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WO2025192113A1 - Système de support de conduite de véhicule à selle et véhicule à selle - Google Patents

Système de support de conduite de véhicule à selle et véhicule à selle

Info

Publication number
WO2025192113A1
WO2025192113A1 PCT/JP2025/003870 JP2025003870W WO2025192113A1 WO 2025192113 A1 WO2025192113 A1 WO 2025192113A1 JP 2025003870 W JP2025003870 W JP 2025003870W WO 2025192113 A1 WO2025192113 A1 WO 2025192113A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
saddle
line
assistance system
driving assistance
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/JP2025/003870
Other languages
English (en)
Japanese (ja)
Inventor
大樹 熱田
豊 秋元
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Astemo Ltd
Original Assignee
Astemo Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Astemo Ltd filed Critical Astemo Ltd
Publication of WO2025192113A1 publication Critical patent/WO2025192113A1/fr
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/10—Path keeping
    • B60W30/12—Lane keeping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/04—Traffic conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J27/00—Safety equipment
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems

Definitions

  • the present invention relates to a driving assistance system for a saddle-ride type vehicle and a saddle-ride type vehicle.
  • Patent Document 1 discloses a known technology relating to a driving assistance system for a saddle-type vehicle.
  • the saddle-type vehicle described in Patent Document 1 is equipped with a device that can detect vehicles approaching from behind while the vehicle is moving.
  • the saddle-type vehicle of Patent Document 1 is capable of detecting other vehicles approaching from behind, but has the problem of interrupting detection of vehicles approaching from behind when the roll angle of the vehicle is greater than a predetermined threshold value.
  • straddle-type vehicles have more freedom in their driving position on a road than four-wheeled vehicles. Therefore, when driving in a situation where there is free space between the vehicle and the adjacent road, there is no need to immediately issue a warning.
  • Patent Document 1 when another vehicle approaching from behind is detected, a warning is always issued to the driver, which can be annoying for the driver, and there has been a demand for an improvement in this regard.
  • the present invention aims to solve the above-mentioned problems by providing a driving assistance system for a saddle-type vehicle and a saddle-type vehicle that can provide appropriate warnings to the driver based on the level of danger of moving objects, such as other vehicles, approaching from behind.
  • the driving assistance system for a saddle-type vehicle of the present invention comprises a detection unit that detects the roadway on which the vehicle is traveling, a determination unit that determines the movement state of a moving object relative to the vehicle, an estimation unit that estimates the position of the vehicle on the roadway, a setting unit that sets a virtual line inside the dividing line that separates the roadway, and a notification means that, when the estimated position of the vehicle crosses the set virtual line, notifies the driver of the vehicle of this information in a recognizable manner.
  • the saddle-type vehicle of the present invention is equipped with the driving assistance system for a saddle-type vehicle described above.
  • the driving assistance system for a saddle-type vehicle and the saddle-type vehicle of the present invention can provide the driver with a warning based on the level of danger of a moving object, such as another vehicle, approaching from behind, thereby providing the driver with an appropriate warning.
  • FIG. 10 is a schematic diagram showing an example of a travel path detected by a saddle-type vehicle (host vehicle).
  • FIG. 10 is a schematic diagram showing an example of a trajectory line of the vehicle and a virtual line set on a travel path.
  • FIG. 10 is a schematic diagram showing a region set based on the TTC.
  • FIG. 10 is a schematic diagram showing an example of the traveling state of the host vehicle.
  • FIG. 10 is a schematic diagram showing an example of the traveling state of the host vehicle.
  • FIG. 10 is a schematic diagram showing an example of the traveling state of the host vehicle.
  • FIG. 10 is a schematic diagram showing an example of the traveling state of the host vehicle.
  • FIG. 10 is a schematic diagram showing an example of the traveling state of the host vehicle.
  • 10 is a schematic diagram showing an example of the attitude when changing the traveling direction.
  • 10 is a table showing the relationship between the regions TTCS1 to TTCS3 and the white line threshold values.
  • 10 is a table showing the relationship between the strength of the warning and warnings 1 to 3.
  • 10 is a flowchart for explaining control of alarm processing.
  • a driving assistance system for a saddle-type vehicle and a saddle-type vehicle will be described using an example in which they are applied to a motorcycle, but this is not intended to limit the vehicle.
  • the system can also be applied to vehicles such as three-wheeled motor vehicles and all-terrain vehicles (ATVs).
  • ATVs all-terrain vehicles
  • the driving assistance system for saddle-ride type vehicles (hereinafter referred to as the "driving assistance system") S is a system that can alert the driver based on the level of danger of a vehicle approaching from behind.
