Control device and control method

Abstract

The present invention provides a control device and a control method that appropriately issue an emergency brake signal in a straddle-type vehicle. In the control device (60) and the control method of the present invention, the behavior of a straddle-type vehicle (100) in which anti-lock brake control with respect to front wheels (3) and anti-lock brake control with respect to rear wheels (4) are executed is controlled, an anti-lock brake operation state indicating whether or not the anti-lock brake control is operating with respect to a certain wheel (3, 4) is acquired by an acquisition section of the control device (60), a threshold value is determined by a determination section of the control device (60) based on the anti-lock brake operation state, and an emergency brake signal command is output by an output section of the control device (60) when the deceleration ratio of the straddle-type vehicle (100) is greater than the threshold value.

Description

Technical Field

[0001] The application relates to a control device and control method capable of appropriately issuing an emergency braking signal in a straddle-type vehicle. Background Technology

[0002] Conventionally, control devices for controlling the movement of motorcycles and other straddle-type vehicles include those capable of performing anti-lock braking control. For example, as disclosed in Patent Document 1, anti-lock braking control is performed when wheel lock-up occurs or there is a possibility of wheel lock-up, thereby reducing the braking force generated at that wheel. This helps to prevent wheel lock-up.

[0003] Patent document 1: Japanese Patent Application Publication No. 2018-024324.

[0004] However, in situations such as sudden vehicle deceleration or when the anti-lock braking system (ABS) is engaged and the vehicle exhibits unstable behavior, an emergency braking signal may be issued by flashing the brake lights or hazard lights to attract the attention of surrounding vehicles. In straddle-type vehicles, there are instances where ABS is activated separately for the front wheels and rear wheels. It is also desirable to issue an appropriate emergency braking signal in such straddle-type vehicles. Summary of the Invention

[0005] The present invention was made in response to the above-mentioned problems, and provides a control device and control method capable of appropriately issuing an emergency braking signal in a straddle-type vehicle.

[0006] The control device of the present invention is a control device for controlling the operation of a straddle-type vehicle that performs anti-lock braking control relative to the front wheels and anti-lock braking control relative to the rear wheels. It is characterized by comprising an acquisition unit, a determination unit, and an output unit. The acquisition unit acquires an anti-lock braking operating state indicating whether anti-lock braking control is operating relative to a certain wheel. The determination unit determines a threshold based on the anti-lock braking operating state. The output unit outputs an emergency braking signal command when the deceleration of the straddle-type vehicle is greater than the threshold.

[0007] The control method of the present invention is a control method for the operation of a straddle-type vehicle that performs anti-lock braking control relative to the front wheels and anti-lock braking control relative to the rear wheels. The method is characterized in that the acquisition unit of the control device acquires an anti-lock braking operating state indicating whether the anti-lock braking control is working relative to a certain wheel, the determination unit of the aforementioned control device determines a threshold based on the aforementioned anti-lock braking operating state, and the output unit of the aforementioned control device outputs an emergency braking signal command when the deceleration of the aforementioned straddle-type vehicle is greater than the aforementioned threshold.

[0008] Invention Effects

[0009] According to the control device and control method of the present invention, the operation of a straddle-type vehicle performing anti-lock braking control (ABS) relative to the front wheels and ABS relative to the rear wheels is controlled. The acquisition unit of the control device acquires an ABS operating state indicating whether ABS is operating relative to a particular wheel. The determination unit of the control device determines a threshold based on the ABS operating state. When the deceleration of the straddle-type vehicle is greater than the threshold, the output unit of the control device outputs an emergency braking signal command. Therefore, in each ABS operating state, the threshold can be changed in accordance with the deceleration expected to occur in the straddle-type vehicle. Thus, an appropriate emergency braking signal can be issued in the straddle-type vehicle. Attached Figure Description

[0010] Figure 1 This is a schematic diagram illustrating the general structure of a straddle-type vehicle according to an embodiment of the present invention.

[0011] Figure 2 This is a schematic diagram showing the general structure of the braking system according to an embodiment of the present invention.

[0012] Figure 3 This is a block diagram illustrating an example of the functional structure of a control device according to an embodiment of the present invention.

[0013] Figure 4 This is a flowchart illustrating an example of the process performed by the control device according to an embodiment of the present invention related to determining a deceleration threshold for an emergency braking signal.

[0014] Figure 5 This is a schematic diagram illustrating the shift in the deceleration threshold used for emergency braking signals when the ABS threshold changes from the first threshold to the second threshold.

