Control device and control method
Patent Information
- Application Number
- PCT/IB2026/052760
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2025-03-26
- Filing Date
- 2026-03-23
- Publication Date
- 2026-10-01
Smart Images
Figure IB2026052760_01102026_PF_FP_ABST
Abstract
Description
[0001] [Document Name] Description
[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 safety of a straddle-type vehicle and a rider of a straddle-type vehicle.
[0006] [Background Art]
[0007] [. 0 0 2 ]
[0008] Conventionally, various techniques 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 Publication No. 2009-116882
[0013] [Summary of the Invention]
[0014] [Problems 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 unnecessarily, potentially compromising safety. It is desirable to suppress the occurrence of such situations and improve the safety of saddle-type vehicles and their riders.
[0017]
〇 0 0 5
[0018] The present invention was made against the backdrop of the above-mentioned problems, and aims to provide a control device and control method that can improve the safety of a saddle-type vehicle and the rider of a 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, comprising an execution unit that performs a position relationship adjustment operation to adjust the position relationship between the saddle-type vehicle and a target vehicle to a target position relationship, wherein the execution unit, in the control mode, performs the position 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 in the control mode, performs a suppression operation to suppress acceleration of the saddle-type vehicle due to the speed adjustment operation based on signal information indicating the lighting status of a signal and first setting information indicating that a target vehicle is not set.
[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 in the control mode, based on signal information indicating the lighting status of a signal and first setting information indicating that the target vehicle is not set, it executes a suppression operation to suppress acceleration of the saddle-type vehicle due to the speed adjustment operation. [Effects of the Invention]
[0024] [ 0 0 0 8 ]
[0025] 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 executes a speed adjustment operation to adjust the speed of the saddle-type vehicle to the target speed when a target vehicle is not set. In the control mode, based on signal information indicating the lighting status of the signal and first setting information indicating that a target vehicle is not set, a suppression operation is performed to suppress acceleration caused by the speed adjustment operation of the saddle-type vehicle. This prevents situations in which safety is compromised due to the saddle-type vehicle unnecessarily accelerating when the speed adjustment operation is performed while surrounding vehicles are decelerating due to a stop signal. Therefore, the safety of the saddle-type vehicle and the rider of the saddle-type vehicle can be improved. [Brief description of the drawings]
[0026] [ 0 0 0 9 ]
[0027] [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.
[0028] [Figure 4] This figure shows an example of the traffic conditions around a saddle-type vehicle according to an embodiment of the present invention.
[0029] [Figure 5] This is a flowchart showing an example of the processing flow related to the suppression operation performed by the control device according to an embodiment of the present invention.
[0030] [Modes for carrying out the invention]
[0031] [ 0 0 1 0 ]
[0032] The control device and control method according to the present invention will be described below with reference to the drawings.
[0033] [ 0 0 1 1 ]
[0034] 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.
[0035] [ 0 0 1 2 ]
[0036] Furthermore, the following description assumes that an engine (specifically, engine 11 in Figure 1, which will be described later) is installed as a drive source capable of outputting power to drive the drive wheels. However, other drive sources (for example, an electric motor) may be installed as a drive source, and multiple drive sources may be installed.
[0037] [ 0 0 1 3 ]
[0038] Further, although the following description is given for 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 wheels, a control unit that electrically controls the position of the wheel braking unit itself (a so-called brake-by-wire system) may be employed as the control unit for the braking force generated on wheels.
[0039]
[0014]
[0040] In addition, the configurations, operations and the like described below are merely examples, and the control device and control method according to the present invention
[0041]
[0042] . Further, a throttle valve is provided in an intake pipe of the engine 11, and the amount of intake air to a combustion chamber changes in accordance with the throttle opening, which is the opening degree of the throttle valve.
[0043]
[0019]
[0044] The hydraulic pressure control unit 12 is a unit responsible for the function of controlling the braking force generated on wheels. For example, the hydraulic pressure control unit 12 is provided on an oil passage connecting a master cylinder and a wheel cylinder, and includes components (for example, control valves and a pump) for controlling the brake fluid pressure of the wheel cylinder. The braking force generated on the wheels 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 respectively control the braking force generated on both the front wheels and the rear wheels, or may control only the braking force generated on one of the front wheels and the rear wheels.
[0045]
[0020]
[0046] The input device 13 accepts various operations performed by a rider. The input device 13 is, for example, provided on a handlebar and includes push buttons and the like used for the rider's operations. Information indicating the rider's operation performed using the input device 13 is output to the control device 20.
[0047] [ 0 0 2 1 ]
[0048] The ambient environment sensor 14 detects ambient environment information indicating the environment surrounding the straddle-type vehicle 1. Specifically, the ambient environment sensor 14 is provided at a front portion of the straddle-type vehicle 1, and detects ambient environment information indicating the environment in an area ahead of the straddle-type vehicle 1. The ambient environment information detected by the ambient environment sensor 14 is output to a control device 20.
[0049] [ 0 0 2 2 ]
[0050] The ambient environment information detected by the ambient environment sensor 14 may be information related to a distance or orientation to a subject located in the vicinity of the straddle-type vehicle 1 (for example, relative position, relative distance, relative speed, relative acceleration, etc.), or may be characteristics of a subject located in the vicinity of the straddle-type vehicle 1 (for example, the type of the subject, the shape of the subject itself, a mark attached to the subject, etc.). The ambient environment sensor 14 is, for example, a radar, a Lidar sensor, an ultrasonic sensor, a camera, or the like.
