Driving support system for saddle-riding type vehicle

Abstract

In a driving support system (S, S') for saddle-riding type vehicle, when at least one of first control for controlling a state of braking a saddle-riding type vehicle (1) and second control for controlling a state of notification to a driver of the saddle-riding type vehicle (1) is executed, the executed control is interrupted if a first distance (DW2, DW3), which is a distance in a first direction intersecting with the traveling direction of the saddle-riding type vehicle (1), between the saddle-riding type vehicle (1) and a lateral edge (L) of a traveling path (R) on which the saddle-riding type vehicle (1) is traveling, has changed from a state of being equal to or greater than a predetermined threshold (DT2) to a state of being smaller than the predetermined threshold (DT2).

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 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. Among such advanced driver assistance systems, a forward collision warning (FCW) system and an autonomous emergency braking (AEB) system monitor the speed of the host vehicle, the relative speed between the host vehicle and a preceding vehicle, and the distance between the host vehicle and surrounding objects. For example, a forward collision warning (FCW) system has a function of warning the driver of the possibility of a collision when the host vehicle gets too close to the preceding vehicle, and an autonomous emergency braking (AEB) system has a function of autonomously applying the brakes when the host vehicle gets too close to the preceding vehicle.

[0003] Under such circumstances, Patent Document 1 discloses a method for detecting evasive maneuvers in single-track vehicles and controlling a driving assistance system, in which the steering torque is continuously measured, a determination is made as to whether the steering torque satisfies the conditions for evasive maneuvers, and a determination is made as to whether the driving operation immediately before the evasive maneuver, parameters such as vehicle speed and roll angle, etc., satisfy additional conditions for evasive maneuvers, and if both the conditions for evasive maneuvers and the additional conditions are satisfied, the setting of brake assist parameters is changed.

[0004] EP 4124525

[0005] However, according to the inventor's investigations, in Patent Document 1, it is necessary to provide additional sensors such as a steering torque sensor and a steering angle sensor for determining the conditions for avoidance maneuvers, which makes the configuration complicated and leads to increases in weight and cost, and therefore it is believed that there is room for improvement in this regard.

[0006] The present invention was made based on the above-mentioned considerations, and aims to provide a driving assistance system for a saddle-ride type vehicle that can determine whether the driver is performing an avoidance maneuver without using additional sensors such as a steering torque sensor or a steering angle sensor.

[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 an emergency braking control unit that executes a first control to control the braking state of the saddle-ride type vehicle, a notification control unit that executes a second control to control the notification state to the driver of the saddle-ride type vehicle, and a distance determination unit that determines as a first distance the distance between the saddle-ride type vehicle and the widthwise end of the road on which the saddle-ride type vehicle is traveling, in a first direction that intersects with the direction of travel of the saddle-ride type vehicle, and the driving assistance system for a saddle-ride type vehicle further includes an interruption control unit that interrupts at least one of the controls being executed when the first distance changes from being equal to or greater than a predetermined threshold value to being less than the predetermined threshold value while at least one of the first control and the second control is being executed.

[0008] According to the driving assistance system for a saddle-ride type vehicle according to one aspect of the present invention, when at least one of a first control that controls the braking state of the saddle-ride type vehicle and a second control that controls the notification state to the driver of the saddle-ride type vehicle is being executed, if a first distance, which is the distance between the saddle-ride type vehicle and the widthwise edge of the roadway on which the saddle-ride type vehicle is traveling and which is the distance in a first direction that intersects with the direction of travel of the saddle-ride type vehicle, changes from a state where it is equal to or greater than a predetermined threshold to a state where it is less than the predetermined threshold, the executed control is interrupted, thereby making it possible to reliably determine that the driver is performing an evasive maneuver without using additional sensors such as a steering torque sensor or a steering angle sensor, and to appropriately interrupt the executed control.

[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 time chart showing, from above, the time-series behavior of a vehicle equipped with the driving assistance system for a saddle-riding type vehicle, as an example of the operation of the driving assistance system for a saddle-riding type vehicle according to this embodiment. 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 and direction of travel of the vehicle, with the forward direction indicated as the positive direction of the x-axis, the y-axis direction is the width direction of the vehicle, with the leftward direction indicated as the positive direction of the y-axis, and the z-axis direction is the vertical direction of the vehicle, with the upward direction indicated as the positive direction of the z-axis.

