Control device and control method

Abstract

The present invention provides a control device and a control method that can appropriately assist with driving by a rider. In a control device (20) and a control method according to the present invention, an execution unit of the control device (20) executes a control mode in which a positional relationship adjustment operation is performed to adjust the positional relationship between a leaning vehicle (1) and a target vehicle traveling ahead of the leaning vehicle (1) to a target positional relationship. The execution unit acquires turning state information about the leaning vehicle (1) on the basis of output information from a radar (15) mounted on the leaning vehicle (1), and executes the control mode on the basis of the turning state information.

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 that can appropriately assist a rider in driving.

[0005] [Background technology]

[0006]

[002] Various technologies have been proposed to assist riders of lean vehicles such as motorcycles in driving. For example, Patent Document 1 discloses a driver 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] Incidentally, one technology for assisting vehicle driving is a positional relationship adjustment operation that adjusts the positional relationship between a host vehicle and a target vehicle traveling ahead of the host vehicle to a target positional relationship. It is conceivable to apply this positional relationship adjustment operation to a lean vehicle. Here, in a control mode in which the positional relationship adjustment operation is executed, it is desirable to appropriately assist the rider in driving.

[0014]

[0005] The present invention has been made against the background of the above-mentioned problems, and aims to provide a control device and a control method that can appropriately assist the rider in driving.

[0015] [Means for solving the problem]

[0016]

[0006] The control device according to the present invention is a control device that controls the behavior of a lean vehicle, 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 lean vehicle and a target vehicle traveling ahead of the lean vehicle to a target positional relationship, and the execution unit acquires turning state information of the lean vehicle based on output information from a radar mounted on the lean vehicle, and executes the control mode based on the turning state information.

[0017]

[0007] The control method of the present invention is a control method for controlling the behavior of a lean vehicle, 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 lean vehicle and a target vehicle traveling ahead of the lean vehicle to a target positional relationship, and the execution unit acquires turning state information of the lean vehicle based on output information of a radar mounted on the lean vehicle, and executes the control mode based on the turning state information.

[0018] [Effects of the Invention]

[0019]

[0008] In the control device and control method according to the present invention, the execution unit of the control device executes a control mode in which a positional relationship adjustment operation is performed to adjust the positional relationship between the lean vehicle and a target vehicle traveling ahead of the lean vehicle to a target positional relationship, and the execution unit acquires turning state information of the lean vehicle based on output information from a radar mounted on the lean vehicle, and executes the control mode based on the turning state information. This makes it possible to execute the control mode after grasping the turning state of the lean vehicle. Therefore, in the control mode, for example, it is possible to determine the target vehicle, control the behavior of the lean vehicle, notify the rider, etc., taking into account the turning state of the lean vehicle. Therefore, it is possible to appropriately support the rider's driving. [Brief description of the drawings]

[0020] [ 0 0 0 9 ]

[0021] [Figure 1] Schematic diagram showing the general configuration of a lean vehicle according to an embodiment of the present invention.

[0022] [Figure 2] A block diagram showing an example of the functional configuration of a control device according to an embodiment of the present invention. In addition, the following describes a case where a control unit that controls the hydraulic pressure of the brake fluid (specifically, hydraulic pressure control unit 12 in Figure 1 described below) is used as the control unit for the braking force generated on the wheel, but a control unit that controls the position of the wheel's braking part itself using an electrical signal (so-called brake-by-wire) may also be used as the control unit for the braking force generated on the wheel.

[0023]

[0014] Furthermore, the configurations and operations described below are merely examples, and the control device and control method according to the present invention are not limited to such configurations and operations.

[0024]

[0015] 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 either not labeled with a symbol or are labeled with the same symbol. In addition, the illustration of detailed structures is appropriately simplified or omitted.

[0025]

[0016] Configuration of Lean Vehicle> The configuration of a lean vehicle 1 according to an embodiment of the present invention will be described with reference to Figs. 1 to 3.

[0026]

[0017] Fig. 1 is a schematic diagram showing the general configuration of a lean vehicle 1. The lean vehicle 1 is a two-wheeled motorcycle that is an example of a lean vehicle according to the present invention. As shown in Fig. 1, the lean vehicle 1 includes an engine 11, a hydraulic control unit 12, a display device 13, an input device 14, a radar 15, a front wheel speed sensor 16, a rear wheel speed sensor 17, and a control device (ECU) 20.

[0027]

[0018] The engine 11 corresponds to an example of a drive source of the lean vehicle 1, and is capable of outputting power to drive drive wheels (specifically, rear wheels). For example, the engine 11 is provided with one or more cylinders each having a combustion chamber formed therein, a fuel injection valve that injects fuel into the combustion chamber, and a spark plug. When fuel is injected from the fuel injection valve, a mixture containing air and fuel is formed in the combustion chamber, and the mixture is ignited by the spark plug and burns. This causes a piston provided in the cylinder to reciprocate, causing the crankshaft to rotate. In addition, a throttle valve is provided in the intake pipe of the engine 11, and the amount of air taken into the combustion chamber changes depending on the throttle opening, which is the opening degree of the throttle valve.

[0028] 〇

[0029]

[0019] The hydraulic pressure control unit 12 is a unit that controls the braking force acting on the wheels. For example, the hydraulic pressure control unit 12 is provided on an oil passage connecting a master cylinder and a wheel cylinder, and includes components (e.g., a control valve and a pump) for controlling the brake hydraulic pressure of the wheel cylinder. The braking force acting on the wheels is controlled by controlling the operation of the components of the hydraulic pressure control unit 12. The hydraulic pressure control unit 12 may control the braking force acting on both the front and rear wheels, or may control only the braking force acting on either the front or rear wheels.

[0030]

[0020] The display device 13 has a display function that visually displays information to the rider. An example of the display device 13 is a liquid crystal display. The display device 13 is provided, for example, in front of the handlebars of the lean vehicle 1. However, the arrangement of the display device 13 on the vehicle body is not particularly limited.

[0031]

[0021] The input device 14 is a device that accepts operations by the rider. The input device 14 is provided on the handlebars, for example, and includes push buttons used for rider operation. Information regarding the rider's operation using the input device 14 is output to the control device 20.

[0032]

[0022] The radar 15 detects ambient environment information relating to the environment around the lean vehicle 1. Specifically, the radar 15 is provided at the front of the lean vehicle 1 and detects ambient environment information ahead of the lean vehicle 1. The ambient environment information detected by the radar 15 is output to the control device 20.

[0033]

[0023] The surrounding environment information detected by the radar 15 may be information related to the distance or direction to an object located around the lean vehicle 1 (for example, relative position, relative distance, relative speed, relative acceleration, etc.), or may be characteristics of the object located around the lean vehicle 1 (for example, the type of object, the shape of the object itself, a mark attached to the object, etc.). The radar 15 can detect surrounding objects by distinguishing whether the object around the lean vehicle 1 is a stationary object or a moving object.

[0034]

[0024] The front wheel speed sensor 16 is a wheel speed sensor that detects the wheel speed of the front wheel (for example, the number of rotations per unit time of the front wheel [rpm] or the moving distance per unit time [km / h], etc.) and outputs the detection result. The front wheel speed sensor 16 may also detect other physical quantities that can be substantially converted into the wheel speed of the front wheel. The front wheel speed sensor 16 is provided on the front wheel.

[0035]

[0025] The rear wheel speed sensor 17 is a wheel speed sensor that detects the wheel speed of the rear wheel (for example, the number of rotations per unit time of the rear wheel [rpm] or the moving distance per unit time [km / h], etc.) and outputs the detection result. The rear wheel speed sensor 17 may also detect other physical quantities that can be substantially converted into the wheel speed of the rear wheel. The rear wheel speed sensor 17 is provided on the rear wheel.

[0036]

[0026] The control device 20 controls the behavior of the lean vehicle 1. For example, part or all of the control device 20 is configured with a microcomputer, a microprocessor unit, or the like. Also, for example, part or all of the control device 20 may be configured with updatable firmware, or may be a program module executed by commands from a CPU, or the like. The control device 20 may be, for example, one unit, or may be divided into multiple units.

