Saddle-ridden vehicle driving assistance system

Abstract

If an operation amount determining unit (166) determines that an accelerator operation amount exceeds a first operation amount, a saddle-ridden vehicle driving assistance system (100) performs first control in such a way that a driving force corresponding to the speed of a preceding vehicle (P) is not exceeded, and if the operation amount determining unit (166) determines that the accelerator operation amount is equal to or less than the first operation amount, the saddle-ridden vehicle driving assistance system (100) performs the first control in such a way as to achieve a driving force corresponding to the accelerator operation amount identified by an accelerator operation amount identifying unit (164).

Description

Rideable Vehicle Driving Support System

[0001] The present invention relates to a rideable vehicle driving support system for assisting in the driving of a vehicle.

[0002] In recent years, from the perspective of improving the safety of vehicles and the traffic environment in which vehicles travel, research and development have been carried out on advanced driver-assistance systems (ADAS) that have functions to assist the driving operations of vehicle drivers. Among such advanced driver-assistance systems, for example, some of the ACC (Adaptive Cruise Control) system and the Forward Collision Warning (FCW) system monitor the vehicle speed of the host vehicle, the vehicle speed of a preceding vehicle traveling ahead of the host vehicle, the inter-vehicle distance between the host vehicle and the preceding vehicle, the relative vehicle speed between the host vehicle and the preceding vehicle, and the distance between the host vehicle and surrounding environmental objects of the host vehicle. In addition, the ACC system has functions such as following driving while maintaining a constant inter-vehicle distance between the host vehicle and the preceding vehicle. Furthermore, the FCW system has functions such as warning the driver that there is a possibility of collision when the host vehicle approaches the preceding vehicle or the like too closely.

[0003] In such a situation, Patent Document 1 discloses a driver assistance system that adjusts the inter-vehicle distance to a safety inter-vehicle distance with respect to a preceding target object by using system intervention in the vehicle's brake system or system intervention in the vehicle's drive system.

[0004] Japanese Patent Application Laid-Open No. 2024-42670

[0005] However, in Patent Document 1, when adjusting the inter-vehicle distance to a safety inter-vehicle distance with respect to a preceding target object, the degree of system intervention in the inter-vehicle distance is unclear, so there is a problem that the inter-vehicle distance may shrink more than the driver's assumption due to a deviation in the sense of distance to the target object between the system and the driver of the vehicle.

[0006] An object of the present invention is to provide a rideable vehicle driving support system capable of suppressing excessive reduction of the inter-vehicle distance.

[0007] To achieve the above objectives, the present invention provides a driving assistance system for a saddle-type vehicle that assists in driving a vehicle, comprising: a first identification unit that receives information regarding the distance between the vehicle and a preceding vehicle traveling in front of the vehicle, and the speed of the preceding vehicle, and identifies the amount of accelerator operation of the vehicle; a first determination unit that determines whether the amount of accelerator operation identified by the first identification unit exceeds a first operation amount corresponding to the speed; and a drive force control unit that performs first control to control the driving force of the vehicle, wherein the first determination unit determines whether the distance between vehicles exceeds a first distance from the first distance When the distance becomes a predetermined second distance shorter than the initial distance, the first determination unit determines whether the accelerator operation amount determined by the first determination unit exceeds the first operation amount. The driving force control unit performs the first control so as not to exceed the driving force corresponding to the speed if the first determination unit determines that the accelerator operation amount exceeds the first operation amount, and performs the first control so as to correspond to the driving force of the accelerator operation amount determined by the first determination unit if the accelerator operation amount is less than or equal to the first operation amount.

[0008] According to one aspect of the present invention, a saddle-type vehicle driving support system controls the driving force of the vehicle so as not to exceed the driving force corresponding to the speed of the preceding vehicle when it is determined that the accelerator operation amount exceeds a first operation amount, and controls the driving force of the vehicle so as to correspond to the accelerator operation amount when it is determined that the accelerator operation amount is less than or equal to the first operation amount. This makes it possible to reduce the excessive reduction in the distance between vehicles.

[0009] Figure 1 is a side view showing the right side of a 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 an embodiment of the present invention. Figure 3 is a schematic diagram showing the relative positions of the vehicle itself and a preceding vehicle, illustrating an example of the operation of the saddle-type vehicle driving support system according to an embodiment of the present invention. Figure 4 is a time chart showing an example of the operation of the saddle-type vehicle driving support system according to an embodiment of the present invention. Figure 5 is a schematic diagram showing a top view of the positional relationship between the vehicle itself and a preceding vehicle to explain an example of the operation of the saddle-type vehicle driving support system according to an embodiment of the present invention.

[0010] Hereinafter, with appropriate 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.

[0011] <Vehicle Configuration> The configuration of the vehicle 1 equipped with the saddle-type vehicle driving support system 100 according to an embodiment of the present invention will be described in detail with reference to Figure 1.

[0012] Vehicle 1 (sometimes referred to as "the vehicle itself"), as shown in Figure 1 as a typical example of a saddle-type vehicle, a motorcycle, mainly comprises a frame member 10 which is a metal body frame member such as an iron pipe, a drive source 20 which is an internal combustion engine, a steering front suspension mechanism 30 which steers the driven front wheel 32, a front brake FB, a rear suspension mechanism 40 which steers the driven rear wheel 42, and a rear brake RB. In addition to motorcycles, saddle-type vehicles may also be small, lightweight three-wheeled or four-wheeled vehicles such as buggies. Furthermore, the drive source 20 may be an engine, an electric motor, an engine, or a combination of an engine and an electric motor.

[0013] More specifically, the steering front suspension mechanism 30 includes a telescopic front fork 34 that suspends the front wheel 32 and is mounted on a support member (not shown in reference numerals) of the frame member 10, a steering stem 36 mounted on the support member of the frame member 10, and a handle 38 that is an operating member for steering the front wheel 32 and is fixed to the steering stem 36.

[0014] The rear suspension mechanism 40 includes a swing arm 44 that is set on the frame member 10 and supports the rear wheel 42 so that it can swing freely with a predetermined geometry using a pivot axis (not shown) as the axis of rotation for oscillation, and a rear spring damper unit 46 that suspends the rear wheel 42.

[0015] The front brake FB is mounted on the vehicle 1 as a braking mechanism for braking the front wheel 32, and the rear brake RB is mounted on the vehicle 1 as a braking mechanism for braking the rear wheel 42.

[0016] Vehicle 1 includes an imaging device 200, which is an optical unit that captures and acquires information about the surrounding environment of Vehicle 1 as images of surrounding objects, and an inertial measurement device (IMU) that measures the acceleration and angular acceleration of Vehicle 1. The vehicle comprises Unit 300, an operating unit 400 such as a switch operated by the driver of the vehicle 1, a notification device A which serves as a notification unit such as a screen display device or speaker capable of notifying the driver of the vehicle 1 of predetermined notification information via the driver's sight or hearing, a crank angle sensor S1 which detects the rotation angle of a crankshaft (not shown) when the drive source 20 is an engine, a vehicle speed sensor S2 which detects the speed of the vehicle 1 from the rotation speed of the output shaft of a transmission (not shown) of the vehicle 1, an accelerator opening sensor S3 which detects the opening (accelerator opening: drive operation amount), which is the amount of operation of the accelerator grip, an accelerator operating member (not shown) attached to the handle 38 of the vehicle 1, and a brake operation amount sensor S4 which detects the amount of operation of a brake lever (not shown) for operating the front brake FB and the amount of operation of a brake pedal (not shown) for operating the rear brake RB. Note that, as shown in Figure 1, there are two brake operation amount sensors S4: one that detects the amount of operation of the brake lever and another that detects the amount of operation of the brake pedal. However, in Figure 2, only one is shown.