[0011] [Configuration of the 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] In more detail, 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 (not shown) 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 operating member when steering the front wheel 32 and is fixed to the steering stem 36.

[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, using 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.

[0016] The front brake FB is mounted on the vehicle 1 as a braking mechanism for braking the front wheels 32, and the rear brake RB is mounted on the vehicle 1 as a braking mechanism for braking the rear wheels 42. These typically include, although not shown, a brake device including a brake caliper, a cylinder for transmitting hydraulic pressure to the brake caliper in response to the amount of operation of a brake operating member such as a brake lever, an electric motor for generating hydraulic pressure in the cylinder, and an electronic control unit. The brake devices are actuated to generate the respective braking forces. The electronic control units of the brake devices control the electric motors based on command signals sent from a control unit 150 of an electronic control device 100, the details of which will be described later, thereby causing the front brake FB and the rear brake RB to generate braking forces corresponding to the sent command signals. The electronic control unit of the brake devices may be a single unit common to the front brake FB and the rear brake RB, or may be multiple separate units. Alternatively, such a hydraulic brake device may be applied only to the front brake FB, and a wire-type brake device may be applied to the rear brake RB. Also, the front brake FB and the rear brake RB may be of an interlocking type in which they are interlocked with each other.

[0017] [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.

[0018] Fig. 2 is a schematic diagram showing the configuration of a driving assistance system for a saddle-riding type vehicle according to this embodiment. Fig. 3 is a time chart showing, from a top view, the time-series behavior of a vehicle equipped with the driving assistance system for a saddle-riding type vehicle, as an example of the operation of the driving assistance system for a saddle-riding type vehicle according to this embodiment. The position of the vehicle 1 may be any position on a line extending longitudinally through the center of the vehicle 1 in the width direction. However, in Fig. 3, the position is shown corresponding to the head position of a driver seated in the vehicle 1 in the layout. In Fig. 3, an object O present in front of the vehicle 1 represents another vehicle traveling or stopped in front of the host vehicle 1.

[0019] 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.

[0020] Specifically, the electronic control device 100 is typically mounted on a frame member 10 or the like, is installed in the vehicle 1, and operates using a battery (not shown) as a power source, and is configured with an ECU (Electronic Control Unit) 10, which is an arithmetic processing device including a microcomputer (CPU) or the like, 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, and has a control unit 150 shown as a functional block. Note that such control programs, etc. are pre-stored in a memory (not shown) and are read from the memory when they are executed.

[0021] In detail, the control unit 150, all of which are shown as functional blocks, has a distance determination unit 152 that determines a first distance, which is the distance between the widthwise end of the road on which the vehicle 1 is traveling and the vehicle 1, in a first direction that intersects with the direction of travel of the vehicle 1; an emergency braking control unit 154 that is a braking control unit that executes a first control (first control process: collision damage mitigation braking) that controls the braking state of the vehicle 1 for emergencies; a notification control unit 156 that executes a second control (second control process: forward collision warning) that controls the notification state to the driver of the vehicle 1; and an interruption control unit 158 ​​that interrupts the control being executed when, when at least one of the first control by the emergency braking control unit 154 and the second control by the notification control unit 156 is being executed, the first distance, which is the distance between the widthwise end of the road on which the vehicle 1 is traveling and the vehicle 1, in a first direction that intersects with the direction of travel of the vehicle 1, changes from a situation where it is equal to or greater than a predetermined threshold to a situation where it is less than the predetermined threshold. A series of processes such as calculation processes related to distance determination by the distance determination unit 152 of the control unit 150 is repeated, for example, every millisecond while the electronic control device 100 is running, and when the time-series positions of the vehicle 1 are plotted and connected, a trajectory TR is shown as in Fig. 3. Note that the first direction may be any direction that is not parallel to the traveling direction of the vehicle 1 but intersects it, but from the perspective of convenience in distance determination, it is preferably the width direction.

[0022] 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.

[0023] 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.

