Rider assistance system and control method

Abstract

The present invention improves the operability of a rider while enabling a vehicle speed control operation. In a rider assist system (100) and a control method according to the present invention, a control unit of the rider assist system (100) executes a control mode that performs a vehicle speed control operation that automatically controls a vehicle speed generated in a ride-type vehicle (1); a hydraulic pressure control unit (13) that controls a pressure of brake fluid of a wheel cylinder of the ride-type vehicle (1) is not provided with a mechanism that increases the pressure in a state in which a brake operation is not performed by a rider; and the control unit, in the vehicle speed control operation, does not automatically increase the pressure in the state in which the brake operation is not performed by the rider, but increases a braking force generated in the ride-type vehicle (1), and in a case in which the rider releases a first operation that is the brake operation performed by the rider at the time of execution of the vehicle speed control operation, automatically restarts the vehicle speed control operation without a switch operation by the rider.

Description

Technical Field

[0001] This disclosure relates to a rider assistance system and control method that can improve rider operability while enabling speed control actions to be performed. Background Technology

[0002] In the past, various technologies have been proposed to assist riders of riding vehicles such as motorcycles in driving. For example, Patent Document 1 discloses a driver assistance system that warns a motorcycle rider of inappropriately approaching an obstacle based on information detected by a sensor device that detects obstacles in or substantially in the direction of travel.

[0003] Existing technical documents Patent documents Patent document 1: Japanese Patent Application Publication No. 2009-116882. Summary of the Invention

[0004] The problem that the invention aims to solve Incidentally, as a technology for assisting vehicle driving, there is a speed control mechanism that automatically controls the vehicle's speed. It is then possible to consider applying such speed control mechanisms to riding vehicles to assist the rider of the riding vehicle. Here, the speed control mechanism requires the automatic control of the braking force applied to the riding vehicle. It is desirable that the automatic control of the braking force applied to the riding vehicle is ensured regardless of the type of hydraulic control unit that controls the brake fluid pressure in the wheel cylinders of the riding vehicle, thus enabling the speed control mechanism to be executed. Furthermore, it is also desirable to improve the rider's operability in the control mode during the speed control mechanism.

[0005] The present invention was made in light of the aforementioned issues, and provides a rider assistance system and control method that improves rider operability while enabling speed control actions to be performed.

[0006] Methods for solving problems The rider assistance system of the present invention is a rider assistance system that assists a rider of a riding-type vehicle in driving. It includes a control unit that executes a control mode for automatically controlling the vehicle speed generated by the riding-type vehicle. The hydraulic control unit that controls the pressure of the brake fluid in the wheel cylinders of the riding-type vehicle is not provided with a mechanism that increases the pressure when the rider does not brake. During the speed control operation, the control unit does not automatically increase the pressure but increases the braking force generated by the riding-type vehicle without the rider performing the braking operation. When the rider releases the braking operation performed by the rider during the execution of the speed control operation (i.e., the first operation), the speed control operation is automatically restarted without the rider performing a switching operation.

[0007] The control method involved in this invention is a control method for a rider assistance system that assists a rider of a riding-type vehicle in driving. The control unit of the rider assistance system executes a control mode that automatically controls the vehicle speed generated by the riding-type vehicle. The hydraulic control unit that controls the pressure of the brake fluid in the wheel cylinders of the riding-type vehicle is not provided with a mechanism that increases the pressure when the rider does not perform a braking operation. During the speed control operation, the control unit does not automatically increase the pressure but increases the braking force generated by the riding-type vehicle when the rider does not perform the braking operation. When the rider releases the braking operation performed by the rider during the execution of the speed control operation (i.e., the first operation), the speed control operation is automatically restarted without the rider performing a switching operation.

[0008] Invention Effects In the rider assistance system and control method of this invention, the control unit of the rider assistance system executes a control mode that automatically controls the speed generated in the riding vehicle; the hydraulic control unit that controls the pressure of the brake fluid in the wheel cylinders of the riding vehicle is not equipped with a mechanism to increase the pressure when the rider does not brake; during the speed control operation, the control unit does not automatically increase the pressure but increases the braking force generated in the riding vehicle without the rider braking; when the rider releases the brake operation performed by the rider during the execution of the speed control operation (i.e., the first operation), the speed control operation is automatically restarted without the rider needing to perform a switching operation. Even without a mechanism in the hydraulic control unit to automatically increase the pressure of the brake fluid in the wheel cylinders, the function of automatically controlling the braking force acting on the riding vehicle can be ensured during the speed control operation. Then, if braking is applied during the execution of the speed control action, the speed control action can be automatically restarted, thereby improving the rider's maneuverability. As described above, the rider's maneuverability is improved while the speed control action is made executable. Attached Figure Description

[0009] Figure 1 This is a schematic diagram illustrating the general structure of a riding vehicle according to an embodiment of the present invention.

[0010] Figure 2 This is a schematic diagram showing the general structure of the braking system of a riding vehicle according to an embodiment of the present invention.

[0011] Figure 3 This is a block diagram illustrating an example of the functional structure of the control device according to an embodiment of the present invention.

[0012] Figure 4 This is a diagram illustrating various states of the control mode involved in the embodiments of the present invention.

[0013] Figure 5 This is a flowchart illustrating an example of the processing flow performed by the control device according to an embodiment of the present invention.

[0014] Figure 6 This is a diagram illustrating a display example of a notification operation according to an embodiment of the present invention. Detailed Implementation

[0015] The rider assistance system and control method of the present invention will be described below with reference to the accompanying drawings.

[0016] Additionally, the following section explains rider assistance systems used in two-wheeled motorcycles (see [reference]). Figure 1The term "riding vehicle" refers to a vehicle that is straddled by a rider. Examples of riding vehicles include motorcycles (motorized two-wheelers, motorized three-wheelers), bicycles, and buggies. Motorcycles include vehicles powered by an engine and vehicles powered by an electric motor. Examples of motorcycles include motorized bicycles, scooters, and electric scooters. Bicycles are vehicles that can be propelled on a road by the rider's pedaling force. Bicycles include regular bicycles, electric-assisted bicycles, and electric bicycles.

[0017] Furthermore, the structure and operation described below are examples, and the rider assistance system and control method involved in this invention are not limited to such a structure and operation.

[0018] Furthermore, similar or identical descriptions will be appropriately simplified or omitted below. Additionally, in the figures, reference numerals will be omitted or replaced with the same reference numerals for similar or identical parts or components. Furthermore, details regarding construction will be appropriately simplified or omitted in the illustrations.

[0019] <Structure of riding vehicles> Reference Figures 1-3 The structure of the riding vehicle 1 according to the embodiments of the present invention will be described.

[0020] Figure 1 This is a schematic diagram showing the general structure of a riding-type vehicle 1. The riding-type vehicle 1 is a two-wheeled motorcycle, an example of a riding-type vehicle according to the present invention. Figure 1 As shown, the riding vehicle 1 has a front wheel 2 and a rear wheel 3. In addition, the riding vehicle 1 has a drive source 11, a transmission 12, a hydraulic control unit 13, a display device 14, an input device 15, an ambient environment sensor 16, a front wheel speed sensor 17f, a rear wheel speed sensor 17r, an inertial measurement unit (IMU) 18, a brake light 19, and a control unit (ECU) 20.

[0021] The riding vehicle 1 is equipped with a rider assistance system 100 that assists the rider of the riding vehicle 1 in driving. The rider assistance system 100 includes the above-mentioned components (specifically, a drive source 11, a transmission 12, a hydraulic control unit 13, a display device 14, an input device 15, an ambient environment sensor 16, a front wheel speed sensor 17f, a rear wheel speed sensor 17r, an inertial measurement device 18, a brake light 19, and a control device 20).