[0017] Vehicle 1 is also equipped with a brake actuator 28, which is a device that generates brake pressure to operate the front brake FB and rear brake RB. If the drive source 20 is an engine, it is also equipped with a spark plug 22 that ignites the air-fuel mixture in the combustion chamber (not shown), an injector 24 that injects an appropriate amount of fuel and supplies it to the engine, and a throttle valve 26 that opens and closes between a fully open position and a fully closed position to adjust the amount of outside air flowing into the combustion chamber from an intake passage (not shown).

[0018] <Configuration of the Driving Support System for Saddle-Type Vehicles> The configuration of the driving support system 100 for saddle-type vehicles according to an embodiment of the present invention will be described in detail with reference to Figure 2.

[0019] The saddle-type vehicle driver assistance system 100 is mounted on the vehicle 1 and has an ECU (Electronic Control Unit) 110, which is a processing unit that includes a microcomputer consisting of a CPU (Central Processing Unit) etc., mounted on the vehicle 1 and powered by a battery (not shown), and a crank angle sensor S1, vehicle speed sensor S2, accelerator opening sensor S3, brake operation amount sensor S4, imaging device 200, inertial measuring device 300, and operating unit 400 etc., which are electrically connected to the ECU 110. The ECU 110 functions as a control device that controls the operating state of the drive source 20 by executing a control program while referring to control data based on electrical signals output and input from the crank angle sensor S1, vehicle speed sensor S2, accelerator opening sensor S3, brake operation amount sensor S4, imaging device 200, inertial measuring device 300, and operating unit 400, etc. It also functions as a control device that calculates the acceleration, angular acceleration, and tilt angle of the vehicle 1 and controls the driving state of the vehicle 1, and has a control unit 150 shown as a functional block. The above control program, etc., is stored in advance in a memory not shown. The ECU 110 reads the control program from the memory and executes it.

[0020] Furthermore, the control unit 150 controls the operation of the brake actuator 28, and when the drive source 20 is an engine, it controls the operation of the spark plug 22, injector 24, and throttle valve 26, which are respectively attached to the engine, when controlling the engine's operating state, etc. The brake actuator 28 operates the front brake FB to brake the front wheel 32 and operates the rear brake RB to brake the rear wheel 42 according to the control signal input from the ECU 110. Specifically, the brake actuator 28 is a device that generates hydraulic brake pressure by pressing a friction member (not shown) of the front brake FB against a mating member (not shown) of the front wheel 32, and pressing a friction member (not shown) of the rear brake RB against a mating member (not shown) of the rear wheel 42, according to the control signal input from the ECU 110. The throttle valves 26 are all connected to the drive motors of electronically controlled throttle devices (not shown). The opening degree of the throttle valve 26 changes in accordance with the rotation of the throttle valve 26 by the drive motor, which is controlled by the control unit 150.

[0021] The control unit 150 includes a distance determination unit 152, a speed determination unit 154, a driving force control unit 156, an accelerator operation amount determination unit 164, and an operation amount determination unit 166, all of which are shown as functional blocks. It may also include a notification control unit 158, a vehicle width determination unit 162, a time determination unit 168, a braking force control unit 172, a brake light operation determination unit 174, an interruption determination unit 176, and a braking operation amount determination unit 178.

[0022] The distance determination unit 152 calculates the distance between the position of the vehicle 1 and the position of the preceding vehicle P, based on an electrical signal output from the imaging device 200 and input to the ECU 110, which includes imaging information of the environment around the vehicle 1, including the preceding vehicle P traveling in front of the vehicle 1. The calculated distance is then identified as the inter-vehicle distance (sometimes simply called the inter-vehicle distance) between the vehicle 1 and the preceding vehicle P. The distance determination unit 152 can also calculate the distance between the position of the vehicle 1 and the position of the edge of the road on which the vehicle 1 is traveling or the outer edge of an object being imaged, based on an electrical signal output from the imaging device 200 and input to the ECU 110. The calculated distance is then identified as the distance between the position of the vehicle 1 and the position of the edge or outer edge of an object being imaged, such as a road. The distance determination unit 152 can also calculate and identify the distance between the vehicle 1 and parts other than the preceding vehicle P, the edge of the road, and the outer edge of an object being imaged. Furthermore, the distance determination unit 152 can determine the distance between the vehicle 1 and an object whose distance to the vehicle 1 should be determined, not only based on imaging information from the imaging device 200, but also based on location information from GPS (Global Positioning System) or environmental information from a navigation system.

[0023] The imaging device 200 is an optical unit such as a camera that captures the environment around the vehicle 1, including the preceding vehicle P, etc. Other devices besides cameras can also be used, as long as they are capable of capturing the environment around the vehicle 1, including the preceding vehicle P, etc., within a predetermined imaging range. When a camera is used as the imaging device 200, a monocular camera or a stereo camera that can obtain imaging information with parallax can be used, and if the imaging data contains optical disturbance components such as so-called flicker, a filter value such as the average value of the imaging data may be referred to.

[0024] The speed determination unit 154 determines the speed of the preceding vehicle P based on the time change in the inter-vehicle distance determined by the distance determination unit 152 and the speed of the own vehicle 1 calculated by the control unit 150 based on the electrical signal output from the vehicle speed sensor S2 and input to the ECU 110. The speed of the preceding vehicle P may also be determined by the relative speed of the preceding vehicle P to the own vehicle 1. Furthermore, the speed determination unit 154 is not limited to determining the speed of the preceding vehicle P using imaging information output from the imaging device 200; it can also determine the speed of the preceding vehicle P based on speed detection information detected by radar equipment or the like.

[0025] The drive force control unit 156 performs a first control to control the driving force of the vehicle 1 based on electrical signals output from the crank angle sensor S1, vehicle speed sensor S2, accelerator opening sensor S3, brake operation amount sensor S4, imaging device 200, and IMU 300 and input to the ECU 110. When the drive source 20 is an engine, the drive force control unit 156 preferably controls the driving force of the vehicle 1 by adjusting the throttle opening of the vehicle 1. When the drive source 20 is an electric motor, the drive force control unit 156 controls the driving force of the vehicle 1 by adjusting the drive current supplied to the electric motor according to the type of electric motor.