[0024] Here, in the control unit 150 of the electronic control device 100, the distance determination unit 152 calculates the distance between the position of the vehicle 1 and the position of the edge of the road or the position of the outer edge of an object in the environment, based on the imaging information of the environment captured by the imaging device 200 and the electrical signal output from the imaging device 200, and determines the calculated distance as the distance between the position of the vehicle 1 and the edge of the road or the outer edge of the object. The distance determination unit 152 also determines whether the determined distance is less than a predetermined threshold defined depending on the direction in which the distance was determined. Note that the distance determination unit 152 can determine the distance to a portion of the object other than its outer edge. The distance determination unit 152 can also determine the distance to the vehicle 1 based on not only the imaging information from the imaging device 200, but also position information from a GPS (Global Positioning System), environmental information from a navigation system, etc.

[0025] When the emergency braking control unit 154 determines that the time to collision is less than the first predetermined threshold, it sends an emergency braking control signal to the electronic control units of the brake devices for the front brakes FB and the rear brakes RB, causing the emergency braking control unit 154 to initiate emergency braking operations of the front brakes FB and the rear brakes RB. When the emergency braking control unit 154 determines that the time to collision is equal to or greater than the first predetermined threshold, it does not send an emergency braking control signal to the electronic control units of the brake devices for the front brakes FB and the rear brakes RB, causing the emergency braking control unit 154 to initiate emergency braking operations of the front brakes FB and the rear brakes RB. Note that, for convenience, the braking of the front brakes FB and the rear brakes RB by the emergency braking control unit 154 is referred to as emergency braking to distinguish it from normal braking of the front brakes FB and the rear brakes RB caused by driver operation, etc., and this does not in any way impede normal braking itself. Furthermore, emergency braking may involve actuation of the front brake FB. The time to collision is typically calculated by the control unit 150 based on the distance between the object and the vehicle 1 in the forward / backward direction (direction of travel) and the relative vehicle speed between the object and the vehicle 1.

[0026] When the notification control unit 156 determines that the time to collision is less than the first predetermined threshold, it sends a notification instruction signal to the alarm A to cause the alarm A to start an alarm operation to notify the driver that the vehicle is approaching an object, whereas when the notification control unit 156 determines that the time to collision is equal to or greater than the first predetermined threshold, it does not send a notification instruction signal to the alarm A and does not cause the alarm A to start an alarm operation. Note that at least one of the control of the emergency braking operation of the front brake FB and the rear brake RB by the emergency braking control unit 154 and the control of the notification operation of the alarm A by the notification control unit 156 may be executed. In general, it is preferable to cause the alarm A to start an alarm operation to notify the driver that the vehicle is approaching an object before the timing at which the emergency braking control unit 154 starts the emergency braking operation of the front brake FB and the rear brake RB, thereby urging the driver to recognize in advance that an emergency braking operation will be started. In addition, in this case, the threshold value for initiating the notification operation of the notification control unit 156 can be set to a required predetermined threshold value different from the first predetermined threshold value, rather than being set to the same first predetermined threshold value as the threshold value for initiating the emergency braking operation of the emergency braking control unit 154.

[0027] When the emergency braking control unit 154 controls the emergency braking operation of the front brake FB and the rear brake RB, if the distance determination unit 152 determines that the distance in the direction intersecting the fore-and-aft direction between the position of the end of the road that it has identified and the position of the vehicle 1, typically in the width direction, is less than a second predetermined threshold, the interruption control unit 158 ​​sends an emergency braking interruption control signal to the electronic control unit of the brake devices of the front brake FB and the rear brake RB to temporarily stop and interrupt the emergency braking operation of the front brake FB and the rear brake RB, and if the distance determination unit 152 determines that the distance in the direction intersecting the fore-and-aft direction between the position of the end of the road that it has identified and the position of the vehicle 1, typically in the width direction, is equal to or greater than the second predetermined threshold, the interruption control unit 158 ​​does not send an emergency braking interruption control signal to the electronic control unit of the brake devices of the front brake FB and the rear brake RB, and does not interrupt the emergency braking operation of the front brake FB and the rear brake RB.