[0051] [ 0 0 2 3 ]A front wheel speed sensor 15 is a wheel speed sensor that detects a wheel speed of a front wheel (for example, the number of rotations of the front wheel per unit time [rpm], or a travel distance per unit time [km / h], etc.), and outputs a detection result. The front wheel speed sensor 15 may be configured to detect another physical quantity that can be substantially converted into the wheel speed of the front wheel. The front wheel speed sensor 15 is provided on the front wheel [ 0 0 2 4 ]
[0052] A rear wheel speed sensor 16 is a wheel speed sensor that detects a wheel speed of a rear wheel (for example, the number of rotations of the rear wheel per unit time [rpm], or a travel distance per unit time [km / h], etc.), and outputs a detection result. The rear wheel speed sensor 16 may be configured to detect another physical quantity that can be substantially converted into the wheel speed of the rear wheel. The rear wheel speed sensor 16 is provided on the rear wheel [ 0 0 2 5 ]
[0053] The inertial measurement device 17 is equipped with a 3-axis gyro sensor and a 3-directional accelerometer to detect the attitude of the saddle-type vehicle 1. The inertial measurement device 17 is installed, for example, on the body of the saddle-type vehicle 1. The inertial measurement device 17 may be equipped with only a portion of the 3-axis gyro sensor and the 3-directional accelerometer.
[0054] [ 0 0 2 6 ]
[0055] The turn signal switch 18 is a switch that accepts operation to switch the illumination state of the turn signals of the saddle-type vehicle 1. The rider of the saddle-type vehicle 1 can turn the turn signals of the saddle-type vehicle 1 on or off by operating the turn signal switch 18. The turn signal switch 18 is, for example, mounted on the handlebars and operated by the rider's fingers. The turn signal switch 18 may be, for example, a slide switch or a push-button switch.
[0056] [ 0 0 2 7 ]
[0057] 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.
[0058] [ 0 0 2 8 ]
[0059] 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, the rear wheel speed sensor 16, the inertia measuring device 17, and the turn signal switch 18). 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).
[0060] [ 0 0 2 9 ]
[0061] 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, the rear wheel speed sensor 16, the inertia measurement device 17, and the turn signal switch 18. In this specification, information acquisition may include information extraction or generation (e.g., calculation).
[0062] [ 0 0 3 0 ]
[0063] 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.
[0064] [ 0 0 3 1 ]
[0065] 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.
[0066] [ 0 0 3 2 ]
[0067] 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.
[0068] [ 0 0 3 3 ]
[0069] Furthermore, 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.
[0070] [ 0 0 3 4 ]
[0071] 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. 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.
[0072] [ 0 0 3 5 ]
[0073] 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.
[0074] [ 0 0 3 6 ]
[0075] 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.
[0076] [ 0 0 3 7 ]
[0077] 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.
[0078] [ 0 0 3 8 ]
[0079] 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. [0 0 3 9]
[0080] Control device operation>
[0081] The operation of control device 2〇 according to an embodiment of the present invention will be described.
[0082] [ 0 0 4 0 ]
[0083] 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 unnecessarily and come too close to other vehicles.
[0084] [ 0 0 4 1 ]
[0085] 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 examples in Figures 3 and 4, the saddle-type vehicle 1, other vehicles 2 and 3 are traveling on a road with two lanes, Lane L1 and Lane L2. 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.).
[0086] [ 0 0 4 2 ]
[0087] The directions of travel for lanes L1 and L2 coincide. Lane L1 and L2 extend in the same direction and run parallel to each other. Lane L1 is the left-hand lane of the two lanes. Lane L2 is the right-hand lane of the two lanes. Figures 3 and 4 show how lane L2 branches off from lane L1 near an intersection where a traffic light TL is installed. Lane L2 is, for example, a right-turn-only lane. Stop lines SL are placed at the front of both lanes L1 and L2 (i.e., at the point where they connect to the intersection).
[0088] [ 0 0 4 3 ]
[0089] In the example in Figure 3, other vehicle 3 is traveling in lane L2, and saddle-type vehicle 1 and other vehicle 2 are traveling in lane L1. In the direction of travel, other vehicle 2 is located behind other vehicle 3. Also, in the direction of travel, saddle-type vehicle 1 is located behind other vehicle 2. In other words, saddle-type vehicle 1 is located behind other vehicle 2 in the same lane L1. Lane L1 corresponds to the lane in which saddle-type vehicle 1 is located. Lane L2 corresponds to the adjacent lane adjacent to the lane in which saddle-type vehicle 1 is located.
[0090] [ 0 0 4 4 ]
[0091] 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.