  • the vehicle equipped with the driving assistance system S will be referred to as the host vehicle V
  • the vehicle approaching from behind the host vehicle will be referred to as the other vehicle A.
  • the driving assistance system S comprises an on-board control unit 10 and a camera 20 that captures images of the area behind the vehicle V.
  • the on-board control unit 10 is disposed in an appropriate location (not shown) on the vehicle V.
  • the camera 20 is attached to the rear end of the vehicle V. Note that the attachment location of the camera 20 is not limited to the rear end of the vehicle V, and it can be anywhere that can capture images of the area behind the vehicle V, such as the frame, handlebars, cowl, or fender.
  • the on-board control unit 10 is a device that issues alerts to the driver based on images of the area behind the vehicle V captured by the camera 20.
  • the on-board control unit 10 is configured with, for example, a CPU (Central Processing Unit), RAM (Random Access Memory), ROM (Read Only Memory), input/output circuits, etc.
  • the on-board control unit 10 executes control by performing various arithmetic processing based on input from the camera 20, input from the roll sensor 21 and yaw rate sensor 22 (described below), programs and data stored in the ROM, etc.
  • Camera 20 functions as an imaging unit and captures images of the roadway R (see Figure 2) behind vehicle V. Camera 20 is activated and begins capturing images when the driver turns on the ignition. As shown in Figure 2, camera 20 captures images of the roadway R behind vehicle V, for example, on a two-lane road, with depth, of the left and right areas including roadway R1 (driving lane) on which vehicle V is traveling and adjacent roadway R2 (passing lane). Camera 20 outputs image data of the captured roadway R to the on-board control unit 10.
  • the camera 20 may be a monocular camera or a stereo camera. Furthermore, instead of the camera 20, information about the road R may be acquired using LiDAR or radar (millimeter-wave radar, infrared radar, laser radar, etc.). When a stereo camera is used, the road R and other vehicle A can be captured in three dimensions, improving detection accuracy.
  • LiDAR millimeter-wave radar, infrared radar, laser radar, etc.
  • the on-board control unit 10 includes a detection unit 11, an estimation unit 12, a traveling direction estimation unit 13, a distance determination unit 14, a determination unit 15, a setting unit 16, a virtual line arrival determination unit 17, and a notification means 18.
  • the detection unit 11 acquires image data captured by the camera 20 and detects the road surface conditions behind the vehicle V from the acquired image data. Specifically, as shown in FIG. 2, when the road R1 on which the vehicle V is traveling is a paved road, the detection unit 11 identifies the dividing lines (in this embodiment, white line L1 and outer roadway line L2) that divide the road R1, and sets the white line reference line L11 and outer roadway reference line L12 within the image data of the road R.
  • the dividing line that divides the road R1 from the adjacent road R2 is referred to as the white line L1, but the white line L1 is not limited to a white line and is used as a conceptual name that includes, for example, yellow or other colored solid and broken lines.
  • the outer roadway line L2 is a section line (including a shoulder) that divides the roadway (road R1) from the sidewalk or the like outside it, and is, for example, a solid white line.
  • the white line boundary reference line L11 is a reference line that runs along the inside of the white line L1.
  • the outer roadway reference line L12 is a reference line that runs along the inside of the outer roadway line L2.
  • a boundary line L13 is set that runs along buildings, structures, etc. adjacent to the road. The boundary line L13 can be detected as the outer roadway line when the travel path R1 is an unpaved road.
  • the detection unit 11 acquires multiple image data from the camera 20 that change as the vehicle V moves, and each time image data is acquired, it repeatedly performs the process of setting the white line L1, the outer road line L2, and the boundary line L13.
  • the white lines L1, outer roadway lines L2, and boundary line L13 can be detected by various known methods, such as sequentially scanning the image data and leaving edges by changing the rising and falling edges of brightness.
  • the detection unit 11 can also detect the center line SL, which is the boundary line between the opposite lane R3 and the image data, by using a similar method.
  • the detection unit 11 outputs information such as image data, white lines L1, outer roadway lines L2, and boundary lines L13 to the estimation unit 12 and the determination unit 15.
  • information such as image data, white lines L1, outer roadway lines L2, and boundary lines L13 to the estimation unit 12 and the determination unit 15.
  • the estimation unit 12 estimates the position of the vehicle V on the travel path R1. Specifically, the estimation unit 12 acquires information from the detection unit 11 and, as shown in Figure 2, identifies the position of the vehicle V (see Figures 1 and 3, the same applies below) in the image data from the position of the camera relative to the image data. The estimation unit 12 then sets a trajectory line TR.
  • the trajectory line TR is given by a set of the positions of the vehicle V on the image data at multiple consecutive times in the past.