[0028] Furthermore, when the control of the alarm control unit 156 on the alarm A is executed, if the distance identification unit 152 determines that the distance in the direction intersecting the fore-and-aft direction between the position of the end of the travel path identified by it and the position of the vehicle 1, typically in the width direction, is less than a second predetermined threshold, the interruption control unit 158 ​​sends an announcement interruption instruction signal to the alarm A to temporarily stop and interrupt the announcement operation of the alarm A, and if the distance identification unit 152 determines that the distance in the direction intersecting the fore-and-aft direction between the position of the end of the travel path identified by it and the position of the vehicle 1, typically in the width direction, is equal to or greater than the second predetermined threshold, the interruption control unit 158 ​​does not send an announcement interruption instruction signal to the alarm A and does not interrupt the announcement operation of the alarm A. Note that the interruption control by the interruption control unit 158 ​​on the emergency braking operation of the front brake FB and the rear brake RB and the interruption control on the announcement operation of the alarm A may be such that the interruption control on at least one of them is executed in accordance with the operation being executed.

[0029] 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 vehicle 1 is driving vehicle 1 while recognizing environmental information such as the road traffic conditions around vehicle 1 and performing operations to avoid obstacles around vehicle 1, the operation of the emergency braking control unit 154 and the notification control unit 156 is temporarily cut off (stopped) by interrupt processing or overwrite processing in order to give priority to the driver's operation.

[0030] Here, as shown in Figure 3, at time t1, the control unit 150 calculates the longitudinal distance between the outer edge (the outer edge on the rear side in the longitudinal direction) of an object O located ahead of the vehicle 1 in the direction of travel and the position of the vehicle 1, and the relative vehicle speed between the object O and the vehicle 1, based on the imaging information obtained by the imaging device 200 capturing an image of the environment of the vehicle 1 and the electrical signals output from the imaging device 200, and determines that the time to collision TTC1 calculated based on this distance and relative vehicle speed has changed from greater than or equal to the first predetermined threshold value DT1 to less than the first predetermined threshold value DT1, and also determines that the widthwise distance DW1 between the position of the vehicle 1 and the white line (which may be a line of a color other than white) L indicating the widthwise edge of the roadway R, typically its center, is greater than or equal to the second predetermined threshold value DT2.

[0031] Therefore, the emergency braking control unit 154 sends an emergency braking control signal to the electronic control units of the brake devices of the front brake FB and the rear brake RB to start the emergency braking operation of the front brake FB and the rear brake RB, and the notification control unit 156 sends a notification instruction signal to the annunciator A to start the annunciator A's notification operation to notify that the distance between the position of the object O and the position of the vehicle 1 is shortening. However, the interruption control unit 158 ​​does not send an emergency braking interruption control signal to the electronic control units of the brake devices of the front brake FB and the rear brake RB, nor does it send an announcement interruption instruction signal to the annunciator A.

[0032] Next, at time t2, the vehicle 1 is steering toward the white line L due to the driver's steering or shifting of the center of gravity, etc., causing the trajectory TR to deviate toward the white line L, and is approaching from behind the object O located in front of the vehicle 1 in the direction of travel, and the collision margin TTC2 becomes shorter than the collision margin TTC1 and is determined to be less than the first predetermined threshold value DT1, as was the case at time t1, and the widthwise distance DW2 between the center of the white line L, which indicates the widthwise edge of the roadway R, and the position of the vehicle 1 becomes shorter than the distance DW1 and is determined to be greater than or equal to the second predetermined threshold value DT2, as was the case at time t1.

[0033] Therefore, the emergency braking control unit 154 continues to send emergency braking control signals to the electronic control units of the brake devices for the front brake FB and the rear brake RB, causing the front brake FB and the rear brake RB to continue executing the emergency braking operation, and the notification control unit 156 sends a notification instruction signal to the annunciator A, causing the annunciator A to continue executing the notification operation to notify that the distance between the position of the object O and the position of the vehicle 1 is shortening. However, the interruption control unit 158 ​​does not send emergency braking interruption control signals to the electronic control units of the brake devices for the front brake FB and the rear brake RB, nor does it send an announcement interruption instruction signal to the annunciator A.