[0037]

[0027] As shown in Fig. 2, the control device 20 includes, for example, an acquisition unit 21 and an execution unit 22. The control device 20 communicates with each device of the lean vehicle 1 (for example, the engine 11, the hydraulic pressure control unit 12, the display device 13, the input device 14, the radar 15, the front wheel speed sensor 16, and the rear wheel speed sensor 17). The control device 20 can also control the operation of each device of the lean vehicle 1 (for example, the engine 11, the hydraulic pressure control unit 12, and the display device 13).

[0038]

[0028] The acquisition unit 21 acquires information from each device of the lean vehicle 1 and outputs the information to the execution unit 22. For example, the acquisition unit 21 acquires information from the input device 14, the radar 15, the front wheel speed sensor 16, and the rear wheel speed sensor 17. In this specification, the acquisition of information may include the extraction or generation (for example, calculation) of information.

[0039]

[0029] The execution unit 22 executes various controls by controlling the operation of each device of the lean vehicle 1. The execution unit 22 controls the operation of, for example, the engine 11, the hydraulic control unit 12, and the display device 13.

[0040]

[0030] In particular, the execution unit 22 can execute a positional relationship adjustment operation. The positional relationship adjustment operation is an operation for adjusting the positional relationship between the lean vehicle 1 and a target vehicle traveling ahead of the lean vehicle 1 to a target positional relationship. Note that, in the positional relationship adjustment operation, the execution unit 22 may also adjust the positional relationship between the lean vehicle 1 and an object other than a vehicle (for example, a traffic light, etc.) to a target positional relationship.

[0041]

[0031] In the following, an example in which adaptive cruise control is executed as the positional relationship adjustment operation will be described. However, the positional relationship adjustment operation may be an operation other than adaptive cruise control as long as it adjusts the positional relationship between the lean vehicle 1 and the target vehicle to a target positional relationship. For example, the positional relationship adjustment operation may be an operation in which the target positional relationship changes depending on the amount of accelerator operation by the rider.

[0042]

[0032] Specifically, the execution unit 22 can execute a control mode in which adaptive cruise control is executed. In such a control mode, the execution unit 22 can execute adaptive cruise control. For example, when the power supply of the lean vehicle 1 is turned on, the above control mode is not executed, and when the rider operates a switch using the input device 14, the control mode is executed. Note that, during execution of the control mode, the state of the control mode can transition between a state in which adaptive cruise control is actually executed and a state in which adaptive cruise control is temporarily suspended.

[0043]

[0033] Figure 3 is a diagram showing a state in which a lean-to-left vehicle 1 is traveling behind a leading vehicle 2. In the example of Figure 3, the lane 3 in which the lean-to-left vehicle 1 is traveling is straight and not curved, and the lean-to-left vehicle 1 and the leading vehicle 2 are traveling side by side in the longitudinal direction in this lane 3. The leading vehicle 2 is detected by radar 15 and set as a target vehicle. When the target vehicle is set in this way, adaptive cruise control is executed, and the positional relationship between the lean-to-left vehicle 1 and the leading vehicle 2 as the target vehicle is adjusted to the target positional relationship. This allows the lean-to-left vehicle 1 to follow the leading vehicle 2.

[0044]

[0034] In adaptive cruise control, for example, a target passing time difference is set, which is a target value of the passing time difference between the lean vehicle 1 and the target vehicle (specifically, the time it takes from the present time until the lean vehicle 1 passes the current position of the target vehicle), and the execution unit 22 controls the speed of the lean vehicle 1 so that the passing time difference is maintained at the target passing time difference. In other words, the positional relationship in which the passing time difference becomes the target passing time difference corresponds to the target positional relationship. For example, the acquisition unit 21 acquires the passing time difference based on the ambient environment information of the lean vehicle 1, and the execution unit 22 can control the speed of the lean vehicle 1 as described above based on the acquired passing time difference.

[0045]

[0035] However, in adaptive cruise control, for example, a target inter-vehicle distance, which is a target value of the inter-vehicle distance between the lean vehicle 1 and the target vehicle, is set, and the execution unit 22 may control the speed of the lean vehicle 1 so that the inter-vehicle distance is maintained at the target inter-vehicle distance. In this case, the positional relationship in which the inter-vehicle distance becomes the target inter-vehicle distance corresponds to the target positional relationship. Note that the inter-vehicle distance may mean the distance in the direction along the lane 3 in which the lean vehicle 1 is traveling, or may mean the straight-line distance between the lean vehicle 1 and the target vehicle. For example, the acquisition unit 21 acquires the inter-vehicle distance based on the surrounding environment information of the lean vehicle 1, and the execution unit 22 can control the speed of the lean vehicle 1 as described above based on the inter-vehicle distance acquired in this way.

[0046]

[0036] The execution unit 22 can control the speed of the lean vehicle 1 based on information about the speed of the lean vehicle 1 acquired based on, for example, the wheel speed of the front wheels and the wheel speed of the rear wheels. For example, the execution unit 22 can control the driving force acting on the lean vehicle 1 by controlling the operation of the engine 11. Furthermore, for example, the execution unit 22 can control the braking force acting on the lean vehicle 1 by controlling the operation of the hydraulic control unit 12. As a result, the execution unit 22 can automatically control the speed of the lean vehicle 1 in adaptive cruise control without relying on acceleration / deceleration operations (i.e., accelerator operation and brake operation) by the rider.

[0047]

[0037] If there is no preceding vehicle 2 in front of the lean vehicle 1 and within a predetermined range of the lean vehicle 1, and the preceding vehicle 2 is not detected, the adaptive cruise control is temporarily suspended. In this case, the execution unit 22 adjusts the speed of the lean vehicle 1 to the target speed. As a result, the lean vehicle 1 travels at an approximately constant speed. The target speed is, for example, set in advance and stored in a memory element of the control device 20. The rider may also be able to manually set the target speed.

[0048]

[0038] <Operation of the control device> The operation of the control device 20 according to the embodiment of the present invention will be described with reference to Figs. 4 to 8.

[0049]

[0039] As described above, the execution unit 22 of the control device 20 can execute a control mode in which adaptive cruise control is performed. In the adaptive cruise control, the leading vehicle 2 is detected by the radar 15 and set as a target vehicle, and the positional relationship between the lean vehicle 1 and the leading vehicle 2 is adjusted to a target positional relationship.

[0050]

[0040] Figure 4 is a diagram illustrating an example of a target vehicle determination process performed by the control device 20. For example, the execution unit 22 estimates a future travel trajectory 4 of the lean vehicle 1 and determines a target vehicle based on the estimated travel trajectory 4. Specifically, the execution unit 22 estimates a future travel trajectory 4 of the lean vehicle 1 and determines an expanded area 5, which is an area obtained by expanding the travel trajectory 4 in a direction perpendicular to the travel trajectory 4 (specifically, the horizontal direction) based on the estimated travel trajectory 4. The expanded area 5 is centered on the travel trajectory 4 in the lane width direction and has a width approximately equal to the width of the lean vehicle 1 in the lane width direction. In other words, the expanded area 5 corresponds to an area through which the lean vehicle 1 will pass in the future. Then, the execution unit 22 determines the target vehicle based on the enlarged area 5. For example, the execution unit 22 determines the preceding vehicle 2, at least a portion of which is within the enlarged area 5, as the target vehicle.

[0051]

[0041] In the example of Fig. 4, as in the example of Fig. 3, the lane 3 in which the lean vehicle 1 is traveling is not curved but straight. In other words, the lean vehicle 1 is traveling straight. On the other hand, the lane 3 in which the lean vehicle 1 is traveling is curved, and a situation may arise in which the lean vehicle 1 is turning. In such a situation, in order to determine the preceding vehicle 2 traveling in the lane 3 in which the lean vehicle 1 is traveling as the target vehicle, it is necessary to grasp the turning state of the lean vehicle 1 and then appropriately determine the traveling trajectory 4 and the enlarged area 5.

