Control device and control method

Abstract

The present invention improves safety of a saddle-ride type vehicle and a rider of a saddle-ride type vehicle while improving operability of a saddle-ride type vehicle. In a control device and a control method according to the present invention, an execution unit of the control device executes a control mode in which a positional relationship adjustment operation for adjusting the positional relationship between a saddle-ride type vehicle (1) and a target vehicle to a target positional relationship is performed. In the control mode, the execution unit executes the positional relationship adjustment operation if the target vehicle is set, and executes a speed adjustment operation for adjusting the speed of the saddle-ride type vehicle (1) to a target speed if the target vehicle is not set. During execution of the speed adjustment operation, a safety operation for a rider of the saddle-ride type vehicle (1) is executed on the basis of cut-off information indicating that there is cut-off driving in which another vehicle (3) cuts in front of the saddle-ride type vehicle (1) from an adjacent lane (L3) adjacent to an own vehicle lane (L2) in which the saddle-ride type vehicle (1) is located to the own vehicle lane (L2).

Description

[0001] [Document Name] Specification

[0002] [Title of the Invention] Control device and control method

[0003] [Technical Field]

[0004] [. 0 0 1 ]

[0005] The present disclosure relates to a control device and a control method capable of improving the operability of a straddle-type vehicle, and improving the safety of the straddle-type vehicle and a rider of the straddle-type vehicle.

[0006] [Background Art]

[0007] [. 0 0 2 ]

[0008] Conventionally, various technologies for assisting a rider of a straddle-type vehicle such as a motorcycle have been proposed. For example, Patent Document 1 discloses a driver assistance system that warns a motorcycle rider that the vehicle is inappropriately approaching an obstacle, based on information detected by a sensor device that detects an obstacle in a traveling direction or substantially in the traveling direction.

[0009] [Prior Art Documents]

[0010] [Patent Documents]

[0011] [〇 0 0 3 ]

[0012] [Patent Document 1] Japanese Unexamined Patent Application Publication No. 2009-116882

[0013] [Summary of the Invention]

[0014] [Problem to be Solved by the Invention]

[0015] [〇 0 0 4 ]

[0016] Incidentally, as a technology to assist in vehicle operation, there is a control mode that performs a positional relationship adjustment operation to adjust the positional relationship between the vehicle and the target vehicle to the target positional relationship. In the above control mode, if no target vehicle is set, a speed adjustment operation is performed to adjust the vehicle's speed to the target speed. It is conceivable that the above control mode could be applied to a saddle-type vehicle. In this case, depending on the traffic conditions around the saddle-type vehicle, the speed adjustment operation may cause the saddle-type vehicle to accelerate against the rider's intentions. In such a situation, the rider may perform an operation to switch the state of the above control mode (for example, an operation to temporarily suspend the control mode and then restart it) in order to improve safety. Such an operation may reduce the operability of the saddle-type vehicle.

[0017]

〇 0 0 5

[0018] The present invention was made against the background of the above-mentioned problems, and aims to provide a control device and control method that can improve the operability of a saddle-type vehicle while improving the safety of the saddle-type vehicle and the rider of the saddle-type vehicle.

[0019] [Means for solving the problem]

[0020]

〇 0 0 6

[0021] The control device according to the present invention is a control device for controlling the behavior of a saddle-type vehicle, and includes an execution unit that performs a positional relationship adjustment operation to adjust the positional relationship between the saddle-type vehicle and a target vehicle to a target positional relationship, wherein the execution unit, in the control mode, performs the positional relationship adjustment operation when a target vehicle is set, and performs a speed adjustment operation to adjust the speed of the saddle-type vehicle to a target speed when a target vehicle is not set, and during the execution of the speed adjustment operation, performs a safety operation for the rider of the saddle-type vehicle based on interruption information indicating that there is an interruption where another vehicle cuts in front of the saddle-type vehicle from an adjacent lane adjacent to the lane in which the saddle-type vehicle is located.

[0022]

〇 0 0 7

[0023] The control method according to the present invention is a control method for controlling the behavior of a saddle-type vehicle, wherein the execution unit of the control device executes a control mode in which a positional relationship adjustment operation is performed to adjust the positional relationship between the saddle-type vehicle and a target vehicle to a target positional relationship, and in the control mode, the execution unit executes the positional relationship adjustment operation when the target vehicle is set, and when the target vehicle is not set, it executes a speed adjustment operation to adjust the speed of the saddle-type vehicle to a target speed, and during the execution of the speed adjustment operation, based on interruption information indicating that there is an interruption where another vehicle cuts in front of the saddle-type vehicle from an adjacent lane adjacent to the lane in which the saddle-type vehicle is located, the saddle-type vehicle performs a safety operation for the rider of the saddle-type vehicle.

[0024] [Effects of the Invention]

[0025] [ 0 0 0 8 ]

[0026] In the control device and control method according to the present invention, the execution unit of the control device executes a control mode in which a positional relationship adjustment operation is performed to adjust the positional relationship between the saddle-type vehicle and the target vehicle to the target positional relationship. In the control mode, the execution unit executes the positional relationship adjustment operation when a target vehicle is set, and when a target vehicle is not set, it executes a speed adjustment operation to adjust the speed of the saddle-type vehicle to the target speed. During the execution of the speed adjustment operation, based on interruption information indicating that there is an interruption where another vehicle cuts in front of the saddle-type vehicle from an adjacent lane adjacent to the lane in which the saddle-type vehicle is located, the saddle-type vehicle performs a safety operation for the rider. As will be described later, due to the occurrence of an interruption, a situation may arise in which the rider does not want the saddle-type vehicle to accelerate due to the speed adjustment operation. Therefore, by performing a safety operation based on the interruption information, safety can be improved in such a situation without the rider's operation. Therefore, it is possible to improve the operability of saddle-type vehicles while also improving the safety of saddle-type vehicles and their riders. [Brief explanation of the drawing]

[0027] [ 0 0 0 9 ]

[0028] [Figure 1] A schematic diagram showing the general configuration of a saddle-type vehicle according to an embodiment of the present invention. [Figure 2] A block diagram showing an example of the functional configuration of a control device according to an embodiment of the present invention. [Figure 3] A diagram showing an example of the traffic conditions around a saddle-type vehicle according to an embodiment of the present invention.

[0029] [Figure 4] This figure shows an example of the traffic situation around a saddle-type vehicle according to an embodiment of the present invention.

[0030] [Figure 5j is a flowchart showing an example of the processing flow related to safety operations performed by a control device according to an embodiment of the present invention.]

[0031] [Modes for carrying out the invention]

[0032] [ 0 0 1 0 ]

[0033] The control device and control method according to the present invention will be described below with reference to the drawings.

[0034] [ 0 0 1 1 ]

[0035] Although the following description focuses on a control device used for two-wheeled motorcycles (see saddle-type vehicle 1 in Figure 1), the vehicle controlled by the control device according to the present invention may be other saddle-type vehicles besides two-wheeled motorcycles. A saddle-type vehicle refers to a vehicle that a rider straddles and rides on. Examples of saddle-type vehicles include motorcycles (two-wheeled vehicles, three-wheeled vehicles), bicycles, buggies, etc. Motorcycles include vehicles powered by engines, vehicles powered by electric motors, etc. Examples of motorcycles include motorcycles, scooters, electric scooters, etc. A bicycle refers to a vehicle that can be propelled on the road by the rider's pedaling force applied to the pedals. Bicycles include ordinary bicycles, electric assist bicycles, electric bicycles, etc.

[0036] [ 0 0 1 2 ]

[0037] Further, the following description will be given of a case where an engine (specifically, the engine 11 in FIG. 1 described later) is mounted as a drive source capable of outputting power for driving the drive wheels, but a drive source other than the engine (for example, an electric motor) may be mounted as the drive source, or a plurality of drive sources may be mounted.

[0038]

[0013]

[0039] Further, the following description will be given of a case where a control unit that controls the hydraulic pressure of brake fluid (specifically, the hydraulic pressure control unit 12 in FIG. 1 described later) is employed as the control unit for the braking force generated on the wheels, but a control unit that controls the position of the wheel braking unit itself by an electrical signal (a so-called brake-by-wire) may be employed as the control unit for the braking force generated on the wheels.

[0040]

[0014]

[0041] Further, the configurations, operations, and the like described below are merely examples, and the control device and control method according to the present invention are not limited to such configurations, operations, and the like.

