Control device and control method for assistance system for assisting rider of leaning vehicle

Abstract

According to the present invention, there is obtained a control device responsive to the distinctive travel characteristics of a leaning vehicle. Also obtained is a control method responsive to the distinctive travel characteristics of a leaning vehicle. This control device comprises an execution unit that executes a control mode in which is executed a rider assistance operation based on first positional relationship information, which is information about a positional relationship between a leaning vehicle (100) and a target (T) located in the surroundings of the leaning vehicle (100). The control device further comprises an acquisition unit that acquires second positional relationship information, which is information about a positional relationship between the leaning vehicle (100) and a roundabout section (R) of a road. The execution unit executes the control mode on the basis of the second positional relationship information.

Description

[0001] [Document name] Statement

[0002] [Title of Invention] Control device and control method for assistance system to assist riders of lean vehicles

[0003] [Technical Field]

[0004]

[001] The present invention relates to a control device for an assistance system that assists a rider of a lean vehicle, and a control method for an assistance system that assists a rider of a lean vehicle.

[0005] [Background technology]

[0006]

[002] Some conventional lean-mounted vehicles are equipped with an assistance system that assists the rider. When a specific control mode is enabled, the assistance system performs rider assistance operations as needed based on positional relationship information between the lean-mounted vehicle and objects located around the lean-mounted vehicle (see, for example, Patent Document 1).

[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] [0 0 4] Lean vehicles are significantly smaller than other vehicles (e.g., passenger cars, trucks, etc.), and therefore have a high degree of freedom in their driving position. When a lean vehicle passes through a roundabout on a road with the above-mentioned control mode enabled, the high degree of freedom in its driving position may make it impossible to obtain positional relationship information that should be obtained.

[0014]

[0005] The present invention has been made in light of the above-mentioned problems, and provides a control device that can accommodate the particular characteristics of running a lean vehicle. Also, the present invention provides a control method that can accommodate the particular characteristics of running a lean vehicle.

[0015] [Means for solving the problem]

[0016]

[0006] The control device according to the present invention is a control device for an assistance system that assists a rider of a lean vehicle, and includes an execution unit that executes a control mode in which an assistance operation for the rider is performed based on first positional relationship information, which is positional relationship information between the lean vehicle and an object located around the lean vehicle, and further includes an acquisition unit that acquires second positional relationship information, which is positional relationship information between the lean vehicle and a roundabout portion of a road, and the execution unit executes the control mode based on the second positional relationship information.

[0017]

[0007] The control method of the present invention is a control method for an assistance system that assists a rider of a lean vehicle, wherein an execution unit of a control device executes a control mode in which an assistance operation for the rider is executed based on first positional relationship information, which is positional relationship information between the lean vehicle and an object located around the lean vehicle; further, an acquisition unit of the control device acquires second positional relationship information, which is positional relationship information between the lean vehicle and a roundabout portion of a road; and the execution unit executes the control mode based on the second positional relationship information.

[0018] [Effects of the Invention]

[0019]

[0008] In the control device and control method according to the present invention, the execution unit executes a control mode in which a rider assistance operation is performed based on first positional relationship information, which is positional relationship information between the lean vehicle and an object located around the lean vehicle. The execution unit then executes the control mode based on second positional relationship information, which is positional relationship information between the lean vehicle and the roundabout section of the road. This makes it possible to optimize the control mode depending on the positional relationship between the lean vehicle and the roundabout section of the road, thereby improving rider assistance. [Brief description of the drawings]

[0020] [ 0 0 0 9 ]

[0021] FIG. 1 is a diagram showing an application state of an assistance system according to an embodiment of the present invention to a lean vehicle.

[0022] FIG. 2 is a diagram showing the system configuration of a support system according to an embodiment of the present invention.

[0023] FIG. 3 is a diagram for explaining the configuration of a support system according to an embodiment of the present invention.

[0024] FIG. 4 is a diagram for explaining the configuration of a support system according to an embodiment of the present invention.

[0025] [Figure 5] A diagram showing an example of the operation flow of a control device in an assistance system according to an embodiment of the present invention.

[0026] DETAILED DESCRIPTION OF THE INVENTION

[0027]

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

[0028]

[0011] Note that the configurations, operations, etc. described below are merely examples, and the control device and control method according to the present invention are not limited to such configurations, operations, etc.

[0029]

[0012] For example, although the following describes a case where the control device and control method according to the present invention are used in an assistance system for a rider of a motorcycle, the control device and control method according to the present invention may also be used in an assistance system for a rider of a lean vehicle other than a motorcycle. A lean vehicle refers to a vehicle whose body leans to the right when turning right and whose body leans to the left when turning left. Lean vehicles include, for example, motorcycles (motorcycles and motor tricycles) and bicycles. Motorcycles include vehicles powered by engines and vehicles powered by electric motors. Motorcycles include, for example, motorcycles, scooters, and electric scooters. A bicycle refers to a vehicle that can be propelled on a road by the driver's pedaling force applied to the pedals. Bicycles include standard bicycles, electrically assisted bicycles, and electric bicycles.

[0030]

[0013] In the following, the same or similar descriptions are appropriately simplified or omitted. In addition, in each drawing, the same or similar parts are denoted by the same reference numerals or no reference numerals are used. In addition, the illustration of detailed structures is appropriately simplified or omitted.