[0052]

[0042] As described above, in the control mode in which the positional relationship adjustment operation is performed, it is desirable to grasp the turning state of the lean vehicle 1 and appropriately assist the rider in driving. Therefore, in this embodiment, the execution unit 22 acquires turning state information of the lean vehicle 1 based on the output information of the radar 15 mounted on the lean vehicle 1, and executes the control mode based on the turning state information. As a result, as will be described later, it is possible to appropriately assist the rider in driving. Below, details of an example of processing performed by the control device 20 are explained.

[0053]

[0043] Fig. 5 is a flowchart showing an example of the flow of processing performed by the control device 20. The control flow shown in Fig. 5 starts during execution of a control mode in which adaptive cruise control is performed, and ends when the control mode ends. Step S101 in Fig. 5 corresponds to the start of the control flow shown in Fig. 5.

[0054]

[0044] When the control flow shown in Figure 5 starts, in step S102, the execution unit 22 acquires turning state information of the lean vehicle 1.

[0055]

[0045] In step S!02, the execution unit 22 acquires turning state information of the lean vehicle 1 based on the output information of the radar 15 mounted on the lean vehicle 1. In this specification, the output information of the sensor (in the above example, the radar 15) may be the output of the sensor itself, or may be information extracted from the output.

[0056]

[0046] The turning state information is information relating to the turning state of the lean vehicle 1, and includes, for example, information for estimating the turning degree of the lean vehicle 1 (for example, physical quantities that reflect the attitude of the lean vehicle 1 that changes as the lean vehicle 1 turns). Examples of the turning state information include the lean angle of the lean vehicle 1, the yaw rate of the lean vehicle 1, the lateral acceleration of the lean vehicle 1, and the curvature of the lane 3 in which the lean vehicle 1 is traveling, which will be described below. An example of the process of acquiring turning state information will be described below.

[0057] For example, the execution unit 22 first acquires the lean angle of the leaning vehicle 1 based on the output information of the radar 15. The lean angle corresponds to the angle representing the inclination in the roll direction of the body (specifically, the fuselage) of the leaning vehicle 1 relative to the vertically upward direction. Then, the execution unit 22 can acquire the yaw rate of the leaning vehicle 1, the lateral acceleration of the leaning vehicle 1, and the curvature of the lane 3 based on the acquired lean angle and the speed of the leaning vehicle 1. Note that the execution unit 22 can acquire the speed of the leaning vehicle 1 based on, for example, the output information of the front wheel speed sensor 16 and the output information of the rear wheel speed sensor 17.

[0058]

[0048] In the lean angle acquisition process, the execution unit 22, for example, determines the relative attitude of stationary objects (such as the road surface or guardrails) around the leaning vehicle 1 relative to the leaning vehicle 1 based on the output information of the radar 15, and can acquire the lean angle of the leaning vehicle 1 based on the results of the determination. Specifically, when the leaning vehicle 1 leans in the roll direction, the relative attitude of the stationary objects relative to the leaning vehicle 1 is the same as when the leaning vehicle 1 is not tilted in the roll direction (that is, when the lean angle is 0). 0The leaning vehicle 1 leans at an angle equal to the lean angle of the leaning vehicle 1 relative to the posture of the leaning vehicle 1 (when the lean angle is large). For example, when the lean angle is large, the road surface or guardrail leans more significantly relative to the leaning vehicle 1 compared to when the lean angle is small. By focusing on the relationship between the lean angle and the posture of such a stationary object relative to the leaning vehicle 1, the lean angle can be obtained, for example, based on the distribution of detection points detected by the radar 15 (specifically, reflection points of electromagnetic waves emitted from the radar 15, reflected by the surfaces of surrounding objects, and detected by the radar 15).

[0059]

[0049] In the yaw rate acquisition process, the execution unit 22 can acquire the yaw rate of the lean vehicle 1 using, for example, a known method. For example, if the yaw rate of the lean vehicle 1 is "© dt", the gravity acceleration is "g", the lean angle of the lean vehicle 1 is "©", and the speed of the lean vehicle 1 is "VJ", the yaw rate can be expressed by the following equation (1) or equation (2).

[0060] [ 0 0 5 0 ]

[0061] © dt =— g X cos ( ([> ) X tan (〇・ 9 © ) / V • • • ( 1 )

[0062] © dt =— g X tan ( © ) / V • • • ( 2 )

[0063]

[0051] Therefore, by using equation (1) or equation (2), the execution unit 22 can obtain the yaw rate of the lean vehicle 1 based on the lean angle of the lean vehicle 1 and the speed of the lean vehicle 1.

[0064]

[0052] In the lateral acceleration acquisition process, the execution unit 22 can acquire the lateral acceleration of the lean vehicle 1 using, for example, a known method. For example, if the lateral acceleration of the lean vehicle 1 is A - L a J, the lateral acceleration can be expressed by the following equation (3).

[0065] [ 0 0 5 3 ]

[0066] A — L a = VXpdt • • • ( 3 )

[0067]

[0054] Therefore, by using equation (3), the execution unit 22 can obtain the lateral acceleration of the lean vehicle 1 based on the speed of the lean vehicle 1 and the yaw rate of the lean vehicle 1.

[0068]

[0055] In the process of acquiring the curvature of lane 3, the execution unit 22 can acquire the curvature of lane 3, for example, by using a known method. The curvature of lane 3 corresponds to the reciprocal of the radius of curvature of lane 3. For example, if the curvature of lane 3 is "K", the curvature of lane 3 is expressed by the following formula (4) or formula (5).

[0069] [ 0 0 5 6 ]

[0070] K = © dt / V • • • ( 4 )

[0071] K =— g X tan ( ¢1 ) / V 2 • • • ( 5 )

[0072]

[0057] Therefore, by using equation (4) or equation (5), the execution unit 22 can obtain the curvature of the lane 3 based on the yaw rate or lean angle of the lean vehicle 1 and the speed of the lean vehicle 1.

[0073]

[0058] Note that, in the above, an example of the process of acquiring each piece of turning state information has been described. However, the process of acquiring each piece of turning state information is not limited to the above example. For example, the execution unit 22 may acquire each piece of turning state information more accurately by further taking into account other information (for example, tire radius, etc.) in addition to the above example. Also, for example, the execution unit 22 may acquire each piece of turning state information using an equation different from the above example.

[0074]

[0059] After step S102, in step S103, the execution unit 22 determines the expansion area 5 based on the turning state information.

[0075]

[0060] In step S103, the execution unit 22 estimates the future travel path 4 of the lean vehicle 1 based on the turning state information, and determines the expansion area 5 based on the estimation result of the travel path 4. As a result, even when the lean vehicle 1 is turning, the turning state of the lean vehicle 1 can be grasped and the travel path 4 and the expansion area 5 can be appropriately determined. Below, the details of the process of determining the travel path 4 and the expansion area 5 will be explained with reference to Fig. 6.

[0076]

[0061] Figure 6 is a diagram showing a lean vehicle 1 making a turn. In the example of Figure 6, the lane 3 in which the lean vehicle 1 is traveling is curved, and in such lane 3, the lean vehicle 1 and the preceding vehicle 2 are making a turn side by side in the front-to-back direction.

[0077] As described above, the execution unit 22 estimates the future travel trajectory 4 of the lean vehicle 1 based on the turning state information. For example, the execution unit 22 may estimate the travel trajectory 4 based on the curvature of the lane 3. In this case, the execution unit 22 estimates, for example, a trajectory having a curvature similar to that of the lane 3 as the travel trajectory 4. As a result, as shown in FIG. 6, it is possible to estimate, as the travel trajectory 4, a trajectory that the lean vehicle 1 making a turn is expected to pass in the future (for example, a trajectory along the extension direction of the lane 3).