[0015] Figure 6 This is a schematic diagram illustrating the shift in the deceleration threshold used for emergency braking signals when the ABS threshold changes from the second threshold to the first threshold. Detailed Implementation

[0016] The control device of the present invention will now be described with reference to the accompanying drawings.

[0017] Additionally, the following describes the control device for two-wheeled motorcycles (see reference). Figure 1 The control device of the present invention can also be used for straddle-type vehicles other than two-wheeled motorcycles (e.g., three-wheeled motorcycles, four-wheeled off-road vehicles, etc.). In addition, straddle-type vehicles mean vehicles that riders straddle to ride, including scooters, etc.

[0018] Furthermore, the following explains the case where the front wheel braking mechanism and the rear wheel braking mechanism are each a separate unit (see reference). Figure 2 (The front wheel braking mechanism 12 and the rear wheel braking mechanism 14 in the middle), but at least one of the front wheel braking mechanism and the rear wheel braking mechanism may be multiple.

[0019] Furthermore, the structures and operations described below are examples, and the control device and control method of the present invention are not limited to such structures and operations.

[0020] Furthermore, the following descriptions are appropriately simplified or omitted. Additionally, in the figures, the same or similar reference numerals are omitted or the same reference numerals are omitted for the same or similar parts. Furthermore, detailed construction details are appropriately simplified or omitted.

[0021] <Structure of straddle-type vehicles>

[0022] Reference Figures 1-3 The structure of the straddle-type vehicle 100 according to an embodiment of the present invention will be described.

[0023] Figure 1 This is a schematic diagram showing the general structure of a straddle-type vehicle 100. Figure 2 This is a schematic diagram showing the general structure of the braking system 10. Figure 3 This is a block diagram illustrating an example of the functional structure of the control device 60.

[0024] The straddle-type vehicle 100 is a two-wheeled motorcycle, an example of the straddle-type vehicle of the present invention. The straddle-type vehicle 100, as... Figure 1 As shown, the vehicle includes a frame 1, handlebars 2 that are freely rotated and held on the frame 1, a front wheel 3 that is freely rotated and held on the frame 1 together with the handlebars 2, a rear wheel 4 that is freely rotated and held on the frame 1, a braking system 10, brake lights 41, hazard lights 42, a hydraulic control unit 50 installed in the braking system 10, a control device (ECU) 60 installed in the hydraulic control unit 50, a front wheel speed sensor 71, and a rear wheel speed sensor 72. Furthermore, the straddle-type vehicle 100 has a drive source such as an engine or motor, and moves using the power output from that drive source.

[0025] Braking system 10 Figure 1 and Figure 2As shown, the system includes a first brake operating unit 11, a front wheel brake mechanism 12 that is linked to the first brake operating unit 11 to brake the front wheels 3, a second brake operating unit 13, and a rear wheel brake mechanism 14 that is linked to the second brake operating unit 13 to brake the rear wheels 4. Furthermore, the braking system 10 includes a hydraulic control unit 50, which includes a portion of the front wheel brake mechanism 12 and a portion of the rear wheel brake mechanism 14. The hydraulic control unit 50 functions to control the braking force generated at the front wheels 3 by means of the front wheel brake mechanism 12 and the braking force generated at the rear wheels 4 by means of the rear wheel brake mechanism 14.

[0026] The first brake operating part 11 is provided on the handlebars 2 and is operated by the rider's hand. The first brake operating part 11 is, for example, a brake lever. The second brake operating part 13 is provided on the lower part of the frame 1 and is operated by the rider's foot. The second brake operating part 13 is, for example, a brake pedal. Alternatively, like the brake operating parts of a scooter, both the first brake operating part 11 and the second brake operating part 13 may be brake levers operated by the rider's hand.

[0027] The front wheel braking mechanism 12 and the rear wheel braking mechanism 14 respectively include a master cylinder 21 with a built-in piston (not shown), a reservoir 22 attached to the master cylinder 21, a brake caliper 23 held on the vehicle body 1 and having a brake pad (not shown), a wheel cylinder 24 provided on the brake caliper 23, a main flow path 25 for the brake fluid of the master cylinder 21 to flow to the wheel cylinder 24, and a secondary flow path 26 for discharging the brake fluid from the wheel cylinder 24.

[0028] An inlet valve (EV) 31 is located in the main flow path 25. A secondary flow path 26 bypasses the main flow path 25 between the wheel cylinder 24 side and the master cylinder 21 side relative to the inlet valve 31. On the secondary flow path 26, an outlet valve (AV) 32, a reservoir 33, and a pump 34 are arranged sequentially from the upstream side.