[0042]

[0015]

[0043] Further, the same or similar descriptions are simplified or omitted as appropriate below. In addition, in each drawing, the same or similar members or portions are either omitted from being provided with reference numerals, or are provided with the same reference numerals. Further, the illustration of detailed structures is simplified or omitted as appropriate.

[0044]

[0016]

[0045] <Configuration of Saddle-Ride Type Vehicle>

[0046] The configuration of the saddle-ride type vehicle 1 according to an embodiment of the present invention will be described.

[0047]

[0017]

[0048] FIG. 1 is a schematic diagram illustrating a schematic configuration of a straddle-type vehicle 1. The straddle-type vehicle 1 is a two-wheeled motorcycle corresponding to an example of a straddle-type vehicle according to the present invention. As illustrated in FIG. 1, the straddle-type vehicle 1 includes an engine 11, a hydraulic pressure control unit 12, an input device 13, an ambient environment sensor 14, a front wheel speed sensor 15, a rear wheel speed sensor 16, and a control device (ECU) 20.

[0049]

[0018]

[0050] The engine 11 corresponds to an example of a drive source for the straddle-type vehicle 1, and is capable of outputting power for driving a drive wheel (specifically, a rear wheel). For example, the engine 11 is provided with one or more cylinders each having a combustion chamber formed therein, a fuel injection valve that injects fuel toward the combustion chamber, and an ignition plug. When fuel is injected from the fuel injection valve, an air-fuel mixture containing air and fuel is formed in the combustion chamber, and the mixture is ignited by the ignition plug and combusted. As a result, a piston provided in the cylinder reciprocates, and a crankshaft rotates. Further, a throttle valve is provided in an intake pipe of the engine 11, and an intake air amount to the combustion chamber changes in accordance with a throttle opening that is an opening degree of the throttle valve.

[0051]

[0019]

[0052] The hydraulic pressure control unit 12 is a unit that has a function of controlling a braking force generated on a wheel. For example, the hydraulic pressure control unit 12 is provided on an oil passage connecting a master cylinder and a wheel cylinder, and includes components for controlling a brake fluid pressure of the wheel cylinder (for example, a control valve and a pump). The braking force generated on the wheel is controlled by controlling the operation of the components of the hydraulic pressure control unit 12. Note that the hydraulic pressure control unit 12 may individually control braking forces generated on both the front wheel and the rear wheel, or may control only a braking force generated on one of the front wheel and the rear wheel.

[0053]

[0020]

[0054] The input device 13 receives various operations from the rider. The input device 13 includes, for example, a push button provided on the handlebars and used for rider operation. Information indicating rider operation using the input device 13 is output to the control device 2.

[0055] [ 0 0 2 1 ]

[0056] The ambient environment sensor 14 detects ambient environment information indicating the environment around the saddle-type vehicle 1. Specifically, the ambient environment sensor 14 is located at the front of the saddle-type vehicle 1 and detects ambient environment information indicating the environment in front of the saddle-type vehicle 1. The ambient environment information detected by the ambient environment sensor 14 is output to the control device 2.

[0057] [ 0 0 2 2 ]

[0058] The ambient environment information detected by the ambient environment sensor 14 may be information related to the distance or direction to the subject located around the saddle-type vehicle 1 (e.g., relative position, relative distance, relative speed, relative acceleration, etc.), or it may be the characteristics of the subject located around the saddle-type vehicle 1 (e.g., type of subject, shape of the subject itself, marks attached to the subject, etc.). The ambient environment sensor 14 is, for example, a radar, Lidar sensor, ultrasonic sensor, camera, etc.

[0059] [ 0 0 2 3 ]

[0060] The front wheel speed sensor 15 is a wheel speed sensor that detects the wheel speed of the front wheel (for example, the number of rotations of the front wheel per unit time [rpm] or the distance traveled per unit time [km / h], etc.) and outputs the detection result. The front wheel speed sensor 15 may also detect other physical quantities that can be substantially converted to the wheel speed of the front wheel. The front wheel speed sensor 15 is provided on the front wheel [0 0 2 4]

[0061] The rear wheel speed sensor 16 is a wheel speed sensor that detects the wheel speed of the rear wheel (for example, the number of rotations of the rear wheel per unit time [rpm] or the distance traveled per unit time [km / h], etc.) and outputs the detection result. The rear wheel speed sensor 16 may also detect other physical quantities that can be substantially converted to the wheel speed of the rear wheel. The rear wheel speed sensor 16 is provided on the rear wheel [0 0 2 5]

[0062] The control device 20 controls the behavior of the saddle-type vehicle 1. For example, part or all of the control device 20 is composed of a microcontroller, microprocessor unit, etc. Also, for example, part or all of the control device 20 may be composed of updatable components such as firmware, or it may be a program module executed by commands from a CPU, etc. The control device 20 may be, for example, a single unit, or it may be divided into multiple units.

[0063] [ 0 0 2 6 ]

[0064] Figure 2 is a block diagram showing an example of the functional configuration of the control device 20. As shown in Figure 2, the control device 20 comprises, for example, an acquisition unit 21 and an execution unit 22. The control device 20 communicates with each device of the saddle-type vehicle 1 (for example, the engine 11, the hydraulic control unit 12, the input device 13, the ambient environment sensor 14, the front wheel speed sensor 15, and the rear wheel speed sensor 16). The control device 20 can also control the operation of each device of the saddle-type vehicle 1 (for example, the engine 11 and the hydraulic control unit 12).

[0065] [ 0 0 2 7 ]

[0066] The acquisition unit 21 acquires information from each device of the saddle-type vehicle 1. For example, the acquisition unit 21 acquires information from the input device 13, the ambient environment sensor 14, the front wheel speed sensor 15, and the rear wheel speed sensor 16. In this specification, information acquisition may include information extraction or generation (e.g., calculation).

[0067] [ 0 0 2 8 ]

[0068] The execution unit 22 performs various controls by controlling the operation of each device of the saddle-type vehicle 1. For example, the execution unit 22 controls the operation of the engine 11 and the hydraulic control unit 12.

[0069] [ 0 0 2 9 ]

[0070] Here, the execution unit 22 can execute a control mode in which a positional relationship adjustment operation is performed. The positional relationship adjustment operation is an operation to adjust the positional relationship between the saddle-type vehicle 1 and the target vehicle to the target positional relationship. An example of a control mode in which a positional relationship adjustment operation is performed is adaptive cruise control.

[0071] [ 0 0 3 0 ]

[0072] The execution unit 22 performs a positional relationship adjustment operation when a target vehicle is set in the adaptive cruise control. On the other hand, the execution unit 22 performs a speed adjustment operation when no target vehicle is set in the adaptive cruise control. The speed adjustment operation is an operation to adjust the speed of the saddle-type vehicle 1 to the target speed.

[0073] [0 0 3 1] The execution unit 22 can perform the above-mentioned positional relationship adjustment operation and speed adjustment operation by controlling the speed of the saddle-type vehicle 1 based on information indicating the speed of the saddle-type vehicle 1 obtained based on the detection results of the front wheel speed sensor 15 and the detection results of the rear wheel speed sensor 16. In controlling the speed of the saddle-type vehicle 1, the execution unit 22 can, for example, automatically generate acceleration in the saddle-type vehicle 1 by controlling the operation of the engine 11, and automatically generate deceleration in the saddle-type vehicle 1 by controlling the operation of the hydraulic control unit 12.

[0074] [ 0 0 3 2 ]

[0075] For example, if the execution unit 22 detects a preceding vehicle within the detection range of the surrounding environment sensor 14 (for example, a range with a predetermined width in the vehicle width direction centered on a straight line extending forward from the saddle-type vehicle 1), it sets the preceding vehicle as the target vehicle to be adjusted for positional relationship. Then, if the preceding vehicle is set as the target vehicle to be adjusted for positional relationship, the execution unit 22 performs a positional relationship adjustment operation. This allows the saddle-type vehicle 1 to follow the target vehicle.

[0076] [ 0 0 3 3 ]

[0077] In the positional relationship adjustment operation, for example, the execution unit 22 controls the speed of the saddle-type vehicle 1 so that the time difference between the saddle-type vehicle 1 and the target vehicle (specifically, the time it takes for the saddle-type vehicle 1 to pass the target vehicle's current position from the present moment) is maintained at the target time difference. However, in the positional relationship adjustment operation, the execution unit 22 may also control the speed of the saddle-type vehicle 1 so that the distance between the saddle-type vehicle 1 and the target vehicle is maintained at the target distance. A positional relationship in which the above time difference becomes the target time difference, or a positional relationship in which the above distance becomes the target distance, corresponds to the target positional relationship.

