Control device and control method

Abstract

There is provided a control device that executes a control mode in which a positional relationship adjustment operation is executed for adjusting the positional relationship between a motorcycle and a preceding vehicle of the motorcycle to a target positional relationship, the control device being capable of improving the safety of a rider of the motorcycle in the control mode. The control device controls the behavior of the motorcycle and comprises an execution unit that executes the control mode in which the positional relationship adjustment operation is executed for adjusting the positional relationship between the motorcycle and the preceding vehicle of the motorcycle to the target positional relationship by automatically causing the motorcycle to accelerate or decelerate. Furthermore, the execution unit controls, in the control mode, a safe operation for the rider of the motorcycle on the basis of driving characteristic information about the driver of the preceding vehicle.

Description

[0001] [Document name] Statement

[0002] [Title of invention] Control device and control method

[0003] [Technical Field]

[0004] [. 0 0 1] This disclosure relates to a control device and a control method for controlling the behavior of a motorcycle.

[0005] [Background technology]

[0006]

[002] Conventionally, there are known technologies for assisting riders of saddle-type vehicles such as motorcycles in driving. For example, Patent Document 1 discloses a rider assistance system that warns a motorcycle rider that he or she is inappropriately approaching an obstacle based on information detected by a sensor device that detects an obstacle in the direction of travel or substantially in the direction of travel.

[0007] [Prior art documents]

[0008] [Patent documents]

[0009]

〇 0 0 3

[0010] [Patent Document 1] Japanese Patent Application Laid-Open No. 2009-116882

[0011] Summary of the Invention

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

[0013]

[0004] One technology for assisting motorcycle driving is a positional relationship adjustment operation that automatically accelerates or decelerates the vehicle to adjust the positional relationship between the vehicle and a preceding vehicle to a target positional relationship. Motorcycles, for example, have fewer wheels supporting the body than four-wheeled vehicles, and the distance between the wheels is also shorter than that of four-wheeled vehicles, resulting in greater body tilt and pitching than four-wheeled vehicles. Therefore, in a control mode in which the positional relationship adjustment operation is performed, the stability of the motorcycle's body behavior is likely to be more susceptible to the driving characteristics of the driver of the preceding vehicle than four-wheeled vehicles such as automobiles. Specifically, if the preceding vehicle is driving unstably, the positional relationship adjustment operation may, for example, cause the motorcycle's body posture to become unstable.

[0014]

[0005] The present invention has been made in light of the above circumstances, and aims to provide a control device that executes a control mode in which a positional relationship adjustment operation is performed to adjust the positional relationship between a motorcycle and a vehicle preceding the motorcycle to a target positional relationship, and that can improve the safety of the motorcycle rider in the control mode. Another aim of the present invention is to provide a control method that executes a control mode in which a positional relationship adjustment operation is performed to adjust the positional relationship between a motorcycle and a vehicle preceding the motorcycle to a target positional relationship, and that can improve the safety of the motorcycle rider in the control mode.

[0015]

[0006] In order to solve the above problems, the control device according to the present invention is a control device that controls the behavior of a motorcycle, and includes an execution unit that executes a control mode in which a positional relationship adjustment operation is performed to adjust the positional relationship between the motorcycle and a vehicle preceding the motorcycle to a target positional relationship by automatically accelerating or decelerating the motorcycle, and further, the execution unit controls safety operations for the rider of the motorcycle in the control mode based on driving characteristic information of the driver of the vehicle preceding.

[0016]

[0007] To solve the above problem, the control method according to the present invention is a control method for controlling the behavior of a motorcycle, in which an execution unit of a control device executes a control mode in which a positional relationship adjustment operation is performed to adjust the positional relationship between the motorcycle and a vehicle preceding the motorcycle to a target positional relationship by automatically accelerating or decelerating the motorcycle, and further, the execution unit controls safety operations for the rider of the motorcycle in the control mode based on driving characteristic information of the driver of the vehicle preceding. [Effects of the Invention]

[0017]

[0008] The present invention provides a control device that executes a control mode in which a positional relationship adjustment operation is performed to adjust the positional relationship between a motorcycle and a preceding vehicle to a target positional relationship, and in which the safety of the motorcycle rider can be improved in the control mode. Also, the present invention provides a control method that executes a control mode in which a positional relationship adjustment operation is performed to adjust the positional relationship between a motorcycle and a preceding vehicle to a target positional relationship, and in which the safety of the motorcycle rider can be improved in the control mode.

[0018] [Brief explanation of the drawings]

[0019] [ 0 0 0 9 ]

[0020] [Figure 1] A schematic diagram showing an example of the general configuration of a motorcycle.

[0021] [Figure 2] Block diagram showing an example of the functional configuration of a control device.

[0022] [Fig. 3] A schematic diagram showing a state in which a motorcycle is traveling behind a vehicle ahead of the motorcycle.

[0023] FIG. 4 is a flowchart showing an example of the flow of processing (control flow) performed by the control device during execution of a control mode in which a positional relationship adjustment operation is performed to adjust the positional relationship between the motorcycle and a preceding vehicle to a target positional relationship.

[0024] [Mode for Carrying Out the Invention]

[0025]

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

[0026]

[0011] The configurations, operations, etc. described below are examples, and the present invention is not limited to such configurations, operations, etc.

[0027]

[0012] In the following, the same or similar descriptions are appropriately simplified or omitted. In addition, in each drawing, the same or similar members or parts are not designated by symbols, or are designated by the same symbols. In addition, the illustration of detailed structures is appropriately simplified or omitted.