[0022] The drive source 11 outputs driving force that is transmitted to the drive wheel 3 of the riding vehicle 1. Examples of drive sources 11 include an engine or an electric motor.

[0023] The transmission 12 converts the power (specifically, rotational power) output from the drive source 11 into rotational speed and transmits it to the drive wheels, i.e., the rear wheels 3. For example, the input shaft of the transmission 12 is connected to the output shaft of the drive source 11 via a clutch or the like. The output shaft of the transmission 12 is connected to the drive wheels, i.e., the rear wheels 3. Thus, the rear wheels 3 are connected to the drive source 11 via the transmission 12. Therefore, the output (specifically, rotational power) of the drive source 11 is transmitted to the rear wheels 3 via the transmission 12. For example, the transmission 12 is an automatic transmission installed in an automatic transmission vehicle. However, the transmission 12 can also be a manual transmission installed in a manual transmission vehicle.

[0024] The hydraulic control unit 13 is a unit that controls the braking force generated at the wheels. For example, the hydraulic control unit 13 includes components (e.g., control valves and pumps) provided in the oil lines connecting the master cylinder and the wheel cylinders for controlling the braking hydraulic pressure of the wheel cylinders. Further details regarding the braking system 10 including the hydraulic control unit 13 will be described later.

[0025] The display device 14 has a display function that visually displays information. For example, a liquid crystal display (LCD) can be used as the display device 14. The display device 14 is positioned in front of the handlebars in the riding vehicle 1, for example. However, the configuration of the display device 14 relative to the vehicle body is not particularly limited.

[0026] The input device 15 is subject to various operations performed by the rider. The input device 15 may be located on the handlebars and includes buttons or similar controls used by the rider. Information related to the rider's operations using the input device 15 is output to the control device 20.

[0027] The ambient environment sensor 16 detects ambient environment information related to the environment surrounding the riding vehicle 1. Specifically, the ambient environment sensor 16 is located at the front of the riding vehicle 1 and detects ambient environment information in front of the riding vehicle 1. The ambient environment information detected by the ambient environment sensor 16 is output to the control device 20.

[0028] The ambient environment information detected by the ambient environment sensor 16 can also be information related to the distance or orientation of the subject located around the riding vehicle 1 (e.g., relative position, relative distance, relative speed, relative acceleration, etc.). Alternatively, it can be characteristics of the subject located around the riding vehicle 1 (e.g., the type of subject, the shape of the subject itself, markings on the subject, etc.). The ambient environment sensor 16 can be, for example, a radar, lidar sensor, ultrasonic sensor, camera, etc.

[0029] In addition, ambient information can also be detected by ambient sensors or infrastructure equipment mounted on other vehicles. That is, the control device 20 can also obtain ambient information via wireless communication with other vehicles or infrastructure equipment.

[0030] The front wheel speed sensor 17f is a wheel speed sensor that detects the wheel speed of the front wheel 2 (e.g., the rotational speed of the front wheel 2 per unit time [rpm] or the distance traveled per unit time [km / h], etc.) and outputs the detection result. The front wheel speed sensor 17f can also be a sensor that detects other physical quantities that can be substantially converted into the wheel speed of the front wheel 2. The front wheel speed sensor 17f is located on the front wheel 2.

[0031] The rear wheel speed sensor 17r is a wheel speed sensor that detects the wheel speed of the rear wheel 3 (e.g., the rotational speed of the rear wheel 3 per unit time [rpm] or the distance traveled per unit time [km / h], etc.) and outputs the detection result. The rear wheel speed sensor 17r can also be a sensor that detects other physical quantities that can be substantially converted into the wheel speed of the rear wheel 3. The rear wheel speed sensor 17r is installed on the rear wheel 3.

[0032] The inertial measurement unit 18 includes a three-axis gyroscope sensor and a three-directional accelerometer sensor to detect the attitude of the riding vehicle 1. The inertial measurement unit 18 is, for example, installed on the body of the riding vehicle 1. For example, the inertial measurement unit 18 detects the tilt angle of the riding vehicle 1 and outputs the detection result. The inertial measurement unit 18 may also be a device that detects other physical quantities that can be substantially converted into the tilt angle of the riding vehicle 1. The tilt angle is equivalent to the angle representing the tilt direction of the riding vehicle 1's body (specifically, the vehicle frame) relative to the vertical direction. The inertial measurement unit 18 may also only include a portion of the three-axis gyroscope sensor and the three-directional accelerometer sensor.

[0033] Brake light 19 is a light that illuminates in response to braking operations performed by the rider of the riding vehicle 1. Brake light 19 is located at the rear of the riding vehicle 1 and is designed to draw the attention of surrounding vehicles (primarily those located further behind the riding vehicle 1). Drivers of surrounding vehicles can visually recognize that braking is being performed in the riding vehicle 1 by seeing the illuminated brake light 19.

[0034] The control device 20 controls the operation of the rider assistance system 100. For example, part or all of the control device 20 may be composed of a microcomputer, microprocessor unit, or the like. Furthermore, part or all of the control device 20 may also be composed of updatable components such as firmware, or program modules that execute according to instructions from the CPU, etc. The control device 20 may be a single unit, or it may be divided into multiple units. Further details regarding the control device 20 will be described later.

[0035] Figure 2 This is a schematic diagram showing the general structure of the braking system 10 of the riding vehicle 1. The braking system 10 is as follows... Figure 2 As shown, the system includes a front wheel braking mechanism 31, a rear wheel braking mechanism 32, a first brake operating unit 41, and a second brake operating unit 42. The first brake operating unit 41 is, for example, a brake lever. The front wheel braking mechanism 31 is linked to the first brake operating unit 41 to brake the front wheel 2. The second brake operating unit 42 is, for example, a brake pedal. The rear wheel braking mechanism 32 is linked to the second brake operating unit 42 to brake the rear wheel 3. A portion of the front wheel braking mechanism 31 and a portion of the rear wheel braking mechanism 32 are included in the hydraulic control unit 13.

[0036] The front wheel braking mechanism 31 and the rear wheel braking mechanism 32 each include: a master cylinder 51 with a built-in piston (not shown); a reservoir 52 attached to the master cylinder 51; a brake caliper 53 held by the body of the riding vehicle 1 and having brake pads (not shown); a wheel cylinder 54 disposed in the brake caliper 53; a main flow path 55, which is a flow path for brake fluid connecting the master cylinder 51 and the wheel cylinder 54, allowing brake fluid from the master cylinder 51 to flow to the wheel cylinder 54; and a secondary flow path 56, which drains brake fluid from the wheel cylinder 54.

[0037] A filling valve (EV) 61 is provided in the main flow path 55. A secondary flow path 56 bypasses the wheel cylinder 54 side of the main flow path 55 relative to the filling valve 61 and the main cylinder 51 side. In the secondary flow path 56, a release valve (AV) 62, a reservoir 63, and a pump 64 are sequentially provided from the upstream side. Furthermore, a motor 65 that drives the pump 64 is provided in the hydraulic control unit 13.

[0038] The filling valve 61 is, for example, a solenoid valve that opens when not energized and closes when energized. The release valve 62 is, for example, a solenoid valve that closes when not energized and opens when energized.

[0039] The hydraulic control unit 13 includes: components including a fill valve 61, a release valve 62, a reservoir 63, and a pump 64 for controlling the pressure of brake fluid; a base 13a housing these components and internally forming flow paths for constituting a main flow path 55 and a secondary flow path 56; and a motor 65.