[0034] Next, at time t3, vehicle 1 continues to deviate its trajectory TR toward the white line L and approaches from behind an object O located in front of vehicle 1 in the direction of travel, and the time to collision TTC3 becomes shorter than the time to collision TTC2 and is determined to be less than the first predetermined threshold value DT1, as it was at time t2. Meanwhile, the widthwise distance DW3 between the center of the white line L, which indicates the widthwise edge of the roadway R, and the position of vehicle 1 becomes shorter than the distance DW2 and is determined to have changed from greater than or equal to the second predetermined threshold value DT2 to less than the second predetermined threshold value DT2.

[0035] Therefore, the interruption control unit 158 ​​sends an emergency braking interruption control signal to the brake devices of the front brake FB and the rear brake RB, interrupting the emergency braking operation of the front brake FB and the rear brake RB, and sends an alarm interruption instruction signal to the alarm A, interrupting the alarm operation of the alarm A.

[0036] Next, at time t4, vehicle 1 continues to deviate its trajectory TR toward the white line L and approaches from behind an object O located in front of vehicle 1 in the direction of travel, and the time to collision TTC4 becomes shorter than the time to collision TTC3 and is determined to be less than the first predetermined threshold value DT1, as at time t3.In addition, the widthwise distance DW4 between the center of the white line L, which indicates the widthwise edge of the roadway R, and the position of vehicle 1 becomes shorter than the distance DW3 and is determined to be less than the second predetermined threshold value DT2, as at time t3.

[0037] Therefore, the interruption control unit 158 ​​continues to send emergency braking interruption control signals to the electronic control units of the brake devices of the front brake FB and rear brake RB, thereby maintaining the state in which the front brake FB and rear brake RB are performing emergency braking operations, and continues to send an alarm interruption instruction signal to the alarm A, thereby maintaining the state in which the alarm operation of the alarm A is interrupted.

[0038] However, here, when it is determined that the time to collision is less than the first predetermined threshold value DT1 and the situation in which the widthwise distance between the center of the white line L indicating the widthwise end of the road R and the position of the vehicle 1 is determined to be less than the second predetermined threshold value DT2 continues for a predetermined time or more, a configuration example can be adopted in which the emergency braking operation of the front brake FB and the rear brake RB by the emergency braking control unit 154 is interrupted and the alarm operation of the alarm A is interrupted.In such a case, when the period has elapsed between time t3 and time t4, at time t3, the emergency braking control unit 154 continues to perform the emergency braking operation of the front brake FB and the rear brake RB, the alarm control unit 156 causes the alarm A to continue to perform the alarm operation to notify that the distance between the position of the object O and the position of the vehicle 1 is shortening, and the interruption control unit 158 ​​does not interrupt the emergency braking operation of the front brake FB and the rear brake RB, and does not interrupt the alarm operation of the alarm A. In such a case, at time t4, the interruption control unit 158 ​​sends an emergency braking interruption control signal to the electronic control units of the brake devices of the front brake FB and the rear brake RB, interrupting the emergency braking operation of the front brake FB and the rear brake RB, and sends an alarm interruption instruction signal to the alarm A, interrupting the alarm operation of the alarm A.

[0039] Next, at time t5, vehicle 1 continues to deviate its trajectory TR toward the white line L, and approaches from behind the object O located in front of vehicle 1 in the direction of travel, moving to the side of the object O, so that vehicle 1 is positioned between object O and the white line L. The time to collision TTC5 becomes shorter than the time to collision TTC4 and is determined to be less than the first predetermined threshold value DT1, as at time t4. The widthwise distance DW5 between the center of the white line L, which indicates the widthwise edge of the roadway R, and the position of vehicle 1 becomes shorter than the distance DW4 and is determined to be less than the second predetermined threshold value DT2, as at time t4. The distance DW5 is determined to be less than the widthwise distance DW5' between the outer edge of object O (the outer edge on the widthwise side of the white line L) and the position of vehicle 1.

[0040] Therefore, the interruption control unit 158 ​​continues to send emergency braking interruption control signals to the electronic control units of the brake devices of the front brake FB and the rear brake RB, maintaining the interruption of the emergency braking operation of the front brake FB and the rear brake RB, and continues to send an announcement interruption instruction signal to the annunciator A, maintaining the interruption of the announcement operation of the annunciator A. Note that when the distance DW5 is taken in a direction intersecting the longitudinal direction of the vehicle 1, the distance DW5' is taken to be line-symmetrical with respect to the intersecting direction with respect to the longitudinal direction of the vehicle 1.