[0078]

[0063] Here, the execution unit 22 may use any of the turning state information listed above when estimating the traveling trajectory 4. For example, the execution unit 22 may estimate the traveling trajectory 4 based on the lean angle of the lean vehicle 1, the yaw rate of the lean vehicle 1, or the lateral acceleration of the lean vehicle 1. In this case, the execution unit 22 estimates the traveling trajectory 4 based on the traveling direction of the lean vehicle 1 estimated from the lean angle, yaw rate, or lateral acceleration. In this way, as shown in Fig. 6, it is possible to estimate the trajectory that the lean vehicle 1 performing turning is expected to pass in the future (for example, a trajectory along the extension direction of the lane 3) as the traveling trajectory 4.

[0079]

[0064] The execution unit 22 may estimate the traveling trajectory 4 by comprehensively considering multiple types of turning state information. For example, the execution unit 22 may estimate the traveling trajectory 4 by comprehensively considering all or any part of the turning state information listed above. Furthermore, the execution unit 22 may estimate the traveling trajectory 4 by using the traveling position information of the target vehicle in addition to the turning state information.

[0080]

[0065] Then, as described above, the execution unit 22 determines the enlarged area 5 based on the estimation result of the traveling trajectory 4. In the example of FIG. 6, the execution unit 22 determines the enlarged area 5 as an area obtained by expanding the traveling trajectory 4 along the extension direction of the lane 3 in a direction perpendicular to the traveling trajectory 4. As a result, at least a part of the preceding vehicle 2 traveling in the lane 3 in which the lean vehicle 1 is traveling can be contained within the enlarged area 5, and the preceding vehicle 2 can be determined as a target vehicle. Therefore, the positional relationship between the lean vehicle 1 and the preceding vehicle 2 is adjusted to the target positional relationship by the adaptive cruise control. As a result, the lean vehicle 1 can follow the preceding vehicle 2.

[0081]

[0066] As described above, in this embodiment, the turning state of the lean vehicle 1 can be grasped, and then the traveling trajectory 4 and the expanded area 5 can be appropriately determined. Therefore, even when the lean vehicle 1 is turning, the preceding vehicle 2 traveling in the lane 3 in which the lean vehicle 1 is traveling can be determined as the target vehicle. If the turning state of the lean vehicle 1 cannot be grasped, for example, a situation may occur in which a trajectory that deviates significantly from the extension direction of the lane 3 is determined as the traveling trajectory 4, such as the trajectory 6 shown by the two-dot chain line in Fig. 6. In this case, the preceding vehicle 2 traveling in the lane 3 in which the lean vehicle 1 is traveling may be located outside the expanded area 5, making it impossible to determine the preceding vehicle 2 as the target vehicle, or a vehicle traveling in a lane different from the lane 3 in which the lean vehicle 1 is traveling may be determined as the target vehicle. On the other hand, in this embodiment, the turning state of the lean vehicle 1 can be grasped, and then the traveling trajectory 4 and the expanded area 5 can be appropriately determined, thereby making it possible to avoid such situations.

[0082]

[0067] After step S!03 in Figure 5, in step S104, the execution unit 22 determines the target vehicle based on the enlarged area 5 and returns to step S102.

[0083]

[0068] In step S104, as described above, the execution unit 22 determines, for example, the preceding vehicle 2 at least a part of which is present within the enlarged area 5 as the target vehicle. As a result, as described above, in the example of FIG. 6, the preceding vehicle 2 traveling in the lane 3 in which the lean vehicle 1 is traveling can be determined as the target vehicle.

[0084]

[0069] In the above, an example has been described in which the execution unit 22 determines the target vehicle based on the enlarged area 5. However, the execution unit 22 may determine the target vehicle based on lane data. The lane data is data indicating the lane 3 in which the lean vehicle 1 is traveling. The lane data may include, for example, data indicating the relative positions of the left and right boundary lines of the lane 3 with respect to the lean vehicle 1. Specifically, the execution unit 22 may determine the lane data based on the estimation result of the traveling trajectory 4, and determine the target vehicle based on the lane data. Note that the execution unit 22 may determine the target vehicle using lane data indicating a lane adjacent to the lane 3 in which the lean vehicle 1 is traveling.

[0085]

[0070] Here, as described above, the execution unit 22 acquires the turning state information of the lean vehicle 1 based on the output information of the radar 15, and estimates the traveling trajectory 4 based on the acquired turning state information. Then, the execution unit 22 determines lane data based on the estimation result of the traveling trajectory 4 thus estimated.

[0086] For example, the execution unit 22 acquires the lane width direction position of the lean vehicle 1 in lane 3 based on the output information of the radar 15, and determines lane data assuming that the lean vehicle 1 will travel along the travel path 4 in the future while maintaining that lane width direction position. For example, if the lane width direction of the lean vehicle 1 is in the center of lane 3, the execution unit 22 determines data indicating that the left boundary line of lane 3 is located on a path offset by half the vehicle width of lane 3 to the left from the travel path 4, and that the right boundary line of lane 3 is located on a path offset by half the vehicle width of lane 3 to the right from the travel path 4, as lane data. Then, for example, the execution unit 22 determines, as the target vehicle, the preceding vehicle 2 that is at least partially present within the area defined by the left and right boundary lines of lane 3 indicated by the lane data.

[0087]

[0072] As described above, in this embodiment, in an example in which a target vehicle is determined based on lane data, the driving trajectory 4 and lane data can be appropriately determined after grasping the turning state of the lean vehicle 1. Therefore, even when the lean vehicle 1 is turning, the preceding vehicle 2 traveling in the lane 3 in which the lean vehicle 1 is traveling can be determined as the target vehicle.

[0088] As described above, the execution unit 22 of the control device 20 of this embodiment acquires turning state information of the lean vehicle 1 based on the output information of the radar 15 mounted on the lean vehicle 1, and executes the control mode based on the turning state information. As a result, the turning state of the lean vehicle 1 can be grasped and the above-mentioned control mode can be executed. Therefore, it is possible to appropriately assist the rider in driving.

[0089]

[0074] Specifically, in the above example, the execution unit 22 estimates the future traveling trajectory 4 of the lean vehicle 1 based on the turning state information, and executes the control mode based on the estimation result of the traveling trajectory 4. As a result, as in the above example, for example, in the above control mode, after grasping the turning state of the lean vehicle 1, it is possible to determine the preceding vehicle 2 traveling in the lane 3 in which the lean vehicle 1 is traveling as the target vehicle. Therefore, it is possible to appropriately support the driving by the rider.

[0090]

[0075] In this embodiment, the lean vehicle 1 is not provided with an inertial measurement unit that detects acceleration in three axial directions and angular velocity around three axes. If the lean vehicle 1 is provided with an inertial measurement unit, the lean angle of the lean vehicle 1 can be obtained based on the output information of the inertial measurement unit. It is also possible to obtain turning state information other than the lean angle (specifically, lateral acceleration, yaw rate, and curvature). In this regard, even in a lean vehicle 1 that is not provided with an inertial measurement unit, the above control mode can be executed after the turning state of the lean vehicle 1 is grasped according to the above processing by the execution unit 22, and driving by the rider can be appropriately supported.

[0091] However, an inertial measurement unit may be additionally provided in the lean vehicle 1. In that case, for example, when the radar 15 is abnormal, the execution unit 22 may acquire turning state information of the lean vehicle 1 based on the output information of the inertial measurement unit, and when the inertial measurement unit is abnormal, the execution unit 22 may acquire turning state information of the lean vehicle 1 based on the output information of the radar 15.

[0092]

[0077] In the above, as a processing example for executing a control mode based on turning state information, a processing example has been described in which a future travel path 4 of a lean vehicle 1 is estimated based on the turning state information, and a control mode is executed based on the estimated travel path 4. However, the processing example for executing a control mode based on turning state information is not limited to the above processing example. Hereinafter, among processing examples for executing a control mode based on turning state information, a first processing example, a second processing example, and a third processing example will be described as processing examples other than the above processing examples.

[0093]

[0078] The first processing example is a processing example in which, in the control mode, at least one of the speed, acceleration, and deceleration of the lean vehicle 1 is controlled based on the turning state information and the driving characteristic information of the rider of the lean vehicle 1. That is, in the control mode, the execution unit 22 may control at least one of the speed, acceleration, and deceleration of the lean vehicle 1 based on the turning state information and the driving characteristic information of the rider of the lean vehicle 1.