[0031]

[0014] Embodiment. The following describes a support system according to an embodiment.

[0032]

[0015] <Configuration of the assistance system> The configuration of the assistance system according to the embodiment will be described. Fig. 1 is a diagram showing an application state of an assistance system according to an embodiment of the present invention to a lean vehicle. Fig. 2 is a diagram showing the system configuration of the assistance system according to the embodiment of the present invention. Figs. 3 and 4 are diagrams for explaining the configuration of the assistance system according to the embodiment of the present invention.

[0033]

[0016] As shown in Figures 1 and 2 in particular, the assistance system 1 is mounted on a lean vehicle 100. The assistance system 1 includes, for example, an ambient environment sensor 11, a rotational speed sensor 12, an inertial sensor 13, a positioning sensor 14, a setting input device 15, a control unit (ECU) 20, a braking device 30, a drive device 40, and an alarm device 50, as needed.

[0034]

[0017] In the assistance system 1, the control device 20 executes assistance operations for the rider of the lean vehicle 100 using the outputs of the ambient environment sensor 11, rotational speed sensor 12, inertial sensor 13, positioning sensor 14, and setting input device 15 as necessary. The control device 20 executes assistance operations by outputting control commands to various devices (for example, the braking device 30, the drive device 40, the notification device 50, etc.). The control device 20 receives outputs from various sensors for detecting other information as necessary (for example, a sensor for detecting information on the operation status of the operating unit of the braking device 30 by the rider, a sensor for detecting information on the operation status of the operating unit of the drive device 40 by the rider, etc.). Each part of the support system 1 may be used exclusively for the support system 1, or may be shared with other systems.

[0035]

[0018] The assistance system 1 includes an ambient environment sensor 11 that detects ambient environment information in front of the lean vehicle 100. The ambient environment sensor 11 may detect ambient environment information behind the lean vehicle 100, or may detect ambient environment information to the left of the lean vehicle 100, or may detect ambient environment information to the right of the lean vehicle 100. The assistance system 1 may include multiple ambient environment sensors 11 with different detection ranges. The ambient environment sensor 11 is, for example, a radar, a lidar sensor, an ultrasonic sensor, a camera, etc.

[0036]

[0019] The rotational speed sensor 12 detects the rotational speed of the wheel 101 of the lean vehicle 100. The rotational speed may be the number of rotations per unit time, or may be the rotation angle per unit time. The assistance system 1 may have both a rotational speed sensor 12 that detects the rotational speed of the front wheel 101A of the lean vehicle 100 and a rotational speed sensor 12 that detects the rotational speed of the rear wheel 101B of the lean vehicle 100, or may have only one of them. The rotational speed sensor 12 may also detect another physical quantity that can be substantially converted into the rotational speed of the wheel 101.

[0037]

[0020] The inertial sensor 13 detects three-axial (front-rear, width, and height) accelerations and three-axial (roll, pitch, and yaw) angular velocities occurring in the lean vehicle 100. The inertial sensor 13 may detect other physical quantities that can be substantially converted into the three-axial accelerations and three-axial angular velocities occurring in the lean vehicle 100. Alternatively, the inertial sensor 13 may detect only a portion of the three-axial accelerations and three-axial angular velocities.

[0038]

[0021] The positioning sensor 14 receives positioning signals transmitted from multiple communication satellites and detects the global coordinates of the lean vehicle 100. The positioning sensor 14 may detect other physical quantities that can be substantially converted into the global coordinates of the lean vehicle 100. The positioning sensor 14 may be provided on the lean vehicle 100, or may be provided on equipment associated with the lean vehicle 100 (e.g., a helmet, gloves, etc.), or may be provided on the rider's belongings.

[0039] (e.g., a mobile terminal, etc.)

[0040]

[0022] The setting input device 15 accepts various setting input operations by the rider. For example, the rider can use the setting input device 15 to switch between enabling and disabling a control mode in which a rider assistance operation is performed. Also, for example, the rider can use the setting input device 15 to set control parameters (e.g., target values, etc.) used in that control mode. The setting input device 15 may be one that accepts operations by the rider's body (e.g., hands, feet, etc.), or may be one that accepts voice uttered by the rider. Also, the setting input device 15 may be provided in the lean vehicle 100, or may be provided in equipment (e.g., helmet, gloves, etc.) associated with the lean vehicle 100, or may be provided in the rider's belongings (e.g., mobile terminal, etc.).

[0041]

[0023] The control device 20 includes at least an acquisition unit 21 and an execution unit 22. All or each unit of the control device 20 may be provided together in a single housing, or may be provided separately in multiple housings. All or each unit of the control device 20 may be configured, for example, as a microcomputer, microprocessor unit, etc., or may be configured with updatable firmware, etc., or may be a program module, etc., executed by instructions from a CPU, etc.