[0041] Next, at time t6, after time t5', vehicle 1 completes steering, and vehicle 1 is now moving straight ahead, beyond the white line L and ahead of the center of object O, meaning that vehicle 1 has essentially completed its avoidance of object O.

[0042] Therefore, at time t6, the emergency braking control unit 154 does not send an emergency braking control signal to the electronic control units of the brake devices of the front brake FB and the rear brake RB, and terminates the emergency braking operation of the front brake FB and the rear brake RB, and the notification control unit 156 does not send a notification instruction signal to the alarm A, and causes the alarm A to terminate the notification operation of notifying that the distance between the position of the object O and the position of the vehicle 1 is shortening. Note that with regard to the avoidance of the vehicle 1 from the object O, it may be considered that the avoidance is completed when the rear end of the vehicle 1 is in front of the front end of the object O.

[0043] However, here, at time t5', the vehicle 1 (not shown) is relatively closer to the white line L than the object O and is to the side of the object O, while the distance in the direction of travel (front-rear vehicle distance) between the outer edge of the object O and the position of the vehicle 1 is zero.Therefore, for example, when it is determined that the distance DW5 is less than the distance DW5' at time t5, even if the emergency braking operation of the front brake FB and the rear brake RB continues to be suspended and the alarm operation of the alarm A continues to be suspended, at time t5' the interruption control unit 158 ​​may stop sending emergency braking interruption control signals to the electronic control units of the brake devices of the front brake FB and the rear brake RB and stop sending alarm interruption instruction signals to the alarm A.

[0044] In addition, if the distance determination unit 152 is unable to identify the widthwise end of the road R, i.e., the center of the white line L indicating the widthwise end of the road R, it may determine the widthwise distances DW1 to DW5, etc. using a virtual end defined by extending the identified end, i.e., the identified center of the white line L, in the direction of travel of the vehicle 1.

[0045] As is clear from the above explanation, in the first aspect of the saddle-ride type vehicle driving assistance system S in this embodiment, when at least one of the first control that controls the braking state of the saddle-ride type vehicle 1 and the second control that controls the notification state to the driver of the saddle-ride type vehicle 1 is being executed, if the first distance DW2, DW3, which is the distance between the saddle-ride type vehicle 1 and the widthwise end L of the roadway R on which the saddle-ride type vehicle 1 is traveling and which is the distance in a first direction intersecting the direction of travel of the saddle-ride type vehicle 1, changes from a state where it is equal to or greater than a predetermined threshold value DT2 to a state where it is less than the predetermined threshold value DT2, the executed control is interrupted, and the relative distance between the white line L and the vehicle's trajectory TR is measured without using additional sensors such as a steering torque sensor or steering angle sensor.As a result, by detecting that the relative distance is shortening, it can be reliably determined that the vehicle 1 is taking evasive action toward the white line L in an attempt to avoid an obstacle O ahead, and the executed control can be appropriately interrupted. In other words, the vehicle trajectory TR is calculated by determining the positional relationship (distance) between the white line L, such as a lane or center line, of the roadway R, and the vehicle 1. By detecting the approach of the trajectory TR to the white line L, it is determined that the driver is taking evasive action, and a forward collision warning or collision mitigation braking (particularly, collision mitigation braking) is suspended, thereby preventing the driver's evasive action from being impeded. In addition to the forward collision warning and collision mitigation braking, adaptive cruise control (ACC) and lane keeping assist system (LKAS) may be applied as the first control and the second control. Furthermore, in order to determine whether the driver is taking evasive action, the turning state of the saddle-ride type vehicle 1 may be detected and referenced, based on the roll rate, etc.