[0092] [ 0 0 4 5 ]
[0093] 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 the saddle-type vehicle 1 may change lanes from lane L1 to lane L2. 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 are no preceding vehicles within the range used for setting the target vehicle. Here, when the saddle-type vehicle 1 changes lanes, the direction of travel of the saddle-type vehicle 1 is inclined relative to the direction of the road's extension, so the orientation of the surrounding environment sensor 14 is also inclined relative to the direction of the road's extension. Therefore, even if the saddle-type vehicle 1 completes its lane change and crosses the boundary between lane L 1 and lane L 2, other vehicles 3 located in lane L 2 do not immediately enter the range of the surrounding environment sensor 1 4 used for setting the target vehicle. Consequently, as the saddle-type vehicle 1 changes lanes during the execution of the positional relationship adjustment operation, a situation arises where no target vehicle is set, and the execution unit 2 2 stops the positional 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. At this time, if the speed of the saddle-type vehicle 1 at the time the speed adjustment operation starts is lower than the target speed, the saddle-type vehicle 1 accelerates due to the speed adjustment operation.
[0094] [ 0 0 4 6 ]
[0095] In the examples in Figures 3 and 4, the traffic light TL is showing a red light, which is a stop signal. Therefore, in the example in Figure 4, the other vehicle 3 located in lane L2 is slowing down near the stop line SL. Under these circumstances, the rider of the saddle-type vehicle 1 can visually confirm that the traffic light TL ahead is showing a stop signal. Therefore, after the saddle-type vehicle 1 changes lanes and enters lane L2, the rider wants to keep the saddle-type vehicle 1 moving at a low speed and does not want to accelerate it to the target speed. However, the speed adjustment action initiated by the lane change of the saddle-type vehicle 1 may cause the saddle-type vehicle 1 to accelerate and approach the other vehicle 3 located in lane L2 excessively, potentially compromising safety.
[0096] [ 0 0 4 7 ]
[0097] The above phenomenon is also due to the fact that the range for setting the target vehicle within the detection range of the surrounding environment sensor 14 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, when the saddle-type vehicle 1 is located at the edge of the lane in the lane width direction, another vehicle in an adjacent lane is mistakenly detected as the target vehicle. For this reason, the range for setting the target vehicle is not very wide in the vehicle width direction. Consequently, in the example in Figure 4, as described above, even if the lane change by the saddle-type vehicle 1 is completed and the saddle-type vehicle 1 crosses the boundary between lane L1 and lane L2, the other vehicle 3 located in lane L2 is not immediately set as the target vehicle. Therefore, although the rider of the saddle-type vehicle 1 can visually confirm that the traffic light TL ahead is indicating a stop signal, a situation may arise where the saddle-type vehicle 1 unnecessarily accelerates and comes too close to the other vehicle 3.
[0098] [ 0 0 4 8 ]
[0099] As shown in the example in Figure 4 above, depending on the traffic conditions surrounding the saddle-type vehicle 1, a situation may arise where the saddle-type vehicle 1 unnecessarily accelerates due to the execution of a speed adjustment operation, thereby compromising safety. It is desirable to suppress the occurrence of such situations and improve safety. Therefore, in this embodiment, the execution unit 22 of the control device 20 performs a suppression operation to suppress acceleration caused by the speed adjustment operation of the saddle-type vehicle 1, based on traffic signal information indicating the illuminated state of the traffic signal TL and first setting information indicating that no target vehicle has been set, in the adaptive cruise control. As a result, as will be described later, the safety of the saddle-type vehicle and the rider of the saddle-type vehicle is improved. Below, an example of the processing related to the suppression operation performed by the control device 20 will be described in order.
[0100] [ 0 0 4 9 ]
[0101] Figure 5 is a flowchart showing an example of the processing flow related to the suppression operation performed by the control device 2. 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.
[0102] [ 0 0 5 0 ]
[0103] As will be described later, in the processing example of Figure 5, the execution unit 22 performs a suppression operation when various conditions are met. The suppression operation is an operation to suppress acceleration caused by the speed adjustment operation of the saddle-type vehicle 1, and is an operation to improve safety. With the suppression operation, for example, when the saddle-type vehicle 1 changes lanes as in the example of Figure 4 above, it is possible to suppress the saddle-type vehicle 1 from getting too close to other vehicles 3.
[0104] [ 0 0 5 1 ]
[0105] When the process shown in Figure 5 begins, in step S1-S2, the execution unit 22 determines whether or not a target vehicle for the positional relationship adjustment operation has been set.
[0106] [ 0 0 5 2 ]
[0107] The execution unit 22 can determine, for example, whether 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 designated for setting the target vehicle within the detection range of the ambient environment sensor 14, and determines that a target vehicle has not been set if no preceding vehicle is present within the range designated for setting the target vehicle.
[0108] [ 0 0 5 3 ]
[0109] If it is determined that no target vehicle is set (step S ! ○ 2 / NO), step S 1 0 2 is repeated. This corresponds to the case where a speed adjustment operation is being performed. On the other hand, if it is determined that a target vehicle is set (step S 1 0 2 / YES), the process proceeds to step S ! ○ 3. This corresponds to the case where a positional relationship adjustment operation is being performed.
[0110] [ 0 0 5 4 ]
[0111] If the result in step S1 ○ 2 is YES, then in step S1 ○ 3, the execution unit 2 2 determines whether or not a target vehicle for the positional relationship adjustment operation has been set.
[0112] [ 0 0 5 5 ]
[0113] The execution unit 22 determines, for example, whether or not a target vehicle has been set, based on the detection result of the preceding vehicle by the ambient environment sensor 14. If a target vehicle has not been set, it corresponds to the case that the preceding vehicle that was set as the target vehicle has moved out of the range used for setting the target vehicle within the detection range of the ambient environment sensor 14.
