Patent Description:
As a technique relating to a motorcycle (automobile bicycle or automobile tricycle) in the related art, there is a technique for supporting driving by a rider. For example, PTL <NUM> discloses a driver support system that warns the rider that the motorcycle inappropriately approaches an obstacle, based on an output of a forward environment detecting device for detecting the obstacle in a traveling direction or substantially in the traveling direction.

<CIT> relates to a method for controlling a vehicle having an autonomous operation mode. The method includes controlling, by a processor, operation of the vehicle based on a first control strategy; identifying a sensor field based on a field of view of one or more sensors of the vehicle; receiving sensor data from selected ones of the one or more sensors; identifying a change in sensor perception of the one or more sensors based on the sensor data, the change in the sensor perception including a diminished ability to detect objects within the sensor field;.

Incidentally, in order to support driving by a rider, it is conceivable to cause the motorcycle to execute an automatic decelerating operation while the motorcycle is inappropriately approaching the obstacle. Here, regarding the automatic decelerating operation at the time of approaching the obstacle executed by a wide vehicle (for example, passenger car, truck or the like having four wheels), the automatic decelerating operation is already widely used, and various techniques are already established. However, compared to the wide vehicle, the motorcycle has a narrower vehicle width, and a degree of freedom of a traveling position in a width direction of the lane is large. Therefore, in the motorcycle, it is required to take into consideration traveling that is not supposed for the wide vehicle. As the traveling that is not supposed for the wide vehicle, for example, traveling on or in a vicinity of a lane boundary of two lanes adjacent to each other (so-called lane splitting) can be mentioned. That is, in order to appropriately support the driving of the motorcycle by the rider by the automatic decelerating operation, it is required to establish the technology from the viewpoint different from the automatic decelerating operation executed in the wide vehicle.

The present invention has been made in view of the above-described problem, and provides a control system and a control method capable of appropriately supporting driving of a motorcycle by a rider.

According to the present invention, there is provided a control system which controls behavior of a motorcycle according to appended claim <NUM>.

According to the present invention, there is provided a control method for controlling behavior of a motorcycle according to appended claim <NUM>.

In the control system and the control method according to the present invention, in order to appropriately execute the automatic decelerating operation at the time of approaching the obstacle in the motorcycle, the relative position information of the lane boundary with respect to the motorcycle is acquired and the detection angle range of the forward environment detecting device for acquiring the obstacle position information is set based on the position information. That is, in a case where the traveling position of the motorcycle in the width direction of the lane is a position where the possibility of approaching the obstacle is increased, it is possible to widen the detection angle range of the forward environment detecting device. Therefore, it is possible to realize an appropriate collision avoiding operation specialized in the motorcycle having a characteristic that a degree of freedom of the traveling position is large in the width direction of the lane.

Hereinafter, a control system and a control method according to the present invention will be described with reference to the drawings.

A term "motorcycle" means a motor bicycle or a motor tricycle among straddle-type vehicles on which riders straddle. In addition, in the following, a case where the motorcycle is the motor bicycle will be described, and the motorcycle may be the motor tricycle.

In addition, the configurations, processing, and the like described below are merely examples, and the control system and the control method according to the present invention are not limited to the case of such a configuration, processing, and the like. In addition, in the following, the same or similar description is simplified or omitted as appropriate. In addition, in each drawing, identical or similar members or portions are not provided with reference numerals or are given the same reference numerals. In addition, for the detailed structure, illustration is simplified or omitted as appropriate.

Hereinafter, a behavior control system according to Embodiment <NUM> will be described.

The configuration of the behavior control system according to Embodiment <NUM> will be described.

<FIG> is a diagram illustrating a mounting state in a motorcycle of a behavior control system according to Embodiment <NUM> of the present invention. <FIG> is a diagram illustrating a configuration of a forward environment detecting device of the behavior control system according to Embodiment <NUM> of the present invention. <FIG> is a diagram illustrating a system configuration of the behavior control system according to Embodiment <NUM> of the present invention. <FIG> is a diagram for describing processing of a control system of the behavior control system according to Embodiment <NUM> of the present invention.

As illustrated in <FIG>, the behavior control system <NUM> is mounted on a motorcycle <NUM>. The behavior control system <NUM> includes at least an image sensor <NUM> that captures a traveling road surface of the motorcycle <NUM>, a forward environment detecting device <NUM> for acquiring position information of an obstacle (for example, a structure, a person, a vehicle, or the like) existing ahead of the motorcycle <NUM>, a speed sensor <NUM> for recognizing a traveling speed of the motorcycle <NUM>, and a control system (ECU) <NUM>.