  • the front end portion TR1 of the trajectory line TR (the bottom end of the image in Figure 2) is the most recent position of the vehicle V. Note that the position of the vehicle V may also be estimated using known position detection means such as GPS.
  • the estimation unit 12 also determines the distance W2 of the vehicle V from the white line L1 on the roadway R1. Specifically, the distance determination unit 14 calculates the left-right width W1 of the roadway R1 based on the white line reference line L11 and the roadway outer reference line L12 obtained from the detection unit 11, and calculates the position of the front end portion TR1 of the trajectory line TR on the roadway R1, thereby determining the distance W2 from the white line reference line L11, for example.
  • the estimation unit 12 outputs the estimated position information of the host vehicle V to the traveling direction estimation unit 13, the virtual line arrival determination unit 17, and the notification means 18.
  • the traveling direction estimation unit 13 estimates the direction in which the host vehicle V will travel on the travel path R1.
  • the traveling direction estimation unit 13 estimates the direction in which the host vehicle V will travel based on the trajectory line TR acquired from the estimation unit 12. For example, as shown in FIG. 3, if the extension direction of the trajectory line TR from a certain point in time to a point in time after a predetermined time has elapsed (a vector pointing from the front end portion TR1 of the trajectory line TR at a certain point in time to the front end portion TR1 of the trajectory line TR at the point in time after the predetermined time has elapsed) is toward the white line L1, it is estimated that the host vehicle V is traveling in a direction approaching the white line L1, i.e., there is a high possibility that the host vehicle V will change lanes from the travel path R1 to the travel path R2.
  • the direction of extension of the trajectory line TR is neither toward nor away from the white line L1, but is an approximately straight line (extending along the white line L1, including curves), as shown in Figure 5, it is estimated that the vehicle is continuing to travel on the inside of the white line L1, meaning that there is little possibility of changing lanes from roadway R1 to roadway R2.
  • the vehicle V1 shown in Figure 5 is traveling straight on the inside of the white line L1, closer to the white line L1, without crossing it.
  • the vehicle V2 is traveling straight within roadway R1, closer to the outer lane line L2.
  • a free space FS is secured between the white line L1 and the vehicle V2 on the right side of its direction of travel, allowing for risk avoidance.
  • the traveling direction estimation unit 13 corrects the estimated traveling direction of the host vehicle V using the measurement values of the roll sensor 21 and yaw rate sensor 22 provided on the host vehicle V.
  • motorcycles are configured to change their traveling direction by tilting the body, and by using the measurement values of the roll angle, which affects the stability and ease of turning of the body, and the yaw angle, which provides important information related to the orientation and direction changes of the body, to correct the traveling direction, a reliable estimation of the traveling direction is possible.
  • the traveling direction of the vehicle V is corrected by a known method based on the measured roll angle and yaw angle. Note that, for the correction, it is not necessary to use both the roll sensor 21 and the yaw rate sensor 22; the traveling direction of the vehicle V may be estimated using either one of them.
  • the traveling direction estimation unit 13 outputs information on the estimated traveling direction to the determination unit 15 , the virtual line arrival determination unit 17 , and the notification means 18 .
  • the determination unit 15 determines the movement state of another vehicle A (moving object) relative to the host vehicle V.
  • the movement state of the other vehicle A refers to the state of the other vehicle A, including where it is moving left or right on the travel path R1, its speed (including relative speed), its direction of travel (future position), its distance (including relative distance from the host vehicle V), and other factors such as the acceleration and deceleration of the other vehicle A.
  • the determination unit 15 determines whether or not there is another vehicle A approaching the host vehicle V from behind, as shown in Figure 3. In this case, the determination unit 15 can determine whether or not there is another vehicle A on both the travel path R1 of the host vehicle V and the adjacent travel path R2.
  • the determination unit 15 calculates the relative distance between the host vehicle V and the other vehicle A and the relative speed between the host vehicle V and the other vehicle A. Then, the determination unit 15 uses the calculated relative distance (inter-vehicle distance) and relative speed to calculate the TTC (Time To Collision), which is a value related to the relative position between the host vehicle V and the other vehicle A.
  • the TTC represents the predicted time to collision if the current relative speed between the vehicle V and the other vehicle A is maintained, and is obtained, for example, by dividing the inter-vehicle distance by the relative speed between the vehicle V and the other vehicle A.
  • the speed of the host vehicle V is determined by a known method based on a wheel speed sensor 23 (see FIG. 1) attached to, for example, the front wheel of the host vehicle V.