[0114] [ 0 0 5 6 ]
[0115] If it is determined that no target vehicle is set (Step S ! ○ 3 / N ○), Step S1 0 3 is repeated. On the other hand, if it is determined that no target vehicle is set (Step S ! ○ 3 / YES), the process proceeds to Step S1 0 4.
[0116] [ 0 0 5 7 ]
[0117] If the result in step S1 0 3 is YES, then in step S1 0 4, the execution unit 2 2 determines whether the traffic light TL is showing a stop signal (i.e., a red light). The traffic light TL mentioned above is located in front of the saddle-type vehicle 1 and may mean the traffic light closest to the saddle-type vehicle 1. For example, the traffic light TL mentioned above may mean the traffic light closest to the saddle-type vehicle 1 among the traffic lights detected by the surrounding environment sensor 1 4.
[0118] [ 0 0 5 8 ]
[0119] The execution unit 22 can acquire traffic light information indicating the lighting status of the traffic light TL based on ambient environment information detected by the ambient environment sensor 14, for example. The traffic light information indicates which lamps the traffic light TL is lit on. For example, the traffic light information indicates whether the traffic light TL is showing a green light, a yellow light, or a red light. Based on the traffic light information, the execution unit 22 can determine whether the traffic light TL is showing a stop signal or not.
[0120] [ 0 0 5 9 ]
[0121] For example, if the ambient environment sensor 14 is a camera, the execution unit 22 can acquire the above-mentioned traffic signal information 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 acquire the above-mentioned traffic signal information based on ambient environment information detected by ambient environment sensors 14 other than the camera.
[0122] [ 0 0 6 0 ]
[0123] If it is determined that the traffic light TL is not showing a stop signal (Step S! ○ 4 / NO), return to Step S102. On the other hand, if it is determined that the traffic light TL is showing a stop signal (Step S! ○ 4 / YES), proceed to Step S105.
[0124] [ 0 0 6 1 ]
[0125] If the result in step S104 is YES, then in step S105, the execution unit 22 determines whether or not a lane change was performed by the saddle-type vehicle 1.
[0062]
[0126] The execution unit 22 determines whether or not a lane change has been performed by the saddle-type vehicle 1, based on lane change information indicating the status of the lane change performed by the saddle-type vehicle 1. Specifically, the execution unit 22 uses the information indicating the completion of the lane change as lane change information to determine whether or not a lane change has been performed by the saddle-type vehicle 1. In other words, the execution unit 22 determines that a lane change has been performed by the saddle-type vehicle 1 when it determines that the lane change by the saddle-type vehicle 1 has been completed.
[0127] [ 0 0 6 3 ]
[0128] For example, the execution unit 22 can acquire information on the completion of a lane change based on information regarding the relative positional relationship between the boundary of the vehicle's lane where the saddle-type vehicle 1 is located and 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 L1 and lane L2 (e.g., a white line) with respect to the saddle-type vehicle 1, based on the surrounding environment information detected by the surrounding environment sensor 14, as the relative positional relationship information mentioned above. Then, based on the information indicating the relative position of the boundary between lane L1 and lane L2 with respect to the saddle-type vehicle 1, the execution unit 22 determines that the lane change is complete when it determines that the entire saddle-type vehicle 1 has crossed the boundary between lane L1 and lane L2 and entered lane L2. However, the execution unit 22 may determine that a lane change is complete when a specific proportion of the saddle-type vehicle 1 crosses the boundary between lane L1 and lane L2 and enters lane L2. The above relative position information may be information indicating relative position as described above, or it may be information indicating relative speed.
[0129] [ 0 0 6 4 ]
[0130] 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.
[0131] [ 0 0 6 5 ]
[0132] If it is determined that no lane change was made by saddle-type vehicle 1 (step S105 / NO), return to step S102. On the other hand, if it is determined that a lane change was made by saddle-type vehicle 1 (step S!〇5 / YES), proceed to step S106.
[0133] [ 0 0 6 6 ]
[0134] If the result in step S1 ○ 5 is YES, then in step S1 ○ 6, the execution unit 22 starts the suppression operation.
[0135] [ 0 0 6 7 ]
[0136] As described above, the suppression operation is an operation to improve safety by suppressing situations in which safety is compromised due to unnecessary acceleration of the saddle-type vehicle 1, and is an operation to suppress acceleration caused by the speed adjustment operation of the saddle-type vehicle 1.
[0137] [ 0 0 6 8 ]
[0138] For example, the suppression operation may be an operation 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, and thus suppresses acceleration caused by the speed adjustment operation of the saddle-type vehicle 1. Therefore, because the speed adjustment operation prevents situations in which the saddle-type vehicle 1 unnecessarily accelerates, compromising safety, safety can be improved.