[0040] Furthermore, the substrate 13a can be formed from a single component or from multiple components. In addition, if the substrate 13a is formed from multiple components, each component can be separately disposed in a different component.

[0041] The operation of the aforementioned components of the hydraulic control unit 13 and the motor 65 is controlled by the control device 20. As a result, the braking force generated by the front wheel braking mechanism 31 on the front wheel 2 and the braking force generated by the rear wheel braking mechanism 32 on the rear wheel 3 are controlled.

[0042] For example, in the normal state (i.e., the state where anti-lock braking control, etc., is not performed as described later), the fill valve 61 is opened and the release valve 62 is closed by means of the control device 20. In this state, if the first brake operation unit 41 is operated, in the front wheel brake mechanism 31, the piston of the master cylinder 51 (not shown) is pushed in, the pressure of the brake fluid in the wheel cylinder 54 increases, and the brake pads of the brake caliper 53 (not shown) are pressed against the rotor 2a of the front wheel 2, thereby generating braking force on the front wheel 2. Furthermore, if the second brake operation unit 42 is operated, in the rear wheel brake mechanism 32, the piston of the master cylinder 51 (not shown) is pushed in, the pressure of the brake fluid in the wheel cylinder 54 increases, and the brake pads of the brake caliper 53 (not shown) are pressed against the rotor 3a of the rear wheel 3, thereby generating braking force on the rear wheel 3.

[0043] Anti-lock braking system (ABS) is activated, for example, in situations where a wheel (specifically, the front wheel 2 or the rear wheel 3) has locked or is likely to lock. It reduces the braking force applied to that wheel without relying on the operation of the braking mechanism by the rider. For example, when ABS is activated, the filler valve 61 is closed and the release valve 62 is opened by means of the control device 20. In this state, the motor 65 is driven and the pump 64 is activated by means of the control device 20, thereby reducing the pressure of the brake fluid in the wheel cylinder 54 and reducing the braking force applied to the wheel.

[0044] Additionally, in the above, refer to Figure 2 The braking system 10 has been described, but Figure 2 This example is ultimately just one instance; the structure of the braking system 10 is not limited to... Figure 2 For example, the hydraulic control unit 13 could also be a unit that controls only the braking force generated on one of the front wheels 2 and the rear wheels 3.

[0045] Figure 3 This is a block diagram illustrating an example of the functional structure of the control device 20. For example... Figure 3 As shown, the control device 20 includes, for example, an acquisition unit 21 and a control unit 22. Furthermore, the control device 20 communicates with various devices of the riding vehicle 1.

[0046] The acquisition unit 21 acquires information from various devices in the riding vehicle 1 and outputs it to the control unit 22. For example, the acquisition unit 21 acquires information from the input device 15, the ambient environment sensor 16, the front wheel speed sensor 17f, the rear wheel speed sensor 17r, and the inertial measurement device 18. In addition, in this specification, information acquisition may include information extraction or generation (e.g., calculation).

[0047] The control unit 22 performs various controls by controlling the operation of various devices in the riding vehicle 1. For example, the control unit 22 controls the operation of the drive source 11, the transmission 12, the hydraulic control unit 13, the display device 14, and the brake light 19.

[0048] Here, the control unit 22 is capable of performing vehicle speed control actions. The vehicle speed control action is an action that automatically controls the vehicle speed generated by the riding vehicle 1.

[0049] As an example of the aforementioned speed control action, cruise control can be cited. In cruise control, a target speed is preset, and the control unit 22 decelerates the riding vehicle 1 when its speed is higher than the target speed, and accelerates it when its speed is lower than the target speed. Thus, the speed of the riding vehicle 1 is controlled to be close to the target speed. For example, the control unit 22 can control the speed of the riding vehicle 1 as described above based on information about the speed of the riding vehicle 1 obtained from the wheel speeds of the front wheel 2 and the rear wheel 3.

[0050] Furthermore, as an example of the aforementioned speed control action, adaptive cruise control can be cited. In adaptive cruise control, the speed of the riding vehicle 1 is not only controlled to be close to the target speed, but can also be controlled to adjust the positional relationship between the riding vehicle 1 and the target vehicle located ahead of the riding vehicle 1. For example, in adaptive cruise control, when the target vehicle is detected by the ambient environment sensor 16, the control unit 22 controls the speed of the riding vehicle 1 to maintain the inter-vehicle distance between the riding vehicle 1 and the target vehicle at the target inter-vehicle distance. In addition, in adaptive cruise control, the speed of the riding vehicle 1 can also be controlled to maintain the passage time difference (specifically, the time taken from the current point in time for the riding vehicle 1 to pass the current position of the target vehicle) at the target passage time difference.

[0051] The following describes an example of adaptive cruise control being performed as a speed control action. However, the speed control action can be any action that automatically controls the speed generated in the riding vehicle 1, or it can be an action other than adaptive cruise control (for example, the cruise control described above).

[0052] <Motions of the rider assistance system> Reference Figures 4-6The operation of the rider assistance system 100 according to the embodiments of the present invention will be described.

[0053] As described above, the control unit 22 of the control device 20 can perform adaptive cruise control. Specifically, the control unit 22 executes a control mode for adaptive cruise control in response to the operation performed by the rider. Then, in such a control mode, the control unit 22 can perform adaptive cruise control.

[0054] Figure 4 It is a diagram used to illustrate the various states of the control mode. For example... Figure 4 As shown, the control mode is switched between the off state ST_OFF and the on state ST_ON. The off state ST_OFF is equivalent to the state where the control mode is not executed. The on state ST_ON is equivalent to the state where the control mode is being executed.

[0055] When the power supply to the riding vehicle 1 is turned on, the control mode is in the off state (ST_OFF). Then, while the control mode is in the off state (ST_OFF), if the rider performs a switch operation to switch the control mode from the off state (ST_OFF) to the on state (ST_ON) (e.g., using input device 15), the control mode switches from the off state (ST_OFF) to the on state (ST_ON). Conversely, while the control mode is in the on state (ST_ON), ​​if the rider performs a switch operation to switch the control mode from the on state (ST_ON) to the off state (ST_OFF) (e.g., using input device 15), the control mode switches from the on state (ST_ON) to the off state (ST_OFF).

[0056] like Figure 4 As shown, the ST_ON state includes a standby state ST_STB and an active state ST_ACT. That is, in the ST_ON state, the control mode switches between the standby state ST_STB and the active state ST_ACT. The standby state ST_STB corresponds to a state where adaptive cruise control can be immediately executed even though it is not being performed, thanks to a switch operation. The active state ST_ACT is essentially equivalent to a state where adaptive cruise control is being performed. Furthermore, as will be described later, there are also cases where adaptive cruise control is temporarily interrupted in the active state ST_ACT.

[0057] When the control mode switches from the off state ST_OFF to the on state ST_ON, the control mode becomes the standby state ST_STB. Then, while the control mode is in the standby state ST_STB, if the rider performs a switching operation to switch the control mode from the standby state ST_STB to the active state ST_ACT (for example, using input device 15), the control mode switches from the standby state ST_STB to the active state ST_ACT. However, the switching operation to switch the control mode from the standby state ST_STB to the active state ST_ACT can be other than using input device 15 (for example, pressing a button), such as setting the target speed for adaptive cruise control.

