Driving assistance device and saddle-riding-type vehicle
Patent Information
- Application Number
- PCT/JP2025/012974
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- Filing Date
- 2025-03-28
- Publication Date
- 2026-10-01
Smart Images
Figure JP2025012974_01102026_PF_FP_ABST
Abstract
Description
Driving support device and straddle-type vehicle
[0001] The present invention relates to a driving support device and a straddle-type vehicle.
[0002] Patent Document 1 describes a motorcycle to which a cruise control function is applied. The cruise control function is a function that maintains the vehicle speed at a set speed without requiring the driver to perform an accelerator operation.
[0003] Japanese Patent Application Laid-Open No.2022-053053
[0004] In recent years, an adaptive cruise control (ACC) function that automatically controls vehicle speed has been put into practical use for straddle-type vehicles such as motorcycles. The ACC function is a driving support function that controls the vehicle speed such that if there is a preceding vehicle, the vehicle follows the preceding vehicle, and if there is no preceding vehicle, the vehicle travels at a set speed.
[0005] When the straddle-type vehicle accelerates or decelerates, the driver rotationally operates the accelerator grip in an acceleration direction or a deceleration direction, and the accelerator grip is returned to a neutral position by an urging force of a spring or the like in a free state where no operation is performed. For example, the operation of the ACC function can be terminated when the driver performs an over-close operation on the accelerator grip. The over-close operation is an operation of rotating the accelerator grip in a direction opposite to the rotational direction for accelerating the vehicle with respect to the neutral position of the accelerator grip. However, since a forward force is applied to the driver during deceleration of the vehicle, the driver may accidentally perform the over-close operation. In this case, the operation of the ACC function is terminated against the driver's intention, which can affect the operability and safety of the vehicle.
[0006] Therefore, an object of the present invention is to provide an advantageous technique for appropriately terminating the operation of the ACC function in a straddle-type vehicle.
[0007] To achieve the above objective, a driving assistance device as one aspect of the present invention is a driving assistance device mounted on a saddle-type vehicle, comprising: a first detection unit for detecting the rotation state of an accelerator grip provided on the saddle-type vehicle; a second detection unit for detecting the deceleration of the saddle-type vehicle; and a control unit for controlling the adaptive cruise control (ACC) function of the saddle-type vehicle, wherein the accelerator grip is configured to be rotatable in a first rotation direction for accelerating the saddle-type vehicle and a second rotation direction opposite to the first rotation direction with respect to a neutral position, and the control unit terminates the operation of the ACC function when a first condition is met in which the first detection unit detects rotation of the accelerator grip in the second rotation direction and a second condition is met in which the deceleration detected by the second detection unit is below a threshold, while the ACC function is in operation.
[0008] According to the present invention, for example, it is possible to provide a technology that is advantageous for appropriately terminating the operation of the ACC function in a saddle-type vehicle.
[0009] Other features and advantages of the present invention will become apparent from the following description with reference to the accompanying drawings. In the accompanying drawings, the same or similar components are given the same reference numeral.
[0010] The attached drawings are included in the specification and constitute part thereof, illustrating embodiments of the present invention and are used together with the description to explain the principles of the present invention.
[0011] Left side view showing a saddle-type vehicle of the first embodiment; Diagram illustrating the rotation of the accelerator grip; Block diagram showing an example of the configuration of the driver assistance device of the first embodiment; Flowchart showing the driver assistance process of the first embodiment; Flowchart showing the driver assistance process of the second embodiment; Flowchart showing an example of a process for changing a predetermined time in the second embodiment; Flowchart showing the driver assistance process of the third embodiment.
[0012] The embodiments will be described in detail below with reference to the attached drawings. Note that the following embodiments do not limit the invention as defined in the claims, and not all combinations of features described in the embodiments are essential to the invention. Two or more of the features described in the embodiments may be combined in any way. Furthermore, identical or similar configurations will be given the same reference numeral, and redundant descriptions will be omitted.
[0013] <First Embodiment> A first embodiment of the present invention will be described. Figure 1 is a left side view showing a saddle-type vehicle 1 according to one embodiment of the present invention. In Figure 1, arrows X, Y, and Z indicate mutually orthogonal directions, with the X direction indicating the front-rear direction of the saddle-type vehicle 1 (vehicle front-rear direction), the Y direction indicating the left-right direction of the saddle-type vehicle 1 (vehicle width direction), and the Z direction indicating the up-down direction of the saddle-type vehicle 1 (vehicle up-down direction). Below, an example will be described in which the driver assistance device 100 described later is mounted (applied) to a motorcycle as the saddle-type vehicle 1. However, the driver assistance device 100 can also be mounted on other types of saddle-type vehicles such as tricycles, and can also be mounted on electric vehicles that use a motor as a drive source, in addition to vehicles that use an internal combustion engine as a drive source. Hereinafter, the saddle-type vehicle 1 may be referred to as "vehicle 1".
[0014] Vehicle 1 comprises front wheels FW, rear wheels RW, and a power unit 2. The power unit 2 includes an engine 21 and a transmission 22. The driving force of the transmission 22 is transmitted to the rear wheels RW via a drive shaft (not shown), causing the rear wheels RW to rotate.
[0015] The power unit 2 is supported by the vehicle frame 3. The vehicle frame 3 includes a pair of left and right main frames 31 extending in the X direction. Above the main frames 31 are a shelter case 5 and an air cleaner box (not shown). In front of the shelter case 5 is a meter unit MU that displays various information to the driver (rider).
[0016] The front end of the main frame 31 is provided with a head pipe 32 that rotatably supports a steering shaft (not shown) which is rotated by the steering wheel 8. The rear end of the main frame 31 is provided with a pair of left and right pivot plates 33. The power unit 2 is supported by the main frame 31. The rear end of the main frame 31 is also provided with a pair of left and right seat rails (not shown) that extend to the rear, and the seat rails are provided with a seat 4a where the driver sits, a seat 4b where a passenger sits, and a rear trunk 7b, etc.