The image sensor <NUM> is attached to a front portion or a side portion of the motorcycle <NUM> in a state facing the traveling road surface. A detection range of the image sensor <NUM> is an area capable of capturing lane boundaries LV_R and LV_L on both sides defining a width direction of a traveling lane L1 on which the motorcycle <NUM> is traveling (refer to <FIG>). The lane boundaries LV_R and LV_L on both sides may be captured by one image sensor <NUM> or may be captured by separate image sensors <NUM>.

As illustrated in <FIG>, the forward environment detecting device <NUM> includes a first sensing system <NUM> and a second sensing system <NUM>, having different detection ranges R from each other. That is, the first sensing system <NUM> is a sensing system having a narrow first detection angle range Rθ1 and a long first detection distance range RD1. The second sensing system <NUM> is a sensing system having a second detection angle range Rθ2 wider than the first detection angle range Rθ1, and a second detection distance range RD <NUM> shorter than the first detection distance range RD1.

In the aspect illustrated in <FIG>, switching the detection angle ranges Rθ of the first sensing system <NUM> and the second sensing system <NUM> is realized by making a transmitter <NUM> different. That is, the first sensing system <NUM> is configured to include a transmitter <NUM> having a transmission angle range of Rθ1 and a receiver <NUM>. The second sensing system <NUM> is configured to include a transmitter <NUM> having a transmission angle range of Rθ2 and the receiver <NUM> shared with the first sensing system <NUM>. Switching the detection angle ranges Rθ between the first sensing system <NUM> and the second sensing system <NUM> may be realized by making the receiver <NUM> different. That is, the first sensing system <NUM> may be configured to include a transmitter <NUM> and a receiver <NUM> having a reception angle range of Rθ1. The second sensing system <NUM> may be configured to include the transmitter <NUM> shared with the first sensing system <NUM> and a receiver <NUM> having a reception angle range of Rθ2. Switching the detection angle ranges Rθ between the first sensing system <NUM> and the second sensing system <NUM> may be realized by making both the transmitter <NUM> and the receiver <NUM> different.

The speed sensor <NUM> is attached to a moving portion of the motorcycle <NUM>. For example, the speed sensor <NUM> detects rotational speeds of a front wheel and a rear wheel of the motorcycle <NUM>. The speed sensor <NUM> may be any sensor as long as the sensor can recognize the traveling speed of the motorcycle <NUM>.

As illustrated in <FIG>, the control system <NUM> includes a lane position information acquiring unit <NUM>, a detection angle range setting unit <NUM>, an obstacle position information acquiring unit <NUM>, a determination unit <NUM>, and an execution unit <NUM>. Each of the units of the control system <NUM> may be provided collectively in one casing or may be divided into a plurality of casings. In addition, a portion or all of the control system <NUM> may be configured to include, for example, a microcomputer, a microprocessor unit, or the like, or may be configured to include updatable items such as firmware, or may be a program module or the like executed according to a command from a CPU.

Outputs of various sensors (image sensor <NUM>, forward environment detecting device <NUM>, speed sensor <NUM>, and the like) are input to the control system <NUM>. In addition, the control system <NUM> outputs a signal to the behavior control mechanism <NUM> (for example, wheel braking mechanism, engine driving mechanism, or the like) to cause the motorcycle <NUM> to execute an automatic decelerating operation. That is, the control system <NUM> is a device that is responsible for controlling the behavior control mechanism <NUM> mounted on the motorcycle <NUM>. The automatic decelerating operation may be executed in a state where there is no operation of the behavior control mechanism <NUM> by the rider or may be executed in a state where there is the operation of the behavior control mechanism <NUM> by the rider.

The lane position information acquiring unit <NUM> acquires the lane position information serving as the relative position information of the lane boundaries with respect to the motorcycle <NUM> during traveling, based on the output of the image sensor <NUM>.

Specifically, in the situation illustrated in <FIG>, the lane position information acquiring unit <NUM> acquires a lane margin LM_L related to the closest lane boundary LV_L from the motorcycle <NUM>, based on the positions of the lane boundaries LV_R and LV_L in the image captured by the image sensor <NUM>. The lane margin LM_L is defined as a distance from the motorcycle <NUM> to the lane boundary LV_L on the left side in the width direction of the lane L1. In a case where the lane boundary LV_R on the right side is closer to the motorcycle <NUM> than the lane boundary LV_L on the left side, the lane position information acquiring unit <NUM> acquires the lane margin LM_R defined as a distance from the motorcycle <NUM> to the lane boundary LV_R on the right side in the width direction of the lane L1.