[0139] [ 0 0 6 9 ]
[0140] Furthermore, for example, the suppression operation may be an operation to reduce the upper limit jerk of the saddle-type vehicle 1 from its current value. Jerk refers to the rate of change of acceleration over time. Here, the execution unit 22 controls the jerk of the saddle-type vehicle 1 so that it is less than or equal to the upper limit jerk in adaptive cruise control. For example, the upper limit jerk is stored in the memory element of the control device 20. The execution unit 22 can reduce the upper limit jerk from its current value by, for example, overwriting the upper limit 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 jerk by a predetermined percentage of the current value, or by a predetermined value regardless of the current value. This prevents the jerk of the saddle-type vehicle 1 from becoming excessively high, and thus suppresses acceleration caused by the speed adjustment operation of the saddle-type vehicle 1. Therefore, because the speed adjustment operation prevents the saddle-type vehicle 1 from accelerating unnecessarily and compromising safety, safety can be improved.
[0141] [ 0 0 7 0 ]
[0142] Furthermore, the execution unit 22 may perform all of the above-mentioned operations as suppression operations, or it may perform only some of the above-mentioned operations.
[0143] [ 0 0 7 1 ]
[0144] As described above, in the processing example in Figure 5, the traffic light TL is showing a stop signal, and no target vehicle is set for the positional relationship adjustment operation. When the saddle-type vehicle 1 changes lanes, the suppression operation is executed. In this way, the execution unit 22 executes the suppression operation based on traffic light information indicating the illumination status of traffic light TL, first setting information indicating that no target vehicle is set, and lane change information indicating the execution status of the lane change by the saddle-type vehicle 1. This prevents situations where safety is compromised due to the saddle-type vehicle 1 unnecessarily accelerating as a result of the speed adjustment operation being performed when surrounding vehicles are slowing down due to a stop signal (for example, situation T in Figures 3 and 4). Thus, the safety of the saddle-type vehicle 1 and the rider of the saddle-type vehicle 1 can be improved.
[0145] [ . 0 7 2 ]
[0146] Following step S! 6, in step S1 7, the execution unit 22 determines whether or not the target vehicle for the positional relationship adjustment operation has been set.
[0147] [ 0 0 7 3 ]
[0148] The execution unit 22 determines, for example, whether a target vehicle has been set based on the detection result of the preceding vehicle by the ambient environment sensor 14. If a target vehicle has been set, it corresponds to the case where a preceding vehicle is detected within the range of the ambient environment sensor 14 that is used for setting the target vehicle, and the target vehicle has been set.
[0149] [ 0 0 7 4 ]
[0150] If it is determined that the target vehicle has not been set (Step S1 ○ 7 / NO), proceed to Step S1 0 8. On the other hand, if it is determined that the target vehicle has been set (Step S ! ○ 7 / YES), proceed to Step S1 0 9.
[0151] [ 0 0 7 5 ]
[0152] If the result in step S1 0 7 is NO, then in step S1 0 8, the execution unit 2 2 determines whether the duration of the suppression operation has exceeded the reference time. Note that from step S 1 0 6 onward, the execution unit 2 2 counts the duration of the suppression operation, which is the time during which the suppression operation is continuously performed.
[0153] [ 0 0 7 6 ]
[0154] If it is determined that the duration of the suppression action does not exceed the reference time (step S108 / NO), return to step S107. On the other hand, if it is determined that the duration of the suppression action exceeds the reference time (step S!〇8 / YES), proceed to step S109.
[0155] [ 0 0 7 7 ]
[0156] If the result is YES in step S1 0 7 or step S1 0 8, in step S1 0 9, the execution unit 2 2 terminates the suppression operation and returns to step S1 0 2.
[0157] [ 0 0 7 8 ]
[0158] As described above, in the processing example in Figure 5, the suppression operation ends when a target vehicle for the positional relationship adjustment operation is set after the start of the suppression operation. In this way, the execution unit 22 terminates the suppression operation based on the second setting information indicating that a target vehicle has been set. For example, in the example in Figure 4, if a target vehicle is set after the saddle-type vehicle 1 changes lanes from lane L1 to lane L2, this corresponds to the case where another vehicle 3 located in front of the saddle-type vehicle 1 in lane L2 is detected by the surrounding environment sensor 14 and set as the target vehicle. In this case, the positional relationship adjustment operation is performed, which prevents the saddle-type vehicle 1 from getting too close to the other vehicle 3, so there is no need to perform the suppression operation. Therefore, by terminating the suppression operation in such cases, it is possible to prevent the suppression operation from remaining unnecessarily performed.
[0159] [ 0 0 7 9 ]
[0160] Furthermore, as described above, in the processing example in Figure 5, the suppression operation ends if the duration of the suppression operation exceeds the reference time after the start of the suppression operation. In this way, the execution unit 22 terminates the suppression operation based on information indicating that the duration of the suppression operation is longer than the reference time. As described above, the suppression operation is performed when the traffic light TL is showing a stop signal, so when the suppression operation is being performed, it is expected that the saddle-type vehicle 1 will stop within a relatively short time. When the saddle-type vehicle 1 stops, the adaptive cruise control is deactivated, the processing flow in Figure 5 ends, and the suppression operation also ends. However, there are situations where the traffic light TL is showing a stop signal, but travel in a specific direction is permitted. In such situations, it is expected that the rider will continue to drive the saddle-type vehicle 1 even though the suppression operation is being performed. Therefore, by terminating the suppression operation when its duration exceeds a reference time, it is possible to prevent the suppression operation from continuing unnecessarily when the rider intends to continue driving the saddle-type vehicle 1. The above reference time can be set to a value that allows it to be determined, for example, that the rider intends to continue driving the saddle-type vehicle 1.