[0094]

[0079] Figure 7 is a graph showing an example of a rider's driving characteristics. In Figure 7, the vertical axis A_La represents the lateral acceleration of the lean vehicle 1, and the horizontal axis v represents the speed of the lean vehicle 1, and the relationship between the lateral acceleration and the speed when driving the lean vehicle 1 is shown as the driving characteristics. As shown in Figure 7, the relationship between the lateral acceleration and the speed as the driving characteristics can be roughly divided into three driving characteristics represented by graphs of a solid line, a dashed line, and a dot-dash line. The driving characteristics represented by the solid line are general driving characteristics. The driving characteristics represented by the dashed line are sportier than general driving characteristics. The driving characteristics represented by the dot-dash line are milder than general driving characteristics.

[0095] For example, the rider can use the input device 14 to select one of the three driving characteristics shown in FIG. 7. The driving characteristic selected by the rider is stored in a memory element of the control device 20. The execution unit 22 acquires the lateral acceleration of the lean vehicle 1 as turning state information based on the output information of the radar 15, and controls the speed of the lean vehicle 1 so that the relationship between the lateral acceleration and the speed of the lean vehicle 1 approaches the driving characteristic selected by the rider (that is, so that the points indicating the lateral acceleration and the speed in FIG. 7 approach the selected graph). This makes it possible to prevent the speed of the lean vehicle 1 from being excessively high or low relative to the lateral acceleration, taking the rider's driving characteristics into consideration.

[0096]

[0081] Fig. 8 is a graph different from Fig. 7 showing an example of a rider's driving characteristics. In Fig. 8, the vertical axis A-L0 indicates the longitudinal acceleration of the lean vehicle 1, and the horizontal axis A-L a indicates the lateral acceleration of the lean vehicle 1, and the relationship between the longitudinal acceleration and the lateral acceleration when driving the lean vehicle 1 is shown as the driving characteristics. As shown in Fig. 8, the relationship between the longitudinal acceleration and the lateral acceleration as the driving characteristics can be broadly divided into three driving characteristics shown by graphs of solid lines, dashed lines, and dot-dash lines, for example. The driving characteristics indicated by the solid lines are general driving characteristics. The driving characteristics indicated by the dashed lines are sportier driving characteristics than general driving characteristics. The driving characteristics indicated by the dot-dash lines are milder driving characteristics than general driving characteristics.

[0097] For example, the rider can use the input device 14 to select one of the three driving characteristics shown in FIG. 8. The driving characteristic selected by the rider is stored in a memory element of the control device 20. The execution unit 22 acquires the lateral acceleration of the lean vehicle 1 as turning state information based on the output information of the radar 15, and controls the longitudinal acceleration (i.e., acceleration or deceleration) of the lean vehicle 1 so that the relationship between the longitudinal acceleration and lateral acceleration of the lean vehicle 1 approaches the driving characteristic selected by the rider (i.e., so that the points indicating the longitudinal acceleration and lateral acceleration in FIG. 8 approach the selected graph). This makes it possible to prevent the longitudinal acceleration of the lean vehicle 1 from being excessively high or excessively low relative to the lateral acceleration, taking the rider's driving characteristics into consideration.

[0098]

[0083] In the above, an example has been described in which the execution unit 22 controls at least one of the speed, acceleration, and deceleration of the lean vehicle 1 in the control mode based on the lateral acceleration as turning state information and the driving characteristic information of the rider of the lean vehicle 1. However, in the control mode, the execution unit 22 may control at least one of the speed, acceleration, and deceleration of the lean vehicle 1 based on turning state information other than the lateral acceleration (for example, the lean angle, the yaw rate, the curvature of the lane 3) and the driving characteristic information of the rider of the lean vehicle 1. Specifically, the execution unit 22 may control at least one of the speed, acceleration, and deceleration of the lean vehicle 1 so that the relationship between at least one of the speed, acceleration, and deceleration of the lean vehicle 1 and turning state information other than lateral acceleration (e.g., lean angle, yaw rate, curvature of lane 3) approaches the driving characteristics selected by the rider.

[0099]

[0084] In the above, an example has been described in which the driving characteristics are selected by the rider. However, the execution unit 22 may automatically determine the driving characteristics of the rider. For example, the execution unit 22 may automatically determine the driving characteristics of the rider based on the behavior of the lean vehicle 1 or the past history of the driving operation by the rider.

[0100]

[0085] The second processing example is a processing example in which, in the control mode, an informing operation is performed to notify the rider of the lean vehicle 1 based on the turning state information. That is, the execution unit 22 may perform an informing operation to notify the rider of the lean vehicle 1 based on the turning state information in the control mode.

[0101]

[0086] In the above-mentioned notification operation, the execution unit 22 notifies the rider of various information related to the turning state information. For example, the above-mentioned notification operation can be performed by display on the display device 13. However, the execution unit 22 may perform the above-mentioned notification operation by a method other than display on the display device 13. For example, the execution unit 22 may perform the above-mentioned notification operation using a display device provided on clothing worn by the rider (for example, a helmet). Furthermore, for example, the execution unit 22 may perform the above-mentioned notification operation using a sound output device or a vibration generating device provided on the lean vehicle 1 or clothing worn by the rider.

[0102]

[0087] For example, in the above-mentioned notification operation, the execution unit 22 may notify the rider of the turning state information itself acquired based on the output information of the radar 15.

[0103]

[0088] Also, for example, in the above notification operation, the execution unit 22 may notify the rider of information regarding the traveling path 4 estimated based on the turning state information (for example, information regarding at least one of the extending direction and shape of the traveling path 4).

[0104]

[0089] Also, for example, in the above notification operation, the execution unit 22 may notify the rider of information regarding the enlarged area 5 or lane data determined based on the estimation result of the driving trajectory 4 (for example, information regarding at least one of the extension direction and shape of the enlarged area 5 or lane data).

[0105]

[0090] Furthermore, for example, in the above notification operation, the execution unit 22 may notify the rider of information regarding the target vehicle determined based on the enlarged area 5 or lane data (for example, information indicating which vehicle has been determined as the target vehicle).

[0106]

[0091] Also, for example, in the above-mentioned notification operation, the execution unit 22 may notify the rider of the result of comparing the relationship between at least one of the speed, acceleration, and deceleration of the lean vehicle 1 and turning state information (for example, lateral acceleration, lean angle, yaw rate, curvature of lane 3) with the driving characteristics selected by the rider (for example, information indicating how much the relationship between the speed and lateral acceleration of the lean vehicle 1 deviates from the graph selected in Figure 7).

[0107]

[0092] In the control mode, the execution unit 22 may suppress the notification in the notification operation when the turning state information indicates that the lean vehicle 1 is experiencing a turning angle exceeding a reference value. Here, if the turning angle of the lean vehicle 1 is high (for example, the lean angle is large), a situation may arise in which the notification in the notification operation is likely to be annoying to the rider. Therefore, for example, when the turning angle indicated by the turning state information is high enough to cause such a situation, the execution unit 22 determines that the turning state information is information indicating that the lean vehicle 1 is experiencing a turning angle exceeding a reference value. In this case, the execution unit 22 suppresses the notification in the notification operation. In addition, suppressing notification in the notification operation may mean prohibiting notification in the notification operation, or may mean weakening the perceptibility of notification in the notification operation (for example, by reducing the display area, lowering the display brightness, or changing the display color).

[0108]

[0093] The third processing example is a processing example in which, in the control mode, when the turning state information indicates that the lean vehicle 1 is turning at a degree exceeding a reference value, braking is suppressed in the braking operation performed in accordance with the possibility of a collision. Specifically, the braking operation is an operation of automatically braking the lean vehicle 1 in accordance with the possibility of a collision of the lean vehicle 1. In other words, in the control mode, when the turning state information indicates that the lean vehicle 1 is turning at a degree exceeding a reference value, the execution unit 22 may suppress braking in the braking operation.