[0017] The front end of the rear swingarm 34, which extends in the front-rear direction, is rotatably attached to the pivot plate 33. The rear end of the rear swingarm 34 rotatably supports the rear wheel RW, as well as the rear brake RB (rear brake caliper). The rear swingarm 34 is configured to swing vertically by a rear suspension mechanism 11 provided between the rear swingarm 34 and the vehicle frame 3 (main frame 31). The rear suspension mechanism 11 may be configured as an electronically controlled suspension capable of electronically controlling the damping force. In addition, an exhaust muffler 6 that silences the exhaust of the engine 21 is extended along the X direction to the side of the rear wheel RW. In addition, left and right saddlebags 7a are provided to the side of the rear wheel RW.
[0018] A front suspension mechanism 9 is configured at the front end of the main frame 31, which pivotably supports the front wheel FW. The front suspension mechanism 9 may be configured as an electronically controlled suspension capable of electronically controlling damping force. The front suspension mechanism 9 includes an upper link 91, a lower link 92, a fork support 93, a vibration reduction mechanism 94 (cushion unit), and a pair of left and right front forks 95. In the front suspension mechanism 9, the upper link 91, the lower link 92, the fork support 93, and the vibration reduction mechanism 94 constitute a support mechanism that supports the front forks 95 of the vehicle 1.
[0019] The upper link 91 and the lower link 92 are positioned vertically at the front end of the main frame 31, respectively, and are pivotably connected to each other, as well as pivotably connected to the fork support 93.
[0020] The fork support 93 is cylindrical and tilted backward. The steering shaft 96 is rotatably supported on the fork support 93. The steering shaft 96 has a shaft portion (not shown) that passes through the fork support 93. A bridge (not shown) is provided at the lower end of the steering shaft 96, and a pair of left and right front forks 95 are supported on this bridge. The front wheel FW is rotatably supported on the front forks 95, and the front brake FB (front brake caliper) is also supported. The upper end of the steering shaft 96 is connected via a link 97 to a steering shaft (not shown) that is rotated by the handle 8. The upper part of the front wheel FW is covered by a fender 10, which is supported by the front forks 95.
[0021] An accelerator grip 8a (handlebar grip) is provided at the right end of the handle 8 (handlebar), which is operated by the driver to accelerate the vehicle 1. Figure 2 shows the accelerator grip 8a as viewed from the direction of arrow A in Figure 1. As shown in Figure 2, the accelerator grip 8a of this embodiment is configured to rotate in a first rotation direction D1 for accelerating the vehicle 1 and a second rotation direction D2 opposite to the first rotation direction D1, relative to the neutral position P0 (neutral position). In a free state when not operated by the driver, the accelerator grip 8a is biased by a spring or the like to return from the first rotation direction D1 or the second rotation direction D2 to the neutral position P0.
[0022] The first rotation direction D1 is the direction in which the driver rotates the accelerator grip 8a toward the driver (open direction, forward rotation direction). The first rotation direction D1 has an angle θ with respect to the neutral position P0. １The accelerator grip 8a can be rotated to a first position P1. When the driver rotates the accelerator grip 8a in the first rotation direction D1, the throttle opens according to the amount of rotation, and the vehicle 1 can be accelerated. On the other hand, the second rotation direction D2 is the direction in which the driver rotates the accelerator grip 8a inwards (closed direction, reverse direction). In the second rotation direction D2, there is an angle θ with respect to the neutral position P0. ２ The accelerator grip 8a can be rotated to the second position P2, which is the angle θ. ２ is, angle θ １ It can be set to be smaller than, but is not limited to, the angle θ １ The above is also acceptable. Rotating the accelerator grip 8a in the second rotation direction D2 is sometimes called "over-closing operation".
[0023] Figure 3 is a block diagram showing an example configuration of the driver assistance device 100 (driver assistance system) of this embodiment. The driver assistance device 100 is a device that has a driver assistance function that automatically controls the deceleration of the vehicle, such as an adaptive cruise control (ACC) function, as driver assistance for the vehicle 1 to the driver, and may include a sensor group 110 and a control unit 120. The sensor group 110 may include an external detection sensor 111, an accelerator sensor 112, an inertia sensor 113, a wheel speed sensor 114, and a bank angle sensor 115. Here, the ACC function is a function that automatically controls the speed of the vehicle so that if there is a preceding vehicle, it follows the preceding vehicle up to a set speed range, and if there is no preceding vehicle, it drives at a set speed. Note that the driver assistance function does not need to be a function that automatically controls the deceleration of the vehicle, and is not limited to the ACC function. In the following, the ACC function will be used as an example to explain the driver assistance function. The operation of the ACC function can be started by the driver performing a predetermined operation on the vehicle 1.
[0024] The external environment detection sensor 111 is a sensor that detects objects around the vehicle 1 and may be installed at the front of the vehicle 1. The external environment detection sensor 111 may be used, for example, to detect a preceding vehicle while the ACC function is operating. Examples of external environment detection sensors 111 include cameras, millimeter-wave radar, and LIDAR (Light Detection and Ranging). The accelerator sensor 112 detects the rotation state (rotation operation) of the accelerator grip 8a by the driver. For example, the accelerator sensor 112 may be used as a detection unit (first detection unit) that detects whether the driver is performing an overclose operation (rotation operation in the second rotation direction D2) on the accelerator grip 8a.
[0025] The inertial sensor 113 includes an internal measurement unit (IMU) that detects the acceleration (deceleration) and angular velocity occurring in the vehicle body of the vehicle 1 as the behavior (state of the vehicle body) of the vehicle 1. The inertial sensor 113 (inertial measurement unit) is placed at any suitable location on the vehicle 1 (vehicle body), for example, near the center of gravity of the vehicle 1. In this embodiment, the inertial sensor 113 detects the acceleration (deceleration) of the vehicle body in the X direction (vehicle longitudinal direction), the Y direction (vehicle width direction), and the Z direction (vehicle vertical direction), and also detects the angular velocity of the vehicle body in the ωX direction, ωY direction, and ωZ direction. The ωX direction is the rotational direction around the X axis (roll direction), the ωY direction is the rotational direction around the Y axis (pitch direction), and the ωZ direction is the rotational direction around the Z axis (yaw direction).