[0028]

[0013] <Configuration of Motorcycle> With reference to Figs. 1 and 2, the configuration of a control device 16 according to an embodiment of the present invention and a motorcycle 1 equipped with the control device 16 will be described.

[0029]

[0014] Fig. 1 is a schematic diagram showing an example of the overall configuration of a motorcycle 1. In Fig. 1, motorcycle 1 is shown as a two-wheeled motorcycle, but motorcycle 1 in this embodiment is not limited to this and may be a motorcycle other than a two-wheeled motorcycle (for example, a three-wheeled motorcycle). Furthermore, motorcycle 1 may be, for example, a motorcycle, a scooter, an electric scooter, etc. Motorcycle 1 may be a motorcycle powered by an engine or an electric motor.

[0030]

[0015] As shown in Figure 1, motorcycle 1 includes, for example, a drive source 11, a brake control unit 12, a notification unit 13, an ambient environment sensor 14, a wheel speed sensor 15, and a control device 16. However, the configuration of motorcycle 1 is not limited to this, and for example, it may be configured without at least one of brake control unit 12, notification unit 13, ambient environment sensor 14, and wheel speed sensor 15.

[0031]

[0016] The drive source 11 outputs a drive force that is transmitted to a drive wheel (e.g., the rear wheel 3) of the motorcycle 1. In this embodiment, the drive source 11 is an engine, but is not limited to this and may be, for example, an electric motor.

[0032]

[0017] The brake control unit 12 is a unit that controls and adjusts the braking force applied to the wheels of the motorcycle 1. The wheels may be the front wheels 2 and rear wheels 3 of the motorcycle 1, or only the front wheels 2 or only the rear wheels 3. The brake control unit 12 is, for example, a fluid pressure adjustment unit that adjusts the braking force applied to the wheels by adjusting the hydraulic pressure of the brake fluid in wheel cylinders (not shown). The brake control unit 12 may also be a control unit that controls the position of the braking parts (e.g., brake pads) of the wheels of the motorcycle 1 using electrical signals (so-called brake-by-wire).

[0033]

[0018] The notification unit 13 notifies the rider of information. Notification methods include, for example, visual notification and auditory notification. Examples of the notification unit 13 include a liquid crystal display, a lamp (such as an indicator lamp), and a buzzer. The position at which the notification unit 13 is provided on the motorcycle 1 is not particularly limited. For example, the notification unit 13 may be provided near the mirror of the motorcycle 1, or may be provided forward of the handlebars of the motorcycle 1. The notification unit 13 may also be provided on clothing worn by the rider (such as a helmet or gloves).

[0034]

[0019] The ambient environment sensor 14 detects ambient environment information relating to the environment around the motorcycle 1. The ambient environment sensor 14 may be provided, for example, at least in the front of the body of the motorcycle 1. In the motorcycle 1 shown in FIG. 1, the ambient environment sensor 14 is provided only in the front of the body of the motorcycle 1, but the location of the ambient environment sensor 14 is not limited to this. The ambient environment sensor 14 may be provided, for example, in the front and rear of the body of the motorcycle 1, or in the front and sides of the body. The ambient environment sensor 14 may also be provided in the front of the body of the motorcycle 1 and in the mirrors of the motorcycle 1.

[0035]

[0020] The surrounding environment information detected by the surrounding environment sensor 14 may be information related to the distance or direction to objects located around the motorcycle 1 (e.g., relative position, relative distance, relative speed, relative acceleration, passing time difference, time until collision, etc.), or information related to the characteristics of objects located around the motorcycle 1 (e.g., the type of object, the shape of the object, marks attached to the object, etc.). The surrounding environment information detected by the surrounding environment sensor 14 mounted on the motorcycle 1 may also include driving characteristic information of the driver of the preceding vehicle, which will be described later. Examples of the surrounding environment sensor 14 include radar, lidar sensors, ultrasonic sensors, cameras, etc. Examples of the objects include vehicles (e.g., two-wheeled, three-wheeled, four-wheeled vehicles, etc.), obstacles (e.g., trees, rocks, etc.), animals, people, etc.

[0036]

[0021] Wheel speed sensor 15 is a sensor that detects the wheel speed of the wheels of motorcycle 1 (for example, the number of rotations of the wheel [rpm] or the distance traveled per unit time [km / h]). Wheel speed sensor 15 may also detect other physical quantities that can be substantially converted into the wheel speed of the wheels of motorcycle 1. In the example of FIG. 1, wheel speed sensors 15 are provided on front wheel 2 and rear wheel 3 of motorcycle 1, but the positions at which wheel speed sensors 15 are provided are not limited to this. For example, wheel speed sensor 15 may be provided only on front wheel 2, or only on rear wheel 3.

[0037]

[0022] The control device 16 controls the behavior of the motorcycle 1. The control device 16 also has the function of communicating with each device mounted on the motorcycle 1. Some or all of the control device 16 may be configured as a microcomputer, microprocessor unit, or may be configured as an updatable device such as firmware. Some or all of the control device 16 may also be a program module executed by commands from a CPU, etc. In the motorcycle 1, the control device 16 may be integrated into one unit, or may be divided into multiple units.

[0038]

[0023] Fig. 2 is a block diagram showing an example of the functional configuration of the control device 16. As shown in Fig. 2, the control device 16 has, for example, an acquisition unit 16a and an execution unit 16b. Note that the configuration of the control device 16 may not include the acquisition unit 16a.