[0078] [ 0 0 3 4 ]

[0079] Furthermore, for example, if there is no preceding vehicle within the range of the surrounding environment sensor 14 used for setting the target vehicle, and the preceding vehicle is not set as the target vehicle for positional adjustment, the execution unit 22 performs a speed adjustment operation. This allows the saddle-type vehicle 1 to be driven while maintaining a constant speed (i.e., the target speed). The LiDAR user can change the target speed by operating the input device 13, etc.

[0080] [ 0 0 3 5 ]

[0081] The execution unit 22 starts adaptive cruise control, for example, triggered by an operation by the rider using the input device 13. The execution unit 22 also deactivates adaptive cruise control, for example, triggered by an operation by the rider using the input device 13. Furthermore, the execution unit 22 may also deactivate adaptive cruise control if an operation other than those using the input device 13 is performed (for example, braking by the rider). In this way, the rider can start or deactivate adaptive cruise control by performing operations using the input device 13, etc.

[0082] [ 0 0 3 6 ]

[0083] The following describes an example in which adaptive cruise control is implemented as a control mode in which positional relationship adjustment operations are performed. However, the above control mode is not limited to adaptive cruise control. For example, the above control mode may be a control mode in which the positional relationship adjustment operation is performed in which the target positional relationship changes according to the amount of accelerator operation.

[0084] [ 0 0 3 7 ]

[0085] Control device operation>

[0086] The operation of control device 2〇 according to an embodiment of the present invention will be described.

[0087] [ 0 0 3 8 ]

[0088] As described above, the execution unit 22 of the control device 20 can perform adaptive cruise control. However, depending on the traffic conditions around the saddle-type vehicle 1, the speed adjustment operation may cause the saddle-type vehicle 1 to accelerate against the rider's intentions.

[0089] [ 0 0 3 9 ]

[0090] Figures 3 and 4 illustrate an example of traffic conditions around the saddle-type vehicle 1. Figure 4 shows the traffic conditions after some time has passed since the traffic conditions in Figure 3. In the example in Figures 3 and 4, the saddle-type vehicle 1, other vehicles 2 and 3 are traveling on a road with three lanes: lane L1, lane L2 and lane L3. In Figures 3 and 4, other vehicles 2 and 3 are shown as four-wheeled automobiles, but other vehicles 2 and 3 may be vehicles other than four-wheeled automobiles (for example, motorcycles, etc.).

[0091] [ 0 0 4 0 ]

[0092] The directions of travel for lanes L1, L2, and L3 coincide. Lane L1 is the rightmost of the three lanes, for example, the overtaking lane. Lane L2 is the central lane of the three lanes. Lane L3 is the leftmost of the three lanes. Figures 3 and 4 show the area around branching point P1, where lane L3 branches off towards a parking area such as a service area. Behind branching point P1 (to the left in Figures 3 and 4), the three lanes L1, L2, and L3 extend in the same direction and are aligned. Also, behind branching point P1, lane L3 branches off from lane L2. Then, at branching point P1, lane L3 separates from lane L2 and extends in a different direction from lanes L1 and L2.

[0093] [ 0 0 4 1 ]

[0094] In the example in Figure 3, vehicle 3 is traveling in lane L3, while saddle-type vehicle 1 and vehicle 2 are traveling in lane L2. In the direction of travel, vehicle 2 is located behind vehicle 3. Also, in the direction of travel, saddle-type vehicle 1 is located behind vehicle 2. In other words, saddle-type vehicle 1 is located behind vehicle 2 in the same lane L2. Lane L2 corresponds to the lane in which saddle-type vehicle 1 is located. Lane L3 corresponds to the adjacent lane adjacent to the vehicle's lane.

[0095] [ 0 0 4 2 ]

[0096] In the example shown in Figure 3, the saddle-type vehicle 1 is driving with adaptive cruise control in operation. In the example shown in Figure 3, another vehicle 2, which is driving ahead of the saddle-type vehicle 1, is set as the target vehicle for the positional relationship adjustment operation. Therefore, the execution unit 22 performs a positional relationship adjustment operation in adaptive cruise control so that the positional relationship between the saddle-type vehicle 1 and the other vehicle 2 is adjusted to the target positional relationship. As a result, the saddle-type vehicle 1 drives following the other vehicle 2.

[0097] [ 0 0 4 3 ]

[0098] As mentioned above, Figure 4 shows the traffic situation after some time has passed since the traffic situation in Figure 3. As shown in Figure 4, some time has passed since the traffic situation in Figure 3, and another vehicle 2 traveling ahead of the saddle-type vehicle 1 may change lanes. In the example in Figure 4, the other vehicle 2 changes lanes from lane L2 to lane L1. In this case, the other vehicle 2 moves out of the range used for setting the target vehicle within the detection range of the surrounding environment sensor 14, and there is no preceding vehicle within the range used for setting the target vehicle. Therefore, because the target vehicle, other vehicle 2, changes lanes during the execution of the position relationship adjustment operation, a situation arises where no target vehicle is set, and the execution unit 22 stops the position relationship adjustment operation and starts the speed adjustment operation. As a result, the speed of the saddle-type vehicle 1 is adjusted toward the target speed. In this case, if the speed of the saddle-type vehicle 1 at the time the speed adjustment operation is initiated is lower than the target speed, the saddle-type vehicle 1 will accelerate as a result of the speed adjustment operation.

[0099] [ 0 0 4 4 ]

[0100] In the example shown in Figure 4, in addition to vehicle 2, vehicle 3 is also changing lanes. In the example in Figure 4, vehicle 3 is changing lanes from lane L3 to lane L2. In other words, vehicle 3 is attempting to cut in from the adjacent lane L3 to its own lane L2, in front of the saddle-type vehicle 1. In this situation, the rider of saddle-type vehicle 1 can visually confirm that vehicle 3 is attempting to cut in. Therefore, the rider may want to keep saddle-type vehicle 1 at a low speed to prevent it from getting too close to vehicle 3, and may not want to accelerate saddle-type vehicle 1 to the target speed. However, when vehicle 2 changes lanes, the speed adjustment operation begins, which could cause vehicle 1 to accelerate and come too close to vehicle 3.

[0101] [ 0 0 4 5 ]

[0102] The above phenomenon is partly due to the fact that the range for setting the target vehicle within the detection range of the surrounding environment sensor 1 4 is not very wide in the vehicle width direction. Here, since the saddle-type vehicle 1 is small compared to four-wheeled automobiles, etc., it can move a large distance in the lane width direction within the lane. In other words, the position of the saddle-type vehicle 1 in the lane width direction has a high degree of freedom. Therefore, if the range for setting the target vehicle is wide in the vehicle width direction, a situation may occur where the saddle-type vehicle 1, when positioned at the edge of the lane in the lane width direction, is mistakenly detected as the target vehicle by another vehicle in an adjacent lane. Hence, the range for setting the target vehicle is not very wide in the vehicle width direction. As a result, in the example in Figure 4, although the lidar of the saddle-type vehicle 1 can visually confirm that the other vehicle 3 ahead is attempting to cut in, a situation may occur where the other vehicle 3 is located outside the range for setting the target vehicle.

[0103] [ 0 0 4 6 ]

[0104] As shown in the example in Figure 4 above, depending on the traffic conditions surrounding the saddle-type vehicle 1, the speed adjustment operation may cause the saddle-type vehicle 1 to accelerate against the rider's intention. In such a situation, the rider may take actions to improve safety, such as temporarily suspending and then resuming the adaptive cruise control. Such actions may reduce the operability of the saddle-type vehicle 1. Therefore, in this embodiment, the execution unit 22 of the control device 20 performs safety actions for the rider of the saddle-type vehicle 1 based on interruption information indicating that another vehicle (other vehicle 3 in the example above) is cutting in front of the saddle-type vehicle 1 from an adjacent lane (lane L3 in the example above) into its own lane (lane L2 in the example above) while the speed adjustment operation is being performed. As a result, as will be described later, the operability of the saddle-type vehicle 1 is improved, while the safety of the saddle-type vehicle 1 and its rider is also improved. Below, examples of safety operations performed by the control device 20 will be explained in order.

[0105] [ 0 0 4 7 ]

[0106] Figure 5 is a flowchart showing an example of the processing flow related to safety operations performed by the control device 20. The processing flow shown in Figure 5 starts when adaptive cruise control is being performed. The processing flow shown in Figure 5 ends when adaptive cruise control is deactivated. Step S101 in Figure 5 corresponds to the start of the processing flow shown in Figure 5.