[0026] Specifically, the drive force control unit 156 performs first control to ensure that the driving force does not exceed the driving force corresponding to the speed of the preceding vehicle P (the driving force required to achieve that speed) when the operation amount determination unit 166 determines that the accelerator operation amount exceeds a first operation amount corresponding to the speed of the preceding vehicle P. Also, when the drive force control unit 156 determines that the accelerator operation amount is less than or equal to the first operation amount corresponding to the speed of the preceding vehicle P, it performs first control to ensure that the driving force corresponds to the accelerator operation amount specified by the accelerator operation amount determination unit 164. For example, in the first control performed to ensure that the driving force does not exceed the driving force corresponding to the speed of the preceding vehicle P when the operation amount determination unit 166 determines that the accelerator operation amount exceeds a first operation amount, the drive force control unit 156 sets a regulated throttle opening corresponding to the speed of the preceding vehicle P and controls the drive of the throttle valve 26 so as not to exceed the set regulated throttle opening. Furthermore, when the operation amount determination unit 166 determines that the accelerator operation amount is less than or equal to the first operation amount, the drive force control unit 156 controls the drive of the throttle valve 26 in the first control operation to make the drive force corresponding to the accelerator operation amount. Here, the requested throttle opening is the throttle opening requested by the driver of the vehicle 1, which is calculated by the control unit 150 based on the accelerator operation amount output from the accelerator opening sensor S3 and input to the ECU 110.

[0027] The drive force control unit 156 can interrupt the first control if, during the execution of the first control, the interruption determination unit 176 determines that it corresponds to an operation that requests the interruption of driving assistance. For example, during the execution of the first control, the drive force control unit 156 can interrupt the first control if, the amount of overlap of the vehicle widths determined by the vehicle width determination unit 162 is less than or equal to a predetermined threshold, and the interruption determination unit 176 determines that it corresponds to an operation that requests the interruption of driving assistance.

[0028] The braking force control unit 172 performs a second control of the braking force of the vehicle 1 based on electrical signals output from the crank angle sensor S1, vehicle speed sensor S2, accelerator opening sensor S3, brake operation amount sensor S4, imaging device 200, and IMU 300 and input to the ECU 110. Preferably, the braking force control unit 172 controls the braking force of the vehicle 1 by driving the brake actuator 28 of the vehicle 1.

[0029] Specifically, the braking force control unit 172 starts a second control to increase the braking force of its own vehicle 1 when the grace period specified by the time specification unit 168 falls below a predetermined first hour after the start of the first control by the drive force control unit 156. The braking force control unit 172 can change the distance at which the second control is started according to the change in the relative speed between its own vehicle 1 and the preceding vehicle P. Furthermore, the braking force control unit 172 can start a second control to increase the braking force of its own vehicle 1 when the grace period specified by the time specification unit 168 falls below the first hour after the start of the first control by the drive force control unit 156, and the brake light activation specification unit 174 determines that the brake light L of the preceding vehicle P has been activated.

[0030] After the braking force control unit 172 starts the second control, the driving force control unit 156 can interrupt the first control. After the driving force control unit 156 has interrupted the first control in this manner, when the inter-vehicle distance determined by the distance determination unit 152 becomes the second distance, the driving force control unit 156 can resume the first control, and the braking force control unit 172 can interrupt the second control. Furthermore, after the resumption of the first control, the driving force control unit 156 can interrupt the first control if the overlap amount determined by the vehicle width determination unit 162 is less than or equal to a predetermined threshold.

[0031] The braking force control unit 172 can interrupt the second control during execution if a braking operation amount that satisfies predetermined conditions is identified by the braking operation amount identification unit 178, for example, if a braking operation exceeding a predetermined threshold is performed. If it is desired to prioritize the driver's braking operation over the second control, the second control can be interrupted if the driver of the vehicle performs a braking operation exceeding a predetermined amount during the execution of the second control, thereby prioritizing the driver's braking operation over the second control.

[0032] It is preferable that the drive force control unit 156 performs the first control to reduce the drive force to a level lower than the drive force immediately before the braking force control unit 172 started the second control, while the second control is being performed by the braking force control unit 172.

[0033] It is preferable that, even when the vehicle 1 is traveling on a curved road, the drive force control unit 156 performs first control so as not to exceed the drive force corresponding to the speed specified by the speed specification unit 154 when the operation amount determination unit 166 determines that the accelerator operation amount exceeds a first operation amount, and when the operation amount determination unit 166 determines that the accelerator operation amount is less than or equal to the first operation amount, it performs first control so as to become the drive force corresponding to the accelerator operation amount specified by the accelerator operation amount specification unit 164. When the drive force control unit 156 determines that the vehicle 1 is traveling on a curved road based on an electrical signal including imaging information output from the imaging device 200 and input to the ECU 110, and the imaging device 200 is unable to detect the preceding vehicle P or for other reasons, and information regarding the preceding vehicle P is not input, it is preferable that the drive force control unit 156 maintains the drive force at the time when information regarding the preceding vehicle P was last input for a predetermined second time period immediately before the state in which information regarding the preceding vehicle P is not input occurs, that is, from the time when information regarding the preceding vehicle P was last input.

[0034] The drive force control unit 156 performs a third control to reduce the drive force of its own vehicle 1 when the inter-vehicle distance determined by the distance determination unit 152 changes from a fourth distance, which is longer than the first distance, to a fifth distance, which is shorter than the fourth distance but longer than the first distance. The drive force control unit 156 can activate the alarm A under the control of the alarm control unit 158 ​​when the inter-vehicle distance determined by the distance determination unit 152 changes to a predetermined sixth distance, which is longer than the fourth distance.

[0035] The notification control unit 158 ​​controls the operation of the alarm A. When notification is made by activating the alarm A, the notification control unit 158 ​​activates the alarm A when the inter-vehicle distance determined by the distance determination unit 152 becomes a predetermined sixth distance which is longer than the fourth distance. In the present invention, the notification made when the inter-vehicle distance becomes the sixth distance is not limited to this form. In the present invention, it is also possible to control the drive force control unit 156 to vary the drive force of the vehicle 1 and to make a notification by vibrations that occur as a result of the variation in drive force. Here, in situations where the driver is exposed from the vehicle 1, such as in a saddle-type vehicle, the notification control unit 158 ​​can make periodic vibrations in the vehicle 1 to make a more reliable notification to the driver that the inter-vehicle distance to the preceding vehicle P is decreasing, by controlling the drive force control unit 156 to vary the drive force of the vehicle 1, thereby notifying the driver that the inter-vehicle distance to the preceding vehicle P is decreasing.

[0036] The third identification unit, the vehicle width identification unit 162, identifies the amount of overlap between the vehicle width of the vehicle 1 and the vehicle width of the preceding vehicle P in the vehicle width direction by analyzing the imaging information contained in the electrical signal output from the imaging device 200 and input to the ECU 110. Specifically, the vehicle width identification unit 162 detects the vehicle width H1 of the preceding vehicle P and the relative position of the preceding vehicle P with respect to the vehicle 1 in the vehicle width direction by analyzing the imaging information contained in the electrical signal output from the imaging device 200 and input to the ECU 110. It then calculates the amount of overlap D (D = H1 - H2) by subtracting the vehicle width H2 of the vehicle 1, which is pre-stored in a memory (not shown), from the vehicle width H1 of the preceding vehicle P, taking into account the detected relative position.

[0037] The accelerator operation amount determination unit 164, which is the first determination unit, determines the accelerator operation amount of the vehicle 1 based on an electrical signal corresponding to the detected value of the accelerator opening, which is output from the accelerator opening sensor S3 and input to the ECU 110.

[0038] The first determination unit, the operation amount determination unit 166, determines whether the accelerator operation amount determined by the accelerator operation amount determination unit 164 exceeds a predetermined first operation amount.