[0058] On the other hand, when the control mode is in the active state ST_ACT, if the rider performs a switching operation to switch the control mode from the active state ST_ACT to the standby state ST_STB (for example, by using input device 15), the control mode switches from the active state ST_ACT to the standby state ST_STB. However, the switching operation to switch the control mode from the active state ST_ACT to the standby state ST_STB can be something other than using input device 15 (for example, pressing a button), such as disengaging the clutch connecting the drive source 11 and the transmission 12. Furthermore, when the control mode is in the active state ST_ACT, if other conditions are met, the control mode also switches from the active state ST_ACT to the standby state ST_STB. Such state transitions will be described later.

[0059] like Figure 4 As shown, the active state ST_ACT includes the execution state ST_EXE and the paused state ST_SUS. That is, in the active state ST_ACT, the control mode switches between the execution state ST_EXE and the paused state ST_SUS. The execution state ST_EXE corresponds to the state where adaptive cruise control is actually being executed. The paused state ST_SUS corresponds to the state where adaptive cruise control is temporarily interrupted.

[0060] When the control mode switches from the standby state ST_STB to the active state ST_ACT, the control mode becomes the execution state ST_EXE. Then, while the control mode is in the execution state ST_EXE, if the rider performs an acceleration operation, the control mode switches from the execution state ST_EXE to the paused state ST_SUS. Then, in the paused state ST_SUS, the control unit 22 controls the drive source 11 to generate a driving force corresponding to the acceleration operation in the riding vehicle 1. On the other hand, while the control mode is in the paused state ST_SUS, if the acceleration operation is released, the control mode switches from the paused state ST_SUS to the execution state ST_EXE. Furthermore, while the control mode is in the execution state ST_EXE, if other conditions are met, the control mode also switches from the execution state ST_EXE to the paused state ST_SUS. Such state transitions will be described later.

[0061] As described above, when the control mode is set to the execution state ST_EXE, the control unit 22 executes adaptive cruise control. Then, in adaptive cruise control, the control unit 22 controls the speed of the riding vehicle 1 by controlling the driving force and braking force acting on the riding vehicle 1.

[0062] Here, as described above, a hydraulic control unit 13 is provided in the riding vehicle 1. However, the hydraulic control unit 13 in the riding vehicle 1 does not include a mechanism to increase the pressure of the brake fluid in the wheel cylinder 54 when the rider is not performing braking operations. However, in adaptive cruise control, it is necessary to automatically control the braking force applied to the riding vehicle 1.

[0063] Therefore, in this embodiment, the control unit 22, in adaptive cruise control, does not automatically increase the pressure of the brake fluid in the wheel cylinder 54 to increase the braking force generated in the riding vehicle 1 when the rider does not perform braking operation. Thus, in adaptive cruise control, the function of automatically controlling the braking force acting on the riding vehicle 1 can be ensured. Therefore, adaptive cruise control can be executed.

[0064] Specifically, in adaptive cruise control, when the rider is not braking, the control unit 22 uses the drive source 11 to increase the braking force generated in the riding vehicle 1. More specifically, the control unit 22 calculates the required braking force, i.e., the required braking force, to bring the speed of the riding vehicle 1 close to the target value, and controls the braking force generated by the drive source 11 to apply the required braking force to the riding vehicle 1.

[0065] The control unit 22 can, for example, calculate the required braking force based on information about the surrounding environment of the riding vehicle 1. For example, the control unit 22 can calculate the required braking force based on the difference between the inter-vehicle distance between the riding vehicle 1 and the target vehicle and the target inter-vehicle distance (or, the difference between the time difference between the riding vehicle 1 and the target vehicle and the target vehicle's time difference). Furthermore, the control unit 22 can, for example, calculate the required braking force based on information about the turning state of the riding vehicle 1, i.e., turning state information. Turning state information includes, for example, information about the tilt angle of the riding vehicle 1. The acquisition unit 21 can, for example, acquire information about the tilt angle of the riding vehicle 1 from the inertial measurement device 18. For example, based on the tilt angle information and other turning state information, the control unit 22 determines the future trajectory of the riding vehicle 1, and selects a target vehicle based on the determination of the future trajectory. Then, the control unit 22 can calculate the required braking force based on the selection of the target vehicle.

[0066] Furthermore, the turning status information can be information other than the tilt angle of the riding vehicle 1. For example, the turning status information could be the yaw rate of the riding vehicle 1, the lateral acceleration of the riding vehicle 1, the steering angle of the riding vehicle 1, or map information. Additionally, the acquisition unit 21 can also determine the turning status of the riding vehicle 1 by performing image processing on images captured by cameras positioned around the riding vehicle 1. Information determined using images captured by cameras can also be considered an example of turning status information.

[0067] For example, there is a case where the riding vehicle 1 is driven by an engine. This situation is equivalent to the case where the riding vehicle 1 is equipped with an engine as the drive source 11. In this case, during adaptive cruise control, the control unit 22 increases the braking force by using engine braking when no braking operation is performed by the rider. Specifically, the control unit 22 increases the braking force from engine braking by reducing the opening of the throttle valve provided in the engine's intake air passage. Alternatively, the control unit 22 can also increase the braking force from engine braking by reducing the amount of fuel injected into the engine (e.g., by cutting off fuel injection).

[0068] Furthermore, for example, there is a case where the riding vehicle 1 is driven by an electric motor. This is equivalent to the case where the riding vehicle 1 is equipped with an electric motor as the drive source 11. In this case, during adaptive cruise control, the control unit 22 increases the braking force by using regenerative braking of the electric motor when no braking operation is performed by the rider. Specifically, the control unit 22 controls the inverter connected to the electric motor to cause the electric motor to generate electricity regeneratively, thereby generating regenerative braking and increasing the braking force.

[0069] In addition, during adaptive cruise control, the control unit 22 can also generate a braking force greater than the upper limit of the braking force generated by regenerative braking when adaptive cruise control is not in operation.

[0070] Furthermore, for example, in adaptive cruise control, the control unit 22 increases the braking force by increasing the gear ratio of the transmission 12 when no braking operation is performed by the rider. The gear ratio is the ratio obtained by dividing the rotational speed of the drive source 11 by the rotational speed of the drive wheels. If the gear ratio increases, the rotational speed of the drive source 11 increases, and the resistance to the rotation of the drive source 11 increases. This, in turn, increases the braking force.

[0071] Furthermore, when increasing the braking force by increasing the gear ratio of the transmission 12, the deceleration of the riding vehicle 1 increases instantaneously, making the posture of the riding vehicle 1 prone to instability. Therefore, the control unit 22 preferably controls the gear ratio of the transmission 12 based on the turning state information of the riding vehicle 1. As described above, the turning state information may include, for example, information about the tilt angle of the riding vehicle 1. For example, if the control unit 22 determines that the riding vehicle 1 is turning based on the turning state information (for example, when the tilt angle of the riding vehicle 1 exceeds the reference tilt angle), it prohibits increasing the gear ratio of the transmission 12. This can suppress the riding vehicle 1 from tipping over due to the instantaneous increase in deceleration of the riding vehicle 1 while turning. In addition, the reference tilt angle is set to a level that allows for an appropriate determination of whether the riding vehicle 1 is turning.

[0072] As described above, in this embodiment, the increase in braking force in adaptive cruise control is performed using the drive source 11 instead of the hydraulic control unit 13. If the hydraulic control unit 13 is equipped with a mechanism that increases the pressure of the brake fluid in the wheel cylinder 54 when the rider is not braking, the maximum braking force that can be generated when the braking force is automatically increased using this mechanism is greater than the maximum braking force that can be generated when the braking force is automatically increased using the drive source 11. That is, the maximum braking force that can be generated when the braking force is automatically increased using the drive source 11 without using the aforementioned mechanism is not very large. Therefore, in this embodiment of adaptive cruise control, where the braking force is increased using the drive source 11 instead of the hydraulic control unit 13, there is a possibility of insufficient braking force. In such cases, it is advisable to consider the rider's braking operation and use the hydraulic control unit 13 to increase the braking force.