[0107] [ 0 0 4 8 ]

[0108] As will be described later, in the processing example of Figure 5, when various conditions are met, the execution unit 22 performs a safety action. The safety action is an action to improve the safety of the rider. Specifically, the safety action is an action to prevent the saddle-type vehicle 1 from getting too close to another vehicle 3 in a situation where another vehicle 3 ahead is attempting to cut in, as in the example of Figure 4 described above. For example, it is an action to suppress acceleration by the speed adjustment action of the saddle-type vehicle 1. In the processing example of Figure 5, by performing such a safety action, safety can be improved without the rider's operation, thus improving the operability of the saddle-type vehicle 1 while also improving the safety of the saddle-type vehicle 1 and the rider of the saddle-type vehicle 1.

[0109] [ 0 0 4 9 ]

[0110] When the process shown in Figure 5 begins, in step S102, the execution unit 22 determines whether or not a target vehicle for the positional relationship adjustment operation has been set.

[0111] [0 0 5 0] The execution unit 22 can determine, for example, whether or not a target vehicle has been set based on the detection result of a preceding vehicle by the ambient environment sensor 14. Specifically, the execution unit 22 determines that a target vehicle has been set if a preceding vehicle is detected within the range for setting the target vehicle within the detection range of the ambient environment sensor 14, and determines that no target vehicle has been set if no preceding vehicle is present within the range for setting the target vehicle.

[0112] [ 0 0 5 1 ]

[0113] If it is determined that a target vehicle has been set (Step S ! ○ 2 / NO), Step S 1 ○ 2 is repeated. This corresponds to the case where a positional adjustment operation is being performed. On the other hand, if it is determined that no target vehicle has been set (Step S ! ○ 2 / YES), the process proceeds to Step S 1 0 3. This corresponds to the case where a speed adjustment operation is being performed.

[0114] [ 0 0 5 2 ]

[0115] If the result in step S1 ○ 2 is YES, then in step S1 ○ 3, the execution unit 2 2 determines whether the difference between the target speed of the speed adjustment operation and the speed of the saddle-type vehicle 1 is greater than the reference value. Specifically, the above difference refers to the value obtained by subtracting the speed of the saddle-type vehicle 1 from the target speed of the speed adjustment operation.

[0116] [ 0 0 5 3 ]

[0117] The execution unit 22 can determine, for example, whether the difference between the target speed and the speed of the saddle-type vehicle 1 is greater than a reference value, based on information indicating the speed of the saddle-type vehicle 1 obtained based on the detection results of the front wheel speed sensor 15 and the detection results of the rear wheel speed sensor 16.

[0118] [ 0 0 5 4 ]

[0119] If it is determined that the difference between the target speed and the speed of the saddle-type vehicle 1 is less than or equal to the standard value (Step S1 ○ 3 / NO), return to Step S1 0 2. On the other hand, if it is determined that the difference between the target speed and the speed of the saddle-type vehicle 1 is greater than the standard value (Step S ! ○ 3 / YES), proceed to Step S1 0 4.

[0120] [ 0 0 5 5 ]

[0121] As described above, if the difference between the target speed and the speed of the saddle-type vehicle 1 is below the standard value, the system returns to step S 2, and the safety action in step S 1 9, described later, is not performed. In this way, the execution unit 22 prohibits the safety action based on the information of the difference between the target speed and the speed of the saddle-type vehicle 1.

[0122] [ 0 0 5 6 ]

[0123] Here, the execution unit 22, for example, in the speed adjustment operation, determines the target acceleration based on the difference between the target speed and the speed of the saddle-type vehicle 1, and controls the acceleration of the saddle-type vehicle 1 to the target acceleration. Specifically, the execution unit 22 determines a larger target acceleration value the greater the difference between the target speed and the speed of the saddle-type vehicle 1. Therefore, if the difference between the target speed and the speed of the saddle-type vehicle 1 is excessively small, the saddle-type vehicle 1 will not accelerate much due to the speed adjustment operation, so the need to perform a safety operation is low, and if a safety operation is performed, the rider's comfort may be compromised. Therefore, in such cases, prohibiting the safety operation can suppress the unnecessary execution of safety operations. The above-mentioned standard value of the difference can be set to a value small enough that it can be judged that the need to perform a safety operation is low.

[0124] [ 0 0 5 7 ]

[0125] If the result in step S1 3 is YES, then in step S1 4, the execution unit 22 determines whether the target acceleration of the saddle-type vehicle 1 is greater than the reference value.

[0126] [ 0 0 5 8 ]

[0127] As described above, the execution unit 22, for example, in a speed adjustment operation, determines the target acceleration based on the difference between the target speed and the speed of the saddle-type vehicle 1, and controls the acceleration of the saddle-type vehicle 1 to the target acceleration. Based on the target acceleration thus determined, the execution unit 22 can determine whether or not the target acceleration is greater than a reference value.

[0128] [ 0 0 5 9 ]

[0129] If the target acceleration is determined to be below the standard value (Step S ! ○ 4 / NO), return to Step S 1 0 2. On the other hand, if the target acceleration is determined to be greater than the standard value (Step S 1 0 4 / YES), proceed to Step S 1 0 5.

[0130] [ 0 0 6 0 ]

[0131] As described above, if the target acceleration is below the reference value, the system returns to step S 2, and the safety action in step S 1 9, described later, is not performed. In this way, the execution unit 22 prohibits the safety action based on the target acceleration information of the saddle-type vehicle 1.

[0132] [ 0 0 6 1 ]

[0133] Here, if the target acceleration is excessively small, the saddle-type vehicle 1 will not accelerate much due to the speed adjustment action, so the need to perform a safety action is low, and if a safety action is performed, the rider's comfort may actually be compromised. Therefore, in such cases, prohibiting the safety action can prevent it from being performed unnecessarily. The reference value for the target acceleration can be set to a value small enough that it can be judged that there is little need to perform a safety action.

[0134] [ 0 0 6 2 ]

[0135] Furthermore, the execution unit 22 may, in addition to, prohibit safety operations based on information regarding the target acceleration of the saddle-type vehicle 1, or based on information regarding the target jerk of the saddle-type vehicle 1. Jerk refers to the rate of change of acceleration over time. For example, in a speed adjustment operation, the execution unit 22 determines the target jerk based on the difference between the target speed and the speed of the saddle-type vehicle 1, and controls the jerk of the saddle-type vehicle 1 to the target jerk. Specifically, the execution unit 22 determines a larger target jerk value the greater the difference between the target speed and the speed of the saddle-type vehicle 1.

[0136] [ 0 0 6 3 ]

[0137] The execution unit 22 may, for example, prohibit safety actions if the target accelerometer is below a reference value. Here, if the target accelerometer is excessively small, the saddle-type vehicle 1 will not accelerate too rapidly due to the speed adjustment action, so there is little need to perform safety actions, and performing safety actions may actually impair the rider's comfort. Therefore, in such cases, prohibiting safety actions can prevent them from being performed unnecessarily. The reference value for the target accelerometer can be set to a value small enough that it can be determined that there is little need to perform safety actions.

[0138] [ 0 0 6 4 ]

[0139] If the result in step S104 is YES, then in step S105, the execution unit 22 determines whether or not there is an interruption. As described above, an interruption means that another vehicle (in the example above, another vehicle 3) cuts in front of the saddle-type vehicle 1 from an adjacent lane (in the example above, lane L3) into the vehicle's lane (in the example above, lane L2).

[0140] [ 0 0 6 5 ]

[0141] The execution unit 22 can acquire interruption information indicating that an interruption has occurred, based on information regarding the relative positional relationship between the boundary of its own lane and another vehicle located diagonally in front of the saddle-type vehicle 1. For example, in the example shown in Figure 4, the execution unit 22 can acquire information indicating the relative position of the boundary between lane L2 and lane L3 (e.g., a white line) with respect to the saddle-type vehicle 1, and information indicating the relative position of the other vehicle 3 with respect to the saddle-type vehicle 1, based on the surrounding environment information detected by the surrounding environment sensor 14. Therefore, based on this information, the execution unit 22 can acquire information indicating the relative positional relationship between the boundary between lane L2 and lane L3 and the other vehicle 3 as the above-mentioned relative positional relationship information.