[0029] Inlet valve 31 is, for example, a solenoid valve that opens when not energized and closes when energized. Outlet valve 32 is, for example, a solenoid valve that closes when not energized and opens when energized.

[0030] The hydraulic control unit 50 includes components for controlling brake hydraulic pressure, including an inlet valve 31, an outlet valve 32, a reservoir 33 and a pump 34, a base 51 in which these components are disposed and internally formed with flow paths for constituting a main flow path 25 and a secondary flow path 26, and a control device 60.

[0031] Furthermore, the substrate 51 can be formed from one component or from multiple components. In addition, if the substrate 51 is formed from multiple components, each component can be separately disposed on different components.

[0032] The operation of the aforementioned components of the hydraulic control unit 50 is controlled by the control device 60. Thus, the braking force generated at the front wheel 3 by means of the front wheel braking mechanism 12 and the braking force generated at the rear wheel 4 by means of the rear wheel braking mechanism 14 are controlled.

[0033] Normally (i.e., when the system is set to generate braking force corresponding to the rider's braking operation), the inlet valve 31 is open and the outlet valve 32 is closed by means of the control device 60. In this state, when the first brake operation unit 11 is operated, the piston of the master cylinder 21 (not shown) is pushed in at the front wheel brake mechanism 12, the hydraulic pressure of the brake fluid in the wheel cylinder 24 increases, and the brake pad of the brake caliper 23 (not shown) is pushed against the rotor 3a of the front wheel 3, generating braking force at the front wheel 3. Furthermore, when the second brake operation unit 13 is operated, the piston of the master cylinder 21 (not shown) is pushed in at the rear wheel brake mechanism 14, the hydraulic pressure of the brake fluid in the wheel cylinder 24 increases, and the brake pad of the brake caliper 23 (not shown) is pushed against the rotor 4a of the rear wheel 4, generating braking force at the rear wheel 4.

[0034] Brake light 41 is located at the rear of the body 1 of the straddle-type vehicle 100. Brake light 41 is illuminated when the rider performs the braking operation.

[0035] Hazard lights 42 are located on the left and right sides of the rear of the body 1 of the straddle-type vehicle 100. The hazard lights 42 flash in response to input operations made by the rider and are used in emergency situations. The hazard lights 42 also function as a directional indicator.

[0036] The front wheel speed sensor 71 is a wheel speed sensor that detects the wheel speed of the front wheel 3 (e.g., the number of revolutions per unit time [rpm] or the distance traveled per unit time [km / h], etc.) and outputs the detection result. The front wheel speed sensor 71 can also detect other physical quantities that can be substantially converted into the wheel speed of the front wheel 3. The front wheel speed sensor 71 is disposed on the front wheel 3.

[0037] The rear wheel speed sensor 72 is a wheel speed sensor that detects the wheel speed of the rear wheel 4 (e.g., the number of revolutions per unit time [rpm] or the distance traveled per unit time [km / h], etc.) and outputs the detection result. The rear wheel speed sensor 72 can also detect other physical quantities that can be substantially converted into the wheel speed of the rear wheel 4. The rear wheel speed sensor 72 is disposed on the rear wheel 4.

[0038] The control device 60 controls the operation of the straddle-type vehicle 100.

[0039] For example, part or all of the control device 60 may be composed of a personal computer, a microprocessor unit, or the like. Furthermore, part or all of the control device 60 may be composed of an updatable structure such as firmware, or a program module executed according to instructions from a central processing unit, or the like. The control device 60 may be a single unit, or it may be divided into multiple units.

[0040] like Figure 3 As shown, the control device 60 includes, for example, a storage unit 61 and a control unit 62.

[0041] Storage unit 61 stores various information for processing performed by control unit 62. For example, the deceleration threshold for emergency braking signals used by the output unit 62c of control unit 62 (described later) is stored in storage unit 61 and rewritten by control unit 62.

[0042] The control unit 62 controls the operation of various devices in the straddle-type vehicle 100. In particular, the control unit 62 is capable of performing anti-lock braking control relative to the front wheels 3 and anti-lock braking control relative to the rear wheels 4. The control unit 62 includes, for example, an acquisition unit 62a, a braking control unit 62b, an output unit 62c, and a determination unit 62d.

[0043] The acquisition unit 62a acquires information from various devices mounted on the straddle-type vehicle 100. For example, the acquisition unit 62a acquires information from the front wheel speed sensor 71 and the rear wheel speed sensor 72.