[0042]

[0024] The acquisition unit 21 acquires ambient environment information of the lean vehicle 100 based on the output of the ambient environment sensor 11. The acquisition unit 21 may acquire the ambient environment information of the lean vehicle 100 by wireless communication with other vehicles, or by wireless communication with road facilities. Based on the acquired ambient environment information of the lean vehicle 100, the acquisition unit 21 acquires first positional relationship information, which is positional relationship information between the lean vehicle 100 and objects T (e.g., vehicles, obstacles, road facilities, people, animals, etc.) located around the lean vehicle 100. The first positional relationship information is, for example, information such as relative position, relative distance, relative speed, relative acceleration, relative jerk, passing time difference, and predicted time until collision. The first positional relationship information may be information of other physical quantities that can be substantially converted into the first positional relationship information. Alternatively or in addition, the acquisition unit 21 acquires characteristic information of an object T (e.g., a vehicle, an obstacle, road facilities, a person, an animal, etc.) located around the lean vehicle 100 based on the acquired surrounding environment information of the lean vehicle 100. Road facilities include, for example, road signs, drawings on the road surface, traffic lights, street trees, utility poles, guardrails, curbs, bulletin boards, etc. The characteristic information is, for example, information indicating the content of road signs, information indicating the type of drawings on the road surface, road shape information (e.g., information indicating a straight road, information indicating the curvature of a curve, etc.), position information of lane boundary lines, information about the number of lanes, information indicating the status of traffic lights, information indicating the status of congestion, construction, and / or accidents, etc. The characteristic information may be information of other physical quantities that can be substantially converted into the first positional relationship information.

[0043]

[0025] The acquisition unit 21 acquires vehicle speed information of the lean vehicle 100 based on the output of the rotational speed sensor 12 as needed. The acquisition unit 21 acquires running posture information of the lean vehicle 100 based on the output of the inertial sensor 13 as needed. The acquisition unit 21 acquires global coordinate information of the lean vehicle 100 based on the output of the positioning sensor 14 as needed.

[0044]

[0026] The execution unit 22 executes a control mode in which an assist operation for the rider is performed based on the first positional relationship information acquired by the acquisition unit 21.

[0045]

[0027] As a first example, the assistance operation executed in the control mode is a positional relationship adjustment operation that adjusts the positional relationship between the lean vehicle 100 and the preceding vehicle 200 of the lean vehicle 100 as the target T to a target positional relationship based on the first positional relationship information, as shown in particular in FIG. 3.

[0046] Specifically, the control mode is an adaptive cruise control mode. When the adaptive cruise control mode is enabled, if there is no preceding vehicle 200, the execution unit 22 outputs a control command to the braking device 30 and / or the driving device 40 to control the braking force and / or driving force generated in the lean vehicle 100 so that the lean vehicle 100 travels at the upper speed limit set by the rider. When there is a preceding vehicle 200, the execution unit 22 outputs a control command to the braking device 30 and / or the driving device 40 to control the braking force and / or driving force generated in the lean vehicle 100 so that the lean vehicle 100 travels at a speed that is equal to or lower than the upper limit value and that maintains the passing time difference or inter-vehicle distance from the preceding vehicle 200, that is, so that the positional relationship adjustment operation is performed. In this control mode, when the lean vehicle 100 approaches the preceding vehicle 200 while the rider is operating the accelerator, the execution unit 22 outputs a control command to the braking device 30 and / or the drive device 40 to control the braking force and / or drive force acting on the lean vehicle 100 so that the lean vehicle 100 travels at a vehicle speed that maintains the passing time difference or inter-vehicle distance with the preceding vehicle 200, that is, so that a positional relationship adjustment operation is performed. The braking device 30 may be controlled to cause or increase deceleration, or may be controlled to cause or increase acceleration. The drive device 40 may be controlled to cause or increase acceleration, or may be controlled to cause or increase deceleration.

[0047]

[0029] As a second example, the assistance operation performed in the control mode is a collision avoidance operation that encourages avoidance of a collision between leaning vehicle 100 and target T based on the first positional relationship information.

[0048] Specifically, in this control mode, when it is determined that the likelihood of a collision between the lean vehicle 100 and an object T located around the lean vehicle 100 exceeds a standard, the execution unit 22 outputs a control command to the alarm device 50 so that a warning is issued to the rider, that is, so that a collision avoidance operation is performed. The alarm device 50 may issue a warning by sound, or alternatively or additionally, by displaying or lighting an indicator, or alternatively or additionally, by vibrating. The execution unit 22 may issue a control command to the braking device 30 and / or the driving device 40 to instantaneously decelerate or accelerate the lean vehicle 100, thereby issuing a vibration as a warning. The alarm device 50 may be provided in the lean vehicle 100, or alternatively or additionally, in equipment (e.g., a helmet, gloves, etc.) associated with the lean vehicle 100. The alarm device 50 may also be provided in another vehicle and / or equipment (e.g., a helmet, gloves, etc.) associated with the other vehicle, and a warning may be issued to the driver of the other vehicle. The control mode may be such that, when it is determined that the likelihood of the lean vehicle 100 colliding with an object T located around the lean vehicle 100 exceeds a standard, the execution unit 22 outputs a control command to the braking device 30 and / or the drive device 40 so that the lean vehicle 100 decelerates to reduce the likelihood of collision, that is, so that a collision avoidance operation is performed.

[0049]

[0031] Here, as particularly shown in Fig. 4, the acquisition unit 21 acquires second positional relationship information, which is positional relationship information between the lean vehicle 100 and the roundabout section R of the road, based on the surrounding environment information of the lean vehicle 100. Then, the execution unit 22 executes a control mode, based on the second positional relationship information, in which a rider assistance operation based on the first positional relationship information is executed.