  • the speed of the other vehicle A is calculated by a known method based on the acquired image data.
  • the determination unit 15 sets a plurality of regions TTCSCn (Cn is 1 to 3) for the calculated TTC on the roadway R2 of the other vehicle A as shown in Fig. 4.
  • TTC0 is the time of collision based on the rear end of the host vehicle V.
  • TTC+t is the warning start time for a collision warning set between the host vehicle V and the other vehicle A based on the time of collision, and is set based on a predetermined inter-vehicle distance set between the host vehicle V and the other vehicle A.
  • TTC-t is the predicted time when the other vehicle A approaching from behind will be lined up next to the host vehicle V based on the time of collision, and is set based on the relative speed between the host vehicle V and the other vehicle A.
  • the dashed two-dot line indicated by the symbol LL is a vehicle loss reference line at which it becomes difficult for the camera 20 to capture an image of the other vehicle A.
  • the system is configured to predict in advance the position of the other vehicle A that will cross the vehicle loss reference line LL and enter the area.
  • regions TTCSCn (Cn is 1 to 3) are used when setting the intensity of the warning issued by the notification means 18, which will be described later.
  • the region on the roadway R2 defined by the loss reference line LL and the warning start time TTC+t is divided into two regions, TTCSC3 and TTCSC2, starting from the rear.
  • the region defined by the loss reference line LL and the predicted time TTC-t is designated as TTCSC1.
  • the region TTCSC3, which is the farthest from the host vehicle V indicates that the collision with the host vehicle V is within a range of 5 to 3 seconds, for example, and the region TTCSC2 indicates that the collision is within a range of 3 to 1 second.
  • the region TTCSC1 also indicates that the collision is within 1 second.
  • the determination unit 15 outputs the set information to the notification means 18 .
  • the setting unit 16 sets white line thresholds (virtual lines) D1 and D2 inside the white line L1 on the roadway R1, which serve as the basis for determining whether or not to issue a warning to the vehicle V. Specifically, when the determination unit 15 detects another vehicle A approaching from behind, the setting unit 16 sets one of the white line thresholds D1 and D2 as a line on the image data in accordance with the conditions described below.
  • the white line thresholds D1 and D2 are set based on the displacement of the front end portion TR1 of the locus line TR per unit time in the width direction of the road R1 (displacement in the lane width direction).
  • the white line threshold D1 is set when the displacement of the front end portion TR1 of the locus line TR per unit time in the lane width direction is small, for example, when the vehicle V gradually approaches the white line L1 as shown in Figure 6.
  • the white line threshold D2 is set when the amount of displacement of the front end portion TR1 of the trajectory line TR in the lane width direction per unit time is large, for example, when the vehicle V suddenly approaches the white line L1 as shown in Figure 7.
  • the white line thresholds D1 and D2 have distances W4 and W3, respectively, relative to the white line L1 (white line reference line L11).
  • the distance W3 of the white line threshold D2 is greater than the distance W4 of the white line threshold D1.
  • the white line threshold D2 is set at a position farther away from the white line L1.
  • the setting unit 16 determines that there is a higher risk of the host vehicle V changing lanes than when the displacement is small, and sets the distance W3 to speed up the notification to the driver, as described below.
  • the white line threshold D2 is set at a position farther away from the white line L1 the greater the speed at which the position of the host vehicle V (trajectory line TR) approaches the white line L1. Furthermore, the white line threshold D2 is set at a position farther away from the white line L1 the greater the relative speed between the host vehicle V and the other vehicle A.
  • the setting unit 16 outputs information about the set white line thresholds D1 and D2 to the virtual line arrival determination unit 17 and the notification means 18.
  • the virtual line reach determination unit 17 determines whether the trajectory line TR of the host vehicle V has reached the white line threshold D1 (D2). Specifically, as shown in FIG. 3, the virtual line reach determination unit 17 determines that the host vehicle V has reached the white line threshold D1 (D2) when the trajectory line TR of the host vehicle V crosses the white line threshold D1 (D2) (when the relationship is such that the white line threshold D1 (D2) > the trajectory line TR). When the virtual line reach determination unit 17 determines that the host vehicle V has reached the white line threshold D1 (D2), it outputs the determination result to the notification means 18.
  • the notification means 18 notifies the driver of the host vehicle V in a recognizable manner that another vehicle A is approaching from behind the host vehicle V. Specifically, when the notification means 18 obtains a determination result from the virtual line arrival determination unit 17, that is, when there is a risk of contact with another vehicle A due to the host vehicle V changing lanes, the notification means 18 notifies the driver by vibrating the engine E (see Figure 1) of the host vehicle V.