[0044] Here, the acquisition unit 62a acquires the anti-lock braking status from the brake control unit 62b. The anti-lock braking status indicates whether the anti-lock braking control is operating relative to a particular wheel. Furthermore, the anti-lock braking control relative to each wheel, as described below, is executed by the brake control unit 62b.

[0045] The braking control unit 62b controls the braking force generated at the wheels of the straddle-type vehicle 100 by controlling the operation of each component of the hydraulic control unit 50 of the braking system 10.

[0046] As described above, under normal circumstances, the brake control unit 62b controls the operation of each component of the hydraulic control unit 50, so that braking force corresponding to the rider's braking operation is generated at the wheel.

[0047] Here, the brake control unit 62b performs anti-lock braking control when the wheel slip exceeds a reference value. If the wheel slip exceeds an upper limit, there is a possibility of wheel lock-up or locking at that wheel. The anti-lock braking control adjusts the braking force of the wheel to a level that prevents lock-up.

[0048] The braking control unit 62b determines the vehicle speed (i.e., the vehicle body speed) of the straddle-type vehicle 100 based, for example, on the wheel speeds of the front wheels 3 and the rear wheels 4, and calculates the wheel slip degree based on the comparison between the wheel speeds of each wheel and the vehicle speed. The slip degree is an indicator of the degree to which a wheel slips relative to the road surface. For example, the slip ratio is obtained by dividing the difference between the vehicle speed and the wheel speed by the vehicle speed. Alternatively, parameters other than the slip ratio (e.g., other physical quantities that can be substantially converted into a slip ratio) can also be used as the slip degree.

[0049] During anti-lock braking system (ABS) operation, the brake control unit 62b is in a state where the inlet valve 31 is closed and the outlet valve 32 is open. In this state, the pump 34 is driven, thereby reducing the hydraulic pressure of the brake fluid in the wheel cylinder 24 and reducing the braking force generated at the wheel. Furthermore, the brake control unit 62b maintains the hydraulic pressure of the brake fluid in the wheel cylinder 24 and maintains the braking force generated at the wheel by closing both the inlet valve 31 and the outlet valve 32. Then, the brake control unit 62b opens the inlet valve 31 and closes the outlet valve 32, thereby increasing the hydraulic pressure of the brake fluid in the wheel cylinder 24 and increasing the braking force generated at the wheel.

[0050] When the anti-lock braking system (ABS) is in operation, the aforementioned control that reduces the braking force generated at the wheels (i.e., braking force reduction control), the aforementioned control that maintains the braking force generated at the wheels (i.e., braking force maintenance control), and the aforementioned control that increases the braking force generated at the wheels (i.e., braking force increase control) are repeated in this sequence. Furthermore, the brake control unit 62b individually controls the operation of the front wheel braking mechanism 12 and the rear wheel braking mechanism 14, thereby enabling individual control of the braking force generated at the front wheels 3 and the braking force generated at the rear wheels 4.

[0051] The output unit 62c outputs an emergency braking signal command to the brake light 41 or hazard lights 42, thereby causing the light to emit an emergency braking signal. The emergency braking signal is given in the following situations: when the straddle-type vehicle 100 decelerates rapidly, or when the straddle-type vehicle 100 exhibits unstable behavior due to the anti-lock braking system (ABS) being activated, etc., the brake light 41 or hazard lights 42 flash to attract the attention of surrounding vehicles.

[0052] Here, the output unit 62c outputs an emergency braking signal command when the deceleration of the straddle-type vehicle 100 is greater than a threshold (i.e., the deceleration threshold used for the emergency braking signal). Furthermore, the output unit 62c can, for example, determine the speed change of the straddle-type vehicle 100 based on the wheel speeds of the front wheels 3 and the rear wheels 4, and determine the deceleration of the straddle-type vehicle 100 based on the time change of the speed obtained from the speed change.

[0053] The determination unit 62d determines a threshold value for deceleration used in emergency braking signals. Specifically, the determination unit 62d determines the threshold value for deceleration used in emergency braking signals based on the anti-lock braking system (ABS) operating state. For example, if the threshold value for deceleration used in emergency braking signals stored in the storage unit 61 differs from the determined value, the determination unit 62d rewrites the threshold value to the determined value.

[0054] As described above, in the control device 60, the determining unit 62d determines a threshold value for the deceleration used to issue an emergency braking signal based on the anti-lock braking system (ABS) operating state. This enables the appropriate issuance of an emergency braking signal at the straddle-type vehicle 100. Furthermore, the processing related to determining the threshold value for the deceleration used to issue the emergency braking signal by the control device 60 will be described in detail later.