[0050] For example, the acquisition unit 21 acquires, as the second positional relationship information, information indicating the stage of the lean vehicle 100 passing through the roundabout section R. The information may be information indicating that the lean vehicle 100 has not yet entered the roundabout section R, or information indicating that the lean vehicle 100 is entering the roundabout section R, or information indicating that the lean vehicle 100 is traveling within the roundabout section R, or information indicating that the lean vehicle 100 is exiting the roundabout section R, or information indicating that the lean vehicle 100 has already exited the roundabout section R. Furthermore, the information may be obtained based on the driving posture information of the lean vehicle 100, or alternatively or additionally, based on the surrounding environment information of the lean vehicle 100, or alternatively or additionally, based on map information.

[0051]

[0033] Specifically, when a road sign and / or a drawing on the road surface indicating the presence of a roundabout section R is detected in the traveling direction of the lean-to vehicle 100 based on the output of the surrounding environment sensor 11, and when it is determined that the distance from the lean-to vehicle 100 to the road sign and / or drawing is below a minimum value, information is acquired indicating that the lean-to vehicle 100 is about to enter the roundabout section R. Alternatively or additionally, when it is determined based on the output of the surrounding environment sensor 11 that the shape and / or curvature of the road and / or lane in the traveling direction of the lean-to vehicle 100 is similar to that of a standard roundabout section R, information is acquired indicating that the lean-to vehicle 100 is about to enter the roundabout section R. Alternatively or additionally, if it is determined based on the output of the positioning sensor 14 that the position of the lean vehicle 100 on the global coordinate system is approaching the position of the roundabout section R registered in the map information and that the distance between those positions is below a threshold, information indicating that the lean vehicle 100 is about to enter the roundabout section R is acquired. Note that the various pieces of information used for such determinations may be acquired by wireless communication with other vehicles and / or road facilities located in the vicinity of the lean vehicle 100. Furthermore, the map information may be stored in a navigation device (not shown) installed in the lean vehicle 100, or may be stored on an internet server.

[0052]

[0034] Furthermore, when it is determined based on the output of the inertial sensor 13 that a physical quantity indicating the traveling posture information of the lean vehicle 100 (for example, the angle in the roll direction, the angular velocity in the roll direction, the angular velocity in the yaw direction, the steering angle, etc.) exceeds a minimum value, information indicating that the lean vehicle 100 is entering the roundabout section R is acquired. In this determination, the traffic direction of the road (i.e., driving on the left side or the right side) and / or the rotation direction restricted by the roundabout section R (i.e., clockwise or counterclockwise) may be taken into consideration. Furthermore, the acquisition unit 21 may change the minimum value based on the vehicle speed information of the lean vehicle 100. For example, when the vehicle speed information of the lean vehicle 100 indicates that the lean vehicle 100 is traveling at a high speed, the acquisition unit 21 may increase the min value compared to when the vehicle speed information of the lean vehicle 100 indicates that the lean vehicle 100 is traveling at a low speed. Alternatively or additionally, when it is determined based on the output of the positioning sensor 14 that the distance between the position of the lean vehicle 100 on the global coordinate system and the position of the entrance to the roundabout section R registered in the map information is below the min value, information indicating that the lean vehicle 100 is entering the roundabout section R is acquired. Note that these determinations may be made on the additional condition that information indicating that the lean vehicle 100 has not yet entered the roundabout section R has been acquired in the previous stage.

[0053]

[0035] Furthermore, when it is determined based on the output of the inertial sensor 13 that a physical quantity indicating the traveling posture information of the lean vehicle 100 (for example, the angle in the roll direction, the angular velocity in the roll direction, the angular velocity in the yaw direction, the steering angle, etc.) exceeds a min value after its sign is reversed, information indicating that the lean vehicle 100 is traveling in the roundabout section R is acquired. In this determination, the traffic direction of the road (i.e., driving on the left side or driving on the right side) and / or the rotation direction regulated in the roundabout section R (i.e., clockwise or counterclockwise) may be taken into consideration. Furthermore, the acquisition unit 21 may change the min value based on the vehicle speed information of the lean vehicle 100. For example, when the vehicle speed information of the lean vehicle 100 indicates that the lean vehicle 100 is traveling at a high speed, the acquisition unit 21 may increase the min value compared to when the vehicle speed information of the lean vehicle 100 indicates that the lean vehicle 100 is traveling at a low speed. Alternatively or additionally, when it is determined based on the output of the positioning sensor 14 that the distance between the position of the lean vehicle 100 on the global coordinates and the position of a specific location (e.g., the center) of the roundabout section R registered in the map information is less than the min value, information indicating that the lean vehicle 100 is traveling within the roundabout section R is acquired. In addition, it is advisable to add an additional condition to these judgments that information indicating that lean vehicle 100 is entering roundabout section R has been acquired in the previous stage.