  • step ST3 the determination unit 15 determines whether or not there is another vehicle A approaching the host vehicle V from behind. If, in step ST3, the determination unit 15 determines that there is no other vehicle A approaching the host vehicle V from behind (step ST2, No), the start of the warning process is terminated. Note that the start of the warning process is repeated at a predetermined interval.
  • step ST3 determines in step ST3 that another vehicle A is present (step ST2, Yes)
  • the process proceeds to step ST4 to acquire the speed of the host vehicle V, and then proceeds to step ST5 to calculate the relative distance between the host vehicle V and the other vehicle A.
  • the determination unit 15 also calculates the relative speed between the host vehicle V and the other vehicle A.
  • step ST6 the determination unit 15 calculates the TTC based on the calculated relative distance and relative speed.
  • the process proceeds to step ST7, where the determination unit 15 sets the areas TTCS1 to TTCS3 on the road R2 based on the calculated TTC.
  • step ST8 the setting unit 16 calculates the amount of displacement of the trajectory line TR per unit time in the width direction of the roadway R1, and proceeds to step ST9, where it sets one of the white line thresholds D1 and D2 on the image data.
  • the notification means 18 sets (switches) the intensity of the notification and controls the notification.
  • the notification means 18 identifies "Warning 1-3" corresponding to the intensity of the notification based on the relationship between the areas TTCS1-3 and the white line thresholds D1 and D2. Then, based on the identified "Warning 1-3," the notification means 18 controls to cut fuel in the combustion cycle and ends control of the notification processing.
  • the determination unit 15 can also determine if another vehicle A is moving from behind the host vehicle V to the side of the host vehicle V, so it can appropriately alert the user of another vehicle A approaching or entering the blind spot, which changes depending on the position within the roadway R1 specific to motorcycles.
  • the estimation unit 12 can also identify a distance W2 between the position of the vehicle V and the white line L1, and the determination unit 15 sets the intensity of the notification by the notification means 18 based on the identified distance W3 and the determined movement state of the other vehicle A.
  • the amount of change per unit time of the trajectory line TR of the vehicle V is large, it can be determined that the driver has a strong intention to change lanes, and the notification can be appropriately made by switching the intensity of the notification.
  • the amount of change per unit time of the trajectory line TR of the vehicle V is small, it can be determined that the vehicle V is traveling straight along the travel path R1 and the driver has no intention of changing lanes. For example, this includes cases where multiple motorcycles are traveling in a zigzag pattern or meandering along the travel path R1. In such cases, unnecessary notifications can be prevented.
  • the notification means 18 vibrates the engine E, it can be perceived by the driver's sense of touch and semicircular canals. This means that it is not affected by external environmental factors such as light or sound, and can provide a notification regardless of the time of day (intensity of sunlight, number of other vehicles A, darkness such as nighttime), weather, or driver condition (drowsy driving). Furthermore, because the notification is made by vibrating the engine E, it is easy to change the intensity of the notification.
  • the saddle-type vehicle (host vehicle V) of this embodiment is equipped with a driving assistance system S, it can provide the driver with an alert based on the level of danger of another vehicle A approaching from behind, and can provide the driver with appropriate alerts when changing lanes.
  • the notification is only issued when the vehicle V crosses the white line thresholds D1 and D2, unnecessary notification can be prevented from being issued when the driver has no intention of changing lanes (when the vehicle does not cross the white line thresholds D1 and D2 and approach the white line L1).
  • the notification means 18 controls the fuel supply device to cause vibration in the engine E, but this is not limited to this, and at least one of the rear suspension and the front suspension may be configured to be adjustable to cause pitching that is noticeable to the driver. Also, as an additional configuration of the notification means 18, a light emitting device that can be recognized by the driver when a notification is issued may be provided.
  • the present invention can be similarly applied to cases in which another vehicle A is approaching from behind on the travel path R1.
  • the present invention can also be similarly applied when the host vehicle V is traveling on the travel path R2 and another vehicle A is approaching from behind on the travel path R1, as only the direction of the lane change changes.
  • the determination unit 15 uses both the relative distance and relative speed between the subject vehicle V and the other vehicle A to calculate the TTC, but this is not limited to this, and the TTC may be calculated using at least one of them.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • General Physics & Mathematics (AREA)
  • Human Computer Interaction (AREA)
  • Traffic Control Systems (AREA)