[0055] <Action of the control device>

[0056] Reference Figures 4-6 The operation of the control device 60 according to an embodiment of the present invention will be described.

[0057] Figure 4 This is a flowchart illustrating an example of the process performed by the control device 60 related to determining a threshold for deceleration used in an emergency braking signal. Figure 4 The control flow shown, for example, repeats at a preset time interval after it ends. Figure 4 Steps S101 and S108 in the above are respectively with Figure 4 The start and end points of the control flow are shown.

[0058] Figure 4 When the control flow shown begins, in step S102, the acquisition unit 62a acquires the anti-lock braking system (ABS) operating state. Next, in step S103, the determination unit 62d determines, based on the ABS operating state, whether the ABS control is operating relative to at least one of the front wheels 3 and the rear wheels 4.

[0059] For example, if the determining unit 62d determines that the anti-lock braking system (ABS) for the front wheels 3 is operating when the second cycle of the braking force reduction control, braking force holding control, and braking force increase control is in progress after the ABS control for the front wheels 3 has started, then the ABS control for the front wheels 3 is operating. Similarly, for example, if the determining unit 62d determines that the ABS control for the rear wheels 4 is operating when the second cycle of the braking force reduction control, braking force holding control, and braking force increase control is in progress after the ABS control for the rear wheels 4 has started, then the ABS control for the rear wheels 4 is operating. Furthermore, the determination criteria for whether the ABS control for each wheel is operating are not limited to the examples above; any condition that allows it to be determined that the ABS control continues to operate to some extent is acceptable.

[0060] If it is determined that the anti-lock braking system is operating relative to at least one of the front wheels 3 and the rear wheels 4 (step S103 / Yes), proceed to step S104. In this case, as described later, the determining unit 62d determines the ABS threshold (specifically, the first ABS threshold in step S105 or the second ABS threshold in step S106) as the deceleration threshold for the emergency braking signal.

[0061] On the other hand, if it is determined that the anti-lock braking control is not working relative to both the front wheels 3 and the rear wheels 4 (step S103 / No), the process proceeds to step S107, where the determining unit 62d determines the normal threshold as the deceleration threshold for the emergency braking signal. Figure 4 The control flow shown has ended.

[0062] The threshold is usually a larger value than the threshold used in ABS (e.g., 6 m / s). 2 (Approximately). Therefore, when the anti-lock braking system (ABS) is engaged, the deceleration threshold used for emergency braking signals is smaller compared to when the ABS is not engaged. This makes it easier to issue emergency braking signals when the ABS is engaged. Furthermore, making the threshold value when the ABS is engaged smaller than the threshold value when the ABS is not engaged complies with UN78 regulations in automotive regulations.

[0063] If the determination is yes in step S103, in step S104, the determining unit 62d determines whether the anti-lock braking control is working at least relative to the front wheel 3.

[0064] If the anti-lock braking system (ABS) is only active relative to the front wheels 3, then step S104 determines that it is true. Furthermore, if both ABS control relative to the front wheels 3 and ABS control relative to the rear wheels 4 are active, then step S104 also determines that it is true. If step S104 determines that it is true, the process proceeds to step S105, where the determining unit 62d determines the deceleration threshold for the ABS to use as an emergency braking signal using the first threshold. Figure 4 The control flow shown has ended.

[0065] On the other hand, if the anti-lock braking control is only active relative to the rear wheel 4, a determination is made in step S104 to determine whether the condition is met. If the condition is met in step S104, the process proceeds to step S106, where the determining unit 62d determines the deceleration threshold for the ABS to be used as an emergency braking signal using the second threshold. Figure 4 The control flow shown has ended.

[0066] ABS uses a larger first threshold than ABS uses a larger second threshold. For example, ABS uses a first threshold of 5 [m / s]. 2 Around 3 m / s, ABS uses the second threshold. 2The deceleration at the straddle-type vehicle 100 is assumed to be different under each anti-lock braking system (ABS) operating condition. For example, the deceleration assumed to be greater at the straddle-type vehicle 100 when ABS is operating only relative to the front wheels 3 is greater than the deceleration assumed when ABS is operating only relative to the rear wheels 4. The ABS is set with a first threshold value to appropriately issue an emergency braking signal when the assumed deceleration occurs at the straddle-type vehicle 100 when ABS is operating only relative to the front wheels 3. The ABS is set with a second threshold value to appropriately issue an emergency braking signal when the assumed deceleration occurs at the straddle-type vehicle 100 when ABS is operating only relative to the rear wheels 4.