[0039]

[0024] The acquisition unit 16a acquires information from each device mounted on the motorcycle 1 and outputs it to the execution unit 16b and the like. For example, the acquisition unit 16a acquires information from the ambient environment sensor 14 and the like. Also, for example, if the motorcycle 1 is equipped with a communication device capable of communicating with an external device, the acquisition unit 16a may acquire various types of information by wireless communication using the communication device. In the present invention, "acquisition of information" can include extraction or generation of information.

[0040]

[0025] The execution unit 16b executes a control mode in which a positional relationship adjustment operation is performed to adjust the positional relationship between the motorcycle 1 and a preceding vehicle (see preceding vehicle 4 in Figure 3 described later) to a target positional relationship by automatically accelerating or decelerating the motorcycle 1. In other words, the execution unit 16b has the function of executing the positional relationship adjustment operation.

[0041]

[0026] Examples of the positional relationship adjustment operation include adaptive cruise control. In the following, an example in which adaptive cruise control is executed as the positional relationship adjustment operation will be described, but the positional relationship adjustment operation is not limited to this. For example, the positional relationship adjustment operation may be an operation that is not released even when the rider operates the accelerator, and that changes the target positional relationship according to the amount of accelerator operation by the rider.

[0042]

[0027] In the control mode described above, the execution unit 16b can execute a positional relationship adjustment operation. For example, when the motorcycle 1 is in a starting state, the control mode described above is not executed. When the rider operates a switch using an input device (including, for example, a push button used for rider operation) mounted on the motorcycle 1, the control mode described above is executed.

[0043]

[0028] Here, during execution of the control mode, the state of the control mode can transition between a state in which the positional relationship adjustment operation is actually being performed and a state in which the positional relationship adjustment operation is temporarily suspended and not being performed. For example, during execution of the control mode, if a preceding vehicle whose positional relationship is to be adjusted is detected, the execution unit 16b can execute the positional relationship adjustment operation. On the other hand, during execution of the control mode, if a preceding vehicle whose positional relationship is to be adjusted is not detected, the execution unit 16b does not execute the positional relationship adjustment operation or temporarily suspends the positional relationship adjustment operation being performed. In this case, for example, during the control mode, the execution unit 16b executes an operation to adjust the speed of the motorcycle 1 to a target speed. The target speed is, for example, set in advance and stored in a memory element of the control device 16. Note that the rider may be able to manually set the target speed.

[0044]

[0029] Figure 3 is a schematic diagram showing a state in which the motorcycle 1 is traveling behind a preceding vehicle 4. In the example of Figure 3, the preceding vehicle 4 traveling in front of the motorcycle 1 in the same lane as the motorcycle 1 is detected by, for example, the surrounding environment sensor 14. At this time, when the execution unit 16b executes a positional relationship adjustment operation, the positional relationship between the motorcycle 1 and the preceding vehicle 4 can be adjusted to a target positional relationship. This allows the motorcycle 1 to follow the preceding vehicle 4.

[0045]

[0030] In the example of Fig. 3, the leading vehicle 4 is a four-wheeled automobile, but is not limited to this. For example, the leading vehicle 4 may be a motorcycle, a three-wheeled automobile, etc.

[0046]

[0031] In the positional relationship adjustment operation, for example, a target passing time difference is set, which is a target value for the passing time difference between motorcycle 1 and preceding vehicle 4 (specifically, the time it takes for motorcycle 1 to pass the current position of preceding vehicle 4 from the current time), and execution unit 16b controls the speed of motorcycle 1 so that this passing time difference is maintained at the target passing time difference. In other words, the positional relationship where the passing time difference becomes the target passing time difference corresponds to the target positional relationship. In this type of control, for example, acquisition unit 16a acquires the passing time difference based on information about the surrounding environment of motorcycle 1, and execution unit 16b controls the speed of motorcycle 1 as described above based on the passing time difference acquired by acquisition unit 16a.

[0047]

[0032] In the positional relationship adjustment operation, for example, a target inter-vehicle distance, which is a target value for the inter-vehicle distance between the motorcycle 1 and the preceding vehicle 4, is set, and the execution unit 16b may control the speed of the motorcycle 1 so that the inter-vehicle distance is maintained at the target inter-vehicle distance. In this case, the positional relationship that achieves the target inter-vehicle distance corresponds to the target positional relationship. Note that the inter-vehicle distance may be the distance along the lane in which the motorcycle 1 is traveling, or may be the distance in a straight line. In this type of control, for example, the acquisition unit 16a acquires the inter-vehicle distance based on information about the surrounding environment of the motorcycle 1, and the execution unit 16b can control the speed of the motorcycle 1 as described above based on the inter-vehicle distance acquired by the acquisition unit 16a.

[0048] For example, the execution unit 16 b controls the speed of the motorcycle 1 based on information about the speed of the motorcycle 1 obtained based on the wheel speed of the front wheel 2 and the wheel speed of the rear wheel 3. There are no particular limitations on the method by which the execution unit 16 b controls the speed of the motorcycle 1.

[0049] For example, the execution unit 16 b may control the speed of the motorcycle 1 by controlling the driving force acting on the motorcycle 1 to increase or decrease the acceleration of the motorcycle 1. The control of the driving force can be performed, for example, by the execution unit 16 b controlling the operation of the driving source 11. The execution unit 16 b may control the speed of the motorcycle by controlling the driving force acting on the motorcycle 1 to increase or decrease the deceleration of the motorcycle 1.