[0142] [ 0 0 6 6 ]

[0143] The execution unit 22 then determines that there has been an interruption based on information indicating the relative position of the other vehicle 3 to the boundary between lane L2 and lane L3, and if it determines that at least a part of the other vehicle 3 is located on the boundary between lane L2 and lane L3. However, the execution unit 22 may also determine that there has been an interruption if a specific proportion of the other vehicle 3 crosses the boundary between lane L2 and lane L3, or if the tires of the other vehicle 3 touch the boundary between lane L2 and lane L3 even slightly. The above relative position information may be information indicating relative position as described above, or it may be information indicating relative speed.

[0144] [ 0 0 6 7 ]

[0145] Furthermore, if the ambient environment sensor 14 is a camera, the execution unit 22 can obtain information indicating the position of the lane boundary by performing various image processing on the image obtained by the camera (specifically, an image showing the area in front of the saddle-type vehicle 1). However, the execution unit 22 may also obtain information indicating the position of the lane boundary based on ambient environment information detected by ambient environment sensors 14 other than the camera.

[0146] [ 0 0 6 8 ]

[0147] Here, it is conceivable that there may be cases where it is difficult to obtain information indicating the position of the vehicle lane boundary based on the surrounding environment information detected by the surrounding environment sensor 14, such as when the boundary of the vehicle lane is not indicated on the road surface (for example, when the saddle-type vehicle 1 is traveling on an unpaved road). In such cases, the execution unit 22 may, for example, obtain interruption information indicating that there is an interruption based on information about the status of the turn signals of other vehicles located diagonally in front of the saddle-type vehicle 1.

[0148] [ 0 0 6 9 ]

[0149] For example, in the example shown in Figure 4, the execution unit 22 can acquire information on the status of the turn signals of the other vehicle 3 (specifically, information indicating whether the left and right turn signals are illuminated) based on the surrounding environment information detected by the surrounding environment sensor 14. Then, for example, based on the information on the status of the turn signals of the other vehicle 3, if the execution unit 22 determines that the turn signal on the lane the other vehicle 3 is changing to (i.e., the right side in the example shown in Figure 4) is illuminated, it may determine that there has been an interruption.

[0150] [ 0 0 7 0 ]

[0151] If it is determined that there is no interruption (Step S ! ○ 5 / NO), return to Step S 1 0 2. On the other hand, if it is determined that there is an interruption (Step S ! ○ 5 / YES), proceed to Step S 1 0 6.

[0152] [ 0 0 7 1 ]

[0153] If the result in step S1 5 is YES, then in step S1 6, the execution unit 22 determines whether the turn signal (specifically, the turn signal on the lane the vehicle is changing into) of the other vehicle (in the above example, other vehicle 3) that has been determined to be cutting in is illuminated.

[0154] [ 0 0 7 2 ]

[0155] As described above, for example, in the example shown in Figure 4, the execution unit 22 can acquire information on the status of the turn signals of other vehicles 3 based on the surrounding environment information detected by the surrounding environment sensor 14. Then, based on the information on the status of the turn signals of other vehicles 3, the execution unit 22 can determine whether or not the turn signal on the lane to which other vehicles 3 will change lanes is illuminated.

[0156] [ 0 0 7 3 ]

[0157] If it is determined that the turn signal of the other vehicle that is determined to cut in is illuminated (Step S ! ○ 6 / YES), proceed to Step S 1 0 7. On the other hand, if it is determined that the turn signal of the other vehicle that is determined to cut in is not illuminated (Step S 1 0 6 / NO), proceed to Step S 1 0 8.

[0158] [ 0 0 7 4 ]

[0159] If the result in step S1 0 6 is YES, then in step S1 0 7, the execution unit 2 2 determines whether the relative distance (specifically, the relative distance in the direction of travel) between the saddle-type vehicle 1 and another vehicle located diagonally in front of the saddle-type vehicle 1 (in the above example, other vehicle 3) is shorter than the first distance.

[0160] [ 0 0 7 5 ]

[0161] For example, in the example shown in Figure 4, the execution unit 22 can acquire information indicating the relative distance between the saddle-type vehicle 1 and the other vehicle 3, based on the ambient environment information detected by the ambient environment sensor 14, as information indicating the relative position between the saddle-type vehicle 1 and the other vehicle 3. Then, based on the information indicating the relative distance between the saddle-type vehicle 1 and the other vehicle 3, the execution unit 22 can determine whether or not the relative distance is shorter than a first distance.

[0162] [ 0 0 7 6 ]

[0163] If the above relative distance is determined to be greater than or equal to the first distance (Step S! ○ 7 / NO), return to Step S102. On the other hand, if the above relative distance is determined to be shorter than the first distance (Step S! ○ 7 / YES), proceed to Step S109. [0 0 7 7]

[0164] If the result in step S1 6 is NO, then in step S1 8, the execution unit 22 determines whether the relative distance (specifically, the relative distance in the direction of travel) between the saddle-type vehicle 1 and another vehicle located diagonally in front of the saddle-type vehicle 1 (in the above example, other vehicle 3) is shorter than the second distance. Here, the second distance in step S1 8 is shorter than the first distance in step S1 7.

[0165] [ 0 0 7 8 ]

[0166] As described above, for example, in the example shown in Figure 4, the execution unit 22 can acquire information indicating the relative distance between the saddle-type vehicle 1 and the other vehicle 3, based on the ambient environment information detected by the ambient environment sensor 14, as information indicating the relative position between the saddle-type vehicle 1 and the other vehicle 3. Then, based on the information indicating the relative distance between the saddle-type vehicle 1 and the other vehicle 3, the execution unit 22 can determine whether or not the relative distance is shorter than the second distance.

[0167] [ 0 0 7 9 ]

[0168] If the above relative distance is determined to be greater than or equal to the second distance (Step S! ○ 8 / NO), return to Step S102. On the other hand, if the above relative distance is determined to be shorter than the second distance (Step S! ○ 8 / YES), proceed to Step S109.

[0169] [ 0 0 8 0 ]

[0170] As described above, if the relative distance between the saddle-type vehicle 1 and another vehicle located diagonally in front of the saddle-type vehicle 1 (in the above example, other vehicle 3) is greater than or equal to the standard value (specifically, the first distance in step S107, or the second distance in step S108), the process returns to step S!〇2, and the safety action in step S1〇9, described later, is not performed. In this way, the execution unit 22 prohibits the safety action based on the information of the relative position between the saddle-type vehicle 1 and the other vehicle located diagonally in front of the saddle-type vehicle 1.

[0171] [ 0 0 8 1 ]

[0172] In this case, if the relative distance is excessively long, even if safety measures are not taken, it is assumed that the other vehicle will complete its cutting maneuver and enter the lane of the saddle-type vehicle 1 before the saddle-type vehicle 1 approaches the other vehicle excessively closely. In this case, the other vehicle is set as the target vehicle, and as a result of the positional relationship adjustment operation, the saddle-type vehicle 1 may be prevented from approaching the other vehicle excessively closely.

[0173] [ 0 0 8 2 ]

[0174] Therefore, if the above relative distance is excessively long, the need to perform a safety action is low, and performing a safety action may actually impair the rider's comfort. Thus, in such cases, prohibiting the safety action can prevent it from being performed unnecessarily. The above reference value for the relative distance can be set to a value large enough to determine, for example, that the need to perform a safety action is low.

[0175] [ 0 0 8 3 ]

[0176] Furthermore, as described above, the value used as the reference value for the relative distance between the saddle-type vehicle 1 and another vehicle located diagonally in front of the saddle-type vehicle 1 (in the above example, other vehicle 3) is switched between the first distance and the second distance depending on whether the turn signal of the other vehicle that has been determined to be cutting in (specifically, the turn signal on the lane to which the vehicle is changing lanes) is illuminated or not. In this way, the execution unit 22 prohibits safe operation based on the information regarding the illumination status of the turn signal of the other vehicle that has been determined to be cutting in.