[0026] In this embodiment, the driver assistance device 100 is equipped with an inertial sensor 113 to detect the acceleration (deceleration) of the vehicle 1. However, an acceleration sensor for detecting the acceleration (deceleration) of the vehicle 1 may be provided instead of or in addition to the inertial sensor 113. Furthermore, the inertial sensor 113 may be configured to detect the speed of the vehicle 1. For example, the inertial sensor 113 may be configured to detect and output the acceleration (deceleration) of the vehicle 1, as well as to output the speed obtained by integrating the acceleration.
[0027] The wheel speed sensor 114 detects the wheel speed (rotational speed) of the front wheels FW and / or rear wheels RW. The wheel speed sensor 114 may be used to detect the speed of the vehicle 1. The bank angle sensor 115 detects the bank angle (roll angle) of the vehicle 1. For example, a gyro sensor may be used as the bank angle sensor 115. Here, if the speed of the vehicle 1 is detected using the inertia sensor 113, or if a vehicle speed sensor for detecting the speed of the vehicle 1 is provided in the driver assistance device 100, the wheel speed sensor 114 does not need to be provided in the driver assistance device 100. If the bank angle of the vehicle 1 is detected using the inertia sensor 113, the bank angle sensor 115 does not need to be provided in the driver assistance device 100.
[0028] The control unit 120 is composed of a computer including, for example, a processor such as a CPU, a storage device such as semiconductor memory, and an interface with an external device, and controls the ACC function of the vehicle 1. The control unit 120 may also be composed of an ECU (Electronic Control Unit) mounted on the vehicle 1. The storage device (memory) of the control unit 120 stores an application program (hereinafter sometimes referred to as "ACC control program") for controlling the ACC function of the vehicle 1 based on the detection results of various sensors 111 to 115, and the processor of the control unit 120 can read and execute the ACC control program stored in the storage device.
[0029] By the way, in the driver assistance device 100 of this embodiment, an overclose operation may be used as an operation to terminate the operation of the ACC function. However, during the deceleration operation of the ACC function, a forward force may be applied from the vehicle to the driver, so the driver may accidentally perform an overclose operation. In this case, the operation of the ACC function (for example, following a preceding vehicle) will be terminated against the driver's intention, and the operation of the vehicle 1 may be affected, such as requiring the driver to restart the ACC function. Therefore, in the driver assistance device 100 of this embodiment, the operation of the ACC function is terminated when, in addition to the first condition in which an overclose operation (rotation operation in the second rotation direction D2) is detected by the accelerator sensor 112 while the ACC function is operating, the second condition in which the deceleration of the vehicle 1 is below a threshold is met.
[0030] Figure 4 is a flowchart showing the driver assistance process of this embodiment. The driver assistance process is a process that controls the operation of the ACC function by the driver assistance device 100, and can be executed by the control unit 120. In Figure 4, the overclose operation is abbreviated as "OC operation".
[0031] In step S101, the control unit 120 determines whether or not to start the ACC function. For example, the control unit 120 starts the ACC function when a predetermined operation, such as operating an operator (button or lever) to instruct the start of the ACC function, is performed by the driver. Next, in step S102, the control unit 120 determines whether, during follow-me driving with the vehicle's driving assistance function activated, the driving assistance function activates the front brake FB or rear brake RB, or reduces the output of the power unit 2 to activate engine braking and cause deceleration, due to the external detection sensor detecting the deceleration of the preceding vehicle, the cutting in of another vehicle, or an obstacle. If it is determined in step S102 that deceleration has occurred, in step S103, the control unit 120 determines whether or not an overclose operation has been detected by the accelerator sensor 112 (first detection unit). The detection of an overclose operation by the accelerator sensor 112 is one of the conditions (first condition) for ending the operation of the ACC function. If an overclose operation is detected (i.e., if the first condition is met), the process proceeds to step S104.
[0032] In step S104, the control unit 120 determines whether the deceleration of the vehicle 1 is below a threshold. In this embodiment, an inertial sensor 113 may be used as a detection unit (second detection unit) for detecting the deceleration of the vehicle 1. The deceleration of the vehicle 1 being below a threshold is another condition (second condition) for terminating the operation of the ACC function. The threshold can be set using experiments, simulations, etc., to a deceleration value that prevents the driver from accidentally overclosing the brakes due to the forward force generated during the deceleration of the vehicle 1.
[0033] If the deceleration of vehicle 1 is below the threshold (i.e., the second condition is met), the process proceeds to step S105, where the control unit 120 determines whether the ACC function can be terminated based on the relative speed and distance to the preceding vehicle. If, as a result of step S105, it is determined that termination is possible, the ACC function is terminated (stopped) in step S106. On the other hand, if, in step S104, the deceleration of vehicle 1 is above the threshold (i.e., the second condition is not met), or if, in step S105, it is determined that termination is not possible, the process proceeds to step S107, where the control unit 120 continues the operation of the ACC function. This prevents the ACC function from being terminated in response to an overclose operation erroneously performed by the driver when the deceleration of vehicle 1 is above the threshold.
[0034] On the other hand, if it is determined in step S102 that no deceleration operation is occurring, the process proceeds to step S108. In step S108, the control unit 120 determines, similar to S103, whether or not an overclose operation has been detected by the accelerator sensor 112 (first detection unit). If an overclose operation is detected in step S108, in step S109, the control unit 120 determines whether or not the ACC function can be terminated based on the relative speed and distance to the preceding vehicle. If it is determined in step S109 that termination is possible, the ACC function is terminated (stopped) in step S110.
[0035] On the other hand, if no overclose operation is detected in step S108, or if it is determined in step S109 that termination is not possible, the process proceeds to step S111, and the control unit 120 continues to operate the ACC function. In other words, since no deceleration operation occurs in step S102, the possibility of the driver accidentally performing an overclose operation due to vehicle behavior is low. Therefore, by allowing the operation of the ACC function to be terminated regardless of the second condition, it becomes possible to terminate the operation of the ACC function at an appropriate timing.