[0109]

[0094] The execution unit 22 can execute a braking operation to automatically brake the lean vehicle 1 according to the collision possibility of the lean vehicle 1. In the braking operation, for example, a threshold value is set for the collision possibility between the lean vehicle 1 and a surrounding object (for example, a target vehicle). For example, when the collision possibility exceeds the threshold value, the execution unit 22 executes an operation to automatically generate a braking force on the lean vehicle 1 as the braking operation. The execution unit 22 can determine the collision possibility based on, for example, the distance between the lean vehicle 1 and the surrounding object and the relative speed of the lean vehicle 1 with respect to the surrounding object. The collision possibility can be expressed, for example, by the value obtained by dividing the relative speed of the lean vehicle 1 with respect to the surrounding object by the distance between the lean vehicle 1 and the surrounding object. In addition, the above collision probability may be expressed by a value that takes into account not only the distance between the lean vehicle 1 and the surrounding objects and the relative speed of the lean vehicle 1 with respect to the surrounding objects, but also the relative acceleration of the lean vehicle 1 with respect to the surrounding objects.

[0110]

[0095] Here, if the turning angle of the lean vehicle 1 is high (for example, the lean angle is large), braking during braking operation may actually induce the lean vehicle 1 to tip over, thereby reducing safety. Therefore, for example, when the turning angle indicated by the turning state information is high enough to cause such a situation, the execution unit 22 determines that the turning state information indicates that the lean vehicle 1 is experiencing a turning angle exceeding a reference value. In this case, the execution unit 22 suppresses braking during braking operation. Note that suppressing braking during braking operation may involve prohibiting braking during braking operation, or may involve reducing the braking force generated in the lean vehicle 1 by braking operation.

[0111]

[0096] In the above, various processing examples for executing the control mode based on the turning state information have been described. Here, a situation may arise in which the reliability of the output information of the radar 15 is reduced due to various factors. In such a situation, the reliability of the turning state information of the lean vehicle 1 acquired based on the output information of the radar 15 is also reduced. Therefore, if the control mode is executed based on the turning state information without taking any measures, it may be difficult to appropriately assist the rider in driving. Therefore, the execution unit 22 takes various measures according to the reliability of the output information of the radar 15, thereby appropriately assisting the rider in driving even when the reliability of the output information of the radar 15 is reduced. Below, as examples of such responses, a first response example, a second response example, a third response example, a fourth response example, a fifth response example, a sixth response example, a seventh response example, and an eighth response example will be described.

[0112]

[0097] The execution unit 22 determines whether the reliability of the output information of the radar 15 is lower than the standard, and if it determines that the reliability of the output information of the radar 15 is lower than the standard, it takes the following measures. Here, if the reliability of the output information of the radar 15 is lower than the standard, it means, for example, that the amount of information in the output information of the radar 15 is insufficient, and if the control mode is executed based on the turning state information without taking any measures, it may be difficult to appropriately assist the rider in driving. For example, if the number of detection points detected by the radar 15 (specifically, reflection points of electromagnetic waves emitted from the radar 15, reflected by the surfaces of surrounding objects, and detected by the radar 15) is small, or if the intensity of the detection points is low, the execution unit 22 determines that the reliability of the output information of the radar 15 is lower than the standard.

[0113]

[0098] In a first example, when the reliability of the output information of the radar 15 is lower than a standard, the execution unit 22 strengthens the degree of noise suppression by the filtering process applied to the output information of the radar 15 compared to when the reliability is higher than the standard. For example, in order to remove noise contained in the output information of the radar 15, the execution unit 22 performs filtering on the output information of the radar 15 to remove high-frequency signals. When the reliability of the output information of the radar 15 is lower than a standard, the execution unit 22 changes the filtering process (for example, lowers the cutoff frequency of the low-pass filter used in the filtering process) so that noise can be more easily removed in the filtering process compared to when the reliability is higher than the standard. Note that when the reliability of the output information of the radar 15 is lower than a standard, a Kalman filter may be used in the filtering process, for example.

[0114]

[0099] In the first example, when the reliability of the output information of the radar 15 is lower than the standard, the execution unit 22 may gradually increase the degree of noise suppression by the filtering process over time, until all of the output information of the radar 15 is finally removed by the filtering process. In this way, by gradually increasing the degree of noise suppression by the filtering process over time, it is possible to prevent a situation in which the turning state information of the lean vehicle 1 acquired based on the output information of the radar 15 suddenly changes, resulting in, for example, a sudden change in the target vehicle.

[0115]

[0100] Furthermore, when all of the output information of the radar 15 is removed by the filtering process, the execution unit 22 may temporarily store the output information of the radar 15 before removal as preliminary data in a memory element of the control device 20.

[0116]

[0101] In a second example, when the reliability of the output information of the radar 15 is lower than a standard, the execution unit 22 estimates the travel path 4 based on map data. For example, the execution unit 22 can acquire the position information of the lean vehicle 1 based on information transmitted from a GPS (Global Positioning System) satellite. Then, the execution unit 22 can estimate the travel path 4 based on the map data, assuming that the lean vehicle 1 travels along the path of the road on the map at the travel position of the lean vehicle 1.

[0117]

[0102] For example, in the second example, when the reliability of the output information of the radar 15 is lower than the standard, and the reliability is particularly low (for example, when the above standard is the first standard, and the reliability is lower than the second standard which is lower than the first standard), the execution unit 22 estimates the driving trajectory 4 using only the map data without using the output information of the radar 15. On the other hand, when the reliability of the output information of the radar 15 is lower than the standard, and the reliability is not excessively low (for example, when the reliability is higher than the second standard), the execution unit 22 estimates the driving trajectory 4 using both the output information of the radar 15 and the map data. In this case, for example, the execution unit 22 integrates (for example, takes the average of) the driving trajectory 4 estimated based only on the output information of the radar 15 and the driving trajectory 4 estimated based only on the map data, and finally determines the driving trajectory 4.

[0118]

[0103] In a third example, when the reliability of the output information of the radar 15 is lower than a standard, the execution unit 22 estimates the travel trajectory 4 based on information acquired by other vehicles while traveling. For example, a server that can communicate with each vehicle collects information acquired by each vehicle while traveling, and stores a map generated based on the collected information. In the map, the turning state information itself when each vehicle actually traveled through each point, or information that can be converted into turning state information, is associated with map data. Note that, examples of information that can be converted into the turning state information include output information from the surrounding environment sensors of each vehicle. The execution unit 22, for example, obtains the above map from a server, and based on the map, identifies the turning state information when another vehicle actually travels through the driving position of the lean vehicle 1, and estimates the turning state information of the lean vehicle 1 based on such information, thereby estimating the driving trajectory 4.

[0119]

[0104] In a fourth example, when the reliability of the output information of the radar 15 is lower than a standard, the execution unit 22 prohibits the change of the target vehicle in the control mode. For example, when the reliability of the output information of the radar 15 is lower than a standard and the output information of the radar 15 indicates that the lean vehicle 1 is traveling following the target vehicle, the execution unit 22 prohibits the change of the target vehicle. For example, when the shape or density of a group of detection points detected by the radar 15 that are assumed to indicate the target vehicle remains unchanged, it can be determined that the lean vehicle 1 is traveling following the target vehicle. In such a case, for example, the execution unit 22 determines that the output information of the radar 15 is information indicating that the lean vehicle 1 is traveling following the target vehicle. In this case, the execution unit 22 maintains the vehicle that was set as the target vehicle at the time when the reliability of the output information of the radar 15 fell below the standard or at the time immediately before that time (for example, a predetermined time before the time when the reliability fell below the standard) as the target vehicle.