[0177] [ 0 0 8 4 ]

[0178] In most cases, other vehicles that cut in will do so with their turn signals on. However, there are also cases where vehicles cut in without their turn signals on. Therefore, in the processing example in Figure 5, in both cases where the turn signals of the other vehicle determined to be cutting in are on, and where the turn signals of the other vehicle determined to be cutting in are not on, if the relative distance between the saddle-type vehicle 1 and the vehicle located diagonally in front of it (other vehicle 3 in the above example) is shorter than the reference value, the execution unit 22 will perform a safety operation. [0 0 8 5]

[0179] However, in the processing example in Figure 5, as described above, if the turn signal of the other vehicle determined to be cutting in is illuminated, the first distance is used as the reference value, and if the turn signal of the other vehicle determined to be cutting in is not illuminated, a second distance, which is shorter than the first distance, is used as the reference value. As a result, when the turn signal of the other vehicle determined to be cutting in is not illuminated, the safety action can be executed only when the relative distance is shorter than when the turn signal of the other vehicle determined to be cutting in is illuminated. Therefore, when the turn signal of the other vehicle determined to be cutting in is not illuminated and there is a high probability that the cutting in will not actually occur, the unnecessary execution of the safety action can be suppressed.

[0180] [ 0 0 8 6 ]

[0181] If the result in step S1 0 7 or step S1 0 8 is YES, then in step S1 0 9, the execution unit 22 starts safe operation.

[0182] [ 0 0 8 7 ]

[0183] As described above, the safety operation is designed to prevent the saddle-type vehicle 1 from getting too close to another vehicle 3 in the situation shown in Figure 4, where another vehicle 3 is attempting to cut in. For example, it is an operation that suppresses acceleration by adjusting the speed of the saddle-type vehicle 1.

[0184] [ 0 0 8 8 ]

[0185] For example, the safety action may be an action to reduce the upper limit acceleration of the saddle-type vehicle 1 from its current value. Here, the execution unit 22 controls the acceleration of the saddle-type vehicle 1 in adaptive cruise control so that it is less than or equal to the upper limit acceleration. For example, the upper limit acceleration is stored in the memory element of the control device 20. The execution unit 22 can reduce the upper limit acceleration from its current value by, for example, overwriting the upper limit acceleration stored in the memory element of the control device 20 to a value smaller than the current value. For example, the execution unit 22 may reduce the upper limit acceleration by a predetermined percentage of the current value, or by a predetermined value regardless of the current value. This prevents the acceleration of the saddle-type vehicle 1 from becoming excessively high, thus suppressing acceleration due to the speed adjustment operation of the saddle-type vehicle 1. Therefore, it is possible to prevent the saddle-type vehicle 1 from getting too close to other vehicles that are cutting in, thereby improving safety.

[0186] [ 0 0 8 9 ]

[0187] Furthermore, for example, the safety action may be an action that reduces the upper limit of the saddle-type vehicle 1 from its current value. Here, the execution unit 22 controls the saddle-type vehicle 1's jerk so that it is less than or equal to the upper limit of the jerk in adaptive cruise control. For example, the upper limit of the jerk is stored in the memory element of the control device 20. The execution unit 22 can reduce the upper limit of the jerk from its current value by, for example, overwriting the upper limit of the jerk stored in the memory element of the control device 20 to a value smaller than the current value. For example, the execution unit 22 may reduce the upper limit of the jerk by a predetermined percentage of the current value, or it may reduce it by a predetermined value regardless of the current value. This prevents the saddle-type vehicle 1's jerk from becoming excessively high, thus suppressing acceleration caused by the speed adjustment operation of the saddle-type vehicle 1. Therefore, it is possible to prevent the saddle-type vehicle 1 from getting too close to other vehicles that are cutting in, thereby improving safety.

[0188] [ 0 0 9 0 ]

[0189] Furthermore, for example, the safety operation may be an operation to reduce the target speed of the speed adjustment operation from its current value. As described above, the execution unit 22 adjusts the speed of the saddle-type vehicle 1 to the target speed in the speed adjustment operation. For example, the target speed is stored in the memory element of the control device 20. The execution unit 22 can reduce the target speed from its current value by, for example, overwriting the target speed stored in the memory element of the control device 20 to a value smaller than the current value. For example, the execution unit 22 may reduce the target speed by a predetermined percentage of the current value, or it may reduce it by a predetermined value regardless of the current value. This prevents the speed of the saddle-type vehicle 1 from being adjusted to an excessively high speed by the speed adjustment operation, and for example, it can suppress acceleration caused by the speed adjustment operation of the saddle-type vehicle 1. Therefore, it is possible to prevent the saddle-type vehicle 1 from getting too close to other vehicles that are cutting in, thereby improving safety.

[0190] [ 0 0 9 1 ]

[0191] Furthermore, the execution unit 22 may, as a safe operation, perform all of the operations listed above, or it may perform only some of the operations listed above.

[0192] [ 0 0 9 2 ]

[0193] Following step S 9, in step S 1 1, the execution unit 2 2 determines whether the termination conditions for the safety operation have been met. As will be described later, if the termination conditions for the safety operation are met, the safety operation terminates. Therefore, the termination conditions for the safety operation correspond to the conditions for terminating the safety operation.

[0194] [ 0 0 9 3 ]

[0195] For example, the termination condition for the safety operation may be that the saddle-type vehicle 1 is overtaking another vehicle (in the above example, other vehicle 3) that is cutting in, or that the overtaking has been completed. As described above, for example, in the example of Figure 4, the execution unit 22 can acquire information on the relative positional relationship between the saddle-type vehicle 1 and other vehicle 3 based on the ambient environment information detected by the ambient environment sensor 14. Then, based on the information on the relative positional relationship between the saddle-type vehicle 1 and other vehicle 3, the execution unit 22 can determine whether the saddle-type vehicle 1 is overtaking other vehicle 3, and whether the overtaking has been completed. In this way, the execution unit 22 may terminate the safety operation based on information indicating that the saddle-type vehicle 1 is overtaking other vehicle 3 (i.e., that an overtaking is taking place, or that the overtaking has been completed). When the saddle-type vehicle 1 overtakes the other vehicle 3, the other vehicle 3 will no longer cut in front of the saddle-type vehicle 1. Therefore, in such cases, ending the safety action prevents the safety action from continuing unnecessarily, thus preventing the rider's comfort from being compromised.

[0196] [ 0 0 9 4 ]

[0197] Furthermore, for example, the termination condition for the safety operation may be that the interruption by the other vehicle performing the interruption (in the above example, other vehicle 3) has been completed. As described above, for example, in the example of Figure 4, the execution unit 22 can acquire information on the relative positional relationship between the saddle-type vehicle 1 and other vehicle 3 based on the ambient environment information detected by the ambient environment sensor 14. Then, the execution unit 22 can determine whether or not the interruption by other vehicle 3 has been completed based on the information on the relative positional relationship between the saddle-type vehicle 1 and other vehicle 3. In this way, the execution unit 22 may terminate the safety operation based on information indicating the completion of the interruption by other vehicle 3. When the interruption by other vehicle 3 is completed, other vehicle 3 is set as the target vehicle and the positional relationship adjustment operation is performed, so there is no longer a need to perform the safety operation. Therefore, by terminating the safety operation in such cases, it is possible to prevent the safety operation from remaining in an unnecessary state.

[0198] [ 0 0 9 5 ]

[0199] Furthermore, the termination conditions for the safety operation may include all of the conditions listed above. In this case, the execution unit 22 determines that the termination conditions for the safety operation have been met if any one of the several conditions is met. Alternatively, the termination conditions for the safety operation may include only one type of condition. Furthermore, the execution unit 22 also determines that the termination conditions for the safety operation have been met if a condition is met in at least one of the steps S102, S103, S104, S105, S107, or S108 described above, where the condition is determined to be NO.

[0200] [ 0 0 9 6 ]

[0201] If it is determined that the conditions for terminating the safe operation have not been met (step S11O / NO), step S1I〇 is repeated. On the other hand, if it is determined that the conditions for terminating the safe operation have been met (step SI1O / YES), the process proceeds to step S111.

[0202] [ 0 0 9 7 ]

[0203] If the result in step S11 is YES, then in step S111, the execution unit 22 terminates the safety operation and returns to step S102.

[0204] [ 0 0 9 8 ]

[0205] Note that the flowchart in Figure 5 is merely one example of the processing flow related to the safety operation performed by the control device 2. Processing steps may be added or omitted from the flowchart in Figure 5 as appropriate. For example, in the flowchart in Figure 5, step S103 may be omitted, step S104 may be omitted, and steps S106 to S108 may be omitted.

[0206] [ 0 0 9 9 ]

[0207] <Effects of the control device>

[0208] The effects of the control device 2〇 according to the embodiment of the present invention will be described.