[0039] The operation amount determination unit 166 determines whether the accelerator operation amount determined by the accelerator operation amount determination unit 164 exceeds the first operation amount corresponding to the speed determined by the speed determination unit 154 when the inter-vehicle distance determined by the distance determination unit 152 becomes a predetermined second distance that is shorter than the first distance. It is preferable that the operation amount determination unit 166 also determines whether the accelerator operation amount of the vehicle 1 determined by the accelerator operation amount determination unit 164 exceeds the first operation amount corresponding to the speed determined by the speed determination unit 154, even when the vehicle 1 is traveling on a curved road. The operation amount determination unit 166 can determine whether the accelerator operation amount of the vehicle 1 determined by the accelerator operation amount determination unit 164 exceeds the first operation amount corresponding to the speed determined by the speed determination unit 154 when the overlap amount of the vehicle width determined by the vehicle width determination unit 162 exceeds a predetermined threshold, and the inter-vehicle distance determined by the distance determination unit 152 becomes the second distance.

[0040] The time determination unit 168 determines the grace period until the vehicle 1 collides with the preceding vehicle P, using the inter-vehicle distance determined by the distance determination unit 152. Specifically, the time determination unit 168 calculates and determines the grace period until the vehicle 1 collides with the preceding vehicle P, based on the relative speed of the preceding vehicle P to the vehicle 1 determined by the speed determination unit 154 and the inter-vehicle distance determined by the distance determination unit 152. Note that the time determination unit 168 is not limited to determining the grace period by the above calculation, but may also determine the grace period corresponding to the inter-vehicle distance determined by the distance determination unit 152 and the relative speed of the preceding vehicle P determined by the speed determination unit 154, in a table that associates the relative speed of the preceding vehicle P, the inter-vehicle distance, and the grace period, which is stored in memory (not shown).

[0041] The brake light activation unit 174 analyzes the imaging information contained in the electrical signal output from the imaging device 200 and input to the ECU 110 to determine the operation of the brake lights L of the preceding vehicle P. For example, the brake light activation unit 174 analyzes the imaging information captured previously and the imaging information captured this time to determine the preceding vehicle P and its brake lights L. Furthermore, if the brightness of the brake lights L of the preceding vehicle P identified in the imaging information captured this time is greater than a predetermined value relative to the brightness of the brake lights L of the preceding vehicle P identified in the imaging information captured previously, the unit determines that the brake lights L of the preceding vehicle P are activated.

[0042] The interruption determination unit 176, acting as a second determination unit, determines whether an operation performed on the vehicle 1 corresponds to an operation that requests the interruption of driving assistance, based on an electrical signal corresponding to the operation of the operation unit 400, which is output from the operation unit 400 and input to the ECU 110. When the first control is being performed by the drive force control unit 156, if the interruption determination unit 176, acting as a second determination unit, determines that an operation has been performed on the vehicle 1 that requests the interruption of driving assistance, the drive force control unit 156 interrupts the execution of the first control.

[0043] As the second specific part, the braking operation amount specifying part 178 specifies the braking operation amount of the host vehicle 1 based on an electric signal corresponding to the operation amount of a brake lever (not shown in any figure) detected by the brake operation amount sensor S4 that is output from the brake operation amount sensor S4 and input to the ECU 110, or an electric signal corresponding to the operation amount of a brake pedal.

[0044] In the above, the operation support system 100 for a saddle-riding type vehicle having the distance specifying part 152 and the speed specifying part 154 has been described. However, the present invention is not limited to this form. The operation support system 100 for a saddle-riding type vehicle according to the present invention may be a form that uses the inter-vehicle distance specified by means capable of specifying the inter-vehicle distance between the host vehicle 1 and the preceding vehicle P provided in the host vehicle 1 on which the system is mounted, and the vehicle speed of the preceding vehicle P specified by means capable of specifying the vehicle speed of the preceding vehicle P. It may also be a form that receives information regarding the inter-vehicle distance between the host vehicle 1 and the preceding vehicle P and the vehicle speed of the preceding vehicle P measured by other vehicles or the like, and performs the operation support assumed in the present invention using the received information when the received information is input. For example, the operation support system 100 for a saddle-riding type vehicle may specify the inter-vehicle distance between the host vehicle 1 and the preceding vehicle P using the measurement result by a distance measuring sensor included in the operation support system 100 for a saddle-riding type vehicle.

[0045] Furthermore, although the above describes a saddle-type vehicle driving support system 100 equipped with a brake light activation identification unit 174, the present invention is not limited to this embodiment. The saddle-type vehicle driving support system 100 according to the present invention may be configured to use the activation of the brake lights L of a preceding vehicle P, which has been identified by means capable of identifying the activation of the brake lights L of a preceding vehicle L provided in the vehicle 1 on which the system is installed (the activation of the brake lights L of the preceding vehicle P in the information indicating that the brake lights L of the preceding vehicle P have been activated, which is input to the braking force control unit 172). Alternatively, it may be configured to receive information regarding the activation of the brake lights L of a preceding vehicle P identified by another vehicle, and to use the received information (information indicating that the brake lights L of the preceding vehicle P have been activated, which is input to the braking force control unit 172) to provide the driving support envisioned in the present invention. For example, information indicating that the brake lights L of a preceding vehicle P have been activated, which has been recognized using a camera or the like provided in another vehicle, may be transmitted from the other vehicle to the vehicle 1, and the vehicle 1 may use the received information. Furthermore, the saddle-type vehicle driving support system 100 according to the present invention may obtain information indicating that the brake lights L of a preceding vehicle P have been activated using means such as a camera equipped on the vehicle 1 on which the system is installed, which is capable of identifying the operation of the brake lights L of the preceding vehicle P.

[0046] <Operation of the Driving Assistance System for Saddle-Type Vehicles> The operation of the driving assistance system 100 for saddle-type vehicles according to an embodiment of the present invention will be described in detail with reference to Figures 2 to 5. In Figure 4, vehicle speed, throttle opening, and brake pressure refer to the vehicle speed, throttle opening, and brake pressure of the vehicle 1. The regulated vehicle speed refers to the vehicle speed of the vehicle 1 when the actual throttle opening is regulated so as not to exceed the regulated throttle opening.

[0047] In Figure 3, state A shows that at time t1 the distance between vehicle 1 and the preceding vehicle P is the second distance, and state B shows that at time t4 the distance between vehicle 1 and the preceding vehicle P is shorter than the second distance.

[0048] Also, at the vehicle speed shown in FIG. 4, the solid line represents the actual vehicle speed (real vehicle speed) of the host vehicle 1, and the dashed line represents the regulated vehicle speed. At the throttle opening shown in FIG. 4, the solid line represents the actual throttle opening (real throttle opening), the dashed line represents the regulated throttle opening, and the one-dot chain line represents the required throttle opening.

[0049] The driving support system 100 for a saddle-riding type vehicle is started when an ignition switch (not shown) is turned on, the engine speed of the host vehicle 1 is equal to or higher than a predetermined engine speed, and the speed of the host vehicle 1 is equal to or higher than a predetermined vehicle speed, and is repeatedly executed at every predetermined control cycle. During the period when the ignition switch is turned on, the distance specifying unit 152 specifies the inter-vehicle distance between the host vehicle 1 and the preceding vehicle P, and the speed specifying unit 154 specifies the speed of the preceding vehicle P.