The lane margins LM_R and LM_L may be defined as the distances from the image sensor <NUM> to the lane boundaries LV_R and LV_L, or it may also be defined as the distances from each portion of the motorcycle <NUM> to the lane boundaries LV_R and LV_L. In addition, the lane margins LM_R and LM_L may be defined as the distances from the motorcycle <NUM> to the center of the lane boundaries LV_R and LV_L, or it may also be defined as the distances from the motorcycle <NUM> to the edges of the lane boundaries LV_R and LV_L on the side closer to the motorcycle <NUM>. In addition, the lane boundaries LV_R and LV_L may be defined as lane marks themselves, or it may also be defined as imaginary boundaries connecting two lane marks intermittently disposed side by side in the traveling direction of the motorcycle <NUM>. In addition, the lane position information acquiring unit <NUM> may acquire other physical quantities that can be substantially converted into the lane margins LM_R and LM_L as the lane margins LM_R and LM_L. For example, the lane position information acquiring unit <NUM> may acquire other distances that can be substantially converted into the distance from the motorcycle <NUM> to the lane boundaries LV_R and LV_L in the width direction of the traveling lane L1 as the lane margins LM_R and LM_L, or may acquire the number of pixels of the image sensor <NUM> as the lane margins LM_R and LM_L.

The detection angle range setting unit <NUM> determines which of the first sensing system <NUM> and the second sensing system <NUM> is to detect the front of the motorcycle <NUM>, based on the lane position information acquired by the lane position information acquiring unit <NUM>, and outputs the command to the forward environment detecting device <NUM>. That is, the detection angle range setting unit <NUM> sets the detection angle range Rθ of the forward environment detecting device <NUM> by selecting the first sensing system <NUM> and the second sensing system <NUM>. Specifically, in a case where the determination reference is not satisfied, the detection angle range setting unit <NUM> determines to use the first sensing system <NUM> having a narrow detection angle range Rθ. In a case where the determination reference is satisfied, the detection angle range setting unit <NUM> determines to use the second sensing system <NUM> having a wide detected angle range Rθ.

The determination reference includes a condition that the lane position information acquired by the lane position information acquiring unit <NUM> satisfies a first prescribed condition. Specifically, in a case where the lane position information acquired by the lane position information acquiring unit <NUM> is information indicating a state where the lane margin LM_L is smaller than the reference value temporarily or over a period longer than the reference period, the detection angle range setting unit <NUM> sets the detection angle range Rθ of the forward environment detecting device <NUM> to be wide. The reference value is set to a value larger than the distance at which collision avoiding operation of the motorcycle <NUM> is difficult with respect to a sudden interruption which may occur in a case where a preceding vehicle A1_L exists on the adjacent lane L2. The reference period is set to a period longer than the standard period required for the motorcycle <NUM> to change lanes.

The obstacle position information acquiring unit <NUM> acquires obstacle position information serving as position information of an obstacle located ahead of the motorcycle <NUM>, based on the output of the forward environment detecting device <NUM> detected at the detection angle range Rθ set by the detection angle range setting unit <NUM>.

The determination unit <NUM> determines whether or not the obstacle is located in the predetermined range A (refer to <FIG>) that requires the collision avoiding operation of the motorcycle <NUM>, based on the obstacle position information acquired by the obstacle position information acquiring unit <NUM> and the output of the speed sensor <NUM>.

As illustrated in <FIG>, the width AW of the predetermined range A is set to such a width that the motorcycle <NUM> traveling on or in the vicinity of the lane boundary LV_L can safely pass by a wide vehicle, in a state where the wide vehicle (for example, passenger car, truck or the like having four wheels) is separately disposed in two lanes L1 and L2 extending across the lane boundary LV_L. In addition, a distance AD from the motorcycle <NUM> to the tip end of the predetermined range A is set to a longer value as the traveling speed of the motorcycle <NUM> is faster. The predetermined range A may be switched or may not be switched according to the selected sensing system (first sensing system <NUM>, second sensing system <NUM>).