[0050]

[0035] For example, the execution unit 16 b may control the deceleration of the motorcycle 1 by controlling the braking force acting on the wheels of the motorcycle 1, thereby controlling the speed of the motorcycle 1. The control of the braking force can be performed, for example, by the execution unit 16 b controlling the operation of the brake control unit 12. The execution unit 16 b may also control the speed of the motorcycle 1 by controlling the acceleration of the motorcycle 1 by controlling the braking force acting on the wheels of the motorcycle 1.

[0051]

[0036] In this way, the speed of the motorcycle 1 is automatically controlled without the rider's acceleration or deceleration operations (i.e., accelerator and brake operations), thereby performing the positional relationship adjustment operation.

[0052]

[0037] <Operation of the control device> With reference to FIG. 4, the operation of the control device 16 according to this embodiment will be described.

[0053]

[0038] In this embodiment, the execution unit 16b further controls safety operations for the rider of the motorcycle 1 in the above control mode based on driving characteristic information of the driver of the preceding vehicle 4.

[0054]

[0039] As described above, a motorcycle has fewer wheels supporting the body than a four-wheeled vehicle, and the distance between the wheels is also shorter than that of a four-wheeled vehicle, so the degree to which the body tilts and pitches is greater than that of a four-wheeled vehicle. Therefore, in the control mode in which the positional relationship adjustment operation is performed, it can be assumed that the stability of the body behavior of the motorcycle 1 is more susceptible to the driving characteristics of the driver of the leading vehicle 4 than that of a four-wheeled vehicle such as an automobile. For example, if the driver of the leading vehicle 4 is inexperienced at driving a vehicle or is tailgating, the leading vehicle 4 may frequently accelerate or decelerate suddenly, or the driving position of the leading vehicle 4 may be unstable. In such a case, for example, if motorcycle 1 is following a preceding vehicle 4 while the above control mode is being executed, motorcycle 1 will also follow the movement of preceding vehicle 4, which may cause the body posture of motorcycle 1 to become unstable.

[0055]

[0040] Therefore, there is a demand for a control device that can improve the safety of the rider of the motorcycle 1 in the above control mode depending on the driving characteristics of the driver of the preceding vehicle 4.

[0056] In contrast to this, in this embodiment, the execution unit 16 b controls safety operations for the rider of the motorcycle 1 in the above control mode based on driving characteristic information of the driver of the leading vehicle 4. This makes it possible to control the body behavior of the motorcycle 1 in accordance with the driving characteristics of the driver of the leading vehicle 4. As a result, it is possible to avoid destabilization of the body posture of the motorcycle 1 even in cases such as when the driver of the leading vehicle 4 is inexperienced at driving a vehicle or is tailgating, as described above. Therefore, the control device 16 can improve the safety of the rider of the motorcycle 1 in accordance with the driving characteristics of the driver of the leading vehicle 4.

[0057]

[0042] Figure 4 is a flowchart showing an example of the processing flow (control flow) performed by the control device 16 during execution of the control mode. Step S101 in Figure 4 corresponds to the start of the control flow shown in Figure 4, and step S105 corresponds to the end of the control flow shown in Figure 4. The control flow shown in Figure 4 may be performed during execution of the positional relationship adjustment operation in the control mode, or may be performed when the positional relationship adjustment operation is not being executed. Furthermore, the positional relationship adjustment operation may be executed at any timing in the control flow shown in Figure 4.

[0058]

[0043] After the control flow in Fig. 4 starts, in step S102, the execution unit 16b determines whether a preceding vehicle 4 exists of the motorcycle 1 and whether the positional relationship between the motorcycle 1 and the preceding vehicle 4 satisfies a criterion. If the execution unit 16b determines in step S102 that a preceding vehicle 4 exists and that the positional relationship satisfies the criterion, the process proceeds to step S103. Also, in the example of Fig. 4, if the preceding vehicle 4 is not detected in step S102, or if the preceding vehicle 4 is detected but the positional relationship does not satisfy the criterion, the process ends. In addition, if it is determined in step S102 that the preceding vehicle 4 is not detected, or that the preceding vehicle 4 is detected but the above-mentioned positional relationship does not satisfy the criteria, the execution unit 16b may perform the processing of step S102 again.

[0059] The presence or absence of a preceding vehicle 4 can be determined, for example, by whether the preceding vehicle 4 is detected by the surrounding environment sensor 14. The method for determining whether the positional relationship satisfies the criterion is not particularly limited. For example, the execution unit 16 b may determine that the positional relationship satisfies the criterion when a preceding vehicle 4 of the motorcycle 1 is detected and the passing time difference and / or inter-vehicle distance between the motorcycle 1 and the preceding vehicle 4 is smaller than a criterion. In this case, the passing time difference and inter-vehicle distance can be detected, for example, by the surrounding environment sensor 14.

[0060]

[0045] After step S102, in step S103, the execution unit 16b determines whether or not to execute the safety operation based on the driving characteristic information of the driver of the preceding vehicle 4. Specifically, the execution unit 16b determines to execute the safety operation, for example, when the driving characteristic information does not satisfy a criterion. If the execution unit 16b determines to execute the safety operation in step S103, the process of step S104 is performed. In the example of FIG. 4, if it is determined in step S103 that the safety operation will not be executed, the process of step S102 is performed again. If it is determined in step S103 that the safety operation will not be executed, the execution unit 16b may end the process.

