Saddle-riding type vehicle driving assistance system

Abstract

A saddle-riding type vehicle driving assistance system (S) comprises a control unit (150) that controls the driving state of drive sources (20, 20') of a saddle-riding type vehicle (1) by using environment detection information from a detection unit (200) that detects information about the environment surrounding the saddle-riding type vehicle (1). When a prescribed condition is satisfied in the environment detection information, the control unit (150) executes a control process for controlling the driving state of the drive sources (20, 20') such that a plurality of vibrations having mutually different frequencies occur at non-fixed cycles in the saddle-riding type vehicle (1).

Description

Ride-on vehicle driving support system

[0001] The present invention relates to a driving support system for a ride-on vehicle.

[0002] In recent years, from the perspective of improving the safety of vehicles and the traffic environment in which the vehicles travel, research and development have been carried out on an advanced driver-assistance system (ADAS) having a function of supporting the driving operation of a driver of a vehicle. As one of the warning functions in such an advanced driver-assistance system, a forward collision warning (FCW) system can be cited. In such a forward collision warning system, the vehicle speed of the host vehicle, the relative vehicle speed and distance between the host vehicle and the preceding vehicle, and further the distance between the host vehicle and an object in the surrounding environment are monitored. For example, when the host vehicle gets too close to the preceding vehicle, it has a function of warning the driver that there is a possibility of collision.

[0003] Under such circumstances, Patent Document 1 relates to a vehicle control system, and includes a forward situation detection device 200 that detects the situation in front of the vehicle 1, an oscillation source 20 that generates vibrations transmitted to the driver of the vehicle 1, and a control unit 150 that executes control to change the vibration state of the oscillation source 20 to a state corresponding to the degree of urgency obtained by using the information detected by the forward situation detection device 200 for each degree of urgency.

[0004] International Publication No. 2024 / 100705

[0005] However, according to the inventor's research, while Patent Document 1 changes the vibration state of the excitation source 20 to a state corresponding to the degree of urgency obtained using information detected by the forward situation detection device 200, the vibration is set to a constant value according to the degree of urgency. Therefore, in the case of a small, lightweight saddle-type vehicle that receives various driving vibrations, for example, the driver may become accustomed to the constant vibration and fail to notice that a warning has been issued, or the magnitude of the vibration input from the road surface may exceed the magnitude of the vibration input from the excitation source 20, causing the driver to not even notice that a warning has been issued. Thus, there is room for improvement in that the driver may tend to fail to notice changes in the surrounding environment.

[0006] This invention was made after the above considerations, and aims to provide a driving support system for saddle-type vehicles that can make the driver of the saddle-type vehicle aware of changes in the surrounding environment regardless of road surface conditions, etc.

[0007] To achieve the above objectives, the present invention provides a driving support system for a saddle-type vehicle, comprising a control unit that controls the operating state of the drive source of the saddle-type vehicle using environmental detection information from a detection unit that detects environmental information of the saddle-type vehicle, wherein, in the first phase, when predetermined conditions are met in the environmental detection information, the control unit executes a control process to control the operating state of the drive source such that a plurality of vibrations with different frequencies appear in the saddle-type vehicle at an irregular period.

[0008] According to the first aspect of the present invention described above, when a predetermined condition is met in the environmental detection information, the control unit executes a control process to control the operating state of the drive source so that multiple vibrations with different frequencies appear at irregular intervals in the saddle-type vehicle, thereby making the driver of the saddle-type vehicle aware of changes in the surrounding environment regardless of road surface conditions, etc.

[0009] Figure 1 is a schematic diagram showing the right side of a saddle-type vehicle equipped with a saddle-type vehicle driving support system according to an embodiment of the present invention. Figure 2 is a block diagram showing the configuration of the saddle-type vehicle driving support system according to this embodiment. Figure 3 is a time chart showing, as an example, the changes over time of vibrations, etc., when the saddle-type vehicle driving support system according to this embodiment executes notification control processing to control the operating state of the drive source when predetermined conditions are met in the environmental detection information. Figure 4A is a magnified view showing the changes over time of the output cycle and vibrations of the vehicle vibration control in a specific example of engine control related to the notification control unit in Figure 3. Figure 4B is a diagram showing an example of a part of the map data used in the notification control unit in Figure 3. Figure 5 is a graph showing an example of vibrations that appear to the driver when the saddle-type vehicle driving support system according to this embodiment executes control processing to control the operating state of the drive source when predetermined conditions are met in the environmental detection information. Figure 6 is a graph showing an example of the intensity of vibrations when the saddle-type vehicle driving support system according to this embodiment executes control processing to control the operating state of the drive source when predetermined conditions are met in the environmental detection information.

[0010] Hereinafter, with due reference to the drawings, the driver assistance system for a saddle-type vehicle according to an embodiment of the present invention will be described in detail, with a saddle-type vehicle powered by an internal combustion engine as a typical application example. In Figure 1, the x-axis and z-axis form a two-axis orthogonal coordinate system, with the forward direction indicated by the positive x-axis and the upward direction indicated by the positive z-axis.

[0011] [Configuration of the Driving Assistance System for Saddle-Type Vehicles] First, referring to Figures 1 and 2, the configuration of the driving assistance system for saddle-type vehicles in this embodiment will be described in detail, with reference to the configuration of the saddle-type vehicle on which the electronic control unit and environmental detection equipment are installed.

[0012] Figure 1 is a schematic diagram showing the right side of a vehicle equipped with the saddle-type vehicle driving support system according to this embodiment, and Figure 2 is a block diagram showing the configuration of the saddle-type vehicle driving support system according to this embodiment.