[0161] [ 0 0 8 0 ]
[0162] Note that the flowchart in Figure 5 is merely one example of the processing flow related to the suppression operation performed by the control device 2, and processing steps may be added or omitted from the flowchart in Figure 5 as appropriate. For example, in the flowchart in Figure 5, step S105 may be omitted, step S107 may be omitted, and step S108 may be omitted.
[0163] [ 0 0 8 1 ]
[0164] The above describes examples of processing performed by the control device 20. However, the processing performed by the control device 20 may be modified versions of the processing examples described above. The following describes processing other than that described above.
[0165] [ 0 0 8 2 ]
[0166] The above describes an example in which a suppression operation is performed when YES is determined in step S1 0 5 (i.e., when a lane change is performed by the saddle-type vehicle 1). However, step S1 0 5 may be omitted from the example in Figure 5. In this case, the suppression operation is performed when the traffic light TL is showing a stop signal and no target vehicle for the positional relationship adjustment operation is set. In other words, the execution unit 2 2 may perform the suppression operation based on traffic light information indicating the illumination status of the traffic light TL and first setting information indicating that no target vehicle is set, rather than based on lane change information indicating the execution status of a lane change by the saddle-type vehicle 1.
[0167] [ 0 0 8 3 ]
[0168] For example, it is conceivable that, after some time has passed since the traffic situation in Figure 3, the saddle-type vehicle 1 does not change lanes, but rather another vehicle 2 traveling ahead of the saddle-type vehicle 1 changes lanes. In this case, the other vehicle 2 moves out of the range of the surrounding environment sensor 14 used for setting the target vehicle, and there is no preceding vehicle within the range for setting the target vehicle. Therefore, as 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.
[0169] [0 0 8 4] 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 due to the speed adjustment operation. In that case, although the rider of the saddle-type vehicle 1 can visually confirm that the traffic light TL ahead is showing a stop signal, a situation may arise in which the saddle-type vehicle 1 accelerates unnecessarily. The occurrence of such a situation can also be suppressed by performing a suppression operation based on traffic light information indicating the illuminated state of traffic light TL, and first setting information indicating that no target vehicle has been set.
[0170] [ 0 0 8 5 ]
[0171] Furthermore, the above describes an example in which, in step S105, the execution unit 22 determines whether or not a lane change has been made by the saddle-type vehicle 1. However, in step S105, the execution unit 22 may also determine whether or not a lane change by the saddle-type vehicle 1 is expected to occur in the future.
[0172] [ 0 0 8 6 ]
[0173] In this case, the execution unit 22 uses information indicating that a lane change will occur in the future as lane change information to determine whether or not a lane change by the saddle-type vehicle 1 is expected to occur in the future. In other words, if the execution unit 22 determines that a lane change by the saddle-type vehicle 1 will occur in the future, it determines that a lane change by the saddle-type vehicle 1 is expected to occur in the future.
[0174] [ 0 0 8 7 ]
[0175] For example, the execution unit 22 can obtain information indicating that a lane change will be performed in the future based on information about the status of the turn signals of the saddle-type vehicle 1. The information about the status of the turn signals of the saddle-type vehicle 1 indicates whether or not the left and right turn signals of the saddle-type vehicle 1 are illuminated. The execution unit 22 can obtain information about the status of the turn signals of the saddle-type vehicle 1 based on the detection result of the turn signal switch 18, for example. For example, in the example in Figure 4, if the right turn signal of the saddle-type vehicle 1 traveling in lane !. ! is illuminated, the execution unit 22 determines that a lane change will be performed in the future by the saddle-type vehicle 1.
[0176] [ 0 0 8 8 ]
[0177] Furthermore, for example, the execution unit 22 can acquire information indicating that a lane change will occur in the future based on information about the turning state of the saddle-type vehicle 1. Information about the turning state of the saddle-type vehicle 1 is, for example, information indicating physical quantities that change according to the turning state of the saddle-type vehicle 1 (e.g., lean angle, yaw rate, lateral acceleration of the saddle-type vehicle 1). The execution unit 22 can acquire information about the turning state of the saddle-type vehicle 1 based on the detection results of the inertial measuring device 17, for example. For example, in the example in Figure 4, if the execution unit 22 can determine, based on the information about the turning state, that the saddle-type vehicle 1 traveling in lane L1 is turning to the right, it determines that a lane change will occur in the future by the saddle-type vehicle 1.
[0178] [ 0 0 8 9 ]
[0179] <Effects of the control device>
[0180] The effects of the control device 2〇 according to the embodiment of the present invention will be described.