[0054]

[0036] Furthermore, when it is determined based on the output of the inertial sensor 13 that a physical quantity indicating the traveling posture information of the lean vehicle 100 (for example, the angle in the roll direction, the angular velocity in the roll direction, the angular velocity in the yaw direction, the steering angle, etc.) exceeds a min value after a positive / negative change, information indicating that the lean vehicle 100 is exiting the roundabout section R is acquired. In this determination, the traffic direction of the road (i.e., driving on the left or right) and / or the rotation direction regulated by the roundabout section R (i.e., clockwise or counterclockwise) may be taken into consideration. Furthermore, the acquisition unit 21 may change the min value based on the vehicle speed information of the lean vehicle 100. For example, when the vehicle speed information of the lean vehicle 100 indicates that the lean vehicle 100 is traveling at a high speed, the acquisition unit 21 may increase the min value compared to when the vehicle speed information of the lean vehicle 100 indicates that the lean vehicle 100 is traveling at a low speed. Alternatively or additionally, when it is determined based on the output of the positioning sensor 14 that the distance between the position of the lean vehicle 100 on the global coordinates and the position of the exit of the roundabout section R registered in the map information is below the min value, information indicating that the lean vehicle 100 is exiting the roundabout section R is acquired. Note that these determinations may be made with the additional condition that information indicating that the lean vehicle 100 is traveling within the roundabout section R has been acquired in the previous stage.

[0055]

[0037] Furthermore, when it is determined based on the output of the inertial sensor 13 that a physical quantity indicating the traveling attitude information of the lean vehicle 100 (for example, the roll angle, the roll angular velocity, the yaw angular velocity, the steering angle, etc.) is below a minimum value, information is acquired indicating that the lean vehicle 100 has exited the roundabout section R. Alternatively or additionally, when it is determined based on the output of the positioning sensor 14 that the distance between the position of the lean vehicle 100 on the global coordinate system and the position of a specific location (for example, the center, the exit, etc.) of the roundabout section R registered in the map information exceeds a minimum value, information is acquired indicating that the lean vehicle 100 has exited the roundabout section R. In addition, it is preferable that these judgments be made on the condition that information indicating that the lean vehicle 100 is exiting the roundabout area R has been acquired in the previous stage.

[0056]

[0038] In the first example, the execution unit 22 changes the target value used in the control mode in which the positional relationship adjustment operation is performed, based on the second positional relationship information acquired by the acquisition unit 21.

[0057]

[0039] For example, when the acquisition unit 21 acquires information indicating that the lean vehicle 100 is about to enter the roundabout section R, or information indicating that the lean vehicle 100 is about to enter the roundabout section R, the execution unit 22 changes the target value so that the vehicle speed of the lean vehicle 100 decreases.

[0058] Specifically, while the control mode is being executed, the execution unit 22 reduces the upper limit value of the vehicle speed of the lean vehicle 100, or the passing time difference or inter-vehicle distance (i.e., target positional relationship) of the lean vehicle 100 relative to the preceding vehicle 200, which is set by the rider in that control mode. The reduction may be performed while the positional relationship adjustment operation is being executed, or may be performed while the positional relationship adjustment operation is not being executed. The reduced value or the amount of reduction may be a fixed value set in advance. Alternatively, the execution unit 22 may change the reduced value or the amount of reduction based on shape information of the roundabout portion R (e.g., curvature, lane width, etc.) acquired based on surrounding environment information and / or map information. For example, when the shape information of the roundabout section R indicates a large curvature, the execution unit 22 may reduce the reduced value or increase the amount of reduction compared to when the shape information of the roundabout section R indicates a small curvature. For example, when the shape information of the roundabout section R indicates a narrow lane, the execution unit 22 may reduce the reduced value or increase the amount of reduction compared to when the shape information of the roundabout section R indicates a wide lane. For example, the execution unit 22 may obtain a vehicle speed at which the lean vehicle 100 can safely travel through the roundabout section R, which is derived based on the curvature of the roundabout section R and the upper limit of the roll angle that the lean vehicle 100 is allowed to generate, and set the reduced value or amount of reduction to that vehicle speed. Alternatively, the execution unit 22 may change the value after the decrease or the amount of decrease based on vehicle speed information (e.g., average value, etc.) when a plurality of other vehicles (particularly other lean vehicles) travel through the roundabout section R, which information is acquired by wireless communication with other vehicles and / or road facilities.

[0059]

[0041] In particular, when the execution unit 22 is executing a positional relationship adjustment operation, that is, when the preceding vehicle 200 is present, and information indicating that the lean vehicle 100 is about to enter the roundabout section R or information indicating that the lean vehicle 100 is entering the roundabout section R is acquired, the execution unit 22 may prohibit the decrease.

[0060]

[0042] In particular, the execution unit 22 may execute a safety operation for the rider when the entry state of the lean vehicle 100 into the roundabout section R during execution of the control mode does not satisfy a standard. For example, when the execution unit 22 determines that the actual vehicle speed of the lean vehicle 100 will not be reduced completely before the lean vehicle 100 completes its entry into the roundabout section R, it outputs a control command to the notification device 50 to perform a notification operation to notify the rider of this. Alternatively or additionally, when the execution unit 22 determines that the actual vehicle speed of the lean vehicle 100 will not be reduced completely before the lean vehicle 100 completes its entry into the roundabout section R, it cancels or interrupts the control mode.

[0061]

[0043] For example, when the acquisition unit 21 acquires information indicating that the lean vehicle 100 is exiting the roundabout section R, or information indicating that the lean vehicle 100 has already exited the roundabout section R, the execution unit 22 changes the target value so that the vehicle speed of the lean vehicle 100 increases.