[0013] As shown in Figures 1 and 2, the saddle-type vehicle driver assistance system S is typically installed in a vehicle 1, which is a saddle-type vehicle such as a motorcycle. When predetermined conditions are met in the environmental detection information of the vehicle 1, the system executes a control process that causes multiple vibrations with different frequencies to appear at an irregular interval in the vehicle 1. In principle, the vehicle 1 on which the saddle-type vehicle driver assistance system S is installed can also be a lightweight, compact four-wheeled vehicle or the like. The vehicle 1 is shown with the driver 300 seated.

[0014] More specifically, the saddle-type vehicle driving support system S includes an electronic control device 100 mounted on the vehicle 1 to control the operating state of the engine 20, which is an internal combustion engine mounted on the frame member 10, a skeletal member of the vehicle 1, as a drive source, and an environmental detection device 200 mounted on the vehicle 1 to detect surrounding environmental conditions such as vehicles, signs, and buildings in front of the vehicle 1. Note that the drive source mounted on the vehicle 1 is not limited to the engine 20, which is an internal combustion engine; it may also be an electric motor 20', or a hybrid system combining these.

[0015] Here, engine 20 is typically a water-cooled, four-stroke cycle internal combustion engine. The crankcase of engine 20 (the designation omitted) is fitted with a crank angle sensor 23 that outputs an electrical signal indicating the rotation angle (crank angle) of the crankshaft 22 to the electronic control unit 100. The cylinder block of engine 20 (the designation omitted) is fitted with an engine temperature sensor 24 that outputs an electrical signal indicating the temperature of the engine 20's coolant to the electronic control unit 100. The head 26 of engine 20 is fitted with a spark plug 28 facing the combustion chamber of engine 20 (the designation omitted).

[0016] An intake pipe 30 is mounted on the head 26 of the engine 20, which communicates with an intake port (not shown in the illustration) of the engine 20. An intake pressure sensor 31 is mounted on the intake pipe 30 on the head 26 side of the engine 20, which outputs an electrical signal indicating the intake pressure of the engine 20 to the electronic control unit 100. A throttle valve 32 is mounted upstream of the intake pressure sensor 31, which is rotatable to vary the intake inlet cross-sectional area of ​​the intake passage in the intake pipe 30.

[0017] A throttle opening sensor 33 is mounted on a housing (not shown) that houses the throttle valve 32 and outputs an electrical signal indicating the opening degree of the throttle valve 32 to the electronic control unit 100. The throttle valve 32 is shown as being driven and rotated by an electric throttle motor 34, but a configuration in which the throttle valve 32 is driven by a mechanical push-pull wire or the like may also be adopted instead of the throttle motor 34. In addition, a fuel injector 36 is mounted on the intake pipe 30 on the cylinder head 26 side of the engine 20 to inject fuel into the intake pipe 30. The fuel injector 36 may also be mounted on the cylinder head 26 and configured to directly inject fuel into the combustion chamber of the engine 20.

[0018] The frame member 10 is fitted with a storage member 40 inside which helmets and other items are stored when not in use. Above the storage member 40, a seat 50 is fitted for the driver 300 to sit on, allowing the storage compartment of the storage member 40 to be opened and closed. The frame member 10 is also fitted with a step member (step) 52 which serves as a footrest for the driver 300.

[0019] A handle support member 60 is connected to the frame member 10, and a bar-type handle 62 is mounted on the handle support member 60. An accelerator grip 64, which is an accelerator operating member, is mounted on the right end of the handle 62, and an accelerator opening sensor 65 is mounted thereto, which outputs an electrical signal indicating the opening degree of the accelerator grip 64 to the electronic control unit 100. Also mounted on the right end of the handle 62, opposite the accelerator grip 64, is a brake lever 66, which is a brake operating member, and a brake switch 67 is mounted thereto, which outputs an electrical signal indicating the open or closed state of the brake lever 66 to the electronic control unit 100.

[0020] A front suspension member 72 is attached to the frame member 10, which suspends the front wheel 73. The front suspension member 72 is also equipped with a vehicle speed sensor 74 that outputs an electrical signal indicating the rotational speed of the front wheel 73, which is a steering wheel, to the electronic control unit 100. The front wheel 73 is equipped with a front wheel brake 75 that operates in response to the closing operation of the brake lever 66. On the other hand, a rear suspension member 76 is attached to the frame member 10, which suspends the rear wheel 77, which is a drive wheel. In Figure 1, for convenience, only the front wheel brake 75 is shown, and the rear wheel brake is not shown. Also, the brake lever 66 is the operating member for the front wheel brake 75, and the operating member for the rear wheel brake is not shown.

[0021] Furthermore, an environmental detection device 200 is attached to the frame member 10 via a bracket or the like (not shown) to detect environmental conditions such as vehicles, signs, and buildings in the vicinity of the vehicle 1, such as in front of it. The environmental detection device 200 typically includes an imaging device such as a monocular or stereo camera, and typically outputs an electrical signal to the electronic control unit 100 indicating environmental detection information about the vehicle 1, such as the presence of objects such as vehicles, signs, and buildings in the vicinity of the vehicle 1, the distance between such objects and the vehicle 1, and the direction of such objects from the vehicle 1. The environmental detection device 200 may also include a millimeter-wave radar and a distance measuring and lateral direction finding device such as a LiDAR (Laser Imaging Detection and Ranging).

