicle described above. The following description will focus on these differences, and the same components will be assigned the same reference numerals and detailed description thereof will be omitted.

[0043] Specifically, the detector (detection unit) 400 detects the acceleration / deceleration operations of the driver of the vehicle 1, and examples thereof include an accelerator opening sensor that detects the opening degree (accelerator opening degree) of the accelerator grip, which is the accelerator operating member used by the driver to operate the accelerator of the vehicle 1, and a brake operation sensor that detects whether or not the driver is operating the brake operating member used to operate the front brake FB or rear brake RB of the vehicle 1.

[0044] Furthermore, the prediction unit 162 calculates a predicted vehicle speed of the vehicle 1 that should be achieved on the preceding road C by the acceleration / deceleration operation of the driver of the vehicle 1, based on an electrical signal output from the detector 400 that indicates the acceleration / deceleration operation of the driver of the vehicle 1, and identifies this as the predicted vehicle speed. The vehicle speed identification unit 156 then identifies a target vehicle speed of the vehicle 1 on the preceding road C based on the predicted vehicle speed in addition to the vehicle position of the vehicle 1 identified by the position identification unit 152 and the curvature of the preceding road C identified by the curvature identification unit 154. For example, when an acceleration operation of the driver is detected, the vehicle speed identification unit 156 can increase the target vehicle speed of the vehicle 1 in accordance with the degree of the acceleration operation, i.e., the degree of increase in the predicted vehicle speed, and when a deceleration operation of the driver is detected, the vehicle speed identification unit 156 can decrease the target vehicle speed of the vehicle 1 in accordance with the degree of the deceleration operation, i.e., the degree of decrease in the predicted vehicle speed.

[0045] In the driving assistance system S' for saddle-ride type vehicles in this modified example, in addition to any one of the first to seventh aspects of the driving assistance system S for saddle-ride type vehicles, it further comprises a detection unit 400 that detects acceleration / deceleration operations by the driver of the saddle-ride type vehicle 1, and a prediction unit 162 that obtains a predicted vehicle speed that predicts the vehicle speed of the saddle-ride type vehicle 1 that should be achieved on the preceding road C based on the acceleration / deceleration operations detected by the detection unit 400, and the control unit 158 ​​controls the vehicle speed taking the predicted vehicle speed into consideration, so it can identify a target vehicle speed that also takes into consideration the acceleration / deceleration operations of the driver.

[0046] 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.

[0047] As described above, the present invention can provide a driving assistance system for a saddle-ride vehicle that can appropriately control the vehicle speed when turning, depending on the position of the saddle-ride vehicle before turning, and due to its general-purpose and universal nature, it is expected to be widely applicable to driving assistance systems for motorcycles, automobiles, etc.

[0048] S, S'... Driving assistance system for saddle-ride type vehicle 1... Saddle-ride type vehicle 10... Frame member 20... Drive source 30... Steering / front suspension mechanism 32... Front wheel 34... Telescopic front fork 36... Steering stem 38... Handlebar 40... Rear suspension mechanism 42... Rear wheel 44... Swing arm 46... Rear damper / spring unit 100, 100'... Electronic control device 150, 150'... Microcomputer 152... Position identification unit 154... Curvature identification unit 156... Vehicle speed identification unit 158... Control unit 162... Prediction unit 200... Imaging device 300... Inertial measurement unit FB... Front brake RB... Rear brake A... Alarm

Claims

1. A driving assistance system for a saddle-ride type vehicle comprising: a position identification unit that identifies the vehicle position of the saddle-ride type vehicle on a roadway on which the saddle-ride type vehicle is traveling; a curvature identification unit that identifies the curvature of a preceding road, which is a curved roadway in the direction of travel of the saddle-ride type vehicle, relative to the vehicle position; a vehicle speed identification unit that identifies a target vehicle speed of the saddle-ride type vehicle on the preceding road; and a control unit that executes vehicle speed control to control the vehicle speed of the saddle-ride type vehicle, wherein the position identification unit identifies the vehicle position as a position relative to an end of the roadway, the vehicle speed identification unit identifies the target vehicle speed based on the vehicle position and the curvature, and the control unit executes the vehicle speed control before entering the preceding road so that the vehicle speed becomes the target vehicle speed.

2. A driving assistance system for a saddle-ride type vehicle as described in claim 1, further comprising an imaging unit that captures images of the environment of the saddle-ride type vehicle, and wherein the position identification unit identifies the vehicle position using image information captured by the imaging unit.

3. A driving assistance system for a saddle-type vehicle as described in claim 1, characterized in that the vehicle speed determination unit determines the target vehicle speed using road conditions related to the preceding road in addition to the vehicle position and the curvature.

4. A driving assistance system for a saddle-type vehicle as described in claim 3, characterized in that the road conditions include one or more selected from the group consisting of the inclination angle of the road surface of the preceding road, the smoothness of the road surface, the friction coefficient of the road surface, the color of the lanes on the road surface, the shape of the lanes on the road surface, and the number of the preceding roads.

5. The driving assistance system for a saddle-type vehicle described in claim 1, characterized in that the vehicle speed identification unit identifies a first position-corresponding target vehicle speed when the vehicle position is a first position, and identifies a second position-corresponding target vehicle speed different from the first position-corresponding target vehicle speed when the vehicle position is a second position different from the first position.

6. The driving assistance system for a saddle-type vehicle described in claim 1, characterized in that the vehicle speed identification unit identifies a first curvature-corresponding target vehicle speed when the curvature is a first curvature, and identifies a second curvature-corresponding target vehicle speed different from the first curvature-corresponding target vehicle speed when the curvature is a second curvature different from the first curvature.

7. A driving assistance system for a saddle-ride type vehicle as described in claim 1, further comprising: a detection unit that detects acceleration / deceleration operations by the driver of the saddle-ride type vehicle; and a prediction unit that obtains a predicted vehicle speed by predicting the vehicle speed of the saddle-ride type vehicle that should be achieved on the preceding road based on the acceleration / deceleration operations detected by the detection unit, wherein the control unit controls the vehicle speed taking the predicted vehicle speed into consideration in the vehicle speed control.

8. A driving assistance system for a saddle-ride type vehicle according to claim 2, wherein the imaging unit includes a camera.

9. A driving assistance system for a saddle-ride type vehicle as described in claim 1, further comprising an alarm unit that issues an alert to the driver, wherein the control unit issues the alert by the alarm unit before controlling the vehicle speed so that the vehicle speed matches the target vehicle speed through the vehicle speed control.

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