[0073] Here, when the control mode is in the execution state ST_EXE and adaptive cruise control is being executed, if the rider performs a braking operation, and the control mode is forcibly switched from the active state ST_ACT to the standby state ST_STB, a switching operation is required to restart adaptive cruise control. This may reduce the rider's operability. Therefore, in this embodiment, by carefully designing the processing related to the state transition of the control mode during the execution of adaptive cruise control, the rider's operability is improved. An example of the processing performed by such a control device 20 will be described below.

[0074] Figure 5 This is a flowchart illustrating an example of the processing flow performed by the control device 20. Figure 5 Step S101 in the text corresponds to Figure 5 The control flow shown begins. Figure 5 Step S110 in the middle corresponds to Figure 5 The control flow shown has ended.

[0075] Figure 5 The control flow shown begins when the control mode becomes the execution state ST_EXE and adaptive cruise control is being executed. Additionally, Figure 5 The control flow shown is repeated after it ends, for example, after a predetermined time interval.

[0076] if Figure 5 Once the control flow shown begins, in step S102, the control unit 22 determines whether the rider has performed a braking operation.

[0077] For example, the control unit 22 can determine whether a braking operation has been performed based on the detection results of a sensor that detects the amount of braking operation. However, the control unit 22 can also determine whether a braking operation has been performed based on the detection results of a sensor that detects the pressure of the brake fluid in the master cylinder 51.

[0078] If it is determined that no braking operation was performed (step S102 / No), step S102 is repeated. On the other hand, if it is determined that a braking operation was performed (step S102 / Yes), proceed to step S103.

[0079] If the determination is yes in step S102, in step S103, the control unit 22 switches the control mode from the execution state ST_EXE to the pause state ST_SUS. As a result, adaptive cruise control is temporarily interrupted.

[0080] Furthermore, as described above, when braking is in progress and adaptive cruise control is temporarily interrupted, the control unit 22 can choose not to control the braking force using the drive source 11. However, in such a situation, since the vehicle speed changes depending on the braking operation, the adaptive cruise control, which is a vehicle speed control action, is not executed and is interrupted.

[0081] Next, in step S104, the control unit 22 determines whether the braking operation in progress is a specific braking operation.

[0082] As will be described later, when the ongoing braking operation is a specific braking operation, adaptive cruise control will not automatically restart after the braking operation is released. This braking operation is also referred to as the second operation. However, when the braking operation is released, adaptive cruise control will generally restart automatically. Specifically, when the ongoing braking operation is a braking operation other than the specific braking operation, adaptive cruise control will automatically restart after the braking operation is released. This braking operation is also referred to as the first operation. The first and second operations are different braking operations.

[0083] As described above, in this embodiment, when the rider releases the braking operation (i.e., the first operation) performed by the rider during the execution of adaptive cruise control, the control unit 22 automatically restarts adaptive cruise control without requiring a switch operation by the rider. Therefore, adaptive cruise control can automatically restart even when braking is performed during its execution, thus improving the rider's operability.

[0084] On the other hand, if the ongoing braking operation is a specific braking operation (i.e., the second operation), as described later, the control mode switches from the pause state ST_SUS to the standby state ST_STB. Therefore, when the braking operation is released, adaptive cruise control will not automatically restart. As stated above, when the ongoing braking operation is a specific braking operation, the control unit 22 prohibits the automatic restart of adaptive cruise control accompanying the release of the braking operation.

[0085] For example, a specific braking operation (i.e., the second operation) may also be a braking operation using only the braking operation unit 42 for the rear wheel 3.

[0086] Here, the maximum braking force that can be generated by the front wheel braking mechanism 31 is generally greater than the maximum braking force that can be generated by the rear wheel braking mechanism 32. Therefore, when the rider intends to brake with the intention of increasing braking force, it is conceivable that at least the first braking operation unit 41 can be used. On the other hand, when braking is performed using only the second braking operation unit 42, it is conceivable that the rider wishes to disengage the adaptive cruise control and set the control mode to standby state ST_STB. Therefore, when braking is performed using only the second braking operation unit 42, the control unit 22 can also prevent the automatic restart of adaptive cruise control that accompanies the disengagement of the braking operation.

[0087] As described above, different braking operation units in the riding vehicle 1 can be used in the first and second operations. However, in this case, the second operation can also be a braking operation other than the braking operation using only the second braking operation unit 42. For example, the second operation can also be a braking operation using at least the second braking operation unit 42.

[0088] In addition, a specific braking operation (i.e., the second operation) can also be a braking operation whose duration is longer than the reference time.

[0089] Here, if the braking operation lasts too long, it is conceivable that there is a higher need to increase the braking force using the hydraulic control unit 13, and a lower need to restart adaptive cruise control by using the drive source 11 instead of the hydraulic control unit 13 to increase the braking force. Furthermore, if the braking operation lasts too long, it is conceivable that the rider wishes to disengage the adaptive cruise control and set the control mode to standby state ST_STB. Therefore, the control unit 22 can also prevent the automatic restart of adaptive cruise control upon disengagement of the braking operation if the braking operation lasts longer than a reference time. The aforementioned reference time is, for example, set to a value that allows for determining whether the braking operation lasts too long.

[0090] As mentioned above, in the second operation, the duration of the braking operation can also be longer than that in the first operation.

[0091] In addition, for example, a specific braking operation (i.e., the second operation) can also be a braking operation in which the operation amount is larger than the reference operation amount.

[0092] Here, if the amount of braking operation is too large, it can be assumed that the necessity of increasing the braking force using the hydraulic control unit 13 is high, and the necessity of restarting adaptive cruise control by using the drive source 11 instead of the hydraulic control unit 13 to increase the braking force is low. Therefore, if the control unit 22 performs a braking operation with an operation amount greater than the reference operation amount, it can also prevent the automatic restart of adaptive cruise control that accompanies the release of the braking operation. The aforementioned reference operation amount is, for example, set to a value that can determine whether the operation amount in the braking operation is too large.

[0093] Alternatively, the control unit 22 can determine the amount of braking operation based on the detection results of a sensor that detects the amount of braking operation. However, the control unit 22 can also estimate the amount of braking operation based on the detection results of a sensor that detects the pressure of the brake fluid in the master cylinder 51.

[0094] As described above, in the second operation, the amount of braking operation may be larger than in the first operation. However, in the second operation, the rate of change of the amount of braking operation may also be larger than in the first operation. If the rate of change of the amount of braking operation is too large, it can be assumed that the necessity of increasing the braking force using the hydraulic control unit 13 is higher, and the necessity of restarting adaptive cruise control by using the drive source 11 instead of the hydraulic control unit 13 to increase the braking force is lower. Therefore, in this case, the control unit 22 may also prohibit the automatic restart of adaptive cruise control accompanying the release of the braking operation. Furthermore, in the second operation, both the amount of braking operation and the rate of change of the amount of braking operation may be larger than in the first operation. That is, in the second operation, at least one of the amount of braking operation and the rate of change of the amount of braking operation may be larger than in the first operation.

[0095] If it is determined that the braking operation in progress is not a specific braking operation (i.e., the braking operation in progress is the first operation) (step S104 / No), proceed to step S105. On the other hand, if it is determined that the braking operation in progress is a specific braking operation (i.e., the braking operation in progress is the second operation) (step S104 / Yes), proceed to step S108, in which the control unit 22 switches the control mode from the pause state ST_SUS to the standby state ST_STB.