[0022] The electronic control unit 100 is typically composed of an ECU (Electronic Control Unit), which is a processing unit that includes a microcomputer consisting of a CPU (Central Processing Unit), etc. It is a control device that performs control processing to normally control the operating state of the engine 20 by executing a control program while referring to control data, and is also used as a control device that performs notification control processing to control the operating state of the engine 20 in a manner different from normal control when predetermined conditions are met in the environmental detection information of the vehicle 1. Such control programs, etc., are stored in advance in a memory (not shown) and are read from that memory when they are executed. Furthermore, the electronic control unit 100 is mounted on the frame member 10 via a bracket (not shown), for example.

[0023] Specifically, the electronic control device 100 operates using a battery (not shown) mounted on the vehicle 1 as a power source, and is electrically connected to a crank angle sensor 23, an engine temperature sensor 24, an intake pressure sensor 31, a throttle opening sensor 33, an accelerator opening sensor 65, a brake switch 67, a vehicle speed sensor 74, and an environmental detection device 200, etc. It also includes an engine speed calculation unit 102, an engine temperature calculation unit 104, an intake pressure calculation unit 106, a throttle opening calculation unit 108, an accelerator opening calculation unit 110, a vehicle speed calculation unit 112, a distance calculation unit 114, a distance determination unit 116, and a control unit 150. Note that each of these units is shown as a functional block when executing the control program, and the input circuits such as the A / D (Analog / Digital) conversion circuits and waveform shaping circuits for each sensor are not shown.

[0024] The engine speed calculation unit 102 calculates the rotational speed of the engine 20 (engine rotational speed) based on an electrical signal indicating the crank angle output from the crank angle sensor 23 and input to the electronic control device 100.

[0025] The engine temperature calculation unit 104 calculates the temperature of the engine 20 (engine temperature) based on an electrical signal indicating the temperature of the engine 20's coolant, which is output from the engine temperature sensor 24 and input to the electronic control unit 100.

[0026] The intake pressure calculation unit 106 calculates the intake pressure of the engine 20 (engine intake pressure) based on an electrical signal indicating the intake pressure of the engine 20, which is output from the intake pressure sensor 31 and input to the electronic control device 100.

[0027] The throttle opening calculation unit 108 calculates the opening degree of the throttle valve 32 (throttle opening) based on an electrical signal indicating the opening degree of the throttle valve 32, which is output from the throttle opening sensor 33 and input to the electronic control device 100.

[0028] The accelerator opening calculation unit 110 calculates the opening degree of the accelerator grip 64 (accelerator opening) based on an electrical signal indicating the opening degree of the accelerator grip 64, which is output from the accelerator opening sensor 65 and input to the electronic control unit 100.

[0029] The vehicle speed calculation unit 112 calculates the speed of the vehicle 1 (vehicle speed: absolute value of vehicle speed) based on an electrical signal indicating the rotational speed of the front wheels 73, which is output from the vehicle speed sensor 74 and input to the electronic control device 100.

[0030] The distance calculation unit 114 calculates the distance between vehicle 1 and objects in the surrounding environment of vehicle 1 (vehicles in front, signs, buildings, etc.) based on electrical signals indicating environmental detection information for vehicle 1 output from the environmental detection device 200 and input to the electronic control device 100. At this time, the distance calculation unit 114 may further calculate a distance that quantifies the urgency that objects such as preceding vehicles pose to vehicle 1, based on the vehicle speed calculated by the vehicle speed calculation unit 112. Alternatively, the distance calculation unit 114 may calculate the distance by dividing the distance between vehicle 1 and objects such as preceding vehicles by the relative vehicle speed (absolute value of relative speed) between the object and vehicle 1. Furthermore, the relative vehicle speed between vehicle 1 and objects such as preceding vehicles 1 may be calculated based on electrical signals indicating environmental detection information output from the environmental detection device 200 and input to the electronic control device 100, or the vehicle speed calculated by the vehicle speed calculation unit 112.

[0031] The distance determination unit 116 determines, based on the distance calculated by the distance calculation unit 114, whether a predetermined condition is met in the environmental detection information of the vehicle 1, specifically whether the distance between the vehicle 1 and an object such as a preceding vehicle has become less than or equal to a predetermined distance.

[0032] Typically, the control unit 150 executes control processes such as normal control processes and notification control processes to control the operating state of the engine 20 based on the required values ​​from among the engine speed calculated by the engine speed calculation unit 102, the engine temperature calculated by the engine temperature calculation unit 104, the engine intake pressure calculated by the intake pressure calculation unit 106, the throttle opening calculated by the throttle opening calculation unit 108, the accelerator opening calculated by the accelerator opening calculation unit 110, and the vehicle speed calculated by the vehicle speed calculation unit 112.

[0033] Here, the control unit 150 includes a fuel injection amount calculation unit 152, an ignition timing calculation unit 154, a target throttle opening calculation unit 156, and a fuel injection amount modification unit 158, each as a functional block. The target throttle opening calculation unit 156 is necessary when the throttle valve 32 is driven by the throttle motor 34 and the actual throttle opening is feedback controlled.

[0034] The fuel injection amount calculation unit 152 calculates the amount of fuel injected from the fuel injector 36 based on characteristic values ​​that define the operating state of the engine 20. For example, the fuel injection amount calculation unit 152 calculates a basic fuel injection amount based on the engine speed calculated by the engine speed calculation unit 102 and the throttle opening calculated by the throttle opening calculation unit 108, and then corrects this basic fuel injection amount based on the engine temperature calculated by the engine temperature calculation unit 104 and the engine intake pressure calculated by the intake pressure calculation unit 106, etc., to calculate the amount of fuel injected from the fuel injector 36.