Abstract

La présente invention donne de manière appropriée des notifications au conducteur qui correspondent au niveau de danger posé par d'autres véhicules qui s'approchent de l'arrière. Un système de support de conduite de véhicule à selle (S) comprend une unité de détection (11) qui détecte un trajet de déplacement (R1) sur lequel un véhicule (V) se déplace, une unité de détermination (15) qui détermine les états de déplacement d'objets mobiles par rapport au véhicule (V), une unité d'estimation (12) qui estime la position du véhicule (V) sur le trajet de déplacement (R1), une unité de réglage (16) qui définit une ligne virtuelle à l'intérieur d'une ligne de démarcation qui délimite le trajet de déplacement (R1), et un moyen de notification (18) qui, lorsque la position estimée du véhicule (V) a franchi la ligne virtuelle qui a été définie, notifie au conducteur du véhicule (V) de manière reconnaissable que la ligne virtuelle a été franchie.
PCT/JP2025/003870 2024-03-15 2025-02-06 Système de support de conduite de véhicule à selle et véhicule à selle Pending WO2025192113A1 (fr)

Applications Claiming Priority (2)

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JP2024041647 2024-03-15
JP2024-041647 2024-03-15

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WO2025192113A1 true WO2025192113A1 (fr) 2025-09-18

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Citations (6)

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JP2022060081A (ja) * 2020-10-02 2022-04-14 株式会社Subaru 走行制御装置
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JP2016134173A (ja) * 2015-01-20 2016-07-25 ハーマン ベッカー オートモーティブ システムズ ゲーエムベーハー 二輪車用運転者情報システム
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JP2022184391A (ja) * 2021-06-01 2022-12-13 日野自動車株式会社 ドライバ異常判定装置

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