[0120]

[0105] In a fifth example, when the reliability of the output information of the radar 15 is lower than a standard, the execution unit 22 estimates the travel trajectory 4 based on the travel position information of the target vehicle. The travel position information of the target vehicle is information related to the travel position of the target vehicle, and may be, for example, information that directly indicates the travel position or information that can be substantially converted into the travel position. For example, when the reliability of the output information of the radar 15 is lower than a standard, and the output information of the radar 15 indicates that the lean vehicle 1 is traveling following the target vehicle in the previous calculation cycle, the execution unit 22 estimates the travel trajectory 4 based on the travel position information of the target vehicle in the previous calculation cycle. In this case, the execution unit 22, for example, assumes that the lean vehicle 1 will pass the driving position of the target vehicle in the previous calculation cycle in the future, and estimates the driving trajectory 4.

[0121]

[0106] Then, the execution unit 22 determines the enlarged area 5 or lane data based on the estimation result of the travel trajectory 4 thus estimated. For example, the execution unit 22 sets the estimated travel trajectory 4 as the center in the lane width direction, and determines an area having a width in the lane width direction that is approximately the same as the width of the lean vehicle 1 as the enlarged area 5. In addition, for example, the execution unit 22 corrects the position of each boundary line indicated by the lane data so that the estimated travel trajectory 4 is located in the center between the left boundary line of lane 3 and the right boundary line of lane 3.

[0122]

[0107] In a sixth example, the execution unit 22 determines the enlarged area 5 according to the reliability of the output information of the radar 15. For example, when the reliability of the output information of the radar 15 is lower than a standard, the execution unit 22 temporarily enlarges the length of the enlarged area 5 in the vehicle width direction compared to when the reliability is higher than the standard. Thereafter, when the reliability of the output information of the radar 15 exceeds the standard, the execution unit 22 cancels the temporary enlargement of the enlarged area 5 and restores the length of the enlarged area 5 in the vehicle width direction to its original state. Note that the execution unit 22 may change the length of the enlarged area 5 in the vehicle width direction continuously or in multiple stages according to the reliability of the output information of the radar 15.

[0123]

[0108] In a seventh example, the execution unit 22 determines lane data according to the reliability of the output information of the radar 15. For example, when the reliability of the output information of the radar 15 is lower than a standard, the execution unit 22 temporarily expands the length of the lane 3 area indicated by the lane data in the vehicle width direction compared to when the reliability is higher than the standard. Thereafter, when the reliability of the output information of the radar 15 exceeds the standard, the execution unit 22 cancels the temporary expansion of the lane 3 area indicated by the lane data and restores the length of the lane 3 area indicated by the lane data in the vehicle width direction. Note that the execution unit 22 may change the length of the lane 3 area indicated by the lane data in the vehicle width direction continuously or in multiple stages according to the reliability of the output information of the radar 15.

[0124]

[0109] In the eighth example, when the reliability of the output information of the radar 15 is lower than a standard, the execution unit 22 maintains the speed of the lean vehicle 1 in the control mode at the speed at the time when the reliability fell below the standard. For example, when the reliability of the output information of the radar 15 is lower than a standard, the execution unit 22 maintains the speed of the lean vehicle 1 in the control mode at the speed at the time when the reliability fell below the standard or at the time just before that time (for example, a predetermined time before the time when the reliability fell below the standard). Thereafter, when the reliability of the output information of the radar 15 exceeds the standard, the execution unit 22 cancels the state in which the speed of the lean vehicle 1 is maintained and allows the speed to be changed in accordance with the adaptive cruise control or the accelerator operation by the rider. However, the time corresponding to the time when the reliability falls below the standard may be a time after the time when the reliability falls below the standard.

[0125]

[0110] Here, if the reliability of the output information of the radar 15 decreases, it may be difficult to stably determine the target vehicle (for example, if the target vehicle suddenly becomes undetectable). In such a case, if the speed of the lean vehicle 1 suddenly changes based on the output information of the radar 15, safety may actually decrease. Therefore, safety can be improved by maintaining the speed of the lean vehicle 1 at the speed at the above point.

[0126]

[0111] In addition, when the reliability of the output information of the radar 15 is lower than the standard and the turning state information indicates that the lean vehicle 1 is turning at a degree exceeding the standard (for example, when the lean angle exceeds the minimum value and it can be determined that the lean vehicle 1 is turning), the execution unit 22 may maintain the speed of the lean vehicle 1 at the speed corresponding to the time when the reliability fell below the standard in the control mode. Here, when the lean vehicle 1 is turning, the posture of the lean vehicle 1 is likely to become unstable as the speed of the lean vehicle 1 changes. Therefore, by maintaining the speed of the lean vehicle 1 when the lean vehicle 1 is turning, safety can be improved.

[0127]

[0112] <Effects of the control device> The effects of the control device 20 according to the embodiment of the present invention will be described.

[0128]

[0113] The control device 20 includes an execution unit 22 that executes a control mode in which a positional relationship adjustment operation is performed to adjust the positional relationship between the lean vehicle 1 and a target vehicle (in the above example, the preceding vehicle 2) traveling ahead of the lean vehicle 1 to a target positional relationship. The execution unit 22 acquires turning state information of the lean vehicle 1 based on output information from the radar 15 mounted on the lean vehicle 1, and executes the control mode based on the turning state information. This makes it possible to execute the above control mode after grasping the turning state of the lean vehicle 1. Therefore, in the above control mode, for example, it is possible to determine the target vehicle, control the behavior of the lean vehicle 1, and notify the rider, taking into account the turning state of the lean vehicle 1. This makes it possible to appropriately support the rider's driving.

[0129]

[0114] Preferably, in the control device 20, the execution unit 22 estimates the future traveling trajectory 4 of the lean vehicle 1 based on the turning state information, and executes the control mode based on the estimation result of the traveling trajectory 4. As a result, as in the example described above, for example, in the above control mode, after grasping the turning state of the lean vehicle 1, it is possible to determine the preceding vehicle 2 traveling in the lane 3 in which the lean vehicle 1 is traveling as the target vehicle. Therefore, it is possible to appropriately support the driving by the rider.

[0130]

[0115] Preferably, in the control device 20, the execution unit 22 determines an expanded area 5, which is an area obtained by expanding the traveling trajectory 4 in a direction perpendicular to the traveling trajectory 4, based on the estimation result of the traveling trajectory 4, and determines a target vehicle in the control mode based on the expanded area 5. As a result, in the above control mode, it is possible to appropriately determine, as a target vehicle, the preceding vehicle 2 traveling in the lane 3 in which the lean vehicle 1 is traveling, after grasping the turning state of the lean vehicle 1. Therefore, it is possible to more appropriately support the driving by the rider.

[0131]

[0116] Preferably, in the control device 20, the execution unit 22 determines lane data, which is data indicating the lane 3 in which the lean vehicle 1 is traveling, based on the estimation result of the traveling trajectory 4, and in the control mode, determines a target vehicle based on the lane data. As a result, in the above control mode, it is possible to appropriately determine the preceding vehicle 2 traveling in the lane 3 in which the lean vehicle 1 is traveling as the target vehicle after grasping the turning state of the lean vehicle 1. Therefore, it is possible to more appropriately support the driving by the rider.

[0132]

[0117] Preferably, in the control device 20, the execution unit 22 controls at least one of the speed, acceleration, and deceleration of the lean vehicle 1 in the control mode based on the turning state information and the driving characteristic information of the rider of the lean vehicle 1. Thereby, for example, in the control mode, the relationship between the turning state information and at least one of the speed, acceleration, and deceleration of the lean vehicle 1 can be adjusted to approach the driving characteristic of the rider. In this way, in the above control mode, the behavior of the lean vehicle 1 can be controlled after grasping the turning state of the lean vehicle 1. Therefore, appropriate assistance to the rider's driving is appropriately realized.

[0133]

[0118] Preferably, in the control device 20, the execution unit 22 executes a notification operation to notify the rider of the lean vehicle 1 based on the turning state information in the control mode. This makes it possible to notify the rider of various information related to the turning state information in the control mode. In this way, in the above control mode, it is possible to grasp the turning state of the lean vehicle 1 and then notify the rider. Therefore, it is possible to appropriately support the rider's driving.