[0036] As described above, the driver assistance device 100 of this embodiment terminates the operation of the ACC function when the first condition, in which an overclose operation is detected, and the second condition, in which the deceleration of the vehicle 1 is below a threshold, are met while the ACC function is operating. This prevents the ACC function from being terminated due to the driver accidentally performing an overclose operation while the vehicle 1 is decelerating. In other words, it is possible to appropriately terminate the operation of the ACC function in a saddle-type vehicle.
[0037] <Second Embodiment> A second embodiment of the present invention will now be described. This embodiment basically follows the first embodiment, and can be followed in all respects except for those mentioned below.
[0038] Figure 5 is a flowchart showing the driver assistance process of this embodiment. In the driver assistance process of this embodiment, if an overclose operation is detected while the ACC function is operating, and the deceleration of the vehicle 1 is above a threshold, a step (step S207) is further provided to determine whether or not the overclose operation was detected continuously for a predetermined period of time.
[0039] In step S201, the control unit 120 determines whether or not to start the ACC function. If the ACC function is started, the process proceeds to step S202, where the control unit 120 determines whether or not deceleration is occurring. If it is determined in step S202 that deceleration is occurring, in step S203, the control unit 120 determines whether or not an overclose operation has been detected by the accelerator sensor 112. If an overclose operation has been detected by the accelerator sensor 112, the process proceeds to step S204, where the control unit 120 determines whether or not the deceleration of the vehicle 1 is below a threshold. If the deceleration of the vehicle 1 is below a threshold, the process proceeds to step S205, where the control unit 120 determines whether or not the ACC function can be terminated. If it is determined in step S205 that termination is possible, the process proceeds to step S206, where the ACC function is terminated (stopped). Steps S201 to S206 are the same as steps S101 to S106 described in the first embodiment above, so a detailed explanation is omitted here.
[0040] In step S204, if the deceleration of the vehicle 1 is equal to or greater than the threshold value, the process proceeds to step S207, and the control unit 120 determines whether an over-close operation has been continuously detected by the accelerator sensor 112 over a predetermined period of time. It is assumed that when the driver intends to stop the operation of the ACC function, the driver will continuously perform the over-close operation over a certain period of time. Further, when the over-close operation is continuously performed over a certain period of time, it is assumed that even if the deceleration of the vehicle 1 is equal to or greater than the threshold value, the possibility that the driver accidentally performed the over-close operation is low. Therefore, in the present embodiment, the determination step of step S207 is provided. If the over-close operation is continuously detected over the predetermined period of time, the process proceeds to step S205. On the other hand, if the over-close operation is not continuously detected over the predetermined period of time, the process proceeds to step S208, and the control unit 120 continues the operation of the ACC function and returns to step S202.
[0041] Here, the predetermined time that serves as the determination criterion for step S207 is a time threshold for determining whether to terminate or continue the operation of the ACC function with respect to the operation duration of the over-close operation, and may be simply referred to as "predetermined time" hereinafter. Further, the predetermined time may be changed according to the state (behavior) of the vehicle 1. FIG. 6 is a flowchart showing an example of processing for changing the predetermined time according to the state of the vehicle 1. The flowchart in FIG. 6 can be executed by the control unit 120 in parallel with the flowchart in FIG. 5.
[0042] In step S301, the control unit 120 changes the predetermined time according to the deceleration of the vehicle 1. The greater the deceleration of the vehicle 1 is, the greater the force corresponding to the vehicle's deceleration that acts on the driver in the forward direction, so the possibility that the driver accidentally performs an over-close operation increases. Therefore, the control unit 120 may set the predetermined time to be longer as the deceleration of the vehicle 1 is greater. The control unit 120 may continuously change the predetermined time according to the deceleration of the vehicle 1, or may change the predetermined time stepwise according to the deceleration of the vehicle 1. As an example, the control unit 120 may set the deceleration of the vehicle 1 to A [km / h against the reference deceleration ２each time the deceleration of vehicle 1 increases by A [km / h ２ the predetermined time is decreased by a seconds each time the deceleration decreases. An inertial sensor 113 can be used as a detection unit (second detection unit) that detects the deceleration of vehicle 1.
[0043] In step S302, the control unit 120 changes the predetermined time according to the speed of the vehicle 1. The higher the speed of the vehicle 1 is, the longer the time required for decelerating the vehicle 1 (for example, the time until the vehicle 1 stops) becomes. Therefore, when a driver operates the brake lever provided near the accelerator grip 8a, the time during which the driver accidentally performs an overclose operation tends to become longer. For this reason, the control unit 120 preferably makes the predetermined time longer as the speed of the vehicle 1 is higher. The control unit 120 may change the predetermined time continuously according to the speed of the vehicle 1, or may change the predetermined time stepwise according to the speed of the vehicle 1. As an example, the control unit 120 increases the predetermined time by b seconds each time the speed of the vehicle 1 increases by B [km / h] relative to a reference speed, and decreases the predetermined time by b seconds each time the speed of the vehicle 1 decreases by B [km / h]. A wheel speed sensor 114 and / or the inertial sensor 113 can be used as a detection unit (third detection unit) that detects the speed of the vehicle 1.
[0044] In step S303, the control unit 120 changes the predetermined time according to the gradient of the travel path (road) on which the vehicle 1 is traveling. When the travel path is a downhill gradient, the front portion of the vehicle 1 faces downward, and a forward force is applied to the driver accordingly, which increases the possibility that the driver accidentally performs an overclose operation. Therefore, when it is detected that the travel path is a downhill gradient, the control unit 120 preferably sets the predetermined time to be longer than when it is detected that the travel path is an uphill gradient or flat. Further, when the travel path is an uphill gradient, the front portion of the vehicle 1 faces upward, and a rearward force is applied to the driver accordingly, which may make it difficult for the driver to intentionally perform an overclose operation. Therefore, in step S303, when it is detected that the travel path is an uphill gradient, the control unit 120 preferably sets the predetermined time to be shorter than when it is detected that the travel path is flat.