[0067] here, Figure 4 In the control flow shown, when both anti-lock braking control (ABS) for the front wheels 3 and ABS for the rear wheels 4 are operating, the determination unit 62d determines the deceleration threshold for the emergency braking signal based on a value equal to the ...

[0068] As described above, the determining unit 62d determines the deceleration threshold for the emergency braking signal based on the anti-lock braking system (ABS) operating state. Here, if the deceleration threshold for the emergency braking signal is not consistently determined based on the ABS operating state, there is a possibility that the threshold is excessively large or excessively small relative to the deceleration of the straddle-type vehicle 100 envisioned under a specific ABS operating state.

[0069] As described above, the deceleration expected to occur at the straddle-type vehicle 100 will differ under each anti-lock braking system (ABS) operating state. Therefore, if the first threshold value of the ABS is used as the deceleration threshold for emergency braking signals regardless of the ABS operating state, the threshold value becomes excessively large relative to the deceleration of the straddle-type vehicle 100 when ABS control for only the rear wheels 4 is operating. Consequently, a situation may occur where ABS control for the rear wheels 4 is actually operating but no emergency braking signal is issued.

[0070] On the other hand, if the second threshold of the ABS is used as the deceleration threshold for emergency braking signals without considering the anti-lock braking system (ABS) operation status, then the threshold becomes excessively small relative to the deceleration of the straddle-type vehicle 100 assuming that ABS control only applies to the front wheels 3 is in operation. Consequently, in situations such as when traveling on continuously bumpy, rough roads, where the ABS control for the front wheels 3 malfunctions, an erroneous emergency braking signal may be issued.

[0071] In this embodiment, as described above, the determining unit 62d determines a threshold value for the deceleration used to issue an emergency braking signal based on the anti-lock braking system (ABS) operating state. Therefore, under each ABS operating state, the threshold value can be varied in accordance with the deceleration expected to occur at the straddle-type vehicle 100. Thus, it is possible to suppress the threshold value from becoming excessively large or excessively small relative to the deceleration of the straddle-type vehicle 100 under a specific ABS operating state. Consequently, an emergency braking signal can be appropriately issued in accordance with the ABS operating state.

[0072] Specifically, the determining unit 62d compares the condition where anti-lock braking control is only applied to the front wheels 3 with the condition where anti-lock braking control is only applied to the rear wheels 4, and determines the larger value as the threshold for deceleration used for emergency braking signals. Therefore, relative to the deceleration of the straddle-type vehicle 100 under a specific anti-lock braking operating state, it is possible to appropriately suppress the aforementioned threshold from becoming excessively large or excessively small.

[0073] Here, when the threshold for the deceleration used to issue an emergency braking signal changes, the determining unit 62d preferably changes the threshold over time. This suppresses the sudden switching between issuing an emergency braking signal and not issuing one.

[0074] Figure 5 This is a schematic diagram illustrating the shift in the deceleration threshold used for emergency braking signals when the ABS threshold changes from the first threshold TH1 to the second threshold TH2. Figure 5 In the diagram, the horizontal axis represents time, and the vertical axis represents the deceleration threshold used for emergency braking signals.

[0075] Figure 5 In the example shown, before time T1, the deceleration threshold for the emergency braking signal is the first threshold TH1 for ABS. Furthermore, at time T1, the anti-lock braking system (ABS) operating state switches, for example, from a state where ABS control is active only relative to the front wheels 3 to a state where ABS control is active only relative to the rear wheels 4. Subsequently, at time T1, the determination unit 62d begins to decrease the deceleration threshold for the emergency braking signal from the first threshold TH1 for ABS to the second threshold TH2 for ABS.

[0076] Here, the determining unit 62d decreases the deceleration threshold for the emergency braking signal over time from time T1 to time T2. Furthermore, at time T2, the deceleration threshold for the emergency braking signal becomes the second threshold TH2 for ABS. Additionally, Figure 5 In the example shown, from time T1 to time T2, the threshold for deceleration used for the emergency braking signal decreases at a constant rate of change over time. However, it is also possible that the rate of change of the threshold is not constant when it decreases. For example, the aforementioned rate of change over time can also be determined using a first-order hysteresis function. As described above, it is also possible that the determining unit 62d decreases the threshold for deceleration used for the emergency braking signal over time when the threshold changes from a large value to a small value.