[0061]

[0046] The type of driving characteristic information is not particularly limited. The driving characteristic information may include, for example, at least one of the following: the speed, acceleration, deceleration, and driving position of the preceding vehicle 4, and the positional relationship between the motorcycle 1 and the preceding vehicle 4.

[0062]

[0047] A specific example of the driving characteristic information includes information indicating the number of times the preceding vehicle 4 has suddenly decelerated. The "number of times" may be the number of times within a reference time, or may be the cumulative number of times while the control mode is being executed. When the driving characteristic information includes information indicating the number of times the preceding vehicle 4 has suddenly decelerated, the execution unit 16b may determine to execute the safety operation when the number of times the preceding vehicle 4 has suddenly decelerated is greater than the reference number.

[0063]

[0048] Specific examples of the driving characteristic information include information indicating the number of times the likelihood of collision between the motorcycle 1 and the preceding vehicle 4 has exceeded a reference value. The "number of times" may be the number of times within a reference time, or the cumulative number of times while the control mode is being executed. Examples of the likelihood of collision include TTC (Time TO Collision) and ETTC (Enhanced Time TO Collision). When the driving characteristic information includes information indicating the number of times the likelihood of collision between the motorcycle 1 and the preceding vehicle 4 has exceeded a reference value, the execution unit 16b may determine to execute the safety operation if the number of times the likelihood of collision between the motorcycle 1 and the preceding vehicle 4 has exceeded a reference value is greater than the reference value.

[0064]

[0049] Specific examples of the driving characteristic information also include information indicating the instability of the driving position of the leading vehicle 4 in the width direction of the driving lane in which the leading vehicle 4 is driving or in the width direction of the vehicle relative to the motorcycle 1. The instability of the driving position can be high, for example, when the leading vehicle 4 is meandering.

[0065] The instability in the width direction of the travel lane may be, for example, information indicating the total distance traveled by the leading vehicle 4 in the width direction, or information indicating the number of times the leading vehicle 4 has repeated its movement in the width direction. Furthermore, the instability in the width direction relative to the motorcycle 1 may be, for example, information indicating the total distance traveled by the leading vehicle 4 in the width direction, or information indicating the number of times the leading vehicle 4 has repeated its movement in the width direction. These "numbers" may be the number within a reference time, or the cumulative number during execution of the control mode. When the driving characteristic information includes information indicating the instability, the execution unit 16 b may determine to execute the safety operation when, for example, the instability of the travel position of the leading vehicle 4 in the width direction of the travel lane in which the leading vehicle 4 is traveling or in the width direction relative to the motorcycle 1 becomes higher than a reference value.

[0066]

[0051] The driving characteristic information may include information indicating the distance between the preceding vehicle 4 and the vehicle preceding the preceding vehicle 4, information indicating the number of times the preceding vehicle 4 has suddenly accelerated, etc.

[0067]

[0052] The driving characteristic information may be, for example, information based on output information from the ambient environment sensor 14 mounted on the motorcycle 1, or, if the motorcycle 1 is equipped with a communication device capable of communicating with an external device (for example, an ambient environment sensor mounted on another vehicle or an ambient environment sensor installed on road equipment), various types of information may be obtained by wireless communication using the communication device. In the present invention, "output information" may be the output itself, or may be information extracted from the output.

[0068]

[0053] After step S103, in step S104, the execution unit 16b executes a safety action for the motorcycle rider based on the driving characteristic information.

[0069]

[0054] The execution unit 16b may execute the safety operation in the control mode, but preferably executes the safety operation during the positional relationship adjustment operation. During the positional relationship adjustment operation, the positional relationship between the motorcycle 1 and the preceding vehicle 4 is adjusted to a target positional relationship. During the positional relationship adjustment operation, if the preceding vehicle 4 frequently accelerates or decelerates suddenly, or if the traveling position of the preceding vehicle 4 is unstable, there are likely to be many moments when the positional relationship does not match the target positional relationship. In such cases, the motorcycle 1 may frequently accelerate or decelerate so that the positional relationship matches the target positional relationship. This makes the vehicle behavior of the motorcycle 1 particularly unstable, making it difficult to improve rider safety. In contrast to this, in this embodiment, even during the positional relationship adjustment operation, the execution unit 16 b can execute the safety operation based on the driving characteristic information of the driver of the leading vehicle 4, thereby improving the safety of the rider. Therefore, by executing the safety operation during the positional relationship adjustment operation, the effect of improving the safety of the rider is significantly achieved.

[0070]

[0055] Examples of the safety operation performed during the positional relationship adjustment operation include an operation to correct the target positional relationship. Specifically, the operation to correct the target positional relationship includes, for example, an operation to increase the target passing time difference, which is the target value for the passing time difference between the motorcycle 1 and the preceding vehicle 4, compared to when the safety operation is not performed. The operation to correct the target positional relationship may also include, for example, an operation to increase the target inter-vehicle distance, which is the target value for the inter-vehicle distance between the motorcycle 1 and the preceding vehicle 4, compared to when the safety operation is not performed. By performing such an operation to correct the target positional relationship, a collision between the motorcycle 1 and the preceding vehicle 4 can be prevented even when the preceding vehicle 4 suddenly decelerates. This makes it possible to prevent the motorcycle 1 from suddenly decelerating too frequently even if the preceding vehicle 4 repeatedly decelerates suddenly, thereby further reducing instability in the body behavior of the motorcycle 1 and further improving the safety of the rider of the motorcycle 1.