[0046] In addition, in a second aspect of the driving assistance system S for saddle-ride type vehicles in this embodiment, the distance determination unit 152 determines a first distance, which is the distance between the widthwise end L of the road R on which the saddle-ride type vehicle 1 is traveling and the saddle-ride type vehicle 1, at predetermined time intervals, and which is the distance in a first direction that intersects with the direction of travel of the saddle-ride type vehicle 1. When the first distance determined by the distance determination unit 152 at a first time is defined as the forward specified first distance, and the first distance determined by the distance determination unit 152 at a second time that is a predetermined time after the first time is defined as the rear specified first distance, if the forward specified first distance is the first distance when it changes from a value equal to or greater than a predetermined threshold to a value less than the predetermined threshold, and the rear specified first distance is less than the forward specified first distance, the interruption control unit maintains a state in which at least one of the controls is interrupted, thereby more reliably determining that the vehicle 1 is taking evasive action toward the white line L in an attempt to avoid the obstacle O ahead, and more appropriately interrupting the control being executed.

[0047] In addition, in the third aspect of the driving assistance system S for saddle-ride type vehicles in this embodiment, in addition to the first or second aspect, it further includes an imaging unit 200 that captures images of the environment of the saddle-ride type vehicle, and the distance determination unit 152 determines the first distances DW1 to DW5' using the imaging information from the imaging unit 200, so that the first distances DW1 to DW5' can be determined more reliably.

[0048] Furthermore, in a fourth aspect of the driving assistance system S for saddle-ride type vehicles in this embodiment, in addition to the third aspect, the distance determination unit 152 determines as the second distance DW5' the distance between the widthwise end L of the object O indicated by the imaging information from the imaging unit 200 and the saddle-ride type vehicle 1, the distance in a second direction that is opposite to the first direction with respect to the traveling direction of the saddle-ride type vehicle 1 and intersects linearly symmetrically with respect to the traveling direction, and when the first distance DW5 is equal to or greater than the second distance DW5', the interruption control unit 158 ​​maintains a state in which at least one control is interrupted, thereby ensuring more time for the driver to take evasive action and making it easier to avoid the object O.

[0049] Furthermore, in a fifth aspect of the driving assistance system S for saddle-ride type vehicles in this embodiment, in addition to the third or fourth aspect, the distance determination unit 152 determines the distance between the object O indicated by the image information captured by the imaging unit 200 and the saddle-ride type vehicle 1 in the direction of travel of the saddle-ride type vehicle 1 as a third distance, and the interruption control unit 158 ​​maintains a state in which at least one control is interrupted until the third distance becomes zero, thereby ensuring more time for the driver to take evasive action and making it easier to avoid the object O.

[0050] In addition, in a sixth aspect of the driving assistance system S for saddle-type vehicles in this embodiment, in addition to any one of the third to fifth aspects, the imaging unit 200 includes a camera, so that the first distance can be reliably determined.

[0051] Furthermore, in a seventh aspect of the driving assistance system S for a saddle-ride type vehicle according to the present embodiment, in addition to any one of the first to sixth aspects, when the distance determination unit 152 is unable to identify the end L after identifying the end L in the width direction of the road R, the distance determination unit 152 determines the first distance using a virtual end L' defined by extending the identified end L in the traveling direction of the saddle-ride type vehicle 1, so that the first distance can be determined even when the end L cannot be identified. Note that when the end L cannot be identified after identifying the end L in the width direction of the road R, instead of determining the first distance using the virtual end L', the first distance may be determined by converting it using an end of a white line or the like that can serve as a reference for an adjacent lane or the like.

[0052] [Configuration of a Modified Example of the Driving Assistance System for a Saddle-Riding Type Vehicle] Next, with reference to FIG. 4, the 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.

[0053] 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.

[0054] 4, the configuration of the driving assistance system S' for a saddle-riding type vehicle in this modified example is mainly different from the configuration of the driving assistance system S for a saddle-riding type vehicle described above in that the imaging device 200' has a distance identification unit 202. The following description will focus on this difference, and the same components will be assigned the same reference numerals and detailed description thereof will be omitted.

[0055] Specifically, the imaging device 200' of this modified example is similar to the imaging device 200 described above, except that it has a distance determination unit 202, and is based on the configuration of a camera or the like that is capable of capturing images of the environment including the path the vehicle 1 is traveling on and objects, and has a configuration in which the distance determination unit 152 in the control unit 150 of the electronic control device 100 described above is provided as the distance determination unit 202. Correspondingly, in the control unit 150' of the electronic control device 100 of this modified example, the distance determination unit 152 that was provided in the control unit 150 of the electronic control device 100 is omitted.