[0035] The ignition timing calculation unit 154 calculates the ignition timing at which the spark plug 28 ignites based on characteristic values ​​that define the operating state of the engine 20. For example, the ignition timing calculation unit 154 calculates a basic ignition timing based on the engine speed calculated by the engine speed calculation unit 102 and the throttle opening calculated by the throttle opening calculation unit 108. By correcting this basic ignition timing based on the engine temperature calculated by the engine temperature calculation unit 104 and the engine intake pressure calculated by the intake pressure calculation unit 106, the ignition timing at which the spark plug 28 ignites is calculated.

[0036] The target throttle opening calculation unit 156 calculates a throttle opening (target throttle opening) that will be the target opening for feedback control to track the actual throttle opening of the throttle valve 32, based on the accelerator opening calculated by the accelerator opening calculation unit 110.

[0037] The fuel injection quantity modification unit 158 ​​calculates a modified fuel injection quantity (fuel cut injection quantity) that reduces the fuel injection quantity calculated by the fuel injection quantity calculation unit 152 to a value such as zero. Specifically, the fuel injection quantity modification unit 158 ​​calculates the fuel cut injection quantity as the modified fuel injection quantity so that the fuel cut injection quantity is set at an irregular interval over time for the time-series continuous output cycle of the engine 20 (a series of strokes consisting of the intake stroke, compression stroke, combustion stroke, and exhaust stroke constitutes one cycle). As a result, the frequency of fuel cut is set to be at an irregular interval over the time-series continuous output cycle of the engine 20. The fuel injection quantity modification unit 158 ​​only needs to maintain the fuel injection quantity calculated by the fuel injection quantity calculation unit 152, except for the fuel cut injection quantity. Furthermore, depending on the configuration of the fuel injection valve 36, the fuel injection quantity modification unit 158 ​​can also modify the fuel injection quantity calculated by the fuel injection quantity calculation unit 152 to reduce it to a value other than zero.

[0038] Now, the control unit 150 can operate the engine 20 with a notification control different from normal control based on the determination result determined by the distance determination unit 116. Specifically, when the determination result determined by the distance determination unit 116 indicates that predetermined conditions are met in the environmental detection information, the control unit 150 executes a notification control process to control the operating state of the engine 20 so that multiple vibrations with different frequencies appear in the vehicle 1 at an irregular period. This makes it possible to make the driver 300 of the vehicle 1 aware of changes in the surrounding environment regardless of road surface conditions, etc. When such predetermined conditions are met, it is preferable that the distance calculation unit 114 calculates that there is an obstacle such as a preceding vehicle in the direction of travel of the vehicle 1, and that the distance between the obstacle in front of the vehicle 1 and the vehicle 1 is less than or equal to a predetermined distance, from the viewpoint of making the driver 300 aware that there is an obstacle such as a preceding vehicle in the direction of travel of the vehicle 1.

[0039] Furthermore, in the notification control process, from the viewpoint of making the driver 300 aware that he is being notified that there is an obstacle typically ahead in the direction of travel of the vehicle 1 by vibrating three parts of the driver's body, it is preferable that the multiple vibrations, each with a different frequency, generate three types of vibrations with different frequencies for the driver 300, and it is even preferable that these three types of vibrations appear continuously in a time series. Also, from the viewpoint of making the driver 300 aware that he is being notified that there is an obstacle typically ahead of the vehicle 1 by vibrating a specific part of the driver's body, it is preferable that the multiple vibrations include vibrations with a frequency of 1 Hz or more and 5 Hz or less.

[0040] Furthermore, in the notification control process, from the viewpoint of making the driver 300 aware of the presence of an obstacle typically in front of the vehicle 1 not only through vibrations transmitted to the driver 300 but also through exhaust noise, etc., it is preferable that the control unit 150 operates the fuel injection valve 36 using the fuel cut injection amount calculated by the fuel injection amount calculation unit 152 so that the frequency of fuel cut of the engine 20 becomes irregular. In this case, from the viewpoint of making the driver 300 more appropriately aware of the presence of an obstacle typically in front of the vehicle 1 in a manner that does not unnecessarily affect the driving state of the vehicle 1, it is preferable that the control unit 150 increases or decreases the frequency of fuel cut depending on factors including the driving conditions under which the vehicle 1 is traveling, the condition of the road surface under which the vehicle 1 is traveling, the weight of the occupants of the vehicle 1, and the weight of the cargo of the vehicle 1.

[0041] Furthermore, from the viewpoint of quickly executing notification control processing so that multiple vibrations with different frequencies appear periodically in the vehicle 1, it is preferable that the control unit 150 pre-stores map data in memory that shows the relationship between engine speed and throttle opening and the frequency of fuel cut-off of the engine 20, reads and refers to this map data memory, and controls the operating state of the engine 20, including the frequency of fuel cut-off.

[0042] Furthermore, in the notification control process, from the viewpoint that the driver 300 can confirm that the vibration transmitted to the driver 300 is a notification that an obstacle is typically present in front of the vehicle 1, it is preferable to provide a notification unit 210 that indicates that such vibration is not caused by some abnormality but is for notification purposes. If such a notification unit 210 appeals to the driver 300's sight, the notification unit 210 may be mounted in a place visible to the driver 300 and may also be an indicator that an obstacle is approaching. Alternatively, such a notification unit 210 may appeal to the driver 300's hearing by using a sound to indicate that it is a notification, or it may appeal to the driver 300's touch by using vibrations from a source other than the engine 20.