[0071]

[0056] An example of the safety operation performed during the positional relationship adjustment operation includes an operation to correct the speed change rate of the motorcycle 1 during the positional relationship adjustment operation. Specifically, the operation to correct the speed change rate is, for example, an operation to suppress the acceleration of the motorcycle 1 during the positional relationship adjustment operation. By performing this operation to correct the speed change rate, for example, when the leading vehicle 4 accelerates during the positional relationship adjustment operation and the passing time difference (or inter-vehicle distance) between the motorcycle 1 and the leading vehicle 4 becomes large, the acceleration of the motorcycle 1 is suppressed. By performing this operation to correct the speed change rate, even if the leading vehicle 4 suddenly accelerates, the motorcycle 1 is prevented from suddenly accelerating in response to the leading vehicle 4, and excessive pitching of the motorcycle 1 can be suppressed. This can further reduce instability in the vehicle behavior of motorcycle 1 and further improve the safety of the rider of motorcycle 1.

[0072]

[0057] Examples of the above-mentioned actions to suppress acceleration include actions to reduce the acceleration of motorcycle 1 compared to when the safety action is not performed, and actions to lower the upper limit of the acceleration of motorcycle 1 compared to when the safety action is not performed.

[0073]

[0058] The safety operation may be, for example, an operation of causing the notification unit 13 to notify the writer of driving characteristic information of the driver of the preceding vehicle 4, or an operation of stopping the execution of the positional relationship adjustment operation when the positional relationship adjustment operation is being performed.

[0059] Furthermore, in FIG. 4, an example is shown in which the execution unit 16b performs step S102 again after step S104, but the present invention is not limited to this, and the processing may be terminated after step S104.

[0074] [ 0 0 6 0 ]

[0075] <Modification> In the control device 16 according to the present invention, the execution unit 16b may switch between a first mode in which the safety operation is performed and a second mode in which the safety operation is not performed. In this case, the control flow described in Fig. 4 corresponds to the control flow in the first mode. In the second mode, steps S101 to S105 described in Fig. 4 are not performed.

[0076]

[0061] The execution unit 16b may switch between the first mode and the second mode automatically, or may switch based on manual setting information by the rider of the motorcycle 1.

[0077]

[0062] When the execution unit 16b automatically switches between these modes, the execution unit 16b may automatically switch between the first mode and the second mode depending on whether or not there is an adjacent lane for vehicles traveling in the same direction as the traveling direction of the motorcycle 1, adjacent to the traveling lane in which the motorcycle 1 is traveling. Specifically, the execution unit 16b selects the first mode when it is determined that the adjacent lane does not exist, and selects the second mode when it is determined that the adjacent lane exists. The existence or nonexistence of the adjacent lane may be determined based on output information from the surrounding environment sensor 14, or, if the motorcycle 1 is equipped with a communication device capable of communicating with an external device (for example, an ambient environment sensor mounted on another vehicle or an ambient environment sensor provided on road equipment), it may be determined based on various information obtained by wireless communication using the communication device. In addition, the presence or absence of the adjacent lane may be determined based on the motorcycle 1's position information and map information obtained from a GPS signal or the like.

[0078]

[0063] Furthermore, when the execution unit 16b automatically switches between these modes, the execution unit 16b may automatically switch between the first mode and the second mode depending on whether or not there is a traffic jam in the direction of travel of the motorcycle 1. Specifically, the execution unit 16b selects the first mode when it determines that there is a traffic jam, and selects the second mode when it determines that there is no traffic jam. The presence or absence of a traffic jam may be determined based on output information from the ambient environment sensor 14, or, if the motorcycle 1 is equipped with a communication device capable of communicating with an external device (for example, an ambient environment sensor mounted on another vehicle, an ambient environment sensor provided on road equipment, etc.), the determination may be based on various information obtained by wireless communication using the communication device.

[0079]

[0064] <Effects of the control device> The effects of the control device 16 according to the embodiment of the present invention will be described.

[0080]

[0065] The control device 16 is a control device that controls the behavior of the motorcycle 1, and includes an execution unit 16b that executes a control mode in which a positional relationship adjustment operation is performed to adjust the positional relationship between the motorcycle 1 and a preceding vehicle 4 of the motorcycle 1 to a target positional relationship by automatically accelerating or decelerating the motorcycle 1. Furthermore, in the control mode, the execution unit 16b controls safety operations for the rider of the motorcycle 1 based on driving characteristic information of the driver of the preceding vehicle 4.

[0081] This makes it possible to control the vehicle behavior of the motorcycle 1 according to the driving characteristics of the driver of the leading vehicle 4. As a result, it is possible to avoid destabilization of the vehicle posture even when, for example, the driver of the leading vehicle 4 is unfamiliar with vehicle driving or is tailgating, as described above, and is driving unstably. Therefore, the control device 16 can improve the safety of the rider of the motorcycle 1 according to the driving characteristics of the driver of the leading vehicle 4.