[0062] Specifically, while the control mode is being executed, the execution unit 22 increases the upper limit value of the vehicle speed of the lean vehicle 100, or the passing time difference or inter-vehicle distance (i.e., target positional relationship) of the lean vehicle 100 relative to the preceding vehicle 200, which is set by the rider in that control mode. The increase may be performed while the positional relationship adjustment operation is being executed, or may be performed while the positional relationship adjustment operation is not being executed. The value or amount of increase after the increase may be a fixed value set in advance. Alternatively, when the execution unit 22 reduces the upper limit value of the vehicle speed of the lean vehicle 100 or the passing time difference or inter-vehicle distance (i.e., target positional relationship) of the lean vehicle 100 relative to the preceding vehicle 200 before and / or during entry into the roundabout section R, the execution unit 22 may change the increased value or amount of increase according to the amount of reduction. Alternatively, the execution unit 22 may change the increased value or amount of increase based on vehicle speed information (e.g., average value, etc.) when multiple other vehicles (particularly other lean vehicles) travel through the roundabout section R, which is obtained by wireless communication with other vehicles and / or road facilities.

[0063]

[0045] In particular, when the execution unit 22 acquires information indicating that the lean vehicle 100 is exiting the roundabout section R or information indicating that the lean vehicle 100 has already exited the roundabout section R while the positional relationship adjustment operation is being executed, that is, when the preceding vehicle 20〇 is present, the execution unit 22 may prohibit the increase.

[0064]

[0046] For example, when the acquisition unit 21 acquires information indicating that the lean vehicle 100 is entering the roundabout section R, information indicating that the lean vehicle 100 is traveling within the roundabout section R, or information indicating that the lean vehicle 100 is exiting the roundabout section R, the execution unit 22 changes the target value so that the lean vehicle 100 approaches the preceding vehicle 200.

[0065] Specifically, while the control mode is being executed, the execution unit 22 reduces the passing time difference or inter-vehicle distance (i.e., target positional relationship) of the lean vehicle 100 relative to the preceding vehicle 200. The reduced value or the amount of reduction may be a fixed value set in advance. Alternatively, the execution unit 22 may change the reduced value or the amount of reduction based on shape information (e.g., curvature) of the roundabout portion R acquired based on the surrounding environment information and / or map information. For example, when the shape information of the roundabout portion R indicates a large curvature, the execution unit 22 may reduce the reduced value or increase the amount of reduction compared to when the shape information of the roundabout portion R indicates a small curvature. Alternatively, the execution unit 22 may change the value or amount of reduction after the reduction based on positional relationship information (e.g., average value, etc.) of multiple other vehicles (particularly other lean vehicles) relative to the preceding vehicle when they travel through the roundabout section R, which information is obtained by wireless communication with other vehicles and / or road facilities.

[0066]

[0048] For example, when the execution unit 22 is performing a positional relationship adjustment operation for another lean vehicle, which is the preceding vehicle 200, and the acquisition unit 21 acquires information indicating that the lean vehicle 100 is entering the roundabout section R, information indicating that the lean vehicle 100 is traveling within the roundabout section R, or information indicating that the lean vehicle 100 is exiting the roundabout section R, the execution unit 22 changes the target value so that the lean vehicle 100 moves away from the preceding vehicle 200.

[0067] Specifically, the execution unit 22 increases the passing time difference or inter-vehicle distance (i.e., target positional relationship) of the lean vehicle 100 relative to the preceding vehicle 200 during execution of the control mode. The increased value or the increased amount may be a fixed value set in advance. Alternatively, the execution unit 22 may change the increased value or the increased amount based on shape information (e.g., lane width) of the roundabout portion R acquired based on surrounding environment information and / or map information. For example, when the shape information of the roundabout portion R indicates that the lanes are narrow, the execution unit 22 may increase the increased value or the increased amount compared to when the shape information of the roundabout portion R indicates that the lanes are wide. Alternatively, the execution unit 22 may change the increased value or the amount of increase based on positional relationship information (e.g., average value, etc.) of multiple other lean vehicles when they travel through the roundabout section R, which information is obtained by wireless communication with other vehicles and / or road facilities.

[0068]

[0050] In the second example, the execution unit 22 suppresses the collision avoidance operation based on the second positional relationship information acquired by the acquisition unit 21.

[0069]

[0051] For example, when the acquisition unit 21 acquires information indicating that the lean vehicle 100 is about to enter the roundabout section R, information indicating that the lean vehicle 100 is entering the roundabout section R, information indicating that the lean vehicle 100 is traveling within the roundabout section R, information indicating that the lean vehicle 100 is exiting the roundabout section R, or information indicating that the lean vehicle 100 has already exited the roundabout section R, the operation of the alarm device 50, which is used to prompt the lean vehicle 100 to avoid a collision with an object T located around the lean vehicle 100, is changed to suppress the collision avoidance operation.

[0070] Specifically, the execution unit 22 increases a threshold value that is a criterion for determining whether a collision is likely to occur in order to issue a warning to the rider. Alternatively or additionally, the execution unit 22 weakens the perceptibility of the warning to the rider compared to when the information is not acquired. For example, when the information is acquired, the execution unit 22 weakens the intensity of the warning issued when the collision possibility exceeds the threshold compared to when the information is not acquired.