[0043] Also, when the drive source of the vehicle 1 is the electric motor 20', in the notification control process, the control unit 150 may control the drive state of the electric motor 20' by controlling the power supply mode of the power supplied to the electric motor 20'. Specifically, the control unit 150 controls the switching elements for each phase of the drive inverter (not shown) in a motor stage corresponding to the output cycle of the engine 20 in time series. For example, during the period when the switching elements of each phase are maintained in the on state correspondingly during the execution of the normal control process, during the execution of the notification control process, control processing may be executed to finely switch the switching elements to the off state at irregular intervals for short periods in time series.

[0044] Next, an example of the operation when the riding-type vehicle driving support system S having the above configuration executes a notification control process in which a plurality of vibrations having different frequencies appear at irregular intervals in the vehicle 1 when a predetermined condition is satisfied in the environmental detection information of the vehicle 1 will be described in detail below, further referring to FIGS. 3 to 6.

[0045] [Operation of the Driving Assistance System for Saddle-Type Vehicles] Figure 3 is a time chart showing, as an example, the changes over time of vibrations, etc., when the driving assistance system S for saddle-type vehicles in this embodiment executes notification control processing to control the operating state of the engine 20 when predetermined conditions are met in the environmental detection information. Figure 4A is a magnified view showing the changes over time of the output cycle and vibrations of the vehicle vibration control in a specific example of engine control related to the notification control unit in Figure 3. Figure 4B is a diagram showing an example of a part of the map data used in the notification control unit in Figures 3 and 4A. Figure 5 is a graph showing an example of vibrations that appear to the driver when the driving assistance system S for saddle-type vehicles executes notification control processing to control the operating state of the engine 20 when predetermined conditions are met in the environmental detection information. Figure 6 is a graph showing an example of the intensity of vibrations when the driving assistance system S for saddle-type vehicles executes notification control processing to control the operating state of the engine 20 when predetermined conditions are met in the environmental detection information. In addition to the period during which the notification control process is executed, Figure 3 also shows the periods during which the normal control process and the deceleration control process are executed. Each control process begins when the ignition switch of the vehicle 1 (not shown) is turned on and the electronic control device 100 is activated. During the period while the electronic control device 100 is activated, each process proceeds according to whether the execution conditions for each control process are met. Furthermore, Figure 3 schematically shows, from top to bottom, an overview of the control operation by the control unit 150, the vehicle speed calculated by the vehicle speed calculation unit 112, the engine speed calculated by the engine speed calculation unit 102, the control operation stages by the control unit 150, the engine control by the control unit 150, a specific example of engine control by the control unit 150, and an example of vehicle vibration during the execution of the notification control process by the control unit 150. Furthermore, Figure 4A shows, from top to bottom, in order: 720CA, which means that one output cycle of the engine 20 corresponds to a rotation angle of 720 degrees of the crankshaft 22; whether or not fuel cut is performed during the output cycle C1 of the engine 20 (white spark symbol indicates that fuel cut is not performed, and black spark symbol indicates that fuel cut is performed); the output cycle C1 of the engine 20; and schematic diagrams of the vibration waveforms of the vehicle body that occur during the output cycle C1.Furthermore, in Examples 1 and 2 of Figure 4B, the same map data is shown that defines the frequency of fuel cut (for example, three types are shown: 1 / 3, 3 / 5, and 6 / 8, but other frequencies or types other than these are possible) corresponding to the engine speed NE defined in the row direction (for example, a range between 3000 rpm and 3300 rpm is shown, but it is possible to set a range corresponding to the idle speed and the allowable upper limit speed, etc.) and the throttle opening TH defined in the column direction (for example, a range between 5 degrees and 8 degrees is shown, but it is possible to set a range corresponding to the fully closed and fully open opening, etc.).Here, since the engine speed of the vehicle 1 inevitably tends to fluctuate when driving, etc., it is preferable to set such map data by focusing on the fact that if the fuel injection amount (frequency of fuel cut) among the parameters that substantially define the engine speed is changed according to the engine speed, the vibration of the vehicle 1 caused by the engine 20 will become irregular in periodicity. Specifically, in such map data, the frequency of fuel cut is defined corresponding to each engine speed such that the frequency of fuel cut differs between adjacent engine speeds, and the frequency of fuel cut defined for one engine speed, the frequency of fuel cut defined for an adjacent engine speed at a lower speed relative to that one engine speed, and the frequency of fuel cut defined for an adjacent engine speed at a higher speed relative to that one engine speed are defined to be different from each other. Furthermore, in such map data, the same throttle opening is defined for the same engine speed, but for example, even for the same engine speed, the frequency of fuel cut may be defined to differ between adjacent throttle openings.Furthermore, for example, in Example 1 of Figure 4B, when the throttle opening is a constant 6 degrees, the frequency of fuel cut-off when the engine speed fluctuates within the range of 3200 rpm to 3000 rpm and 3300 rpm can change from 6 / 8 (fuel cut-off performed in the last 6 consecutive power cycles out of 8 consecutive power cycles) to 1 / 3 (fuel cut-off performed in the last 1 power cycle out of 3 power cycles) or 3 / 5 (fuel cut-off performed in the last 3 consecutive power cycles out of 5 consecutive power cycles). As shown, in Example 2 of Figure 4B, when the throttle opening is a constant 6 degrees, the engine speed changes from 3300 rpm to 3000 rpm, and then when the throttle opening changes to 8 degrees and the engine speed changes to 3300 rpm, the frequency of fuel cut changes sequentially from 3 / 5 to 6 / 8, 1 / 3 and 3 / 5, then sequentially from 1 / 3 and 6 / 8 to 3 / 5. This indicates that in both Example 1 and Example 2, the vibrations caused by the engine 20 change over time with an irregular period. Furthermore, if the engine speed is a transient value not specified in the map data, for example, between 3000 rpm and 3100 rpm, it is also possible to apply a fuel cut frequency that reflects a value interpolated between 3000 rpm and 3100 rpm. In addition, if an electric motor is used as the drive source, in principle, the engine speed in the map data of Figure 4B can be replaced with the motor speed.