When the determination unit <NUM> determines that the obstacle is located in the predetermined range A, the execution unit <NUM> causes the motorcycle <NUM> to execute the automatic decelerating operation. The automatic decelerating operation may be executed in a state where behavior of the motorcycle <NUM> is being operated by the rider or may be executed in a state where the behavior of the motorcycle <NUM> is controlled by an auto cruise function (such as adaptive cruise function). That is, the automatic decelerating operation may be started in a state where the decelerating operation is not being performed, or may be started adjunctively in a situation where the decelerating operation is performed.

Processing of the behavior control system according to Embodiment <NUM> will be described.

<FIG> is a flow chart illustrating a processing flow of the control system of the behavior control system according to Embodiment <NUM> of the present invention.

The control system <NUM> repeats the processing flow illustrated in <FIG> during traveling of the motorcycle <NUM>.

In Step S101, the lane position information acquiring unit <NUM> of the control system <NUM> acquires the lane position information serving as the relative position information of the lane boundary LV_L closest to the motorcycle <NUM> with respect to the motorcycle <NUM> during traveling, based on the output of the image sensor <NUM>.

In Step S102, the detection angle range setting unit <NUM> of the control system <NUM> sets the detection angle range Rθ of the forward environment detecting device <NUM> by selecting the first sensing system <NUM> and the second sensing system <NUM>, based on the lane position information acquired by the lane position information acquiring unit <NUM>. Specifically, in a case where the lane position information acquired by the lane position information acquiring unit <NUM> satisfies the first prescribed condition, the detection angle range setting unit <NUM> decides to use the second sensing system <NUM> having the wide detection angle range Rθ.

In Step S103, the obstacle position information acquiring unit <NUM> of the control system <NUM> acquires obstacle position information serving as position information of an obstacle located ahead of the motorcycle <NUM>, based on the outputs of the sensing systems (first sensing system <NUM>, second sensing system <NUM>) selected in Step S102 of the forward environment detecting device <NUM>.

In Step S104, the determination unit <NUM> of the control system <NUM> determines whether or not the obstacle is located in the predetermined range A where the collision avoiding operation of the motorcycle <NUM> is required, based on the obstacle position information acquired by the obstacle position information acquiring unit <NUM> and the output of the speed sensor <NUM>.

In Step S104, when it is determined that the obstacle is located in the predetermined range A where the collision avoiding operation of the motorcycle <NUM> is required, in Step S105, the execution unit <NUM> of the control system <NUM> causes the motorcycle <NUM> to execute the automatic decelerating operation.

The effect of the behavior control system according to Embodiment <NUM> will be described.

The control system <NUM> includes the lane position information acquiring unit <NUM> that acquires the lane position information serving as the relative position information of a lane boundary LV_L with respect to the motorcycle <NUM> during traveling, and the detection angle range setting unit <NUM> that sets the detection angle range Rθ of the forward environment detecting device <NUM> for acquiring the obstacle position information, in which the detection angle range setting unit <NUM> sets the detection angle range Rθ in the vehicle width direction of the motorcycle <NUM> to be wide in a case where the determination reference is satisfied, and the determination reference includes a condition that the lane position information acquired by the lane position information acquiring unit <NUM> satisfies the first prescribed condition. That is, in a case where the traveling position of the motorcycle <NUM> in the width direction of the lane is a position where the possibility of approaching the obstacle is increased, it is possible to widen the detection angle range Rθ of the forward environment detecting device <NUM>. Therefore, it is possible to realize an appropriate collision avoiding operation specialized in the motorcycle <NUM> having a characteristic that a degree of freedom of the traveling position is large in the width direction of the lane.

Preferably, the first prescribed condition is a condition that the lane position information acquired by the lane position information acquiring unit <NUM> is information indicating a state where the lane margin LM_L is smaller than the reference value temporarily or over a period longer than the reference period. For example, in the example illustrated in <FIG>, in a case where the motorcycle <NUM> travels on or in the vicinity of the lane boundary LV_L, when a sudden interruption of the preceding vehicle A1_L from the lane L2 occurs, the collision avoiding operation may not be completed in time due to the detection delay of the forward environment detecting device <NUM>. On the other hand, in a case where the motorcycle <NUM> travels on or in the vicinity of the lane boundary LV_L and the detection angle range Rθ of the forward environment detecting device <NUM> is set to be wide, the control system <NUM> recognizes the sudden interruption of the preceding vehicle A1_L as early as possible and issues a warning prompting the rider the collision avoiding operation. Accordingly, it is possible to accelerate the start of the automatic decelerating operation and the safety of the rider is improved.