[0071]

[0053] For example, when the acquisition unit 21 acquires information indicating that the lean vehicle 100 is about to enter the roundabout section R, information indicating that the lean vehicle 100 is entering the roundabout section R, information indicating that the lean vehicle 100 is traveling within the roundabout section R, information indicating that the lean vehicle 100 is exiting the roundabout section R, or information indicating that the lean vehicle 100 has already exited the roundabout section R, the operation of the braking device 30 and / or the driving device 40 to encourage the lean vehicle 100 to avoid collision with an object T located around the lean vehicle 100 is changed, thereby suppressing the collision avoidance operation.

[0072]

[0054] Specifically, the execution unit 22 increases a threshold value that is a criterion for determining whether a collision is likely to occur in order to decelerate the lean vehicle 100. Alternatively or additionally, the execution unit 22 reduces the amount of change in vehicle speed that occurs in the lean vehicle 100 compared to when the information is not acquired. For example, when the information is acquired, the execution unit 22 reduces the deceleration that occurs in the lean vehicle 100 when the collision likelihood exceeds the criterion compared to when the information is not acquired.

[0073]

[0055] <Operation of the assistance system> The operation of the assistance system according to the embodiment will be described. Fig. 5 is a diagram showing an example of the operation flow of the control device of the assistance system according to the embodiment of the present invention.

[0074]

[0056] The control device 20 executes the operation flow shown in Figure 5 while the lean vehicle 100 is traveling.

[0075] [ 0 0 5 7 ]

[0076] (Acquisition step) In step S101, the acquisition unit 21 acquires first positional relationship information, which is positional relationship information between the lean vehicle 100 and an object T located around the lean vehicle 100. The acquisition unit 21 also acquires second positional relationship information, which is positional relationship information between the lean vehicle 100 and a roundabout section R on the road.

[0077] [ 0 0 5 8 ]

[0078] (Execution Step) Subsequently, in step S102, the execution unit 22 executes a control mode in which an assist operation for the rider is performed based on the first positional relationship information acquired in step S101. The execution unit 22 also executes the control mode based on the second positional relationship information acquired in step S101.

[0079]

[0059] <Effects of the Assistance System> The effects of the assistance system according to the embodiment will be described. In the assistance system 1, the execution unit 22 of the control device 20 executes a control mode in which a rider assistance operation is performed based on first positional relationship information, which is positional relationship information between the lean vehicle 100 and an object T located around the lean vehicle 100. The execution unit 22 then executes the control mode based on second positional relationship information, which is positional relationship information between the lean vehicle 100 and the roundabout section R of the road. This makes it possible to optimize the control mode depending on the positional relationship between the lean vehicle 100 and the roundabout section R of the road, thereby improving rider assistance.

[0080] Preferably, the second positional relationship information is information indicating the stage of the lean vehicle 100's passage through the roundabout section R. Such a configuration can ensure that the control mode is optimized according to the positional relationship between the lean vehicle 100 and the road roundabout section R. In particular, the second positional relationship information may be information indicating that the lean vehicle 100 is before entering the roundabout section R, entering the roundabout section R, traveling within the roundabout section R, exiting the roundabout section R, or after exiting the roundabout section R.

[0081] Preferably, the assistance operation executed in the control mode is a positional relationship adjustment operation that adjusts the positional relationship between the lean vehicle 100 and the preceding vehicle 200 of the lean vehicle 100 as the target T to a target positional relationship based on the first positional relationship information, and the execution unit 22 changes the target value used in the control mode based on the second positional relationship information. Such a configuration can prevent a decrease in rider comfort when passing through the roundabout section R in the control mode. In particular, the execution unit 22 may execute a safety operation for the rider when the entry state of the lean vehicle 100 into the roundabout section R during execution of the control mode does not satisfy a standard. Such a configuration can improve rider safety in the event that the lean vehicle 100 enters the roundabout section R before the change in behavior of the lean vehicle 100 that occurs due to a change in the target value is complete.

[0082]

[0062] Preferably, the assistance operation executed in the control mode is a collision avoidance operation that encourages avoidance of a collision between the leaning vehicle 100 and the target T based on the first positional relationship information, and the execution unit 22 suppresses the collision avoidance operation based on the second positional relationship information. With such a configuration, it is possible to suppress a decrease in rider comfort in the control mode when passing through the roundabout section R.

[0083]

[0063] Although the embodiments have been described above, only a part of the embodiments may be implemented, or a part of the embodiments may be modified in a different manner. In other words, the present invention is not limited to the description of the embodiments.

[0084] For example, in the above description, the acquisition unit 21 acquires, as the second positional relationship information, information indicating the stage at which the lean-to vehicle 100 passes through the roundabout section R. Alternatively, the acquisition unit 21 may acquire, as the second positional relationship information, information indicating the relative distance between the lean-to vehicle 100 and a specific location (for example, the center) of the roundabout section R. In other words, the execution unit 22 may execute, based on that information, a control mode in which a rider assistance operation is performed based on the first positional relationship information.