[0045] The control unit 120 may continuously change the predetermined time according to the gradient of the road, or it may change the predetermined time in steps according to the gradient of the road. For example, the control unit 120 uses the case when the road is flat as a reference, and when the gradient of the road is downhill, it increases the predetermined time by c seconds for every C [%] decrease in the gradient, and when the gradient of the road is uphill, it decreases the predetermined time by c seconds for every C [%] increase in the gradient. An inertial sensor 113 and / or an external detection sensor 111 may be used as a detection unit (fourth detection unit) for detecting the gradient of the road. For example, the inertial sensor 113 as the fourth detection unit may be configured to detect the gradient of the road based on the angular velocity of the vehicle body in the ωY direction.
[0046] In step S304, the control unit 120 changes a predetermined time according to the bank state (bank angle) of the vehicle 1. Since the accelerator grip 8a is usually located at the right end of the handlebars, when the vehicle 1 is banked to the right, the likelihood of the driver accidentally performing an overclose operation is higher compared to when the vehicle 1 is banked to the left or when the vehicle 1 is upright (i.e., not banked). For this reason, the control unit 120 may set the predetermined time longer when it detects that the vehicle 1 is banked to the right than when it detects that the vehicle 1 is banked to the left. The control unit 120 may also set the predetermined time longer when it detects that the vehicle 1 is banked to the right than when it detects that the vehicle 1 is upright.
[0047] Furthermore, when vehicle 1 is banked to the left, it may be more difficult for the driver to perform the overclose operation compared to when vehicle 1 is upright. For this reason, in step S304, if the control unit 120 detects that vehicle 1 is banked to the left, it may shorten the predetermined time compared to when it detects that vehicle 1 is upright. In other words, the control unit 120 may lengthen the predetermined time in the following order: when vehicle 1 is banked to the left, when vehicle 1 is upright, and when vehicle 1 is banked to the right.
[0048] On the other hand, depending on the structure of the vehicle 1, when the vehicle 1 is banked, whether to the left or the right, the likelihood of the driver accidentally performing an overclose operation may be higher compared to when the vehicle 1 is upright. Therefore, in step S304, if the control unit 120 detects that the vehicle 1 is banked, whether to the right or the left, it may extend the predetermined time compared to when it detects that the vehicle 1 is upright. In other words, the control unit 120 may extend the predetermined time in the following order: when the vehicle 1 is upright, when the vehicle 1 is banked to the left, and when the vehicle 1 is banked to the right.
[0049] The state in which vehicle 1 is upright is not limited to the state in which the bank angle of vehicle 1 is 0 degrees, but can be defined as the state in which the bank angle of vehicle 1 is within a predetermined angular range (0 degrees ± α). In other words, the control unit 120 can determine that "vehicle 1 is upright" when the bank angle of vehicle 1 is within the predetermined angular range, that "vehicle 1 is banked to the right" when the bank angle of vehicle 1 exceeds the predetermined angular range to the right, and that "vehicle 1 is banked to the left" when the bank angle of vehicle 1 exceeds the predetermined angular range to the left. The angular range can be set in advance by experimentation or simulation, for example, to include the range in which the bank angle (roll angle) of vehicle 1 can fluctuate when vehicle 1 is driving straight.
[0050] The control unit 120 may continuously change the predetermined time according to the bank angle of the vehicle 1, or it may change the predetermined time in steps according to the bank angle of the vehicle 1. For example, the control unit 120 may, using the vehicle 1 being upright as a reference, increase the predetermined time by d seconds for every D [degree] increase in the bank angle when the vehicle 1 is banked to the right, and decrease the predetermined time by d seconds for every D [degree] increase in the bank angle when the vehicle 1 is banked to the left. Alternatively, the control unit 120 may, using the vehicle 1 being upright as a reference, increase the predetermined time by d seconds for every D [degree] increase in the bank angle when the vehicle 1 is banked, regardless of whether it is to the right or left. A bank angle sensor 115 and / or an inertia sensor 113 may be used as the detection unit (fifth detection unit) for detecting the bank state (bank angle).
[0051] In step S305, the control unit 120 sets the predetermined time changed via steps S301 to S304 as the predetermined time to be used in step S207 of the flowchart in Figure 5. Here, in this embodiment, the predetermined time is changed in a combination (increased or decreased) in each of steps S301 to S304, and the predetermined time finally obtained via steps S301 to S304 is set as the predetermined time to be used in step S207, but it is not limited to this. In other words, the process of changing the predetermined time is not limited to including all of steps S301 to S304, but only to include at least one of steps S301 to S304. Also, the order in which steps S301 to S304 are executed is arbitrary and is not limited to being executed in the order of steps S31 to S34. Steps S301 to S304 may be executed in parallel.
[0052] As described above, the driver assistance device 100 of this embodiment determines whether an overclose operation was detected for a predetermined period of time if an overclose operation is detected while the ACC function is operating but the deceleration of the vehicle 1 is above a threshold. If an overclose operation is detected for a predetermined period of time, the ACC function is terminated; if an overclose operation is not detected for a predetermined period of time, the ACC function is continued. This prevents the ACC function from being terminated due to the driver accidentally performing an overclose operation while the vehicle 1 is decelerating, and also allows the ACC function to be terminated appropriately if the driver continuously performs an overclose operation with the intention of terminating the ACC function. In other words, the ACC function in a saddle-type vehicle can be terminated appropriately according to the driver's intentions.
[0053] <Third Embodiment> A second embodiment of the present invention will now be described. This embodiment basically follows the first embodiment, and except for the matters mentioned below, it may follow the first embodiment. Furthermore, this embodiment may also follow the second embodiment.
[0054] Figure 7 is a flowchart showing the driver assistance process of this embodiment. In the driver assistance process of this embodiment, when an overclose operation is detected while the ACC function is operating, the deceleration of the vehicle 1 is determined using two threshold levels, and the operation of the ACC function is controlled according to the result. Although this embodiment describes an example in which the deceleration of the vehicle 1 is determined using two threshold levels, the deceleration of the vehicle 1 may be determined using three or more threshold levels.