[0050] Until time t1, it is assumed that the host vehicle 1 is approaching the preceding vehicle P and the inter-vehicle distance from the preceding vehicle P is decreasing. It is preferable that the vehicle speed of the host vehicle 1 is gradually decreasing due to engine braking or the like until time t1 is reached.

[0051] At time t1, the inter-vehicle distance specified by the distance specifying unit 152 becomes a second distance shorter than the first distance and shorter than the first distance. At time t1, the operation amount determination unit 166 determines whether or not the accelerator operation amount specified by the accelerator operation amount specifying unit 164 exceeds the first operation amount. When it is determined by the operation amount determination unit 166 that the accelerator operation amount exceeds the first operation amount, the driving force control unit 156 starts the first control so as not to exceed the driving force corresponding to the speed specified by the speed specifying unit 154. In the first control, the driving force control unit 156 sets the regulated throttle opening TH1 and controls the driving of the throttle valve 26, thereby controlling the actual throttle opening of the host vehicle 1 so as not to exceed the regulated throttle opening TH1. As a result, the actual vehicle speed of the host vehicle 1 does not exceed the regulated vehicle speed after time t1. Thereby, the inter-vehicle distance between the host vehicle 1 and the preceding vehicle P can be controlled to a safe inter-vehicle distance without driving the brake actuator 28.

[0052] At time t2, the driver of the vehicle 1 reduces the amount of operation of the accelerator grip on the steering wheel 38, so that the accelerator operation amount specified by the accelerator operation amount specification unit 164 becomes less than or equal to the first operation amount. The drive force control unit 156, upon determining by the operation amount determination unit 166 that the accelerator operation amount is less than or equal to the first operation amount, performs first control so that the driving force corresponds to the accelerator operation amount specified by the accelerator operation amount specification unit 164. Specifically, the drive force control unit 156 controls the drive of the throttle valve 26 to perform first control, causing the actual throttle opening to follow the requested throttle opening of the vehicle 1 calculated by the control unit 150 based on the electrical signal output from the accelerator opening sensor S3 and input to the ECU 110. In this way, when only the first control is performed, if the accelerator operation amount is less than or equal to the first operation amount, that is, if the requested throttle opening is less than or equal to the regulated throttle opening, the driver of the vehicle 1 can obtain the desired driving force. As a result, the vehicle speed of vehicle 1 becomes the speed desired by the driver of vehicle 1 within the vehicle speed range below the regulated vehicle speed restricted by the execution of the first control.

[0053] After time t2, if the driver of vehicle 1 determines, for example, that the distance between vehicle 1 and the preceding vehicle P has become a safe distance and begins to increase the amount of operation of the accelerator grip on the steering wheel 38, the accelerator opening detected by the accelerator opening sensor S3 will increase. As a result, the requested throttle opening of vehicle 1 will increase, and the actual throttle opening that follows the requested throttle opening in the region below the regulated throttle opening will also increase.

[0054] At time t3, the drive force control unit 156 performs first control so as not to exceed the drive force corresponding to the speed determined by the speed determination unit 154, when the accelerator operation amount is determined by the operation amount determination unit 166 to exceed the first operation amount. Specifically, the drive force control unit 156 controls the drive of the throttle valve 26 so that the actual throttle opening exceeds the regulated throttle opening. In this way, if the accelerator operation amount exceeds the first operation amount again during the execution of the first control, that is, if the requested throttle opening exceeds the regulated throttle opening again, the actual throttle opening is restricted to be less than or equal to the regulated throttle opening, thereby restricting the actual vehicle speed to be less than or equal to the regulated vehicle speed.

[0055] During the period after time t3 and before time t4, the same control as the control performed from time t1 to time t3 is performed.

[0056] At time t4, the preceding vehicle P decelerates, causing the vehicle 1 to approach the preceding vehicle P further, resulting in a distance between vehicles smaller than the second distance. When the grace period specified by the time specification unit 168 falls below the predetermined first hour, the braking force control unit 172 initiates a second control to increase the braking force of the vehicle 1 by driving the brake actuator 28. Here, it is preferable that the drive force control unit 156 performs the second control to reduce the drive force compared to the drive force immediately before time t4 when the second control is initiated. Specifically, it is preferable that the drive force control unit 156 performs a second control to control the driving of the throttle valve 26 by setting a restricted throttle opening TH2 (TH1 > TH2) that is more closed than the restricted throttle opening TH1 in the first control, so that the actual throttle opening of the vehicle 1 does not exceed the restricted throttle opening TH2.

[0057] It is preferable that the drive force control unit 156 interrupts the first control after the second control is started by the braking force control unit 172, that is, after time t4. By interrupting the first control after the second control is started, it is possible to eliminate the period during which neither the first nor the second control is performed. This makes it possible to avoid a situation where neither the first nor the second control is performed after time t4, making it easier to prevent the distance between the vehicle 1 and the preceding vehicle P from becoming excessively short, and as a result, it becomes easier to improve the safety of the vehicle 1.

[0058] The braking force control unit 172 can start a second control to increase the braking force of its own vehicle 1 when the brake light activation identification unit 174 identifies that the brake light L has been activated, and the grace period identified by the time identification unit 168 becomes less than a predetermined first hour.

[0059] Furthermore, during the execution of the first control, it is preferable for the drive force control unit 156 to interrupt the first control if the interruption determination unit 176 determines that the operation corresponds to an operation that requests the interruption of driving assistance. By interrupting the first control based on the operation of the driver of the vehicle 1, it becomes easier to provide driving assistance that feels less unnatural to the driver.

[0060] Furthermore, during the execution of the second control after the first control has been interrupted, if the inter-vehicle distance determined by the distance determination unit 152 becomes the second distance, the braking force control unit 172 can interrupt the second control, and the driving force control unit 156 can restart the first control. In this case, it is preferable that the braking force control unit 172 interrupts the second control after the first control has been restarted by the driving force control unit 156. This eliminates any period during which neither the first nor the second control is executed.

[0061] Furthermore, during the execution of the second control, the braking force control unit 172 interrupts the second control when a braking operation amount that satisfies predetermined conditions is determined by the braking operation amount determination unit 178. After the interruption of the second control, the driving force control unit 156 can resume the first control when the distance between vehicles determined by the distance determination unit 152 reaches the second distance. By interrupting the second control due to an operation by the driver of the vehicle 1, and then resuming the first control when the distance between the vehicle 1 and the preceding vehicle P increases to the second distance, it becomes easier to ensure the safety of the vehicle 1.

[0062] Furthermore, it is preferable to perform the first control even when the vehicle 1 is traveling on a curved road, and it is preferable to perform the second control when the conditions for performing the second control are met. This makes it easier to ensure safety even when traveling on a curved road. In addition, when the vehicle 1 is traveling on a curved road and enters a first state in which the distance between vehicles cannot be determined by the distance determination unit 152, or information on the distance between vehicles determined by the distance determination unit 152 is not input, it is preferable for the drive force control unit 156 to perform the first control to maintain the drive force at the level immediately before entering the first state for a predetermined second time from the time the first state is entered. This makes it easier to ensure the safety of the vehicle 1 even when entering the first state while traveling on a curved road.