[0181] [ 0 0 9 0 ]
[0182] 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 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. In the control mode, based on signal information indicating the illumination status of the signal light TL and first setting information indicating that no target vehicle is set, it performs a suppression operation to suppress acceleration caused by the speed adjustment operation of the saddle-type vehicle 1. This prevents situations in which safety is compromised due to the saddle-type vehicle 1 unnecessarily accelerating as a result of the speed adjustment operation when surrounding vehicles are decelerating due to a stop signal (for example, under the conditions shown in Figures 3 and 4). Therefore, the safety of the saddle-type vehicle 1 and the rider of the saddle-type vehicle 1 can be improved. [0 0 9 1]
[0183] Preferably, in the control device 20, the execution unit 22, in control mode, performs a suppression operation based on lane change information indicating the status of lane change by the saddle-type vehicle 1, in addition to traffic signal information and first setting information. This prevents a situation where safety is compromised due to the saddle-type vehicle 1 accelerating unnecessarily when a speed adjustment operation is initiated as the saddle-type vehicle 1 changes lanes while surrounding vehicles are slowing down due to a stop signal. For example, in the example shown in Figure 4 above, when a speed adjustment operation is initiated as the saddle-type vehicle 1 changes lanes while surrounding vehicles are slowing down due to a stop signal, the suppression operation prevents the saddle-type vehicle 1 from accelerating unnecessarily and getting too close to other vehicles 3. Therefore, the safety of the saddle-type vehicle 1 and the rider of the saddle-type vehicle 1 can be effectively improved.
[0184] [ 0 0 9 2 ]
[0185] Preferably, in the control device 20, the lane change information includes information on the completion of the lane change. This allows the control device to confirm that the lane change by the saddle-type vehicle 1 has been completed before executing the suppression operation. Therefore, in situations where a speed adjustment operation is initiated when the saddle-type vehicle 1 changes lanes while surrounding vehicles are slowing down due to a stop signal, it is possible to appropriately suppress the occurrence of a situation where safety is compromised due to the saddle-type vehicle 1 accelerating unnecessarily.
[0186] [ 0 0 9 3 ]
[0187] Preferably, in the control device 20, the execution unit 22 acquires lane change information (specifically, information on the completion of a lane change) based on information about the relative positional relationship between the boundary of the vehicle's own lane (in the above example, lane L1) where the saddle-type vehicle 1 is located and the saddle-type vehicle 1. Here, when the saddle-type vehicle 1 changes lanes, the saddle-type vehicle 1 crosses the boundary of its own lane and moves to an adjacent lane. Therefore, by focusing on the relative positional relationship between the boundary of the vehicle's own lane and the saddle-type vehicle 1, information on the completion of a lane change can be acquired with high accuracy.
[0188] [ 0 0 9 4 ]
[0189] Preferably, in the control device 20, the lane change information includes information indicating that a lane change will be performed in the future. This allows the control device to predict that a lane change by the saddle-type vehicle 1 will be performed in the future and to perform a suppression operation in advance. Therefore, in a situation where a speed adjustment operation is initiated when the saddle-type vehicle 1 changes lanes while surrounding vehicles are slowing down due to a stop signal, it is possible to suppress the occurrence of a situation in which safety is compromised due to the saddle-type vehicle 1 accelerating unnecessarily.
[0190] [ 0 0 9 5 ]
[0191] Preferably, in the control device 20, the execution unit 22 acquires lane change information (specifically, information indicating that a lane change will be performed in the future) based on information about the status of the turn signals of the saddle-type vehicle 1. Here, the saddle-type vehicle 1 turns on its turn signals in advance when changing lanes. Therefore, by focusing on the status of the turn signals of the saddle-type vehicle 1, information indicating that a lane change will be performed in the future can be acquired with high accuracy.
[0192] [ 0 0 9 6 ]
[0193] Preferably, in the control device 20, the execution unit 22 acquires lane change information (specifically, information indicating that a lane change will be performed in the future) based on information about the turning state of the saddle-type vehicle 1. Here, when the saddle-type vehicle 1 is to change lanes, it begins to turn in advance. Therefore, by focusing on the turning state of the saddle-type vehicle 1, information indicating that a lane change will be performed in the future can be acquired with high accuracy.
[0194] [ 0 0 9 7 ]
[0195] Preferably, in the control device 20, the execution unit 22 terminates the suppression operation based on second setting information indicating that a target vehicle has been set. As described above, for example, in the example of Figure 4, if a target vehicle is set after the saddle-type vehicle 1 changes lanes from lane L1 to lane L2, this corresponds to the case where another vehicle 3 located in front of the saddle-type vehicle 1 in lane L2 is detected by the surrounding environment sensor 14 and set as the target vehicle. In this case, the positional relationship adjustment operation is performed, which prevents the saddle-type vehicle 1 from getting too close to the other vehicle 3, so there is no need to perform the suppression operation. Therefore, by terminating the suppression operation in such cases, it is possible to prevent the suppression operation from remaining unnecessarily performed. However, the execution unit 22 does not have to terminate the suppression operation based on second setting information indicating that a target vehicle has been set.
[0196] [ 0 0 9 8 ]
[0197] Preferably, in the control device 20, the execution unit 22 terminates the suppression operation based on information indicating that the duration of the suppression operation is longer than the reference time. As described above, the suppression operation is performed when the traffic light TL is showing a stop signal, so when the suppression operation is being performed, it is expected that the saddle-type vehicle 1 will stop within a relatively short time. When the saddle-type vehicle 1 stops, the suppression operation also terminates. However, in situations where the traffic light TL is showing a stop signal but travel in a specific direction is permitted, it is expected that the rider will continue to drive the saddle-type vehicle 1 even though the suppression operation is being performed. Therefore, by terminating the suppression operation when the duration of the suppression operation exceeds the reference time, it is possible to prevent the suppression operation from continuing unnecessarily in situations where the rider intends to continue driving the saddle-type vehicle 1. However, the execution unit 22 does not have to terminate the suppression operation based on information indicating that the duration of the suppression operation is longer than the reference time.