[0055] In step S401, the control unit 120 determines whether or not to start the ACC function. If the ACC function is started, the process proceeds to step S402, where the control unit 120 determines whether or not deceleration is occurring. If it is determined in step S402 that deceleration is occurring, in step S403, the control unit 120 determines whether or not an overclose operation has been detected by the accelerator sensor 112. If an overclose operation has been detected by the accelerator sensor 112, the process proceeds to step S404, where the control unit 120 determines whether or not the deceleration of the vehicle 1 is less than a first threshold. The first threshold may be the same as the "threshold" used in step S104 of the first embodiment (flowchart in Figure 4) and step S204 of the second embodiment (flowchart in Figure 5). If the deceleration of the vehicle 1 is less than the first threshold, the process proceeds to step S405, where the control unit 120 determines whether or not to terminate the ACC function. If, as a result of step S405, it is determined that termination is possible, the operation of the ACC function is terminated (stopped) in step S406. Steps S401 to S406 are the same as steps S101 to S106 described in the first embodiment (flowchart in Figure 4) above, so a detailed explanation is omitted here.
[0056] If the deceleration of vehicle 1 is greater than or equal to the first threshold in step S404, the process proceeds to step S407, where the control unit 120 determines whether the deceleration of vehicle 1 is less than the second threshold. In this embodiment, an inertial sensor 113 may be used as the detection unit (second detection unit) for detecting the deceleration of vehicle 1. The second threshold is set as a criterion for determining whether or not to execute step S408, which will be described later, and may be set to a value greater than the first threshold with respect to the deceleration of vehicle 1. If the deceleration of vehicle 1 is less than the second threshold, the process proceeds to step S408. On the other hand, if the deceleration of vehicle 1 is greater than or equal to the second threshold, the process proceeds to step S409, where the control unit 120 continues the operation of the ACC function and returns to step S402.
[0057] In step S408, the control unit 120 determines whether or not the overclose operation has been continuously detected by the accelerator sensor 112 for a predetermined period of time. Since step S408 is the same as step S207 described in the second embodiment (flowchart in Figure 5) above, a detailed explanation is omitted here. The predetermined period of time may also be changed according to the state (behavior) of the vehicle 1. The process for changing the predetermined period of time is as described in the second embodiment (flowchart in Figure 6) above, so a detailed explanation is omitted here. If the overclose operation has been continuously detected for the predetermined period of time, the process proceeds to step S405. On the other hand, if the overclose operation has not been continuously detected for the predetermined period of time, the process proceeds to step S409, and the control unit 120 continues the operation of the ACC function and returns to step S402.
[0058] As described above, in this embodiment, when an overclose operation is detected while the ACC function is operating, the driver assistance device 100 determines the deceleration of the vehicle 1 using two thresholds (first threshold, second threshold) and controls the operation of the ACC function according to the result. Specifically, if the deceleration of the vehicle 1 is equal to or greater than the first threshold, and the deceleration of the vehicle 1 is less than the second threshold, it is determined whether to terminate or continue the operation of the ACC function according to the duration of the overclose operation. On the other hand, if the deceleration of the vehicle 1 is equal to or greater than the second threshold, the operation of the ACC function is continued regardless of the duration of the overclose operation. With this embodiment as well, the operation of the ACC function in a saddle-type vehicle can be appropriately terminated in accordance with the driver's intention.
[0059] <Summary of Embodiments> (Item 1) A driving assistance device (e.g., 100) mounted on a saddle-type vehicle (e.g., 1), comprising: a first detection unit (e.g., 112) for detecting the rotational state of an accelerator grip (e.g., 8a) provided on the saddle-type vehicle; a second detection unit (e.g., 113) for detecting the deceleration of the saddle-type vehicle; and a control unit (e.g., 120) for controlling a driving assistance function that automatically decelerates the saddle-type vehicle, wherein the accelerator grip is configured to rotate in a first rotational direction (e.g., D1) for accelerating the saddle-type vehicle and in a second rotational direction (e.g., D2) opposite to the first rotational direction with respect to a neutral position (e.g., P0), and the control unit terminates the operation of the driving assistance function when a first condition is met in the first detection unit when the rotation of the accelerator grip in the second rotational direction exceeds the neutral position, and a second condition is met in the second detection unit when the deceleration detected is below a threshold. According to this item, it is possible to prevent the driver assistance function from terminating due to the driver mistakenly operating the accelerator grip in the second rotation direction while the saddle-type vehicle is decelerating. In other words, it is possible to properly terminate the driver assistance function in the saddle-type vehicle.
[0060] (Item 2) The driver assistance device according to Item 1, characterized in that the control unit continues to operate the driver assistance function if the first condition is met but the second condition is not met while the driver assistance function is in operation. According to this item, even if the first condition is met while the driver assistance function is in operation, the operation of the driver assistance function will continue if the second condition is not met, so the operation of the driver assistance function can be appropriately controlled.
[0061] (Item 3) The driver assistance device according to Item 1 or 2, characterized in that the control unit terminates the operation of the driver assistance function when the first condition is met but the second condition is not met while the driver assistance function is in operation, and the first detection unit continuously detects the rotation of the accelerator grip in the second rotation direction for a predetermined period of time. According to this item, it is possible to prevent the operation of the ACC function from being terminated due to driver error while the vehicle is decelerating, and if the driver continuously operates the accelerator grip in the second rotation direction with the intention of terminating the operation of the driver assistance function, the operation of the driver assistance function can be appropriately terminated.
[0062] (Item 4) The driver assistance device according to Item 1 or 2, characterized in that, if the first condition is met but the second condition is not met while the driver assistance function is in operation, the control unit terminates the operation of the driver assistance function when the rotation of the accelerator grip in the second rotation direction is continuously detected by the first detection unit for a predetermined period of time if the deceleration detected by the second detection unit is equal to or greater than the second threshold, and the operation of the driver assistance function continues, and the second threshold is set to a value greater than the threshold. According to this item, it is possible to prevent the operation of the driver assistance function from being terminated due to driver error while the vehicle is decelerating, and if the driver continuously operates the accelerator grip in the second rotation direction with the intention of terminating the operation of the driver assistance function, the operation of the driver assistance function can be appropriately terminated according to the vehicle's deceleration.