[0082] Preferably, the execution unit 16 b executes the safety operation while the positional relationship adjustment operation is being performed. If the leading vehicle 4 frequently accelerates or decelerates suddenly during the positional relationship adjustment operation, or if the leading vehicle 4 is in an unstable position, there are likely to be many instances where the positional relationship does not match the target positional relationship. In such cases, the motorcycle 1 may frequently accelerate or decelerate so that the positional relationship matches the target positional relationship. This makes it particularly likely that the vehicle behavior of the motorcycle 1 will become particularly unstable, making it difficult to improve rider safety. In contrast, in this embodiment, the execution unit 16 b can execute the safety operation based on the driving characteristic information of the driver of the leading vehicle 4 even during the positional relationship adjustment operation, thereby improving rider safety. Therefore, executing the safety operation during the positional relationship adjustment operation significantly improves rider safety.

[0083]

[0068] The safety operation performed during the positional relationship adjustment operation preferably includes an operation to correct the target positional relationship. By performing the operation to correct the target positional relationship, it is possible to prevent a collision between the motorcycle 1 and the leading vehicle 4 even if the leading vehicle 4 suddenly decelerates. This prevents the rider from frequently suddenly decelerating the motorcycle 1 even if the leading vehicle 4 repeatedly suddenly decelerates, thereby further reducing instability in the body behavior of the motorcycle 1 and further improving the safety of the rider of the motorcycle 1.

[0084]

[0069] Preferably, the safety operation includes, during the positional relationship adjustment operation, an operation to correct the speed change rate of the motorcycle 1. By performing such an operation to correct the speed change rate, even if the leading vehicle 4 suddenly accelerates, the motorcycle 1 is prevented from suddenly accelerating in response to the leading vehicle 4, and excessive pitching of the motorcycle 1 is prevented. This further reduces instability in the vehicle behavior of the motorcycle 1, further improving the safety of the rider of the motorcycle 1.

[0085]

[0070] The driving characteristics information preferably includes information indicating the number of times the leading vehicle 4 has suddenly decelerated. When the leading vehicle 4 repeatedly undergoes sudden deceleration, it is likely that the motorcycle traveling behind the leading vehicle 4 will also be forced to suddenly decelerate. In such cases, the vehicle behavior of the motorcycle 1 in particular is likely to become unstable. In addition, sudden deceleration of the motorcycle 1 can easily lead to a collision between the motorcycle 1 and a vehicle behind the motorcycle 1. For these reasons, repeated sudden deceleration of the leading vehicle 4 does not particularly improve the safety of the rider of the motorcycle 1. Therefore, by having the execution unit 16b execute the safety operation based on driving characteristics information including information indicating the number of times the leading vehicle 4 has suddenly decelerated, a significant effect of improving the safety of the rider can be achieved.

[0086]

[0071] The driving characteristics information preferably indicates the number of times the likelihood of a collision between the motorcycle 1 and the preceding vehicle 4 has exceeded a certain threshold. If the likelihood of a collision between the motorcycle 1 and the preceding vehicle 4 repeatedly increases due to unstable driving of the preceding vehicle 4, motorcycles traveling behind the preceding vehicle 4 are likely to be forced to suddenly decelerate, which can make the behavior of the motorcycle 1 particularly unstable. As a result, it is difficult to improve the safety of the rider of the motorcycle 1. Therefore, by having the execution unit 16b execute the safety operation based on driving characteristics information including information indicating the number of times the likelihood of a collision between the motorcycle 1 and the preceding vehicle 4 has exceeded a certain threshold, a significant effect of improving the safety of the rider can be achieved.

[0087] Preferably, the driving characteristic information includes information indicating the instability of the leading vehicle 4's position in the width direction of the lane in which the leading vehicle 4 is traveling, and / or information indicating the instability of the leading vehicle 4's position in the width direction relative to the motorcycle 1. A leading vehicle 4 with a high degree of instability in its position is likely to be driven by a driver who is intentionally tailgating or is inexperienced at driving. When the motorcycle 1 is traveling behind such a leading vehicle 4, it is likely to be forced to frequently decelerate or change its position, making the behavior of the motorcycle 1 particularly unstable. As a result, it is difficult to improve the safety of the rider of the motorcycle 1. Therefore, by having the execution unit 16b execute the safety operation based on the driving characteristic information including the information indicating the degree of instability, the effect of improving the rider's safety is significantly achieved.

[0088]

[0073] Preferably, the driving characteristic information is based on output information from the ambient environment sensor 14 mounted on the motorcycle 1. Using the driving characteristic information obtained from the ambient environment sensor 14 can improve the responsiveness of safety operations compared to using driving characteristic information obtained through wireless communication with an external device. This can sufficiently improve the safety of the rider.

[0089]

[0074] Preferably, the execution unit 16 b switches between a first mode in which the safety operation is performed and a second mode in which the safety operation is not performed. This allows the execution of the safety operation to be switched depending on the riding conditions or the rider's preference.

[0090]

[0075] When the execution unit 16b automatically switches between the first mode and the second mode, it is preferable to automatically switch between the first mode and the second mode depending on whether or not there is an adjacent lane for vehicles traveling in the same direction as the motorcycle 1, adjacent to the lane in which the motorcycle 1 is traveling. If the preceding vehicle 4 is traveling unstably and there is no adjacent lane, the motorcycle 1 cannot move away from the preceding vehicle 4 by changing lanes. Therefore, the stability of the vehicle behavior of the motorcycle 1 is particularly susceptible to the unstable vehicle behavior of the preceding vehicle 4. In such a situation, the effectiveness of the execution unit 16b performing the safety operation is significantly increased. Therefore, by switching between the first mode and the second mode depending on whether or not there is an adjacent lane, the effect of improving the safety of the rider is particularly achieved.