Hereinafter, a behavior control system according to Embodiment <NUM> will be described. The description overlapping or similar to the behavior control system according to Embodiment <NUM> is simplified or omitted as appropriate.

<FIG> is a diagram illustrating a system configuration of a behavior control system according to Embodiment <NUM> of the present invention. <FIG> is a diagram for describing processing of a control system of the behavior control system according to Embodiment <NUM> of the present invention.

As illustrated in <FIG>, the control system <NUM> includes the lane position information acquiring unit <NUM>, a forward traffic information acquiring unit <NUM>, a traveling speed information acquiring unit <NUM>, the detection angle range setting unit <NUM>, the obstacle position information acquiring unit <NUM>, the determination unit <NUM>, and the execution unit <NUM>.

The forward traffic information acquiring unit <NUM> acquires forward traffic information serving as traffic information ahead of the motorcycle <NUM> (in particular, degree of congestion in the lanes L1 and L2), based on the output of the forward environment detecting device <NUM>. Specifically, in the example illustrated in <FIG>, the forward traffic information acquiring unit <NUM> acquires an interval D1 between the two preceding vehicles A1_L and A2_L traveling in the lane L2 in which the preceding vehicle travels in cascade, among the two lanes L1 and L2 extending across the lane boundary LV_L closest to the motorcycle <NUM>, as forward traffic information. In addition, in the example illustrated in <FIG>, the forward traffic information acquiring unit <NUM> acquires an interval D2 between the two preceding vehicles A1_R and A1_L that are divided and located on the two lanes L1 and L2 extending across the lane boundary LV_L closest to the motorcycle <NUM>, as forward traffic information.

The interval D1 may be defined as the distance from the rear end of the preceding vehicle A1_L on the forward side to the rear end of the preceding vehicle A2_L on the rearward side, or may also be defined as a distance from other portion of the preceding vehicle A1_L to other portion of the preceding vehicle A2_L. In addition, the forward traffic information acquiring unit <NUM> may acquire other physical quantity that can be substantially converted into the interval D1 as forward traffic information. For example, the forward traffic information acquiring unit <NUM> may acquire other distance that can be substantially converted into the interval D1 as forward traffic information.

In addition, the interval D2 may be defined as a distance from a position closest to the motorcycle <NUM> of the preceding vehicle A1_R traveling on the lane L1 on the right side of the lane boundary LV_L to a position closest to the motorcycle <NUM> of the preceding vehicle A1_L traveling on the lane L2 on the left side of the lane boundary LV_L, or may be defined as a distance from other portion of the preceding vehicle A1_R to other portion of the preceding vehicle A1_L. In addition, the forward traffic information acquiring unit <NUM> may acquire other physical quantity that can be substantially converted into the interval D2 as forward traffic information. For example, the forward traffic information acquiring unit <NUM> may acquire other distance that can be substantially converted into the interval D2 as forward traffic information.

In addition, in the example illustrated in <FIG>, the forward traffic information acquiring unit <NUM> may acquire the absolute speeds of the plurality of preceding vehicles A1_R, A1_L, and A2_L traveling on the lanes L1 and L2 as forward traffic information. For example, the forward traffic information acquiring unit <NUM> may acquire other physical quantity that can be substantially converted into the absolute speed as forward traffic information. In addition, the forward traffic information acquiring unit <NUM> may acquire the average value of the absolute speeds of the plurality of preceding vehicles A1_R, A1_L, and A2_L as forward traffic information, or may acquire each absolute speed as forward traffic information. Even with such a configuration, it is possible to estimate the degree of congestion in the lanes L1 and L2.

In addition, in the example illustrated in <FIG>, the forward traffic information acquiring unit <NUM> may acquire relative speeds of the plurality of preceding vehicles A1_R, A1_L, and A2_L traveling in the lanes L1 and L2 with respect to the motorcycle <NUM> as forward traffic information. For example, the forward traffic information acquiring unit <NUM> may acquire other physical quantity that can be substantially converted into the relative speed as forward traffic information. In addition, the forward traffic information acquiring unit <NUM> may acquire the average value of the relative speeds of the plurality of preceding vehicles A1_R, A1_L, and A2_L as forward traffic information, or may acquire each relative speed as forward traffic information. Even with such a configuration, it is possible to estimate the degree of congestion in the lanes L1 and L2.