[0198] [ 0 0 9 9 ]
[0199] Preferably, in the control device 20, the execution unit 22 performs a suppression operation when the positional relationship adjustment operation is stopped and the speed adjustment operation is started due to the saddle-type vehicle 1 changing lanes while the positional relationship adjustment operation is being performed. For example, in the examples of Figures 3 and 4 described above, when the saddle-type vehicle 1 changes lanes while the positional relationship adjustment operation is being performed, 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. Here, in the examples of Figures 3 and 4, the traffic light TL is showing a red light, which is a stop signal.
[0200] [ 0 1 0 0 ]
[0201] Under the circumstances described above, the rider of the saddle-type vehicle 1 can visually confirm that the traffic light TL ahead is indicating a stop signal. Therefore, the rider desires to keep the saddle-type vehicle 1 at a low speed and does not want 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 14 used for setting the target vehicle is not very wide in the vehicle width direction. Under the circumstances described above, there is a particularly high need to suppress acceleration caused by the speed adjustment actions of the saddle-type vehicle 1 through a suppression action. Therefore, by performing a suppression action under the circumstances described above, the occurrence of a situation where safety is compromised due to unnecessary acceleration of the saddle-type vehicle 1 can be effectively suppressed. Thus, the safety of the saddle-type vehicle 1 and the rider of the saddle-type vehicle 1 can be effectively improved.
[0202] [ 0 1 0 1 ]
[0203] Preferably, in the control device 20, the suppression operation is an operation 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 suppress situations in which safety is compromised due to the saddle-type vehicle 1 accelerating unnecessarily as a result of the speed adjustment operation, thereby improving the safety of the saddle-type vehicle 1 and the rider of the saddle-type vehicle 1.
[0204] [ 0 1 0 2 ]
[0205] Preferably, in the control device 20, the suppression operation is an operation 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 speed adjustment operation of the saddle-type vehicle 1. Therefore, it is possible to suppress situations in which safety is compromised due to the saddle-type vehicle 1 accelerating unnecessarily as a result of the speed adjustment operation, thereby improving the safety of the saddle-type vehicle 1 and the rider of the saddle-type vehicle 1.
[0206] [ 0 1 0 3 ]
[0207] The present invention is not limited to the descriptions of embodiments. For example, only a portion of the embodiments may be implemented.
[0208] [Explanation of symbols]
[0209] [ 0 1 0 4 ]
[0210] 1 Saddle-type vehicle, 2 Other vehicles, 3 Other vehicles, 1 1 Engine, 1 2 Hydraulic control unit, 1 3 Input device, 1 4 Surrounding environment sensor, 1 5 Front wheel speed sensor, 1 6 Rear wheel speed sensor, 1 7 Inertial measurement device, 1 8 Turn signal switch, 2 0 Control device, 2 1 Acquisition unit, 2 2 Execution unit, L1 lane, L2 lane, SL Stop line, TL Signal.
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. In the control mode, based on signal information indicating the illumination status of the signal light (TL) and first setting information indicating that the target vehicle is not set, a suppression operation is performed to suppress acceleration by the speed adjustment operation of the saddle-type vehicle (1). Control device.
2. The execution unit (22) executes the suppression operation in the control mode based on the signal information and the first setting information, as well as lane change information indicating the status of lane changes performed by the saddle-type vehicle (1). The control device according to claim 1.
3. The lane change information includes information on the completion of the lane change. The control device according to claim 2.
4. The execution unit (22) acquires the lane change information based on the information of the relative positional relationship between the boundary of the vehicle lane (L1) in which the saddle-type vehicle (1) is located and the saddle-type vehicle (1). The control device according to claim 3.
5. The control device according to claim 2, wherein the lane change information includes information indicating that a future lane change is scheduled to occur.
6. The execution unit (22) acquires the lane change information based on the information regarding the illumination status of the turn signals of the saddle-type vehicle (1). The control device according to claim 5.
7. The execution unit (22) acquires the lane change information based on the information of the turning state of the saddle-type vehicle (1). The control device according to claim 5.
8. The execution unit (22) terminates the suppression operation based on the second setting information indicating that the target vehicle has been set. The control device according to claim 1.
9. The execution unit (22) terminates the suppression operation based on information indicating that the duration of the suppression operation is longer than the reference time. The control device according to claim 1. [Claim 1〇] The execution unit (22) executes the suppression operation when the saddle-type vehicle (1) changes lanes while the positional relationship adjustment operation is being performed, and the positional relationship adjustment operation is stopped and the speed adjustment operation is started. The control device according to claim 1. [Claim 1 1] The aforementioned suppression operation is an operation 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 10. [Claim 1 2] The aforementioned suppression operation is an operation 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 10. [Claim 1 3] 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. In the control mode, based on signal information indicating the illumination status of the signal light (TL) and first setting information indicating that the target vehicle is not set, a suppression operation is performed to suppress acceleration by the speed adjustment operation of the saddle-type vehicle (1). Control method.