[0077] Figure 6 This is a schematic diagram showing the shift in the deceleration threshold used for emergency braking signals when the ABS threshold changes from the second threshold TH2 to the first threshold TH1. Figure 6 In, with Figure 5 Similarly, the horizontal axis represents time, and the vertical axis represents the deceleration threshold used for emergency braking signals.

[0078] Figure 6 In the example shown, before time T3, the deceleration threshold for the emergency braking signal is the second threshold TH2 for ABS. At time T3, the anti-lock braking system (ABS) operating state switches from a state where ABS control is active only relative to the rear wheels 4 to a state where ABS control is active only relative to the front wheels 3. Subsequently, at time T3, the determination unit 62d begins to increase the deceleration threshold for the emergency braking signal from the second threshold TH2 for ABS to the first threshold TH1 for ABS.

[0079] Here, the determination unit 62d increases the deceleration threshold for the emergency braking signal over time from time T3 to time T4. Furthermore, at time T4, the deceleration threshold for the emergency braking signal is the first threshold TH1 for ABS. Figure 6 In the example shown, from time T3 to time T4, the threshold for deceleration used for the emergency braking signal increases at a constant rate of change over time. However, it is also possible that the rate of change of the threshold is not constant when it increases. For example, the aforementioned rate of change over time can also be determined using a first-order hysteresis function. As described above, when the threshold for deceleration used for the emergency braking signal is changed from a small value to a large value, the determining unit 62d can also make the threshold increase over time.

[0080] <Effects of the control device>

[0081] The effects of the control device 60 according to the embodiments of the present invention will be explained.

[0082] In the control device 60, the acquisition unit 62a acquires the anti-lock braking system (ABS) operating state, indicating whether the ABS control is operating relative to a certain wheel. The determination unit 62d determines a threshold (i.e., a deceleration threshold for an emergency braking signal) based on the ABS operating state. The output unit 62c outputs an emergency braking signal command when the deceleration of the straddle-type vehicle 100 is greater than the threshold. Therefore, in each ABS operating state, the threshold can be changed in accordance with the deceleration expected to occur at the straddle-type vehicle 100. Thus, an emergency braking signal can be appropriately issued at the straddle-type vehicle 100.

[0083] Preferably, in the control device 60, the determining unit 62d compares the condition where anti-lock braking control is operating only relative to the front wheels 3 with the condition where anti-lock braking control is operating only relative to the rear wheels 4, and determines the larger value as the aforementioned threshold. This allows for appropriate suppression of the deceleration of the straddle-type vehicle 100 under a specific anti-lock braking operating state, preventing the threshold from becoming excessively large or excessively small. Therefore, in the straddle-type vehicle 100, an emergency braking signal can be issued more appropriately.

[0084] Preferably, in the control device 60, the determining unit 62d determines the aforementioned threshold value as the value equal to that when both the anti-lock braking control relative to the front wheels 3 and the anti-lock braking control relative to the rear wheels 4 are operating. This is the case where only the anti-lock braking control relative to the front wheels 3 is operating (i.e., the first threshold value for ABS). Therefore, for example, compared to the case where the ABS is determined to be the aforementioned threshold value using the second threshold value, it is less likely to issue an emergency braking signal. Thus, in cases where the anti-lock braking control erroneously operates, such as when traveling on a bumpy, rough road, it is possible to suppress the erroneous issuance of an emergency braking signal.

[0085] Preferably, in the control device 60, the determining unit 62d determines the aforementioned threshold value as the value equal to that in the case where only the anti-lock braking control relative to the front wheels 3 and the anti-lock braking control relative to the rear wheels 4 are operating (i.e., the second threshold value for ABS). Therefore, for example, compared to the case where the ABS is determined to be the aforementioned threshold value using the first threshold value, an emergency braking signal can be easily issued. Thus, it is possible to suppress the situation where the anti-lock braking control is actually operating but an emergency braking signal is not issued.

[0086] Preferably, in the control device 60, the determining unit 62d changes the threshold value over time when the threshold value changes. This suppresses situations where an emergency switch occurs, resulting in either issuing an emergency braking signal or not issuing one. Therefore, it prevents confusion among drivers of vehicles surrounding the straddle-type vehicle 100.

[0087] Preferably, in the control device 60, the determining unit 62d reduces the threshold value over time when the threshold value changes from a large value to a small value. This suppresses the sudden switching from a state where no emergency braking signal is issued to a state where an emergency braking signal is issued. Therefore, it is possible to appropriately suppress confusion among drivers of vehicles surrounding the straddle-type vehicle 100.