The traveling speed information acquiring unit <NUM> acquires traveling speed information of the motorcycle <NUM> during traveling, based on the output of the speed sensor <NUM>. The traveling speed information acquired by the traveling speed information acquiring unit <NUM> may be diverted to the setting of the distance AD from the motorcycle <NUM> to the tip end of the predetermined range A in the determination unit <NUM>.

In a case where the determination reference is not satisfied, the detection angle range setting unit <NUM> determines to use the first sensing system <NUM> having a narrow detection angle range Rθ. In a case where the determination reference is satisfied, the detection angle range setting unit <NUM> determines to use the second sensing system <NUM> having a wide detected angle range Rθ. The determination reference includes a condition that the lane position information acquired by the lane position information acquiring unit <NUM> satisfies the first prescribed condition, a condition that the forward traffic information acquired by the forward traffic information acquiring unit <NUM> satisfies a second prescribed condition, and a condition that the traveling speed information acquired by the traveling speed information acquiring unit <NUM> satisfies a third prescribed condition.

Specifically, the first prescribed condition is a condition that the lane position information acquired by the lane position information acquiring unit <NUM> is information indicating a state where the lane margin LM_L is smaller than the reference value temporarily or over a period longer than the reference period.

In addition, the second prescribed condition is at least one of the condition that the forward traffic information acquired by the forward traffic information acquiring unit <NUM> is information indicating a state where the interval D1 between the two preceding vehicles A1_L and A2_L located on the lane L2 in which the preceding vehicle travels in cascade among the two lanes L1 and L2 is narrower than the reference interval, and the condition that the interval D2 between the two preceding vehicles A1__R and A1_L that are divided and located on the two lanes L1 and L2 is narrower than the reference interval. The reference interval for comparison with the interval D1 is set to be an interval wider than the standard interval at which lane change is likely to occur. In addition, the reference interval for comparison with the interval D2 is set to be an interval wider than the interval at which passing-through by the motorcycle <NUM> is difficult.

In addition, the second prescribed condition may be at least one of the condition that the forward traffic information acquired by the forward traffic information acquiring unit <NUM> is the information indicating a state where the absolute speeds of the plurality of preceding vehicles A1_R, A1_L, A2_L located on the two lanes L1 and L2 (average value of absolute speeds or all of each absolute speed) are lower than the reference absolute speed and the condition that the forward traffic information is the information indicating a state where the relative speeds of the plurality of preceding vehicles A1_R, A1_L, A2_L located on the two lanes L1 and L2 with respect to the motorcycle <NUM> (average value of relative speeds or all of each relative speed) are lower than the reference relative speed. The reference absolute speed for comparison with the absolute speed and the reference relative speed for comparison with the relative speed are set taking into consideration the standard speed at the time of non-congestion. The determination using the intervals D1 and D2 and the determination using the speed (absolute speed, relative speed) may be combined.

In addition, the third prescribed condition is a condition that the traveling speed information acquired by the traveling speed information acquiring unit <NUM> is information indicating a state where the motorcycle <NUM> travels at a speed lower than the reference speed. The reference speed is set to a speed at which the motorcycle <NUM> can safely avoid the obstacle by the automatic decelerating operation.

The control system <NUM> repeats the processing flow illustrated in <FIG> during the traveling of the motorcycle <NUM>. Steps S207 to S209 of the processing flow illustrated in <FIG> are the same as Steps S103 to S105 of the processing flow illustrated in <FIG>, so that the description will be omitted.

In Step S201, the lane position information acquiring unit <NUM> of the control system <NUM> acquires the lane position information serving as the relative position information of the lane boundary LV_L closest to the motorcycle <NUM> with respect to the motorcycle <NUM> during traveling, based on the output of the image sensor <NUM>.

In Step S202, the forward traffic information acquiring unit <NUM> of the control system <NUM> acquires forward traffic information serving as traffic information ahead of the motorcycle <NUM> during traveling, based on the output of the forward environment detecting device <NUM>.

In Step S203, the traveling speed information acquiring unit <NUM> of the control system <NUM> acquires traveling speed information of the motorcycle <NUM> during traveling, based on the output of the speed sensor <NUM>.

In Step S204, in a case where the lane position information acquired by the lane position information acquiring unit <NUM> satisfies the first prescribed condition, the forward traffic information acquired by the forward traffic information acquiring unit <NUM> satisfies the second prescribed condition, and the traveling speed information acquired by the traveling speed information acquiring unit <NUM> does not satisfy the third prescribed condition, the execution unit <NUM> of the control system <NUM> proceeds to Step S205. In addition, otherwise, the execution unit <NUM> of the control system <NUM> proceeds to Step S206.