[0046] Here, first, as shown in Figure 3, up to time t1, it is a normal control stage, and the distance determination unit 116 determines whether predetermined conditions are met in the environmental detection information of vehicle 1 based on the distance calculated by the distance calculation unit 114, specifically whether the distance between vehicle 1 and an object in the surrounding environment of vehicle 1 (typically a vehicle in front) has become less than or equal to a predetermined distance (reporting distance) D1. The determination result indicates that the distance between vehicle 1 and the vehicle in front of vehicle 1 is not less than or equal to the predetermined distance D1. Therefore, the control unit 150 typically performs a normal control process to control the operating state of the engine 20 based on the required information from among the engine speed calculated by the engine speed calculation unit 102, the engine temperature calculated by the engine temperature calculation unit 104, the engine intake pressure calculated by the intake pressure calculation unit 106, the throttle opening calculated by the throttle opening calculation unit 108, the accelerator opening calculated by the accelerator opening calculation unit 110, and the vehicle speed calculated by the vehicle speed calculation unit 112. Up to time t1, the example shows vehicle 1 traveling at a speed of 50 km / h and an engine speed of 6000 rpm.

[0047] Next, at time t1, the distance determination unit 116 determines, based on the distance calculated by the distance calculation unit 114, whether a predetermined condition is met in the environmental detection information of vehicle 1, specifically, whether the distance between vehicle 1 and the vehicle in front of vehicle 1 is typically less than or equal to a predetermined distance D1. The determination result indicates that, typically, the distance between vehicle 1 and the vehicle in front of vehicle 1 is determined to be D1. Therefore, the period from time t1 to time t2 corresponds to the collision warning stage, and the control unit 150 executes a notification control process to control the operating state of the engine 20 so that multiple vibrations with different frequencies appear in vehicle 1 at irregular intervals (normal control processing ends, and notification control processing begins).

[0048] Specifically, in the notification control process, the control unit 150 cuts the fuel injected into the engine 20 at irregular intervals so that the vibration generated by the engine 20 during its operation (engine vibration) is transmitted to the driver through the tactile sensation. As an example, as shown in FIGS. 3 and 4A, the control unit 150 uses the fuel cut injection amount calculated by the fuel injection amount changing unit 158 as the changed fuel injection amount to cut the fuel injected from the fuel injection valve 36 into the engine 20 at irregular intervals in the time-series continuous output cycles of the engine 20. In the figure, examples are shown where the implementation frequency of fuel cut is such that fuel injection is cut 3 times out of 5 output cycles, fuel injection is cut 1 time out of 3 output cycles, and fuel injection is cut 6 times out of 8 output cycles. At this time, the fuel injection amount changing unit 158 reads and refers to the map data of the fuel cut injection amount (the implementation frequency of fuel cut) defined corresponding to the engine speed NE and throttle opening TH as shown in part in FIG. 4B, and calculates the implementation frequency of fuel cut corresponding to the engine speed calculated by the engine speed calculation unit 102 and the throttle opening calculated by the throttle opening calculation unit 108, thereby calculating the fuel cut injection amount as the changed fuel injection amount corresponding thereto. Also, in FIG. 4A showing a more detailed part of FIG. 3, regarding the vibration transmitted from the engine 20 to the frame member 10 corresponding to the vehicle body of the vehicle 1, the period of vibration during the period when fuel injection is cut 3 times out of 5 output cycles is typically denoted as T1 by the median value or the like, the period of vibration during the period when fuel injection is cut 1 time out of 3 output cycles is typically denoted as T2 (<T1) by the median value or the like, and the period of vibration during the period when fuel injection is cut 6 times out of 8 output cycles is typically denoted as T3 (>T1) by the median value or the like. Then, according to the implementation frequency of fuel cut, different non-constant periods (irregular periods) will be presented in time series, and such vibration will continue to present such irregular periods. In addition, in the notification control process, if necessary, in addition to such fuel cut control, it is also possible to execute ignition cut control of the spark plug 28 and full-closed control of the throttle opening.

[0049] Here, the vibrations transmitted from the engine 20 to the frame member 10 are further transmitted to the driver 300, and as shown in Figure 5 as changes in acceleration in the longitudinal direction over time, they appear as longitudinal vibrations of an irregular period in the driver's head 302, back 304, and waist 306. Specifically, referring to the areas schematically enclosed by dotted lines in the figure, the vibrations in the head 302 are the largest. This is because the vibrations appearing in the frame member 10 cause the head 302 to resonate and sway in the longitudinal direction. Since this swaying of the head 302 causes it to rotate, the head 302 is also shaken in the vertical direction, resulting in a vibration situation that is most easily noticed by the driver 300. In addition, in the driver's back 304 and waist 306, although the magnitude of the vibrations (accelerations) is smaller than that in the head 302, longitudinal vibrations of an irregular period are also present. Furthermore, coupled with the fact that the lumbar region 306 is close to the frame member 10, the vibration characteristics of the lumbar region 306 are similar to those of the frame member 10.

[0050] Furthermore, the frequency distributions of vibration intensity in the engine 20, the driver's head 302, and the frame member 10 of the vehicle body are shown in Figure 6. In each case, there are multiple relatively large peaks (two in the figure) schematically enclosed by dotted lines within the range of 1 Hz to 5 Hz. It is thought that these vibrations originating from the engine 20 and reaching the head 302 via the frame member 10 give the vibration characteristics of the head 302 as shown in Figure 5. Note that in the period from time t1 to time t2, the vehicle speed of the vehicle 1 gradually decreases from 50 km / h, and the engine speed gradually decreases from 6000 rpm while fluctuating up and down in small increments.