[0096] If the determination is negative in step S104, in step S105, the control unit 22 determines whether the conditions for transitioning to the standby state ST_STB are met.

[0097] As described above, when the braking operation being performed is a braking operation other than the specific braking operation (i.e., the first operation), the adaptive cruise control basically restarts automatically after the braking operation is released. However, as described later, when a braking operation other than the specific braking operation is being performed (i.e., the first operation), the control mode switches from the suspended state ST_SUS to the standby state ST_STB if the transition conditions to the standby state ST_STB are met. Therefore, when the braking operation is released, the adaptive cruise control no longer restarts automatically. That is, when the aforementioned transition conditions are met, the control unit 22 prohibits the automatic restart of adaptive cruise control accompanying the release of the braking operation.

[0098] For example, the aforementioned transition condition could also be that the deceleration generated by the riding vehicle 1 is greater than the reference deceleration. Here, if the deceleration generated by the riding vehicle 1 is too large, it is conceivable that the necessity to increase the braking force using the hydraulic control unit 13 is higher, and the necessity to restart adaptive cruise control using the drive source 11 instead of the hydraulic control unit 13 is lower. Therefore, the control unit 22 can also prohibit the automatic restart of adaptive cruise control accompanying the release of braking operation if the deceleration generated by the riding vehicle 1 is greater than the reference deceleration. The aforementioned reference deceleration is, for example, set to a value that can determine whether the deceleration generated by the riding vehicle 1 is too large.

[0099] In addition, the control unit 22 can, for example, determine the deceleration generated in the riding vehicle 1 based on information about the speed of the riding vehicle 1 obtained from the wheel speed of the front wheel 2 and the wheel speed of the rear wheel 3.

[0100] As described above, the control unit 22 can also determine whether the vehicle speed control operation can be restarted based on information about the deceleration generated in the riding vehicle 1. However, the control unit 22 can also determine whether the vehicle speed control operation can be restarted based on information about the rate of change of deceleration generated in the riding vehicle 1. If the rate of change of deceleration generated in the riding vehicle 1 is too large, it can be assumed that the necessity of increasing the braking force using the hydraulic control unit 13 is high, and the necessity of restarting adaptive cruise control by using the drive source 11 instead of the hydraulic control unit 13 to increase the braking force is low. Therefore, in this case, the control unit 22 can also prohibit the automatic restart of adaptive cruise control accompanying the release of braking operation. Furthermore, the control unit 22 can also determine whether the vehicle speed control operation can be restarted based on information about both the deceleration generated in the riding vehicle 1 and the rate of change of deceleration. That is, the control unit 22 can also determine whether the vehicle speed control operation can be restarted based on information about at least one of the deceleration generated in the riding vehicle 1 and the rate of change of deceleration.

[0101] In addition, information about deceleration can be information that directly represents deceleration, other information that can be substantially converted into deceleration, or information that roughly represents the degree of deceleration. Furthermore, information about the rate of change of deceleration can also be information that directly represents the rate of change of deceleration, other information that can be substantially converted into the rate of change of deceleration, or information that roughly represents the degree of the rate of change of deceleration.

[0102] Furthermore, the aforementioned transition condition could also be that the probability of a collision between the riding vehicle 1 and the object (e.g., the target vehicle) is higher than a reference probability. Here, when the collision probability is higher than the reference, it is conceivable that the necessity to increase braking force using the hydraulic control unit 13 is higher, and the necessity to restart adaptive cruise control by using the drive source 11 instead of the hydraulic control unit 13 to increase braking force is lower. Therefore, the control unit 22 could also prohibit the automatic restart of adaptive cruise control accompanying the release of braking operation when the collision probability is higher than the reference. The aforementioned reference probability is, for example, set to determine whether the collision probability between the riding vehicle 1 and the object is too high.

[0103] Furthermore, the control unit 22 can determine the aforementioned collision probability, for example, based on the distance between the riding vehicle 1 and the target vehicle and the relative speed of the riding vehicle 1 relative to the target vehicle. The collision probability can be represented, for example, by dividing the distance between the riding vehicle 1 and the target vehicle by the relative speed of the riding vehicle 1 relative to the target vehicle. Alternatively, the collision probability can also be represented by a value that considers the relative acceleration of the riding vehicle 1 relative to the target vehicle, in addition to the distance between the riding vehicle 1 and the target vehicle and the relative speed of the riding vehicle 1 relative to the target vehicle.

[0104] As described above, the control unit 22 can also determine whether the speed control operation can be restarted based on information about the probability of a collision between the riding vehicle 1 and the object. Furthermore, if the probability of a collision between the riding vehicle 1 and the object is higher than a reference, the control unit 22 can also perform an action to suppress the collision between the riding vehicle 1 and the object. Such actions could include, for example, alerting the rider that the probability of a collision between the riding vehicle 1 and the object exceeds a reference, or automatically increasing the braking force applied to the riding vehicle 1 (e.g., increasing the braking force generated by the drive source 11 to its maximum). Then, the condition that these actions to suppress the collision between the riding vehicle 1 and the object are being performed can be used as the aforementioned transition condition.

[0105] Furthermore, the aforementioned transition condition could also be the condition that the braking force generated by the drive source 11 has not reached the maximum value (i.e., limit) of the braking force that can be generated by the drive source 11. Here, if a braking operation is performed even though the braking force generated by the drive source 11 has not reached the limit, it can be imagined that the rider wishes to disengage the adaptive cruise control and set the control mode to standby state ST_STB. Therefore, if the braking force generated by the drive source 11 has not reached the limit, the control unit 22 can also prevent the automatic restart of adaptive cruise control that accompanies the disengagement of the braking operation.

[0106] As described above, the control unit 22 can also determine whether the vehicle speed control operation can be restarted based on information about the braking force that increases without automatically increasing the pressure of the brake fluid in the wheel cylinder 54. The braking force information can be information that directly represents the braking force (for example, information that represents the value of the required braking force), or other information that can be substantially converted into the braking force, or information that roughly represents the degree of the braking force.

[0107] If it is determined that the transition condition to the standby state ST_STB is not met (step S105 / No), proceed to step S106. On the other hand, if it is determined that the transition condition to the standby state ST_STB is met (step S105 / Yes), proceed to step S108, in which the control unit 22 switches the control mode from the pause state ST_SUS to the standby state ST_STB.

[0108] If the determination is negative in step S105, in step S106, the control unit 22 determines whether the braking operation performed by the rider has been released.

[0109] For example, the control unit 22 can determine whether the braking operation performed by the rider has been released based on the detection results of a sensor that detects the amount of braking operation. However, the control unit 22 can also determine whether the braking operation performed by the rider has been released based on the detection results of a sensor that detects the pressure of the brake fluid in the master cylinder 51.

[0110] If it is determined that the braking operation has not been released (step S106 / No), return to step S104. On the other hand, if it is determined that the braking operation has been released (step S106 / Yes), proceed to step S107.

[0111] If the determination is "yes" in step S106, in step S107, the control unit 22 switches the control mode to the execution state ST_EXE. Figure 5The control flow shown ends. In this case, control unit 22 switches the control mode from paused state ST_SUS to executed state ST_EXE. Adaptive cruise control then resumes.

[0112] As described above, if the determination is "yes" in step S104 or "yes" in step S105, the process proceeds to step S108, where the control mode switches from the paused state ST_SUS to the standby state ST_STB. Next, in step S109, the control unit 22 determines whether the braking operation performed by the rider has been released and a switching operation has been performed (specifically, a switching operation to switch the control mode from the standby state ST_STB to the active state ST_ACT).