[0085] For example, in the above description, the execution unit 22 changes, based on the second positional relationship information, a control parameter (e.g., a target value) used in a control mode in which a rider assistance operation based on the first positional relationship information is performed. Alternatively or additionally, the execution unit 22 may notify the rider of the second positional relationship information in that control mode. In particular, the execution unit 22 may notify the rider of information indicating the stage of the lean vehicle 100's passage through the roundabout section R in that control mode. In particular, when the execution unit 22 changes a control parameter used in that control mode based on the second positional relationship information, the second positional relationship information may be notified to the rider. With this configuration, the rider can predict a change in the control mode when erroneous second positional relationship information is acquired. Alternatively or additionally, the execution unit 22 may notify the rider when the change in behavior of the lean vehicle 100 caused by the change in the target value in that control mode is completed. This configuration allows the rider to predict the change in control mode.

[0086] For example, in the above description, the control mode executed based on the second positional relationship information is a control mode in which a positional relationship adjustment operation is executed to adjust the positional relationship between the lean vehicle 100 and the preceding vehicle 200 of the lean vehicle 100 to a target positional relationship. Alternatively, the control mode executed based on the second positional relationship information may not be a control mode in which the positional relationship adjustment operation is executed, that is, the execution unit 22 may control the braking force and / or driving force generated in the lean vehicle 100 so that the lean vehicle 100 travels at the same vehicle speed as the vehicle speed set by the rider, regardless of whether or not there is a preceding vehicle 200.

[0087] [Symbol Explanation] [ 0 0 6 7 ]

[0088] ! Assistance system, ! 1 Surrounding environment sensor, 1 2 Rotational speed sensor, 1 3 Inertial sensor, 1 4 Positioning sensor, 1 5 Setting input device, 2 〇 Control device, 2 1 Acquisition unit, 2 2 Execution unit, 3 〇 Braking device, 4 〇 Drive unit, 5 〇 Notification device, 1 0 0 Lean vehicle, 1 0 1 Wheel, 1 0 1 A Front wheel, 1 〇 ! B Rear wheel, 2 0 0 Leading vehicle, T Target, R Roundabout unit.

Claims

[Document name] Scope of claims

1. A control device (20) of an assistance system (1) that assists a rider of a lean vehicle (100), comprising: an execution unit (22) that executes a control mode in which an assistance operation for the rider is executed based on first positional relationship information that is positional relationship information between the lean vehicle (100) and an object (T) located around the lean vehicle (100); and further comprising an acquisition unit (21) that acquires second positional relationship information that is positional relationship information between the lean vehicle (100) and a roundabout section (R) of a road, and the execution unit (22) executes the control mode based on the second positional relationship information.

2. The control device according to claim 1, wherein the second positional relationship information is information indicating a stage in the passage of the lean vehicle (100) through the roundabout section (R).

3. The control device according to claim 2, wherein the second positional relationship information is information indicating that the stage is before the lean vehicle (100) enters the roundabout section (R), while entering the roundabout section (R), while traveling within the roundabout section (R), while exiting the roundabout section (R), or after exiting the roundabout section (R).

4. The control device according to claim 2, wherein the acquisition unit (21) acquires the second positional relationship information based on traveling posture information of the lean vehicle (100).

5. The control device according to claim 4, wherein the acquisition unit (21) acquires the second positional relationship information based on a comparison between a physical quantity indicating the traveling attitude information and a weight value, and the acquisition unit (21) changes the weight value based on vehicle speed information of the lean vehicle (100).

6. The control device according to any one of claims 1 to 5, wherein the acquisition unit (21) acquires the second positional relationship information based on surrounding environment information of the lean vehicle (100) and / or map information. [Claim ?] The control device according to any one of claims 1 to 5, wherein the assist operation executed in the control mode is a positional relationship adjustment operation that adjusts the positional relationship between the lean vehicle (100) and a preceding vehicle (200) of the lean vehicle (100) as the target (T) to a target positional relationship based on the first positional relationship information, and the execution unit (22) changes a target value used in the control mode based on the second positional relationship information.

8. The control device according to claim 7, wherein the execution unit (22) changes the target value based on shape information of the roundabout section (R) in addition to the second positional relationship information.

9. The target value is an upper limit value used when the vehicle speed of the lean vehicle (100) in the control mode is controlled to be equal to or lower than the upper limit value. The control device according to claim 7. [Claim 1 ○] A control device as described in claim 7, wherein the target value is a value corresponding to the target positional relationship.

11. The control device according to claim 7, wherein the execution unit (22) executes a safety operation for the rider when the entry state of the lean vehicle (100) into the roundabout section (R) during execution of the control mode does not satisfy a standard.

12. A control device as described in claim 11, wherein the safety action is an alert action for the rider.

13. The control device described in claim 11, wherein the safety operation is an operation to cancel or interrupt the control mode.

14. The control device according to any one of claims 1 to 5, wherein the assist operation executed in the control mode is a collision avoidance operation that encourages avoidance of a collision between the lean vehicle (100) and the object (T) based on the first positional relationship information, and the execution unit (22) suppresses the collision avoidance operation based on the second positional relationship information.

15. A control method for an assistance system (1) that assists a rider of a lean vehicle (100), comprising: an execution unit (22) of a control device (20) controlling the lean vehicle (100) and the lean vehicle ( a control mode in which an assist operation for the rider is performed based on first positional relationship information, which is positional relationship information between the lean vehicle (100) and an object (T) located around the lean vehicle (100); and further, an acquisition unit (21) of the control device (20) acquires second positional relationship information, which is positional relationship information between the lean vehicle (100) and a roundabout section (R) of a road, and the execution unit (22) executes the control mode based on the second positional relationship information.

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