[0209] [ 0 1 0 0 ]

[0210] The control device 2 includes an execution unit 22 that performs a positional relationship adjustment operation (adaptive cruise control in the above example) to adjust the positional relationship between the saddle-type vehicle 1 and the target vehicle to the target positional relationship. In the control mode, the execution unit 22 performs a positional relationship adjustment operation when a target vehicle is set, and performs a speed adjustment operation to adjust the speed of the saddle-type vehicle 1 to the target speed when a target vehicle is not set. During the execution of the speed adjustment operation, based on interruption information indicating that there is an interruption where another vehicle (other vehicle 3 in the above example) is cutting in front of the saddle-type vehicle 1 from an adjacent lane (lane L3 in the above example) adjacent to the lane in which the saddle-type vehicle 1 is located (lane L2 in the above example), the execution unit 22 performs safety operations for the rider of the saddle-type vehicle 1. As described above, due to interruptions, situations may arise where the rider does not want the saddle-type vehicle 1 to accelerate due to speed adjustment actions (for example, the situation in Figure 4). Therefore, by performing safety actions based on interruption information, the safety of the saddle-type vehicle 1 and the rider of the saddle-type vehicle 1 can be improved in such situations without rider operation. Thus, the operability of the saddle-type vehicle 1 can be improved while also improving the safety of the saddle-type vehicle 1 and the rider of the saddle-type vehicle 1.

[0211] [ 0 1 0 1 ]

[0212] Preferably, in the control device 20, the execution unit 22 acquires interrupt information based on information regarding the relative positional relationship between the boundary of the vehicle's lane (in the above example, lane L2) and another vehicle (in the above example, other vehicle 3) located diagonally in front of the saddle-type vehicle 1. In interrupt driving, the other vehicle moves from an adjacent lane across the boundary of the vehicle's lane to the vehicle's lane. Therefore, by focusing on the relative positional relationship between the boundary of the vehicle's lane and the other vehicle, interrupt information indicating the presence of such interrupt driving can be acquired with high accuracy.

[0213] [ 0 1 0 2 ]

[0214] Preferably, in the control device 20, the execution unit 22 acquires interrupt information based on the status of the turn signal of another vehicle (in the above example, other vehicle 3) located diagonally in front of the saddle-type vehicle 1. This makes it possible to acquire interrupt information indicating that an interruption has occurred, even when it is difficult to acquire information indicating the position of the lane boundary based on the surrounding environment information detected by the surrounding environment sensor 14, such as when the boundary of the vehicle's lane is not indicated on the road surface (for example, when the saddle-type vehicle 1 is traveling on an unpaved road).

[0215] [ 0 1 0 3 ]

[0216] Preferably, in the control device 20, the execution unit 22 prohibits safety operations based on information about the difference between the target speed and the speed of the saddle-type vehicle 1. As described above, the execution unit 22 can, for example, determine a target acceleration based on the difference between the target speed and the speed of the saddle-type vehicle 1 during a speed adjustment operation, and control the acceleration of the saddle-type vehicle 1 to the target acceleration. Therefore, by focusing on the difference between the target speed and the speed of the saddle-type vehicle 1, safety operations can be prohibited when the need to perform safety operations is low and performing safety operations may actually impair the rider's comfort (for example, when the difference between the target speed and the speed of the saddle-type vehicle 1 is excessively small). This prevents unnecessary execution of safety operations and prevents the rider's comfort from being compromised. However, the execution unit 22 does not have to prohibit safety operations based on information about the difference between the target speed and the speed of the saddle-type vehicle 1.

[0217] [ 0 1 0 4 ]

[0218] Preferably, in the control device 20, the execution unit 22 prohibits safety actions based on information about the target acceleration of the saddle-type vehicle 1. By focusing on the target acceleration of the saddle-type vehicle 1, safety actions can be prohibited when the need to perform safety actions is low and performing safety actions may actually impair the rider's comfort (for example, when the target acceleration is excessively low). Thus, unnecessary execution of safety actions can be suppressed, and the rider's comfort can be suppressed. However, the execution unit 22 does not have to prohibit safety actions based on information about the target acceleration of the saddle-type vehicle 1.

[0219] [ 0 1 0 5 ]

[0220] Preferably, in the control device 20, the execution unit 22 prohibits safety operations based on information regarding the target accelerometer of the saddle-type vehicle 1. By focusing on the target accelerometer of the saddle-type vehicle 1, safety operations can be prohibited when the need for safety operations is low and performing safety operations may actually impair the rider's comfort (for example, when the target accelerometer is excessively low). Thus, unnecessary execution of safety operations can be suppressed, and the rider's comfort can be suppressed. However, the execution unit 22 does not have to prohibit safety operations based on information regarding the target accelerometer of the saddle-type vehicle 1.

[0221] [ 0 1 0 6 ]

[0222] Preferably, in the control device 20, the execution unit 22 prohibits safety operations based on information about the status of the turn signals of the other vehicle (in the above example, other vehicle 3) that has been determined to perform an interrupt run. By focusing on the status of the turn signals, it is possible to suppress the unnecessary execution of safety operations when there is a high probability that an interrupt run will not actually occur. For example, as shown in the processing example in Figure 5, when the turn signals of the other vehicle that has been determined to perform an interrupt run are not illuminated, and there is a high probability that an interrupt run will not actually occur, it is possible to suppress the unnecessary execution of safety operations by making it less likely for safety operations to be executed compared to when the turn signals of the other vehicle that has been determined to perform an interrupt run are illuminated. However, the execution unit 22 does not have to prohibit safety operations based on information about the status of the turn signals of the other vehicle that has been determined to perform an interrupt run.

[0223] [ 0 1 0 7 ]

[0224] Preferably, in the control device 2, the execution unit 22 prohibits safety operations based on information about the relative position of the saddle-type vehicle 1 and another vehicle (in the above example, other vehicle 3) located diagonally in front of the saddle-type vehicle 1. As described above, if the relative distance between the saddle-type vehicle 1 and the other vehicle located diagonally in front of the saddle-type vehicle 1 is excessively long, even if safety operations are not performed, it is assumed that the other vehicle will complete its cutting maneuver and enter the lane of the saddle-type vehicle 1 before the saddle-type vehicle 1 approaches the cutting vehicle excessively. In this case, the other vehicle is set as the target vehicle, and as a result of the positional relationship adjustment operation, the saddle-type vehicle 1 may be prevented from approaching the other vehicle excessively. Therefore, by focusing on the relative positions described above, safety actions can be prohibited when the need to perform safety actions is low and performing safety actions may actually impair the rider's comfort (for example, when the relative distance described above is excessively long). This prevents unnecessary execution of safety actions and prevents the rider's comfort from being compromised. However, the execution unit 22 does not have to prohibit safety actions based on information about the relative position of the saddle-type vehicle 1 and other vehicles located diagonally in front of the saddle-type vehicle 1.

[0225] [ 0 1 0 8 ]

[0226] Preferably, in the control device 20, the execution unit 22 terminates the safety operation based on information indicating that the saddle-type vehicle 1 is overtaking another vehicle (in the above example, other vehicle 3). As described above, when the saddle-type vehicle 1 overtakes the other vehicle, the other vehicle will no longer cut in front of the saddle-type vehicle 1. Therefore, by terminating the safety operation in such a case, it is possible to prevent the safety operation from continuing unnecessarily and to prevent the rider's comfort from being compromised. However, the execution unit 22 does not have to terminate the safety operation based on information indicating that the saddle-type vehicle 1 is overtaking another vehicle. [0 1 0 9]

[0227] Preferably, in the control device 20, the execution unit 22 terminates the safety operation based on information indicating the completion of an interrupt run by another vehicle (in the above example, other vehicle 3). As described above, when the interrupt run by the other vehicle is completed, the other vehicle is set as the target vehicle and the positional relationship adjustment operation is performed, so there is no longer a need to perform the safety operation. Therefore, by terminating the safety operation in such a case, it is possible to prevent the safety operation from remaining unnecessarily performed. However, the execution unit 22 does not have to terminate the safety operation based on information indicating the completion of an interrupt run by another vehicle.

[0228] [ 0 1 1 0 ]

[0229] Preferably, in the control device 20, the execution unit 22 performs a safety operation when the positional relationship adjustment operation is stopped and the speed adjustment operation is started due to the target vehicle changing lanes during the execution of the positional relationship adjustment operation. For example, in the examples of Figures 3 and 4 described above, when another vehicle 2, which was set as the target vehicle, changes lanes during the execution of the positional relationship adjustment operation, the execution unit 22 stops the positional relationship adjustment operation and starts the speed adjustment operation. At this time, if the speed of the saddle-type vehicle 1 at the time the speed adjustment operation is started is lower than the target speed, the saddle-type vehicle 1 accelerates due to the speed adjustment operation. In the example of Figure 4, another vehicle 3 cuts in while the speed adjustment operation is in progress.