[0063] (Item 5) The driving assistance device according to Item 3 or 4, characterized in that the control unit changes the predetermined time according to the deceleration detected by the second detection unit. The possibility of the driver misoperating the accelerator grip in the second rotation direction tends to change depending on the vehicle's deceleration. According to this item, the predetermined time for continuously operating the accelerator grip in the second rotation direction to terminate the operation of the driving assistance function is changed according to the vehicle's deceleration, thereby improving the effect of preventing the operation of the driving assistance function from being terminated due to driver error while the vehicle is decelerating.
[0064] (Item 6) The driving assistance device according to Item 5, characterized in that the control unit increases the predetermined time as the deceleration detected by the second detection unit increases. The greater the vehicle's deceleration, the greater the force applied to the driver in the forward direction, and the higher the likelihood that the driver will misoperate the accelerator grip in the second rotation direction. According to this item, since the predetermined time is increased as the vehicle's deceleration increases, the effect of preventing the operation of the driving assistance function from ending due to driver error during vehicle deceleration can be improved.
[0065] (Item 7) The driving assistance device according to any one of items 3 to 6, further comprising a third detection unit (e.g., 113, 114) for detecting the speed of the saddle-type vehicle, wherein the control unit changes the predetermined time according to the speed detected by the third detection unit. When the vehicle speed changes, the time required for the vehicle to decelerate changes, and the time during which the driver misoperates the accelerator grip in the second rotation direction also tends to change. According to this item, the predetermined time for continuously operating the accelerator grip in the second rotation direction to terminate the operation of the driving assistance function is changed according to the vehicle speed, thereby improving the effect of preventing the operation of the driving assistance function from being terminated due to driver misoperation during vehicle deceleration.
[0066] (Item 8) The driving assistance device according to Item 7, characterized in that the control unit increases the predetermined time as the speed detected by the third detection unit increases. The higher the vehicle speed, the longer the time required for the vehicle to decelerate, and the longer the time during which the driver misoperates the accelerator grip in the second rotation direction tends to be. According to this item, since the predetermined time is increased as the vehicle speed increases, the effect of preventing the operation of the driving assistance function from ending due to driver error during vehicle deceleration can be improved.
[0067] (Item 9) The driving assistance device according to any one of items 3 to 8, further comprising a fourth detection unit (e.g., 111, 113) for detecting the gradient of the road on which the saddle-type vehicle is traveling, wherein the control unit changes the predetermined time according to the gradient of the road detected by the fourth detection unit. The possibility of the driver misoperating the accelerator grip in the second rotation direction tends to vary depending on the gradient of the road. According to this item, the predetermined time for continuously operating the accelerator grip in the second rotation direction to terminate the operation of the driving assistance function is changed according to the gradient of the road, thereby improving the effect of preventing the operation of the driving assistance function from being terminated due to driver error while the vehicle is decelerating.
[0068] (Item 10) The driving assistance device according to Item 9, characterized in that the control unit makes the predetermined time longer when the fourth detection unit detects that the road is on a downhill slope than when the fourth detection unit detects that the road is on an uphill slope or flat. When the road is on a downhill slope, the front of the vehicle is tilted downwards, and a forward force is applied to the driver accordingly, which tends to increase the likelihood that the driver will misoperate the accelerator grip in the second rotation direction. According to this item, since the predetermined time is changed depending on whether the road is on a downhill slope or not, the effect of preventing the operation of the driving assistance function from ending due to driver error while the vehicle is decelerating can be improved.
[0069] (Item 11) The driving assistance device according to Item 9 or 10, characterized in that the control unit shortens the predetermined time when the fourth detection unit detects that the road is on an uphill slope compared to when the fourth detection unit detects that the road is flat. When the road is on an uphill slope, the front of the vehicle is tilted upward, and a rearward force is applied to the driver accordingly, making it difficult for the driver to intentionally operate the accelerator grip in the second rotation direction. According to this item, the predetermined time is changed depending on whether the road is on an uphill slope or not, making it easier for the driver to intentionally operate the accelerator grip in the second rotation direction while the vehicle is decelerating.
[0070] (Item 12) The driving assistance device according to any one of items 3 to 11, further comprising a fifth detection unit (e.g., 113, 115) for detecting the bank state of the saddle-type vehicle, wherein the control unit changes the predetermined time according to the bank state detected by the fifth detection unit. The possibility of the driver misoperating the accelerator grip in the second rotation direction tends to vary depending on the bank state of the saddle-type vehicle. According to this item, the predetermined time for continuously operating the accelerator grip in the second rotation direction to terminate the operation of the driving assistance function is changed according to the bank state, thereby improving the effect of preventing the operation of the driving assistance function from being terminated due to driver misoperation while the vehicle is decelerating.
[0071] (Item 13) The driving assistance device according to Item 12, characterized in that when the control unit detects that the saddle-type vehicle is banking to the right, it makes the predetermined time longer than when the saddle-type vehicle is banking to the left. Since the accelerator grip is located at the right end of the handlebars, when the vehicle is banking to the right, there is a higher tendency for the driver to misoperate the accelerator grip in the second rotation direction compared to when the vehicle is banking to the left. According to this item, since the predetermined time is changed depending on whether or not the vehicle is banking to the right, the effect of preventing the operation of the driving assistance function from ending due to driver error while the vehicle is decelerating can be improved.
[0072] (Item 14) The driving support device according to Item 12 or 13, characterized in that when the control unit detects that the saddle-type vehicle is banked to the left, it shortens the predetermined time compared to when the saddle-type vehicle is upright, and when the saddle-type vehicle is detected to be banked to the right, it lengthens the predetermined time compared to when the saddle-type vehicle is detected to be upright. According to this item, since the predetermined time is changed according to the banking state, the effect of preventing the operation of the driving support function from ending due to driver error while the vehicle is decelerating can be improved.