[0091]

[0076] Furthermore, when the execution unit 16b automatically switches between the first mode and the second mode, it is preferable that the switching be performed automatically depending on whether or not there is a traffic jam in the direction of travel of the motorcycle 1. If there is a traffic jam, it is difficult for the motorcycle 1 to move away from the preceding vehicle 4, for example, by increasing the distance between the motorcycle 1 and the preceding vehicle 4. Furthermore, if there is a traffic jam, even if there is an adjacent lane, it is usually the case that similar congestion occurs in the adjacent lane, making it difficult for the motorcycle 1 to change lanes. Therefore, if the preceding vehicle 4 is driving unstably and there is a traffic jam, it is difficult for the motorcycle 1 to move away from the preceding vehicle 4. Therefore, the stability of the vehicle behavior of the motorcycle 1 is particularly susceptible to the influence of the unstable vehicle behavior of the preceding vehicle 4. In such a situation, the effectiveness of the execution unit 16 b executing the safety operation is significantly increased. Therefore, by switching between the first mode and the second mode depending on whether there is a traffic jam, the effect of improving the safety of the rider is particularly achieved.

[0092]

[0077] The control device 16 of the present invention may be implemented in any of the above-described exemplary embodiments, either singly or in combination.

[0093]

[0078] Furthermore, the present invention is not limited to the description of the embodiments. For example, only a part of the embodiments may be implemented.

[0094]

[0079] As described above, the control device according to the present invention includes the following embodiments.

[0095] A control method for controlling a safety operation for a rider of the motorcycle based on the Kōgen.

[0096] [Explanation of symbols]

[0097] [ 0 0 8 1 ]

[0098] 1 Motorcycle, 2 Front wheel, 3 Rear wheel, 4 Leading vehicle, 11 Drive source, 12 Brake control unit, 12a Adjustment mechanism, 12b Control unit, 13 Notification unit, 14 Surrounding environment sensor, 15 Wheel speed sensor, 16 Control device, 16a Acquisition unit, 16b Execution unit

Claims

[Document name] Scope of claims

1. A control device (16) for controlling the behavior of a motorcycle (1), comprising an execution unit (16b) for executing a control mode in which a positional relationship adjustment operation is performed to adjust the positional relationship between the motorcycle (1) and a vehicle (4) preceding the motorcycle (1) to a target positional relationship by automatically accelerating or decelerating the motorcycle (1), and further, the execution unit (16b) controls safety operations for the rider of the motorcycle (1) in the control mode based on driving characteristic information of the driver of the vehicle preceding the motorcycle (4).

2. The control device (16) according to claim 1, wherein the execution unit (16b) executes the safety operation while the positional relationship adjustment operation is being performed.

3. The control device (16) according to claim 2, wherein the safety operation includes an operation of correcting the target positional relationship.

4. The control device (16) according to claim 2, wherein the safety operation includes an operation of correcting a speed change rate of the motorcycle (1) during the positional relationship adjustment operation.

5. The control device (16) according to claim 1, wherein the driving characteristic information includes at least one of the speed, acceleration, deceleration, and running position of the preceding vehicle (4), and the positional relationship between the motorcycle (1) and the preceding vehicle (4).

6. The control device (16) according to claim 5, wherein the driving characteristic information includes information indicating the number of times the preceding vehicle (4) suddenly decelerated. [Claim ?] The control device (16) according to claim 5, wherein the driving characteristic information includes information indicating the number of times the possibility of a collision between the motorcycle (1) and the preceding vehicle (4) has become higher than a reference value.

8. The control device (16) according to claim 5, wherein the driving characteristic information includes information indicating the instability of the traveling position of the preceding vehicle (4) in the width direction of the traveling lane in which the preceding vehicle (4) is traveling or in the vehicle width direction relative to the motorcycle (1).

9. The control device (16) according to any one of claims 1 to 8, wherein the driving characteristic information is information based on output information of an ambient environment sensor (14) mounted on the motorcycle (1).

10. The control device (16) according to any one of claims 1 to 8, wherein the execution unit (16b) switches between a first mode in which the safety operation is executed and a second mode in which the safety operation is not executed.

11. The control device (16) described in claim 10, wherein the execution unit (16b) automatically switches between the first mode and the second mode.

12. The execution unit (16b) is configured to: The control device (16) according to claim 11, wherein the control device (16) automatically switches between the first mode and the second mode depending on whether or not there is an adjacent lane for vehicles traveling in the same direction as the direction of travel of the motorcycle (1).

13. The control device (16) according to claim 11, wherein the execution unit (16b) automatically switches between the first mode and the second mode depending on whether there is a traffic jam in the direction of travel of the motorcycle (1).

14. The control device (16) according to claim 10, wherein the execution unit (16b) switches between the first mode and the second mode based on manual setting information by the rider.

15. A control method for controlling the behavior of a motorcycle (1), wherein an execution unit (16b) of a control device (16) executes a control mode in which a positional relationship adjustment operation is performed to adjust the positional relationship between the motorcycle (1) and a vehicle (4) preceding the motorcycle (1) to a target positional relationship by automatically accelerating or decelerating the motorcycle (1), and further wherein the execution unit (16b) controls a safety operation for the rider of the motorcycle (1) in the control mode based on driving characteristic information of the driver of the vehicle preceding the motorcycle (4).

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