[0056] That is, typically, the image capturing device 200′ includes a microcomputer including a CPU or the like, and the distance determination unit 202 is realized as a functional block thereof. The function of the image capturing device 200′ is similar to that of the distance determination unit 152 described above.

[0057] In the driving assistance system S' for a saddle-ride type vehicle in this modified example, in addition to any one of the first to seventh aspects of the driving assistance system S for a saddle-ride type vehicle, the camera 200' that functions as an imaging unit is equipped with a distance determination unit 202, thereby simplifying the configuration of the electronic control unit 100'.

[0058] 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.

[0059] As described above, the present invention can provide a driving assistance system for a saddle-ride type vehicle that can determine whether the driver is performing an avoidance maneuver without using additional sensors such as a steering torque sensor or a steering angle sensor, and because of its versatile and universal nature, it is expected to be widely applicable to driving assistance systems for motorcycles, automobiles, etc.

[0060] 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... Handle 40... Rear suspension mechanism 42... Rear wheel 44... Swing arm 46... Rear damper / spring unit 100, 100'... Electronic control device 150, 150'... Control unit 152... Distance determination unit 154... Braking control unit (emergency braking control unit) 156... Notification control unit 158... Interruption control unit 200, 200'... Imaging device 202... Distance determination unit 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: an emergency braking control unit that executes a first control to control the braking state of the saddle-ride type vehicle; a notification control unit that executes a second control to control the notification state to the driver of the saddle-ride type vehicle; and a distance determination unit that determines as a first distance the distance between the saddle-ride type vehicle and the widthwise edge of the road on which the saddle-ride type vehicle is traveling, in a first direction that intersects with the traveling direction of the saddle-ride type vehicle, wherein the driving assistance system for a saddle-ride type vehicle further comprises an interruption control unit that interrupts at least one of the controls being executed when at least one of the first control and the second control is being executed and the first distance changes from being equal to or greater than a predetermined threshold to being less than the predetermined threshold.

2. The distance determination unit determines the first distance at predetermined time intervals, and when the first distance determined by the distance determination unit at a first time is defined as the forward-specified first distance and the first distance determined by the distance determination unit at a second time that is the predetermined time after the first time is defined as the backward-specified first distance, if the forward-specified first distance is the first distance when it changes from greater than or equal to the predetermined threshold to less than the predetermined threshold, and the backward-specified first distance is less than the forward-specified first distance, the interruption control unit maintains the state in which at least one of the controls is interrupted. This is a driving assistance system for a saddle-ride type vehicle as described in claim 1.

3. A driving assistance system for a saddle-ride type vehicle as described in claim 2, further comprising an imaging unit that captures images of the environment of the saddle-ride type vehicle, and wherein the distance determination unit determines the first distance using image information from the imaging unit.

4. The driving assistance system for a saddle-ride type vehicle described in claim 3, characterized in that the distance determination unit determines as a second distance the distance between the widthwise end of the object indicated by the image information captured by the imaging unit and the saddle-ride type vehicle, the distance in a second direction being opposite to the first direction with respect to the traveling direction of the saddle-ride type vehicle and intersecting the traveling direction in a line-symmetrical manner, and the interruption control unit maintains a state in which at least one of the controls is interrupted when the first distance is less than the second distance.

5. The driving assistance system for a saddle-ride type vehicle described in claim 3, characterized in that the distance determination unit determines the distance between the object indicated by the image information captured by the imaging unit and the saddle-ride type vehicle in the traveling direction of the saddle-ride type vehicle as a third distance, and the interruption control unit maintains the state in which at least one of the controls is interrupted until the third distance becomes zero.

6. A driving assistance system for a saddle-ride type vehicle according to claim 3, wherein the imaging unit includes a camera.

7. A driving assistance system for a saddle-ride type vehicle according to claim 6, wherein the camera is provided with the distance determination unit.

8. A driving assistance system for a saddle-ride type vehicle as described in any one of claims 1 to 7, characterized in that if the distance determination unit is unable to identify the end in the width direction of the travel path after identifying the end, it determines the first distance using a virtual end defined by extending the identified end in the direction of travel of the saddle-ride type vehicle.

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