[0113] If it is determined that the braking operation has not been released or no switching operation has been performed (step S109 / No), step S109 is repeated. On the other hand, if it is determined that the braking operation has been released and a switching operation has been performed (step S109 / Yes), the process proceeds to step S107. Then, the control mode switches from the standby state ST_STB to the execution state ST_EXE, and adaptive cruise control resumes.

[0114] The above describes an example of the processing performed by the control device 20. However, the processing performed by the control device 20 may also be a modified version of the processing example described above.

[0115] For example, the control unit 22 can increase the gear ratio of the transmission 12 before the adaptive cruise control restarts. When braking is performed and adaptive cruise control is temporarily interrupted, the riding vehicle 1 decelerates, and its speed decreases. Therefore, by increasing the gear ratio of the transmission 12 before the adaptive cruise control restarts, when the adaptive cruise control is temporarily interrupted, acceleration can be performed smoothly when the adaptive cruise control restarts and the riding vehicle 1 is accelerated by the drive source 11. Furthermore, if an engine is provided as the drive source 11, engine stalling can be prevented when adaptive cruise control restarts.

[0116] Furthermore, the control unit 22 can also perform a notification operation to the rider of the riding vehicle 1. The notification operation is an action to notify the rider of the riding vehicle 1. For example, the control unit 22 may use the display device 14 to notify the rider during the notification operation. However, the notification to the rider can also be performed using a device other than the display device 14. For example, the control unit 22 may use a display device installed on the rider's clothing (e.g., a helmet) to perform the notification. Furthermore, the control unit 22 may also use a sound output device or vibration generating device installed on the riding vehicle 1 or the rider's clothing to perform the notification.

[0117] Here, the control unit 22 can also perform a notification operation by increasing the braking force only momentarily without automatically increasing the pressure of the brake fluid in the wheel cylinder 54. For example, if an engine is provided as the drive source 11 in the riding vehicle 1, the control unit 22 can also increase the braking force from engine braking only momentarily by controlling at least one of the throttle valve opening and the amount of fuel injection from the engine during the notification operation. Furthermore, if an electric motor is provided as the drive source 11 in the riding vehicle 1, the control unit 22 can also increase the braking force from regenerative braking using the electric motor only momentarily during the notification operation. Additionally, the control unit 22 can also increase the braking force only momentarily by increasing the gear ratio of the transmission 12 during the notification operation.

[0118] As described above, the control unit 22 can perform notification actions using various methods. Examples of situations in which these notification actions are performed will be given below. Furthermore, in the following examples, any of the methods described above can be used as the notification action.

[0119] For example, during the notification action, the control unit 22 can also notify the rider whether adaptive cruise control can be restarted. For example, in the above-mentioned... Figure 5 In the example, after the control mode becomes paused (ST_SUS) upon the start of braking, the automatic restart of adaptive cruise control is allowed while the control mode remains in paused (ST_SUS). However, the automatic restart of adaptive cruise control is prohibited when the control mode is switched to standby (ST_STB). Therefore, the control unit 22 can also inform the rider whether the control mode has become paused (ST_SUS) or standby (ST_STB) during braking operations. Furthermore, the control unit 22 can also inform the rider of the control mode status regardless of whether braking is in progress.

[0120] Furthermore, for example, during the notification action, control unit 22 can also notify the rider of the information used in the decision-making process regarding whether adaptive cruise control can be restarted. For example, in the aforementioned... Figure 6In the example, if the determination is "yes" in step S104 or "yes" in step S105, the control mode is switched to standby state ST_STB, and the automatic restart of adaptive cruise control is prohibited. That is, the information used in the determination in step S104 (specifically, the information used to determine whether the ongoing braking operation is a specific braking operation) and the information used in the determination in step S105 (specifically, the information used to determine whether the transition condition to standby state ST_STB is met) are equivalent to the information used in the decision on whether adaptive cruise control can restart.

[0121] Figure 6 This is a diagram illustrating an example of a notification action. When deciding whether adaptive cruise control can be restarted, in a part of the example above, if the parameter used for determination exceeds the threshold TH, the control unit 22 determines that restarting adaptive cruise control is prohibited and switches the control mode from the paused state ST_SUS to the standby state ST_STB. Figure 6 In the example, the value of such a parameter within the range of 0 to the threshold TH is represented by the length of a bar with a profile line. For example, during braking operation, the control unit 22 causes the display device 14 to... Figure 6 The display.

[0122] For example, as a parameter as described above, one could exemplify the duration of a specific braking operation in step S104 where the duration of the braking operation is longer than a reference time. In this case, the threshold TH becomes the reference time.

[0123] Furthermore, as an example of the parameters mentioned above, one could exemplify the operating amount in a specific braking operation where the operating amount during the braking operation determined in step S104 is greater than the reference operating amount. In this case, the threshold TH becomes the reference operating amount.

[0124] Furthermore, as an example of the aforementioned parameter, one could be the deceleration that is determined in step S105 when the transition condition that the deceleration generated by the riding vehicle 1 is greater than the reference deceleration is met. In this case, the threshold TH becomes the reference deceleration.

[0125] Furthermore, as an example of the aforementioned parameter, one could exemplify is the collision probability in step S105 when it is determined whether the transition condition of a collision probability between the riding vehicle 1 and the object is higher than the baseline probability is met. In this case, the threshold TH becomes the baseline probability.

[0126] In addition, Figure 6 In the example, the value of the above parameter is represented by the length of the bar. However, ​The example is just one instance; for instance, the value of the parameter mentioned above can also be represented by a number that represents that value.

[0127] Furthermore, for example, in adaptive cruise control, the control unit 22 can control the brake lights 19 of the riding vehicle 1 based on information about the braking force, which is increased without the rider performing braking operations, namely, braking force information, which indicates that the pressure of the brake fluid in the wheel cylinder 54 will not automatically increase. For example, the control unit 22 can also illuminate the brake lights 19 when the aforementioned braking force is greater than a reference value (specifically, a value greater than 0 but close to 0). This allows the surrounding vehicles to be notified of the aforementioned braking force.

[0128] Furthermore, for example, in control mode, control unit 22 can also perform an automatic stop action to automatically stop the riding vehicle 1. Control unit 22 can also perform the automatic stop action by applying braking force to the riding vehicle 1 using drive source 11. Additionally, control unit 22 can also perform the automatic stop action triggered by a switch operation by the rider, or it can perform the automatic stop action based on surrounding environmental information (e.g., the distance between the riding vehicle 1 and the target vehicle) when the target vehicle has stopped. Furthermore, control unit 22 can perform the automatic stop action both when adaptive cruise control is engaged and when adaptive cruise control is not engaged.

[0129] Furthermore, for example, in control mode, control unit 22 can also perform an automatic start-up action to automatically start the riding vehicle 1. Control unit 22 can also perform the automatic start-up action by using drive source 11 to apply driving force to the riding vehicle 1. Additionally, control unit 22 can also perform the automatic start-up action triggered by a switch operation by the rider, or it can perform the automatic start-up action based on surrounding environmental information (e.g., the distance between the riding vehicle 1 and the target vehicle) when the target vehicle has already started. Furthermore, control unit 22 can perform the automatic start-up action both when adaptive cruise control is engaged and when adaptive cruise control is not engaged.

[0130] <Effects of the rider assistance system> The effects of the rider assistance system 100 according to the embodiments of the present invention will be explained.