In Step S205, the execution unit <NUM> of the control system <NUM> prohibits the motorcycle <NUM> from executing the automatic decelerating operation.

In Step S206, the detection angle range setting unit <NUM> of the control system <NUM> sets the detection angle range Rθ of the forward environment detecting device <NUM> by selecting the first sensing system <NUM> and the second sensing system <NUM>, based on the lane position information acquired by the lane position information acquiring unit <NUM>, the forward traffic information acquired by the forward traffic information acquiring unit <NUM>, and the traveling speed information acquired by the traveling speed information acquiring unit <NUM>. Specifically, in a case where the lane position information acquired by the lane position information acquiring unit <NUM> satisfies the first prescribed condition, the forward traffic information acquired by the forward traffic information acquiring unit <NUM> satisfies the second prescribed condition, and the traveling speed information acquired by the traveling speed information acquiring unit <NUM> satisfies the third prescribed condition, the detection angle range setting unit <NUM> decides to use the second sensing system <NUM> having the wide detection angle range Rθ.

Preferably, the control system <NUM> is provided with the forward traffic information acquiring unit <NUM> that acquires forward traffic information on at least one lane of the two lanes L1 and L2 extending across the lane boundary LV_L, in addition to the lane position information acquiring unit <NUM>, and the determination reference for determining whether or not to extend the detected angle range Rθ includes a condition that the forward traffic information acquired by the forward traffic information acquiring unit <NUM> satisfies the second prescribed condition.

For example, as in the example illustrated in <FIG>, in a situation where the preceding vehicles A1_R, A1_L, and A2_L travel densely, there is a high possibility that the preceding vehicles A1_R, A1_L, and A2_L change lanes. Accordingly, the necessity of quickly recognizing the sudden interruptions of the preceding vehicles A1_R, A1_L, and A2_L increases by setting the detected angle range Rθ of the forward environment detecting device <NUM> to be wide. In addition, when the motorcycle <NUM> passes through between the preceding vehicles A1_R, A1_L and A2_L, the traveling route is narrow, and the necessity of quickly recognizing the wandering of the preceding vehicles A1_R, A1_L, and A2_L increases by setting the detection angle range Rθ of the forward environment detecting device <NUM> to be wide. In a case where both the first prescribed condition and the second prescribed condition are satisfied, the detection angle range setting unit <NUM> sets the detection angle range Rθ to be wide, so that the safety of the rider in such a situation is improved.

In particular, in a case where at least one of the first prescribed condition and the second prescribed condition is not satisfied, the detection angle range setting unit <NUM> may not set the detection angle range Rθ to be wide. With such a configuration, for example, in a situation where the preceding vehicles are not crowded, in a situation where the motorcycle <NUM> is not traveling on or in the vicinity of the lane boundary LV_L, or the like, the detection angle range Rθ is unnecessarily set to be wide and delay in detection of a distant obstacle is inhibited.

In addition, the second prescribed condition may be a condition that the forward traffic information acquired by the forward traffic information acquiring unit <NUM> is information indicating a state where the interval D1 between the two preceding vehicles A1_L and A2_L located on one lane L2 of the two lanes L1 and L2 is narrower than the reference interval. With such a configuration, it is possible to accurately cope with a situation where lane change is likely to occur.

In addition, the second prescribed condition may be a condition that the forward traffic information acquired by the forward traffic information acquiring unit <NUM> is information indicating a state where the interval D2 between the two preceding vehicles A1_R and A1_L that are divided and located on the two lanes L1 and L2 is narrower than the reference interval. With such a configuration, it is possible to accurately cope with a situation where the traveling route narrows.

In addition, the second prescribed condition may be a condition that the forward traffic information acquired by the forward traffic information acquiring unit <NUM> is information indicating a state where the absolute speeds of the plurality of preceding vehicles A1_R, A1_L, and A2_L located on the two lanes L1 and L2 are lower than the reference absolute speed. With such a configuration, it is possible to accurately cope with a situation where lane change is likely to occur.

In addition, the second prescribed condition may be a condition that the forward traffic information acquired by the forward traffic information acquiring unit <NUM> is information indicating a state where the relative speeds of the plurality of preceding vehicles A1_R, A1_L, and A2_L located on the two lanes L1 and L2 with respect to the motorcycle <NUM> are lower than the reference relative speed. With such a configuration, it is possible to accurately cope with a situation where the necessity of quickly recognizing the sudden interruption, wandering, and the like as soon as possible increases.