[0063] Furthermore, if the overlap amount D determined by the vehicle width determination unit 162 exceeds a predetermined threshold, and the distance between vehicles becomes the second distance, the first control is performed according to the determination result of whether the accelerator operation amount of the vehicle 1 determined by the accelerator operation amount determination unit 164 exceeds the first operation amount. On the other hand, if the overlap amount D determined by the vehicle width determination unit 162 is less than or equal to a predetermined threshold, the drive force control unit 156 can interrupt the first control. In this case, for example, if the overlap amount D is "0", the safety of the vehicle 1 is not low, so the safety of the vehicle 1 can be ensured even if the first control is interrupted.

[0064] Furthermore, if, before time t1, the distance determined by the distance determination unit 152 changes from a fourth distance (longer than the first distance) to a fifth distance (shorter than the fourth distance but longer than the first distance), it is preferable to perform a third control to reduce the driving force of the vehicle 1. In this way, by performing the third control before the first control, it is possible to make it more difficult for the vehicle 1 to approach the preceding vehicle P compared to the case where the third control is not performed, thereby making it easier to ensure the safety of the vehicle 1.

[0065] Furthermore, if the following distance determined by the distance determination unit 152 becomes a predetermined sixth distance which is longer than the fourth distance, before time t1, it is preferable for the notification control unit 158 ​​to activate the notification device A. This allows the driver of the vehicle 1 to take action to prevent a decrease in the following distance before the first control. At this time, the notification control unit 158 ​​can cause periodic vibrations, etc., in the vehicle 1 by controlling the driving force control unit 156 to fluctuate the driving force of the vehicle 1. This allows the driver of the vehicle 1 to be notified by the vibrations, etc., that the following distance to the preceding vehicle P is decreasing, making it easier to ensure the safety of the vehicle 1.

[0066] Thus, the saddle-type vehicle driving support system 100 according to this embodiment can reduce the frequency of activating the second control by performing the first control before performing the second control. Specifically, if the situation in which the distance between the vehicle and the preceding vehicle P becomes shorter can be improved by the first control alone, the saddle-type vehicle driving support system 100 according to this embodiment can respond with the first control alone without activating the second control. On the other hand, if the situation in which the distance between the vehicle and the preceding vehicle P becomes shorter cannot be improved by the first control alone, the situation in which the distance between vehicles becomes shorter can be prevented from continuing by performing the second control, which is capable of decelerating the vehicle 1 more than the first control.

[0067] As is clear from the above description, in the first phase of the saddle-type vehicle driving support system 100 according to this embodiment, the saddle-type vehicle driving support system that provides driving support for a vehicle includes an accelerator operation amount determination unit 164 that receives information on the distance between the vehicle 1 and a preceding vehicle P traveling in front of the vehicle 1, and the speed of the preceding vehicle P, and determines the accelerator operation amount of the vehicle 1, an operation amount determination unit 166 that determines whether the accelerator operation amount determined by the accelerator operation amount determination unit 164 exceeds a first operation amount corresponding to the speed of the preceding vehicle P, and a drive force control unit 156 that performs first control to control the driving force of the vehicle 1. The operation amount determination unit 166 determines whether the accelerator operation amount determined by the accelerator operation amount determination unit 164 exceeds the first operation amount when the distance between vehicles becomes a predetermined second distance that is shorter than the first distance. The drive force control unit 156 performs first control so as not to exceed the drive force corresponding to the speed of the preceding vehicle P if the operation amount determination unit 166 determines that the accelerator operation amount exceeds the first operation amount, and performs first control so as to become the drive force corresponding to the accelerator operation amount determined by the accelerator operation amount determination unit 164 if the operation amount determination unit 166 determines that the accelerator operation amount is less than or equal to the first operation amount. This reduces the likelihood of the distance between the vehicle 1 and the preceding vehicle P becoming excessively short.

[0068] Furthermore, in the second phase of the saddle-type vehicle driving support system 100 according to this embodiment, in addition to the first phase, it includes a time determination unit 168 that uses the distance between vehicles to determine the grace period until the vehicle 1 collides with the preceding vehicle P, and a braking force control unit 172 that performs a second control to control the braking force of the vehicle 1. The braking force control unit 172 starts a second control to increase the braking force of the vehicle 1 when the grace period determined by the time determination unit 168 falls below a predetermined first hour after the start of the first control by the driving force control unit 156. That is, the second control is performed when the distance between the vehicle 1 and the preceding vehicle P shortens during the execution of the first control and the grace period falls below the first hour. Here, the second control to increase the braking force of the vehicle 1 is more likely to reduce the speed of the vehicle 1 than the first control which controls the driving force of the vehicle 1 so as not to exceed the driving force corresponding to the speed of the preceding vehicle P. By performing a second control that increases the braking force of vehicle 1 when the grace period falls below the first hour, the speed of vehicle 1 can be reduced, thereby avoiding a collision between vehicle 1 and the preceding vehicle P, making it easier to ensure the safety of vehicle 1.

[0069] Furthermore, in the third aspect of the saddle-type vehicle driving support system 100 according to this embodiment, in addition to the second aspect, the braking force control unit 172 can change the inter-vehicle distance at which the second control is started in accordance with the change in the relative speed between the vehicle 1 and the preceding vehicle P. For example, in the first state where the relative speed between the vehicle 1 and the preceding vehicle P is the first speed, it is assumed that the second control is started when the inter-vehicle distance between the vehicle 1 and the preceding vehicle P is distance A. In this case, if the relative speed between the vehicle 1 and the preceding vehicle P is greater than the first speed (second speed), in other words, in the second state where the speed at which the vehicle 1 approaches the preceding vehicle P is faster than in the first state, the inter-vehicle distance at which the second control is started can be changed so that the second control is started when the inter-vehicle distance between the vehicle 1 and the preceding vehicle P is distance B, which is greater than distance A. As a result, the second control can be started at an appropriate timing in accordance with the change in the relative speed between the vehicle 1 and the preceding vehicle P, making it easier to avoid a collision between the vehicle 1 and the preceding vehicle P and making it easier to ensure the safety of the vehicle 1.

[0070] Furthermore, in the fourth phase of the saddle-type vehicle driving support system 100 according to this embodiment, in addition to the second or third phase, the braking force control unit 172 starts a second control to increase the braking force of the own vehicle 1 when information indicating that the brake lights L of the preceding vehicle P have been activated is input. The brake lights L of the preceding vehicle P are activated when the preceding vehicle P increases its braking force, so when the brake lights L of the preceding vehicle P are activated, the speed of the preceding vehicle P decreases. Even when the speed of the preceding vehicle P decreases, it is desirable to start the second control in the second or third phase when information indicating that the brake lights L of the preceding vehicle P have been activated is input in order to prevent a collision between the own vehicle 1 and the preceding vehicle P. This makes it possible to reduce the speed of the own vehicle 1, making it easier to ensure the safety of the own vehicle 1.