[0051] Next, at time t2, the distance determination unit 116 determines, based on the distance calculated by the distance calculation unit 114, whether the distance between vehicle 1 and the vehicle in front of vehicle 1 is typically less than or equal to a predetermined distance D2 (<D1). The determination result indicates that the distance between vehicle 1 and the vehicle in front of vehicle 1 is typically D2 (emergency braking distance). Therefore, the period from time t2 to time t3 corresponds to the emergency braking stage, and the control unit 150 uses the fuel cut injection amount calculated by the fuel injection amount change unit 158 ​​as the changed fuel injection amount to cut fuel for the entire output cycle of the engine 20, increasing so-called engine braking and executing emergency braking assist processing to assist emergency braking (the notification control processing ends and the emergency braking assist processing begins). In addition, in this emergency braking assist processing, it is also possible to perform ignition cut control of the spark plug 28 and full closing control of the throttle opening, as needed, in addition to this fuel cut control.

[0052] Next, at time t3, the distance determination unit 116 determines, based on the distance calculated by the distance calculation unit 114, that the predetermined distance D2 between vehicle 1 and the vehicle in front of vehicle 1 is typically zero, and the control unit 150 terminates the emergency braking assist process (terminating the emergency braking assist process and starting the normal control process). Note that at time t3 and later, the vehicle 1 is shown as stopped with a vehicle speed of 0 km / h and an engine speed slightly higher than the idle speed.

[0053] As is clear from the above description, in the first phase of the saddle-type vehicle driving support system S in this embodiment, when predetermined conditions are met in the environmental detection information, the control unit 150 executes a control process to control the driving state of the drive sources 20 and 20' so that multiple vibrations with different frequencies appear in the saddle-type vehicle 1 at an irregular period, thereby making the driver 300 aware of changes in the surrounding environment regardless of road surface conditions, etc.

[0054] Furthermore, in the second aspect of the saddle-type vehicle driving support system S in this embodiment, in addition to the first aspect, a predetermined condition is that the distance between the saddle-type vehicle 1 and an obstacle typically located in front of the saddle-type vehicle 1 is less than or equal to a predetermined distance D1. Therefore, the driver 300 can be made aware that an obstacle is typically located in front of the saddle-type vehicle 1.

[0055] Furthermore, in the third aspect of the saddle-type vehicle driving support system S in this embodiment, in addition to the first or second aspect, multiple vibrations generate three types of vibrations with different frequencies for the driver 300, causing three parts of the driver 300's body to vibrate, thereby making the driver 300 aware that, in typical cases, an obstacle is present in front of the saddle-type vehicle 1.

[0056] Furthermore, in the fourth phase of the saddle-type vehicle driving support system S in this embodiment, in addition to the third phase, the control unit 150 performs notification control processing so that the three types of vibrations appear sequentially in a time series, thereby ensuring that the driver 300 is notified that, in typical cases, an obstacle is present in front of the saddle-type vehicle 1.

[0057] Furthermore, in the fifth aspect of the saddle-type vehicle driving support system S in this embodiment, in addition to any of the first to fourth aspects, the multiple vibrations include vibrations with a frequency of 1 Hz to 5 Hz. This causes specific parts of the driver 300's body, such as three parts, to vibrate, making the driver 300 aware that the system is informing them that there is typically an obstacle in front of the saddle-type vehicle 1.

[0058] Furthermore, in the sixth aspect of the saddle-type vehicle driving support system S in this embodiment, in addition to any of the first to fifth aspects, the drive source is an internal combustion engine 20, and the control unit 150 controls the operating state of the internal combustion engine 20 by changing the frequency of fuel cut-off to the internal combustion engine 20 in the notification control processing. As a result, the driver 300 can be made aware of the presence of an obstacle in front of the saddle-type vehicle 1, in addition to vibrations transmitted to the driver 300, through exhaust noise, etc.

[0059] Furthermore, in the seventh aspect of the saddle-type vehicle driving support system S in this embodiment, in addition to the sixth aspect, the control unit 150 increases or decreases the frequency of fuel cut-off in the notification control processing according to factors including the driving conditions of the saddle-type vehicle 1, the road surface conditions on which the saddle-type vehicle 1 is driving, the weight of the occupant of the saddle-type vehicle 1, and the weight of the cargo of the saddle-type vehicle 1. This allows the driver 300 to be more appropriately aware of the presence of an obstacle, typically in front of the saddle-type vehicle 1, without unnecessarily affecting the driving state of the saddle-type vehicle 1.

[0060] Furthermore, in the eighth aspect of the saddle-type vehicle driving support system S in this embodiment, in addition to any of the first to seventh aspects, the drive source is an internal combustion engine 20, and the system further includes a storage unit that stores map data showing the relationship between the rotational speed of the internal combustion engine 20, the throttle opening of the internal combustion engine 20, and the frequency of fuel cut-off to the internal combustion engine 20. The control unit 150 controls the operating state of the internal combustion engine 20 by referring to the map data in the notification control processing and changing the frequency of fuel cut-off to the internal combustion engine 20, thereby enabling the notification control processing to be quickly executed so that multiple vibrations with different frequencies appear at irregular intervals in the saddle-type vehicle 1.