[0073] (Item 15) The driving support device according to Item 12 or 13, characterized in that when the control unit detects that the saddle-type vehicle is banked, it makes the predetermined time longer than when the saddle-type vehicle is upright. According to this item, since the predetermined time is changed according to the banking state, the effect of preventing the operation of the driving support function from ending due to driver error while the vehicle is decelerating can be improved.
[0074] (Item 16) The driver assistance device according to any one of Items 1 to 15, characterized in that the accelerator grip is biased to return to the neutral position when not being operated by the rider. According to this item, a driver assistance device is provided in which the operation of the driver assistance function can be terminated by operating the accelerator grip.
[0075] (Item 17) A saddle-type vehicle (e.g., 1) comprising: an accelerator grip (e.g., 8a) configured to be rotatable with respect to a neutral position (e.g., P0) in a first rotational direction (e.g., D1) for accelerating the saddle-type vehicle and in a second rotational direction (e.g., D2) opposite to the first rotational direction; and a driving assistance device (e.g., 100) described in any one of Items 1 to 16. According to this item, a saddle-type vehicle is provided in which the operation of the driving assistance function can be appropriately terminated.
[0076] The invention is not limited to the embodiments described above, and various modifications and changes are possible within the scope of the gist of the invention.
[0077] 1: Saddle-type vehicle, 2: Power unit, 8a: Accelerator grip, 100: Driving assistance device, 111: External environment detection sensor, 112: Accelerator sensor (first detection unit), 113: Inertia sensor (second detection unit), 114: Wheel speed sensor, 115: Bank angle detection sensor, 120: Control unit, FB: Front wheel brake, RB: Rear wheel brake
Claims
1. A driving assistance device mounted on a saddle-type vehicle, comprising: a first detection unit for detecting the rotational state of an accelerator grip provided on the saddle-type vehicle; a second detection unit for detecting the deceleration of the saddle-type vehicle; and a control unit for controlling a driving assistance function that automatically decelerates the saddle-type vehicle, wherein the accelerator grip is configured to be rotatable in a first rotational direction for accelerating the saddle-type vehicle and a second rotational direction opposite to the first rotational direction with respect to a neutral position, and the control unit terminates the operation of the driving assistance function when, during the operation of the driving assistance function, the first detection unit detects that the rotation of the accelerator grip in the second rotational direction exceeds the neutral position, and the second detection unit detects that the deceleration is below a threshold, and the control unit terminates the operation of the driving assistance function.
2. The driver assistance device according to claim 1, characterized in that the control unit continues to operate the driver assistance function if the first condition is met but the second condition is not met while the driver assistance function is in operation.
3. The driving assistance device according to claim 1 or 2, characterized in that, if the control unit satisfies the first condition but fails to satisfy the second condition while the driving assistance function is in operation, it terminates the operation of the driving assistance function when the first detection unit continuously detects the rotation of the accelerator grip in the second rotation direction for a predetermined period of time.
4. The driving assistance device according to claim 1 or 2, characterized in that, if the first condition is met but the second condition is not met while the driving assistance function is in operation, the control unit terminates the operation of the driving assistance function when the rotation of the accelerator grip in the second rotation direction is continuously detected by the first detection unit for a predetermined period of time if the deceleration detected by the second detection unit is equal to or greater than the second threshold, and the operation of the driving assistance function continues, and the second threshold is set to a value greater than the threshold.
5. The driving support device according to claim 3 or 4, characterized in that the control unit changes the predetermined time according to the deceleration detected by the second detection unit.
6. The driving support device according to claim 5, characterized in that the control unit increases the predetermined time as the deceleration detected by the second detection unit increases.
7. The driving support device according to any one of claims 3 to 6, further comprising a third detection unit for detecting the speed of the saddle-type vehicle, wherein the control unit changes the predetermined time according to the speed detected by the third detection unit.
8. The driving support device according to claim 7, characterized in that the control unit increases the predetermined time as the speed detected by the third detection unit increases.
9. The driving support device according to any one of claims 3 to 8, further comprising a fourth detection unit for detecting the gradient of the road on which the saddle-type vehicle is traveling, wherein the control unit changes the predetermined time according to the gradient of the road detected by the fourth detection unit.
10. The driving support device according to claim 9, characterized in that when the control unit detects that the road is on a downward slope, it extends the predetermined time longer than when the fourth detection unit detects that the road is on an upward slope or flat.
11. The driving support device according to claim 9 or 10, characterized in that when the control unit detects that the travel path is on an uphill slope, it shortens the predetermined time compared to when the fourth detection unit detects that the travel path is flat.
12. The driving support device according to any one of claims 3 to 11, further comprising a fifth detection unit for detecting the bank state of the saddle-type vehicle, wherein the control unit changes the predetermined time according to the bank state detected by the fifth detection unit.
13. The driving support device according to claim 12, characterized in that when the control unit detects that the saddle-type vehicle is banking to the right, it extends the predetermined time longer than when the saddle-type vehicle is banking to the left.
14. The driving support device according to claim 12 or 13, characterized in that when the fifth detection unit detects that the saddle-type vehicle is banked to the left, the control unit shortens the predetermined time compared to when the fifth detection unit detects that the saddle-type vehicle is upright, and when the fifth detection unit detects that the saddle-type vehicle is banked to the right, the control unit lengthens the predetermined time compared to when the fifth detection unit detects that the saddle-type vehicle is upright.
15. The driving support device according to claim 12 or 13, characterized in that when the control unit detects that the saddle-type vehicle is banked, it extends the predetermined time longer than when the saddle-type vehicle is detected to be upright by the fifth detection unit.
16. The driving assistance device according to any one of claims 1 to 15, characterized in that the accelerator grip is biased to return to the neutral position when not being operated by the rider.
17. A saddle-type vehicle comprising: an accelerator grip configured to be rotatable with respect to a neutral position in a first rotational direction for accelerating the saddle-type vehicle and in a second rotational direction opposite to the first rotational direction; and a driving support device according to any one of claims 1 to 16.