[0230] [ 0 1 1 1 ]

[0231] Under the circumstances described above, the rider of the saddle-type vehicle 1 can visually confirm that the other vehicle 3 ahead is attempting to cut in. Therefore, the rider wishes to keep the saddle-type vehicle 1 at a low speed and does not wish to accelerate it to the target speed. However, the saddle-type vehicle 1 may accelerate due to speed adjustment actions. This phenomenon is partly due to the fact that, compared to four-wheeled automobiles, the range of the surrounding environment sensor 1 4 used for setting the target vehicle is not very wide in the vehicle width direction. Under these circumstances, there is a particularly high need to prevent the saddle-type vehicle 1 from getting too close to the other vehicle 3 through safety actions. Therefore, under these circumstances, safety can be effectively improved by performing safety actions without relying on rider operation. Therefore, it is possible to effectively improve the operability of the saddle-type vehicle 1 while also effectively improving the safety of the saddle-type vehicle 1 and its rider.

[0232] [ 0 1 1 2 ]

[0233] Furthermore, the execution unit 22 may perform safety operations under circumstances different from those in which the positional relationship adjustment operation is stopped and the speed adjustment operation is started due to the target vehicle changing lanes during the execution of the positional relationship adjustment operation. For example, the speed adjustment operation may be started when adaptive cruise control is activated. In such a case, if the speed of the saddle-type vehicle 1 at the time the speed adjustment operation is started is lower than the target speed, the saddle-type vehicle 1 will accelerate due to the speed adjustment operation. It is also conceivable that when the speed adjustment operation is started due to the activation of adaptive cruise control, another vehicle 3 may cut in front of the saddle-type vehicle 1. Even in such circumstances, the rider may want the saddle-type vehicle 1 to remain at a low speed and not want it to accelerate to the target speed, but the saddle-type vehicle 1 may accelerate due to the speed adjustment operation. In such circumstances, safety can be improved by performing safety operations without requiring any operation by the rider. Therefore, it is possible to improve the operability of the saddle-type vehicle 1 while also improving the safety of the saddle-type vehicle 1 and its rider.

[0234] [ 0 1 1 3 ]

[0235] Preferably, in the control device 20, the safety operation is to reduce the upper limit acceleration of the saddle-type vehicle 1 from its current value. This prevents the acceleration of the saddle-type vehicle 1 from becoming excessively high, thereby suppressing acceleration caused by the speed adjustment operation of the saddle-type vehicle 1. Therefore, it is possible to prevent the saddle-type vehicle 1 from getting too close to other vehicles that are cutting in, thereby improving the safety of the saddle-type vehicle 1 and its rider. [〇 1 1 4]

[0236] Preferably, in the control device 20, the safety operation is to reduce the upper limit of the saddle-type vehicle 1's acceleration from its current value. This prevents the saddle-type vehicle 1's acceleration from becoming excessively high, thereby suppressing acceleration caused by the saddle-type vehicle 1's speed adjustment operation. Consequently, it is possible to prevent the saddle-type vehicle 1 from getting too close to other vehicles that are cutting in, thereby improving the safety of the saddle-type vehicle 1 and its rider.

[0237] [ 0 1 1 5 ]

[0238] Preferably, in the control device 20, the safety operation is an operation to reduce the target speed from the current value. This prevents the speed of the saddle-type vehicle 1 from being adjusted to an excessively high speed by the speed adjustment operation, for example, it can suppress acceleration caused by the speed adjustment operation of the saddle-type vehicle 1. Therefore, it can prevent the saddle-type vehicle 1 from getting too close to other vehicles that are cutting in, thereby improving the safety of the saddle-type vehicle 1 and the rider of the saddle-type vehicle 1.

[0239] [ 0 1 1 6 ]

[0240] The present invention is not limited to the descriptions of embodiments. For example, only a portion of the embodiments may be implemented.

[0241] [Explanation of symbols]

[0242] [ 0 1 1 7 ]

[0243] 1 Saddle-type vehicle, 2 Other vehicles, 3 Other vehicles, 1 1 Engine, 1 2 Hydraulic control unit, 1 3 Input device, 1 4 Ambient environment sensor, 1 5 Front wheel speed sensor, 1 6 Rear wheel speed sensor, 2 0 Control device, 2 1 Acquisition unit, 2 2 Execution unit, L 1 lane, L 2 lane, L 3 lane, P 1 Branch point.

Claims

[Document Name] Scope of Claim

1. A control device (20) for controlling the behavior of a saddle-type vehicle (1), The system includes an execution unit (22) that performs a control mode in which a positional relationship adjustment operation is performed to adjust the positional relationship between the saddle-type vehicle (1) and the target vehicle to the target positional relationship. The execution unit (22) is, In the control mode described above, if the target vehicle is set, the positional relationship adjustment operation is performed, and if the target vehicle is not set, a speed adjustment operation is performed to adjust the speed of the saddle-type vehicle (1) to the target speed. During the execution of the aforementioned speed adjustment operation, based on interruption information indicating that another vehicle (3) is cutting in front of the saddle-type vehicle (1) from an adjacent lane (L3) adjacent to the lane (L2) in which the saddle-type vehicle (1) is located, the saddle-type vehicle (1) performs safety actions for the rider. Control device.

2. The execution unit (22) acquires the interruption information based on the relative positional relationship between the boundary of the vehicle's own lane (L2) and the other vehicle (3) located diagonally in front of the saddle-type vehicle (1). The control device according to claim 1.

3. The execution unit (22) acquires the interrupt information based on the information regarding the illumination status of the turn signal of the other vehicle (3) located diagonally in front of the saddle-type vehicle (1). The control device according to claim 1.

4. The execution unit (22) prohibits the safety operation based on information regarding the difference between the target speed and the speed of the saddle-type vehicle (1). The control device according to claim 1.

5. The execution unit (22) prohibits the safety operation based on the target acceleration information of the saddle-type vehicle (1). The control device according to claim 1.

6. The execution unit (22) prohibits the safety operation based on the target accelerometer information of the saddle-type vehicle (1). The control device according to claim 1.

7. The execution unit (22) prohibits the safety operation based on information regarding the status of the turn signal of the other vehicle (3) which has been determined to be performing the interrupt driving operation. The control device according to claim 1.

8. The control device according to claim 1, wherein the execution unit (22) prohibits the safety operation based on information of the relative position between the saddle-type vehicle (1) and the other vehicle (3) located diagonally in front of the saddle-type vehicle (1).

9. The execution unit (22) terminates the safety operation based on information indicating that the saddle-type vehicle (1) is overtaking the other vehicle (3). The control device according to claim 1. [Claim 1〇] The control device according to claim 1, wherein the execution unit (22) terminates the safety operation based on information indicating the completion of the interrupted driving by the other vehicle (3). [Claim 1 1] The execution unit (22) executes the safety operation when the target vehicle changes lanes during the execution of the positional relationship adjustment operation, and the positional relationship adjustment operation is stopped and the speed adjustment operation is started. The control device according to claim 1. [Claim 1 2] The aforementioned safety action is an action that reduces the upper limit acceleration of the saddle-type vehicle (1) from its current value. A control device according to any one of claims 1 to 11. [Claim 1 3] The aforementioned safety action is an action that reduces the upper limit of acceleration of the saddle-type vehicle (1) from its current value. A control device according to any one of claims 1 to 11. [Claim 1 4] The aforementioned safety action is an action that reduces the target speed from its current value. A control device according to any one of claims 1 to 11.

15. A control method for controlling the behavior of a saddle-type vehicle (1), The execution unit (22) of the control device (20) executes a control mode in which a positional relationship adjustment operation is performed to adjust the positional relationship between the saddle-type vehicle (1) and the target vehicle to the target positional relationship, and the execution unit (22) In the control mode described above, if the target vehicle is set, the positional relationship adjustment operation is performed, and if the target vehicle is not set, a speed adjustment operation is performed to adjust the speed of the saddle-type vehicle (1) to the target speed. During the execution of the aforementioned speed adjustment operation, based on interruption information indicating that another vehicle (3) is cutting in front of the saddle-type vehicle (1) from an adjacent lane (L3) adjacent to the lane (L2) in which the saddle-type vehicle (1) is located, the saddle-type vehicle (1) performs safety actions for the rider. Control method.

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