[0061] Furthermore, in the ninth aspect of the saddle-type vehicle driving support system S in this embodiment, in addition to any of the first to fifth aspects, the drive source is an electric motor 20', and the control unit 150 controls the driving state of the electric motor 20' by controlling the power supply manner to the electric motor 20' in the notification control processing, thereby making the driver 300 aware that, in typical cases, an obstacle is present in front of the saddle-type vehicle 1.

[0062] Furthermore, in the tenth aspect of the saddle-type vehicle driving support system S in this embodiment, in addition to any of the first to ninth aspects, a notification unit 210 is further provided to indicate that the vibrations appearing in the notification control processing are for notification purposes. This allows the driver 300 to confirm that the vibrations transmitted to the driver 300 are not abnormal, but rather serve to notify the driver 300 that, in typical cases for the saddle-type vehicle 1, there is an obstacle in front of it.

[0063] Furthermore, in the tenth aspect of the saddle-type vehicle driving support system S in this embodiment, in addition to any of the first to ninth aspects, the detection unit 200 is a camera, which allows for the appropriate determination of the distance between the saddle-type vehicle 1 and the obstacle, and appropriately notifies the driver 300 that an obstacle is typically located in front of the saddle-type vehicle 1.

[0064] It should be noted that the present invention is not limited to the above-described embodiments in terms of the type, shape, arrangement, number, etc. of the components, and it is of course possible to modify them as appropriate without departing from the spirit of the invention, such as by appropriately substituting the components with those that produce equivalent effects.

[0065] As described above, the present invention can provide a driver assistance system for saddle-type vehicles that can make the driver of such a vehicle aware of changes in the surrounding environment regardless of road conditions, and due to its general-purpose and universal nature, it is expected to be widely applicable to driver assistance systems for saddle-type vehicles such as motorcycles and automobiles.

[0066] S... Driving support system for saddle-type vehicles 1... Vehicle 10... Frame member 20... Engine 20'... Electric motor 22... Crankshaft 23... Crank angle sensor 24... Engine temperature sensor 26... Head 28... Spark plug 30... Intake pipe 31... Intake pressure sensor 32... Throttle valve 33... Throttle opening sensor 34... Throttle motor 36... Fuel injector 40... Storage member 50... Seat 52... Step member 60... Handle support member 62... Handle 64... Accelerator grip 65... Accelerator opening sensor 66... ​​Brake lever 67... Brake switch 72... Front suspension member 73... Front wheel 74... Vehicle speed sensor 75... Front brake 76... Rear suspension member 77... Rear wheel 100... Electronic control unit 102... Engine speed calculation unit 104... Engine temperature calculation unit 106... Intake pressure calculation unit 108...Throttle opening calculation unit 110...Accelerator opening calculation unit 114...Distance calculation unit 116...Distance determination unit 150...Control unit 152...Fuel injection amount calculation unit 154...Ignition timing calculation unit 156...Target throttle opening calculation unit 158...Fuel injection amount modification unit 200...Environmental detection device 210...Notification unit 300...Driver 302...Head 304...Back 306...Waist

Claims

1. A driving support system for a saddle-type vehicle, comprising a control unit that controls the operating state of the drive source of the saddle-type vehicle using environmental detection information from a detection unit that detects environmental information of the saddle-type vehicle, wherein the control unit executes a notification control process to control the operating state of the drive source such that, when predetermined conditions are met in the environmental detection information, a plurality of vibrations with different frequencies appear in the saddle-type vehicle at an irregular period.

2. The driving support system for a saddle-type vehicle according to claim 1, wherein the predetermined condition is that the distance between the saddle-type vehicle and an obstacle located in front of the saddle-type vehicle is less than or equal to a predetermined distance.

3. The saddle-type vehicle driving support system according to claim 1 or 2, wherein the plurality of vibrations generate three types of vibrations with different frequencies for the driver of the saddle-type vehicle.

4. The control unit executes the notification control process so that each of the three types of vibrations appears continuously in a time series, as described in claim 3.

5. The driving support system for a saddle-type vehicle according to claim 1 or 2, wherein the plurality of vibrations include vibrations having a frequency of 1 Hz or more and 5 Hz or less.

6. The driving support system for a saddle-type vehicle according to claim 1 or 2, wherein the drive source is an internal combustion engine, and the control unit controls the operating state of the internal combustion engine by changing the frequency of fuel cut-off to the internal combustion engine in the notification control process.

7. The driving support system for a saddle-type vehicle according to claim 6, wherein the control unit increases or decreases the frequency of the fuel cut in the notification control process according to factors including the driving conditions under which the saddle-type vehicle is traveling, the road surface conditions under which the saddle-type vehicle is traveling, the weight of the occupant of the saddle-type vehicle, and the weight of the cargo carried by the saddle-type vehicle.

8. The driving support system for a saddle-type vehicle according to claim 1 or 2, wherein the drive source is an internal combustion engine, and further comprises a storage unit that stores map data showing the relationship between the rotational speed of the internal combustion engine, the throttle opening of the internal combustion engine, and the frequency of fuel cut-off to the internal combustion engine, and the control unit controls the operating state of the internal combustion engine by changing the frequency of fuel cut-off to the internal combustion engine by referring to the map data in the notification control processing.

9. The driving support system for a saddle-type vehicle according to claim 1 or 2, wherein the drive source is an electric motor, and the control unit controls the driving state of the electric motor by controlling the manner in which power is supplied to the electric motor in the notification control process.

10. The driving support system for a saddle-type vehicle according to claim 1 or 2, further comprising a notification unit that indicates that the vibration appearing in the notification control process is for notification purposes.

11. The driving support system for a saddle-type vehicle according to claim 1 or 2, wherein the detection unit is a camera.

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