Preferably, the control system <NUM> is provided with the traveling speed information acquiring unit <NUM>, in addition to the lane position information acquiring unit <NUM> and the forward traffic information acquiring unit <NUM>, and the determination reference for determining whether or not to extend the detected angle range Rθ includes a condition that the traveling speed information acquired by the traveling speed information acquiring unit <NUM> satisfies the third prescribed condition.

For example, as in the example illustrated in <FIG>, in a situation where the preceding vehicles A1_R, A1_L, and A2_L travel densely and in a case where the traveling speed of the motorcycle <NUM> is fast, it may be difficult to avoid collision by the automatic decelerating operation. Under such a situation, collision avoidance by the operation by the rider is required to be given priority. In addition, it is also desirable to recognize new obstacles appearing as early as possible after the collision is avoided by the operation by the rider. In a case where all of the first prescribed condition, the second prescribed condition, and the third prescribed condition are satisfied, the detection angle range setting unit <NUM> sets the detection angle range Rθ to be wide. Accordingly, the detection angle range Rθ is unnecessarily set to be wide so that the detection of such an obstacle is inhibited from being delayed.

In particular, in a case where both the first prescribed condition and the second prescribed condition are satisfied and the third prescribed condition is not satisfied, the execution unit <NUM> may prohibit the automatic decelerating operation. With such a configuration, execution of the automatic decelerating operation under circumstances where collision avoidance by the operation by the rider is required to be given priority, and influence on the operation by the rider are inhibited.

In addition, the third prescribed condition may be a condition that the traveling speed information acquired by the traveling speed information acquiring unit <NUM> is information indicating a state where the motorcycle <NUM> travels at a speed lower than the reference speed. With such a configuration, it is possible to accurately cope with a situation where it is difficult to avoid collision by the automatic decelerating operation.

Hereinbefore, although Embodiment <NUM> and Embodiment <NUM> have been described, the present invention is not limited to the description of each embodiment. For example, all or a portion of each embodiment may be implemented. In addition, the order of each of the steps in the control system <NUM> may be exchanged.

That is, in Embodiment <NUM> and Embodiment <NUM>, although the case where the image sensor <NUM> captures both of the lane boundary LV_R and the lane boundary LV_L is described, the image sensor <NUM> may capture only one of the lane boundary LV_R and the lane boundary LV_L as long as the control system <NUM> can acquire the width of the lane L1 on which the motorcycle <NUM> travels from other information source (for example, map information or the like).

Claim 1:
A control system (<NUM>) which controls behavior of a motorcycle (<NUM>), the system comprising:
an obstacle position information acquiring unit (<NUM>) that acquires obstacle position information serving as position information of an obstacle existing ahead of the motorcycle (<NUM>);
a determination unit (<NUM>) that determines whether or not the obstacle is located in a predetermined range (A) where a collision avoiding operation of the motorcycle (<NUM>) is required, based on the obstacle position information acquired by the obstacle position information acquiring unit (<NUM>);
an execution unit (<NUM>) that causes the motorcycle (<NUM>) to execute an automatic decelerating operation in a case where it is determined by the determination unit (<NUM>) that the obstacle is located in the predetermined range (A);
a lane position information acquiring unit (<NUM>) that acquires lane position information serving as relative position information of lane boundaries (LV_R, LV_L) with respect to the motorcycle (<NUM>) during traveling; and
a detection angle range setting unit (<NUM>) that sets a detection angle range (Rθ) of a forward environment detecting device (<NUM>) for acquiring the obstacle position information, wherein the forward environment detecting device (<NUM>) comprises a first sensing system (<NUM>) and a second sensing system (<NUM>), wherein a detection angle range (Rθ) of the first sensing system (<NUM>) is smaller than a detection angle range (Rθ) of the second sensing system (<NUM>),
characterised in that
the detection angle range setting unit (<NUM>) determines to use the second sensing system (<NUM>) of the forward environment detecting device (<NUM>) in a case where a determination reference is satisfied,
wherein the determination reference includes a condition that the lane position information acquired by the lane position information acquiring unit (<NUM>) satisfies a prescribed condition, and
wherein the prescribed condition is a condition that the lane position information acquired by the lane position information acquiring unit (<NUM>) is information indicating a state where a distance from the lane boundary (LV_L) closest to the motorcycle (<NUM>) to the motorcycle (<NUM>) is smaller than a reference value temporarily or over a period longer than a reference period.