[0071] Furthermore, in the fifth aspect of the saddle-type vehicle driving support system 100 according to this embodiment, in addition to the second, third, or fourth aspects, the drive force control unit 156 restricts the drive force of the vehicle 1 so as to reduce the drive force to a level lower than the drive force immediately before the braking force control unit 172 starts the second control, while the braking force control unit 172 is executing the second control. By restricting the drive force of the vehicle 1 so as to reduce the drive force to a level lower than the drive force immediately before the second control starts, the acceleration force of the vehicle 1 can be reduced compared to immediately before the second control starts. By reducing the acceleration force of the vehicle 1 while the second control is being executed, which increases the deceleration of the vehicle 1 by increasing the braking force of the vehicle 1, it becomes easier to reduce the speed of the vehicle 1. Therefore, by restricting the drive force of the vehicle 1 so as to reduce the drive force to a level lower than the drive force immediately before the second control starts, the safety of the vehicle 1 can be more easily ensured.

[0072] Furthermore, in the sixth aspect of the saddle-type vehicle driving support system 100 according to this embodiment, in addition to the first, second, third, fourth, or fifth aspects, there is an interruption determination unit 176 that determines whether an operation on the vehicle 1 corresponds to an operation that requests the interruption of driving support. The drive force control unit 156 interrupts the first control if the interruption determination unit 176 determines that the operation corresponds to an operation that requests the interruption of the first control during the execution of the first control. By interrupting the first control when the driver of the vehicle 1 performs an operation that requests the interruption of the first control, driving support can be provided to the driver of the vehicle 1 with less discomfort.

[0073] Furthermore, in the seventh phase of the saddle-type vehicle driving support system 100 according to this embodiment, in addition to the second, third, fourth, fifth, or sixth phases, the drive force control unit 156 interrupts the first control after the start of the second control by the braking force control unit 172. By interrupting the first control after the start of the second control, it is possible to eliminate the period during which neither the first nor the second control is performed. This makes it possible to avoid a situation in which the vehicle 1 is approaching a preceding vehicle P and the control to reduce the speed of the vehicle 1 (first control, second control) is not performed, thereby making it easier to ensure the safety of the vehicle 1.

[0074] Furthermore, in the eighth phase of the saddle-type vehicle driving support system 100 according to this embodiment, in addition to the seventh phase, the braking force control unit 172 interrupts the second control when the distance between vehicles becomes the second distance after the interruption of the first control by the driving force control unit 156, and the driving force control unit 156 resumes the first control when the distance between vehicles becomes the second distance after the interruption of the execution of the first control. When the distance between the vehicle 1 and the preceding vehicle P becomes the second distance after the start of the second control, it can be interpreted that the situation in which the distance between the vehicle 1 and the preceding vehicle P decreases due to the second control has ended, and the situation has shifted to one in which the distance between the vehicle 1 and the preceding vehicle P increases. When the distance between vehicle 1 and the preceding vehicle P changes from a state shorter than the second distance to the second distance, the safety of vehicle 1 can be ensured by the first control. Therefore, if the distance between vehicle 1 and the preceding vehicle P becomes the second distance after the second control has been started, the interrupted first control is restarted, and then the second control is interrupted. In this way, the safety of vehicle 1 can be ensured according to the distance between vehicle 1 and the preceding vehicle P.

[0075] Furthermore, in the ninth phase of the saddle-type vehicle driving support system 100 according to this embodiment, in addition to the seventh or eighth phase, it has a braking operation amount determination unit 178 that determines the amount of braking operation of the vehicle 1. The braking force control unit 172 interrupts the second control when the braking operation amount determination unit 178 determines a braking operation amount that satisfies predetermined conditions during the execution of the second control, and the driving force control unit 156 resumes the first control when the distance between vehicles becomes the second distance after the interruption of the second control by the braking force control unit 172. In the ninth phase, if the driver of the vehicle 1 performs a braking operation of an amount greater than predetermined during the execution of the second control, the second control is interrupted in order to apply a braking force corresponding to the driver's braking operation. Subsequently, when the distance between vehicle 1 and the preceding vehicle P becomes shorter than the second distance due to the driver's braking operation and the application of corresponding braking force, the safety of vehicle 1 can be ensured by the first control, and the first control is restarted. In this way, the safety of vehicle 1 can be ensured by prioritizing the driver's braking operation of vehicle 1, and restarting the first control when the distance between vehicles increases as a result of that braking operation.

[0076] Furthermore, in the tenth phase of the saddle-type vehicle driving support system 100 according to this embodiment, in addition to the first, second, third, fourth, fifth, sixth, seventh, eighth, or ninth phases, the operation amount determination unit 166 determines whether the accelerator operation amount of the vehicle 1, as determined by the accelerator operation amount determination unit 164, exceeds a first operation amount while the vehicle 1 is traveling on a curved road, and the driving force control unit 156 performs first control according to the determination result of whether the accelerator operation amount of the operation amount determination unit 166 exceeds the first operation amount. As a result, even when traveling on a curved road, the distance between the vehicle 1 and the preceding vehicle P can be maintained at or above a predetermined distance, thereby ensuring the safety of the vehicle 1.

[0077] Furthermore, in the 11th aspect of the saddle-type vehicle driving support system 100 according to this embodiment, in addition to the first, second, third, fourth, fifth, sixth, seventh, eighth, ninth, or tenth aspects, there is a vehicle width determination unit 162 that determines the amount of overlap D between the vehicle width H2 of the own vehicle 1 and the vehicle width H1 of the preceding vehicle P in the vehicle width direction. The operation amount determination unit 166 determines whether the accelerator operation amount of the own vehicle 1 determined by the accelerator operation amount determination unit 164 exceeds the first operation amount when the overlap amount D determined by the vehicle width determination unit 162 exceeds a predetermined threshold and the distance between vehicles becomes a second distance. The driving force control unit 156 interrupts the first control when the overlap amount D determined by the vehicle width determination unit 162 is less than or equal to a predetermined threshold. For example, when the overlap amount D is zero, the risk of collision between vehicle 1 and the preceding vehicle P is lower than when the overlap amount D is H1. By interrupting the first control according to the overlap amount D, the safety of vehicle 1 can be ensured while suppressing excessive control.

[0078] Furthermore, in the twelfth phase of the saddle-type vehicle driving support system 100 according to this embodiment, in addition to the first, second, third, fourth, fifth, sixth, seventh, eighth, ninth, tenth, or eleventh phases, the drive force control unit 156 performs a first control to maintain the drive force at the time when information about the preceding vehicle P was input (for example, just before the state in which information about the preceding vehicle P was not input) for a predetermined second time period from when information about the preceding vehicle P was input. This prevents the drive force of the vehicle 1 from suddenly increasing while the vehicle 1 is traveling on a curved road, and prevents the driver's posture of the vehicle 1 from being disrupted, thereby making it easier to ensure the safety of the vehicle 1.

[0079] Furthermore, in the 13th phase of the saddle-type vehicle driving support system 100 according to this embodiment, in addition to the first, second, third, fourth, fifth, sixth, seventh, eighth, ninth, tenth, eleventh, or twelfth phases, the driving force control unit 156 performs a third control to reduce the driving force of the vehicle 1 when the distance between vehicles changes from a fourth distance, which is longer than the first distance, to a fifth distance, which is shorter than the fourth distance but longer than the first distance. Performing the third control before the first control makes it easier to ensure the safety of the vehicle 1.