[0134]

[0119] Preferably, in the control device 20, the execution unit 22 suppresses notification in the notification operation when the turning state information indicates that the lean vehicle 1 is experiencing a turning angle exceeding a reference value in the control mode. This makes it possible to suppress notification in the notification operation in a situation where the notification operation is likely to be annoying to the rider, thereby preventing the notification operation from being annoying to the rider. This can improve rider comfort.

[0135]

[0120] Preferably, in the control device 20, the execution unit 22 executes a braking operation to automatically brake the lean vehicle 1 in accordance with the possibility of collision of the lean vehicle 1, and in the control mode, when the turning state information indicates that the lean vehicle 1 is turning at a degree exceeding a reference value, braking in the braking operation is suppressed. This makes it possible to suppress braking in the braking operation in a situation where braking in the braking operation would rather induce the lean vehicle 1 to tip over and reduce safety, thereby improving safety.

[0136]

[0121] Preferably, in the control device 20, when the reliability of the output information of the radar 15 is lower than a standard, the execution unit 22 strengthens the degree of noise suppression by the filtering process applied to the output information of the radar 15 compared to when the reliability is higher than the standard. This makes it possible to prevent the reliability of the turning state information of the lean vehicle 1 acquired based on the output information of the radar 15 from decreasing due to a decrease in the reliability of the output information of the radar 15, thereby appropriately realizing support for driving by the rider.

[0137]

[0122] Preferably, in the control device 20, when the reliability of the output information of the radar 15 is lower than a standard, the execution unit 22 maintains the speed of the lean vehicle 1 at the speed at the time when the reliability fell below the standard in the control mode. As a result, even if it becomes difficult to stably determine the target vehicle due to a decrease in the reliability of the output information of the radar 15, by maintaining the speed of the lean vehicle 1 at the speed at the time, it is possible to suppress a sudden change in the speed of the lean vehicle 1 and improve safety.

[0138]

[0123] Preferably, in the control device 20, when the reliability of the output information of the radar 15 is lower than a standard, the execution unit 22 estimates the traveling trajectory 4 based on map data or information acquired by other vehicles while traveling. As a result, even if it becomes difficult to estimate the traveling trajectory 4 based on the output information of the radar 15 due to a decrease in the reliability of the output information of the radar 15, it is possible to estimate the traveling trajectory 4 by using information other than the output information of the radar 15 (specifically, map data or information acquired by other vehicles while traveling). Therefore, for example, it is possible to appropriately determine the target vehicle based on the traveling trajectory 4.

[0139]

[0124] Preferably, in the control device 20, the execution unit 22 estimates the travel trajectory 4 based on the travel position information of the target vehicle when the reliability of the output information of the radar 15 is lower than a reference value. As a result, even if it becomes difficult to estimate the travel trajectory 4 based on the output information of the radar 15 due to a decrease in the reliability of the output information of the radar 15, it is possible to estimate the travel trajectory 4 by using information other than the output information of the radar 15 (specifically, the travel position information of the target vehicle). Therefore, for example, it is possible to appropriately determine the target vehicle based on the travel trajectory 4.

[0140]

[0125] Preferably, in the control device 20, the execution unit 22 determines the expansion area 5 according to the reliability of the output information of the radar 15. As a result, for example, when the estimation accuracy of the traveling trajectory 4 based on the output information of the radar 15 decreases due to a decrease in the reliability of the output information of the radar 15, the expansion area 5 can be enlarged to make it easier to detect the target vehicle.

[0141]

[0126] Preferably, in the control device 20, the execution unit 22 determines the lane data according to the reliability of the output information of the radar 15. As a result, for example, when the estimation accuracy of the traveling trajectory 4 based on the output information of the radar 15 decreases due to a decrease in the reliability of the output information of the radar 15, the lane data can be increased to make it easier to detect the target vehicle.

[0142]

[0127] The present invention is not limited to the description of the embodiments. For example, only a part of the embodiments may be implemented.

[0143] [Explanation of symbols]

[0144] [ 0 1 2 8 ]

[0145] 1 lean vehicle, 2 preceding vehicle, 3 lane, 4 driving trajectory, 5 enlarged area, 6 trajectory, 11 engine, 12 hydraulic control unit, 13 display device, 14 input device, 15 radar, 16 front wheel speed sensor, 17 rear wheel speed sensor, 2 〇 control device, 21 acquisition unit, 22 execution unit.

Claims

[Document name] Scope of claims

1. A control device (20) for controlling the behavior of a lean vehicle (1), comprising: an execution unit for executing a control mode in which a positional relationship adjustment operation is performed to adjust the positional relationship between the lean vehicle (1) and a target vehicle traveling ahead of the lean vehicle (1) to a target positional relationship. (22) that acquires turning state information of the lean vehicle (1) based on output information of a radar (15) mounted on the lean vehicle (1), and executes the control mode based on the turning state information.

2. The control device according to claim 1, wherein the execution unit (22) estimates a future traveling trajectory (4) of the lean vehicle (1) based on the turning state information, and executes the control mode based on the estimated result of the traveling trajectory (4).

3. The control device described in claim 2, wherein the execution unit (22) determines an expanded area (5) that is an area obtained by expanding the traveling trajectory (4) in a direction perpendicular to the traveling trajectory (4) based on the estimated result of the traveling trajectory (4), and in the control mode, determines the target vehicle based on the expanded area (5).

4. The control device according to claim 2, wherein the execution unit (22) determines lane data indicating a lane (3) in which the lean vehicle (1) is traveling based on the estimated result of the traveling trajectory (4), and in the control mode, determines the target vehicle based on the lane data.

5. The control device according to claim 1, wherein the execution unit (22) controls at least one of the speed, acceleration, and deceleration of the lean vehicle (1) based on the turning state information and driving characteristic information of the rider of the lean vehicle (1) in the control mode.

6. The control device according to claim 1, wherein the execution unit (22) executes an alert operation to alert a rider of the lean vehicle (1) based on the turning state information in the control mode.

7. The execution unit (22) is configured to: in the control mode, the turning state information is The control device according to claim 6, wherein when the information indicates that a turning angle exceeding a reference value is occurring in (1), the notification in the notification operation is suppressed.

8. The control device according to claim 1, wherein the execution unit (22) executes a braking operation to automatically brake the lean vehicle (1) in accordance with the possibility of a collision of the lean vehicle (1), and in the control mode, when the turning state information indicates that the lean vehicle (1) is turning at a degree exceeding a reference value, the control device suppresses braking in the braking operation.

9. The control device according to any one of claims 1 to 8, wherein the execution unit (22) strengthens the degree of noise suppression by filtering processing applied to the output information of the radar (15) when the reliability of the output information of the radar (15) is lower than a reference value, compared to when the reliability is higher than the reference value.

10. A control device as described in any one of claims 1 to 8, wherein, when the reliability of the output information of the radar (15) is lower than a standard, the execution unit (22) maintains the speed of the lean vehicle (1) in the control mode at the speed at the time when the reliability fell below the standard.

11. A control device as described in any one of claims 2 to 4, wherein the execution unit (22) estimates the driving trajectory (4) based on map data or information acquired by other vehicles while driving when the reliability of the output information of the radar (15) is lower than a standard.

12. A control device described in any one of claims 2 to 4, wherein the execution unit (22) estimates the driving trajectory (4) based on the driving position information of the target vehicle when the reliability of the output information of the radar (15) is lower than a standard.

13. The control device according to claim 3, wherein the execution unit (22) determines the enlarged area (5) according to the reliability of the output information of the radar (15).

14. The control device according to claim 4, wherein the execution unit (22) determines the lane data according to the reliability of the output information of the radar (15).

15. A control method for controlling the behavior of a lean vehicle (1), wherein an execution unit (22) of a control device (20) executes a control mode in which a positional relationship adjustment operation is executed to adjust the positional relationship between the lean vehicle (1) and a target vehicle traveling ahead of the lean vehicle (1) to a target positional relationship, and the execution unit (22) acquires turning state information of the lean vehicle (1) based on output information of a radar (15) mounted on the lean vehicle (1), and executes the control mode based on the turning state information.

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