[0088] Preferably, in the control device 60, the determining unit 62d increases the threshold value over time when the threshold value changes from a small value to a large value. This suppresses the sudden switching from a state where an emergency braking signal is issued to a state where no emergency braking signal is issued. Therefore, it is possible to appropriately reduce the confusion experienced by drivers of vehicles surrounding the straddle-type vehicle 100.

[0089] This invention is not limited to the description of the embodiments. For example, only a portion of the embodiments may be implemented.

[0090] Explanation of reference numerals in the attached figures

[0091] 1. Body, 2. Handlebars, 3. Front wheel, 3a. Rotor, 4. Rear wheel, 4a. Rotor, 10. Braking system, 11. First brake operating unit, 12. Front wheel brake mechanism, 13. Second brake operating unit, 14. Rear wheel brake mechanism, 21. Master cylinder, 22. Memory, 23. Brake caliper, 24. Wheel cylinder, 25. Main flow path, 26. Secondary flow path, 31. Inlet valve, 32. Outlet valve, 33. Memory, 34. Pump, 41. Brake light, 42. Hazard light, 50. Hydraulic control unit, 51. Base, 60. Control device, 61. Storage unit, 62. Control unit, 62a. Acquisition unit, 62b. Brake control unit, 62c. Output unit, 62d. Determination unit, 71. Front wheel speed sensor, 72. Rear wheel speed sensor, 100. Parallel type vehicle.

Claims

1. A control device (60) for controlling the movement of a straddle-type vehicle (100), wherein the straddle-type vehicle (100) performs anti-lock braking control relative to the front wheels (3) and anti-lock braking control relative to the rear wheels (4), wherein the control device (60) is characterized in that, It has an acquisition unit (62a), a determination unit (62d), and an output unit (62c). The aforementioned acquisition unit (62a) acquires information indicating whether the anti-lock braking system (ABS) is operating relative to a specific wheel (3, 4) in the ABS operating state. The aforementioned determining unit (62d) determines the threshold based on the aforementioned anti-lock braking operating state. The aforementioned output unit (62c) outputs an emergency braking signal command when the deceleration of the aforementioned straddle-type vehicle (100) is greater than the aforementioned threshold. When the anti-lock braking control is working only relative to the front wheel (3), the aforementioned determining unit (62d) determines a value that is larger than the value when the anti-lock braking control is working only relative to the rear wheel (4) as the aforementioned threshold.

2. The control device as described in claim 1, characterized in that, When both the anti-lock braking control relative to the front wheel (3) and the anti-lock braking control relative to the rear wheel (4) are working, the aforementioned determining unit (62d) determines the value equal to the value when only the anti-lock braking control relative to the front wheel (3) is working as the aforementioned threshold.

3. The control device as described in claim 1, characterized in that, When both the anti-lock braking control relative to the front wheel (3) and the anti-lock braking control relative to the rear wheel (4) are working, the aforementioned determining unit (62d) determines the value equal to the value when only the anti-lock braking control relative to the rear wheel (4) is working as the aforementioned threshold.

4. The control device as described in any one of claims 1 to 3, characterized in that, The aforementioned determining unit (62d) causes the aforementioned threshold to change over time when the aforementioned threshold is changed.

5. The control device as described in claim 4, characterized in that, The aforementioned determining unit (62d) causes the aforementioned threshold to decrease over time when the threshold value changes from a large value to a small value.

6. The control device as described in claim 4, characterized in that, The aforementioned determining unit (62d) increases the aforementioned threshold value over time when the threshold value is changed from a small value to a large value.

7. The control device as described in claim 5, characterized in that, The aforementioned determining unit (62d) increases the aforementioned threshold value over time when the threshold value is changed from a small value to a large value.

8. A control method for controlling the movement of a straddle-type vehicle (100), wherein the straddle-type vehicle (100) performs anti-lock braking control relative to the front wheels (3) and anti-lock braking control relative to the rear wheels (4), characterized in that, The acquisition unit (62a) of the control device (60) acquires the anti-lock braking operation status indicating whether the anti-lock braking control is operating relative to a certain wheel (3, 4). The determination unit (62d) of the aforementioned control device (60) determines a threshold based on the aforementioned anti-lock braking operating state. The output unit (62c) of the aforementioned control device (60) outputs an emergency braking signal command when the deceleration of the aforementioned straddle-type vehicle (100) is greater than the aforementioned threshold. When the anti-lock braking control is working only relative to the front wheel (3), the aforementioned determining unit (62d) determines a value that is larger than the value when the anti-lock braking control is working only relative to the rear wheel (4) as the aforementioned threshold.

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