[0080] Furthermore, in the 14th aspect of the saddle-type vehicle driving support system 100 according to this embodiment, in addition to the 13th aspect, it includes a notification unit that notifies the driver of the vehicle 1, and a notification control unit 158 ​​that controls the operation of the notification unit. The notification control unit 158 ​​activates the notification unit when the distance between vehicles becomes a predetermined 6th distance, which is longer than the 4th distance. The notification unit may be a notification device A, or for example, a part provided in the vehicle 1 (e.g., a drive source 20) may function as the notification unit. By notifying the driver that the vehicle 1 is approaching the preceding vehicle P before starting the first control, the driver of the vehicle 1 can be prompted to take action to prevent a decrease in the distance between vehicles. As a result, the safety of the vehicle 1 can be more easily ensured.

[0081] Furthermore, in the 15th aspect of the saddle-type vehicle driving support system 100 according to this embodiment, in addition to the 14th aspect, the notification control unit 158 ​​controls the drive force control unit 156 to vary the drive force of the vehicle 1. By varying the drive force of the vehicle 1, it is possible to cause pitching motion, etc., in the vehicle 1, making it easier to notify the driver of the vehicle 1 that the distance between vehicles is decreasing, and thus making it easier to ensure the safety of the vehicle 1.

[0082] 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.

[0083] Specifically, in the above embodiment, the driving force of the vehicle 1 was controlled by controlling the throttle opening, but the driving force of the vehicle 1 may also be controlled by controlling the drive of the injector 24 to stop fuel injection, instead of or in conjunction with the throttle opening.

[0084] As described above, the present invention can reduce the excessive reduction in the distance between vehicles, 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.

[0085] 1...Vehicle 26...Throttle valve 28...Brake actuator 100...Saddle-type driving support system 110...ECU 150...Control unit 152...Distance determination unit 154...Speed ​​determination unit 156...Drive force control unit 158...Notification control unit 162...Vehicle width determination unit 164...Accelerator operation amount determination unit 166...Operation amount determination unit 168...Time determination unit 172...Braking force control unit 176...Interruption determination unit 178...Braking operation amount determination unit 200...Imaging device 400...Operation unit

Claims

1. A saddle-type vehicle driving assistance system that provides driving assistance for a vehicle, comprising: a first identification unit that receives information regarding the distance between the vehicle and a preceding vehicle traveling in front of the vehicle, and the speed of the preceding vehicle; a first determination unit that identifies the amount of accelerator operation of the vehicle; a first determination unit that determines whether the amount of accelerator operation identified by the first identification unit exceeds a first operation amount corresponding to the speed; and a drive force control unit that performs first control to control the driving force of the vehicle, wherein the first determination unit determines whether the amount of accelerator operation identified by the first identification unit exceeds the first operation amount when the distance between vehicles becomes a predetermined second distance shorter than the first distance; the drive force control unit performs first control so as not to exceed the driving force corresponding to the speed when the first determination unit determines that the amount of accelerator operation exceeds the first operation amount; and performs first control so as to be the driving force corresponding to the amount of accelerator operation identified by the first identification unit when the first determination unit determines that the amount of accelerator operation is less than or equal to the first operation amount. A driver assistance system for saddle-type vehicles characterized by the following features.

2. A driving support system for a saddle-type vehicle according to claim 1, comprising: a time determination unit that determines the grace period until the vehicle collides with the preceding vehicle using the distance between vehicles; and a braking force control unit that performs a second control for controlling the braking force of the vehicle, wherein the braking force control unit starts the second control to increase the braking force of the vehicle when the grace period determined by the time determination unit falls below a predetermined first hour after the start of the first control by the driving force control unit.

3. The driving support system for a saddle-type vehicle according to claim 2, characterized in that the braking force control unit can change the inter-vehicle distance at which the second control is initiated in accordance with a change in the relative speed between the vehicle itself and the preceding vehicle.

4. The driving support system for a saddle-type vehicle according to claim 2, characterized in that the braking force control unit starts the second control to increase the braking force of its own vehicle when it receives information indicating that the brake lights of the preceding vehicle have been activated.

5. The driving support system for a saddle-type vehicle according to claim 2, characterized in that the driving force control unit restricts the driving force of the vehicle to be reduced to a level lower than the driving force immediately before the braking force control unit started the second control, while the braking force control unit is performing the second control.

6. The driving support system for a saddle-type vehicle according to claim 1, further comprising a second determination unit that determines whether an operation performed on the vehicle constitutes an operation that requests the interruption of the driving support, wherein the drive force control unit interrupts the first control if the second determination unit determines during the execution of the first control that the operation constitutes an operation that requests the interruption.

7. The driving support system for a saddle-type vehicle according to claim 2, characterized in that the driving force control unit interrupts the first control after the braking force control unit starts the second control.

8. The driving support system for a saddle-type vehicle according to claim 7, characterized in that the braking force control unit interrupts the second control when the inter-vehicle distance becomes the second distance after the interruption of the first control in the driving force control unit, and the driving force control unit resumes the first control when the inter-vehicle distance becomes the second distance after the interruption of the execution of the first control.

9. The driving support system for a saddle-type vehicle according to claim 7, further comprising: a second identification unit for identifying the amount of braking operation of the vehicle itself; the braking force control unit interrupts the second control when the braking operation amount that satisfies predetermined conditions is identified by the second identification unit during the execution of the second control; and the driving force control unit resumes the first control when the distance between vehicles becomes the second distance after the interruption of the second control by the braking force control unit.

10. The driving support system for a saddle-type vehicle according to claim 1, characterized in that the first determination unit determines whether the amount of accelerator operation of the vehicle, as determined by the first identification unit, exceeds the first operation amount while the vehicle is traveling on a curved road, and the driving force control unit performs the first control according to the determination result of the first determination unit regarding whether the amount of accelerator operation exceeds the first operation amount.

11. The saddle-type vehicle driving support system according to claim 1, comprising: a third identifying unit for identifying the amount of overlap between the vehicle width of the own vehicle and the vehicle width of the preceding vehicle in the vehicle width direction; the first determination unit determines whether the accelerator operation amount of the own vehicle identified by the first identifying unit exceeds a first operation amount when the overlap amount identified by the third identifying unit exceeds a predetermined threshold and the inter-vehicle distance becomes the second distance; and the driving force control unit interrupts the first control when the overlap amount identified by the third identifying unit is less than or equal to a predetermined threshold.

12. The driving support system for a saddle-type vehicle according to claim 10, characterized in that when the driving force control unit is traveling on a curved road and no information regarding the preceding vehicle is input, it performs the first control to maintain the driving force at the level immediately before the state occurred for a predetermined second time from the time the state occurred until the state occurred.

13. The driving support system for a saddle-type vehicle according to claim 1, characterized in that the driving force control unit performs a third control to reduce the driving force of its own vehicle when the distance between vehicles changes from a fourth distance, which is longer than the first distance, to a fifth distance, which is shorter than the fourth distance and longer than the first distance.

14. The saddle-type vehicle driving support system according to claim 13, comprising: a notification unit that notifies the driver of the vehicle; and a notification control unit that controls the operation of the notification unit, wherein the notification control unit activates the notification unit when the distance between vehicles becomes a predetermined sixth distance which is longer than the fourth distance.

15. The driver assistance system for a saddle-type vehicle according to claim 14, characterized in that the notification control unit controls the driving force control unit to vary the driving force of the vehicle.

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