[0131] The rider assistance system 100 includes a control unit 22, which executes a control mode that automatically controls the speed generated by the riding vehicle 1 (adaptive cruise control in the above example). The hydraulic control unit 13, which controls the pressure of the brake fluid in the wheel cylinders 54 of the riding vehicle 1, does not have a mechanism to increase the pressure when the rider is not braking. During speed control, the control unit 22 does not automatically increase the pressure but increases the braking force generated by the riding vehicle 1 when the rider is not braking. Even without a mechanism in the hydraulic control unit 13 to automatically increase the pressure, the function of automatically controlling the braking force acting on the riding vehicle 1 is ensured during speed control. Then, when the rider releases the braking operation performed by the rider during the execution of the speed control operation (i.e., the first operation), the control unit 22 automatically restarts the speed control operation without requiring a switch operation by the rider. Therefore, if braking is performed during the execution of speed control, the speed control action can be automatically restarted, thereby improving the rider's operability. As described above, the rider assistance system 100 can improve the rider's operability while enabling speed control.

[0132] Preferably, in the rider assistance system 100, the riding vehicle 1 is driven by an engine; during speed control operations, the control unit 22 increases the braking force by using engine braking when the rider does not perform braking operations. Thus, during speed control operations, the function of automatically controlling the braking force acting on the riding vehicle 1 is properly realized. Therefore, the execution of speed control operations is properly achieved.

[0133] Preferably, in the rider assistance system 100, the riding vehicle 1 is driven by an electric motor; during speed control operations, the control unit 22 increases the braking force by using regenerative braking of the electric motor when the rider does not perform braking operations. Thus, during speed control operations, the function of automatically controlling the braking force acting on the riding vehicle 1 is properly realized. Therefore, the execution of speed control operations is properly achieved.

[0134] Preferably, in the rider assistance system 100, the output of the drive source 11 is transmitted to the drive wheel of the riding vehicle 1 (the rear wheel 3 in the above example) via the transmission 12. During speed control, the control unit 22 increases the braking force by increasing the gear ratio of the transmission 12 when no braking operation is performed by the rider. Thus, during speed control, the function of automatically controlling the braking force acting on the riding vehicle 1 is properly implemented. Therefore, the execution of the speed control operation is properly achieved.

[0135] Preferably, in the rider assistance system 100, the output of the drive source 11 is transmitted to the drive wheels of the riding vehicle 1 (rear wheel 3 in the above example) via the transmission 12, and the control unit 22 increases the gear ratio of the transmission 12 before the speed control operation restarts. Therefore, when the speed control operation restarts and the riding vehicle 1 is accelerated by the drive source 11, acceleration can be performed smoothly. Furthermore, if an engine is provided as the drive source 11, engine stalling can be prevented when the speed control operation restarts.

[0136] Preferably, in the rider assistance system 100, the control unit 22 does not automatically restart the speed control operation when the rider releases the second operation, which is a braking operation performed by the rider during the execution of the speed control operation and is different from the first operation. Therefore, it is possible to prevent the automatic restart of the speed control operation accompanying the release of the braking operation, in accordance with braking operations performed by the rider during the execution of the speed control operation.

[0137] Preferably, in the rider assistance system 100, different braking operation units in the riding vehicle 1 are used in the first and second operations. Therefore, in cases where the rider wishes to release the speed control action, the automatic restart of the speed control action accompanying the release of the braking operation can be prevented.

[0138] Preferably, in the rider assistance system 100, the duration of the braking operation is longer in the second operation compared to the first operation. Therefore, when it is conceivable that the necessity to restart the speed control action is low, or when it is conceivable that the rider wishes to release the speed control action, the automatic restart of the speed control action accompanying the release of the braking operation can be prevented.

[0139] Preferably, in the rider assistance system 100, in the second operation, at least one of the operation amount and the rate of change of the operation amount in the braking operation is greater than that in the first operation. Therefore, when it is conceivable that the necessity to restart the speed control operation is low, the automatic restart of the speed control operation accompanying the release of the braking operation can be prevented.

[0140] Preferably, in the rider assistance system 100, the control unit 22 determines whether the speed control action can be restarted based on information about at least one of the deceleration generated in the riding vehicle 1 and the rate of change of deceleration. Therefore, when it is conceivable that the necessity to restart the speed control action is low, the automatic restart of the speed control action accompanying the release of braking can be prevented.

[0141] Preferably, in the rider assistance system 100, the control unit 22 determines whether the speed control action can be restarted based on information about the probability of a collision between the riding vehicle 1 and an object. Therefore, when it can be assumed that the necessity to restart the speed control action is low, the automatic restart of the speed control action accompanying the release of the brakes can be prevented.

[0142] Preferably, in the rider assistance system 100, the control unit 22 determines whether the speed control action can be restarted based on information about the braking force that increases without automatically increasing the aforementioned pressure. Thus, in cases where the rider wishes to release the speed control action, the automatic restart of the speed control action accompanying the release of the brakes can be prevented.

[0143] Preferably, in the rider assistance system 100, the control unit 22 performs a notification action to inform the rider whether the speed control action can be restarted. Thus, the rider is informed whether the speed control action can be restarted, allowing the rider to drive the riding vehicle 1 based on that information.

[0144] Preferably, in the rider assistance system 100, the control unit 22 performs a notification action to inform the rider of the information used in the decision on whether the speed control action can be restarted. Thus, the rider can be informed of the information used in the decision on whether the speed control action can be restarted, and the rider can drive the riding vehicle 1 based on that information.

[0145] This invention is not limited to the description of the embodiments. For example, only a portion of the embodiments may be implemented.

[0146] Explanation of reference numerals in the attached figures 1. Riding vehicle; 2. Front wheel; 2a. Rotor; 3. Rear wheel; 3a. Rotor; 10. Braking system; 11. Drive source; 12. Gearbox; 13. Hydraulic control unit; 13a. Base; 14. Display device; 15. Input device; 16. Ambient environment sensor; 17f. Front wheel speed sensor; 17r. Rear wheel speed sensor; 18. Inertial measurement unit; 19. Brake light; 20. Control device; 21. Acquisition unit; 22. Control unit; 31. Front wheel braking mechanism; 32. Rear wheel braking mechanism; 41. First brake operation unit; 42. Second brake operation unit; 51. Master cylinder; 52. Reservoir; 53. Brake caliper; 54. Wheel cylinder; 55. Main flow path; 56. Secondary flow path; 61. Fill valve; 62. Release valve; 63. Reservoir; 64. Pump; 65. Motor; 100. Rider assistance system; ST_ACT Activity status; ST_EXE Execution status; ST_OFF (off state); ST_ON (on state); ST_STB (standby state); ST_SUS (paused state); TH (threshold).

Claims

1. A rider assistance system (100) for assisting driving by a rider of a riding-type vehicle (1), characterized in that, It is equipped with a control unit (22) that performs a control mode that automatically controls the speed generated by the aforementioned riding vehicle (1); The hydraulic control unit (13) that controls the pressure of the brake fluid in the wheel cylinder (54) of the aforementioned riding vehicle (1) is not equipped with a mechanism that increases the aforementioned pressure when the aforementioned rider does not perform the braking operation. The aforementioned control unit (22) In the aforementioned speed control operation, without the aforementioned rider performing the aforementioned braking operation, the aforementioned pressure is not automatically increased, but the braking force generated in the aforementioned riding vehicle (1) is increased. If the rider releases the braking operation (i.e., the first operation) performed by the rider during the execution of the aforementioned speed control action, the aforementioned speed control action will automatically restart without requiring the rider to perform a switch operation.

2. The rider assistance system according to claim 1, characterized in that, The aforementioned riding vehicle (1) is driven by an engine (11); In the aforementioned speed control operation, the aforementioned control unit (22) increases the aforementioned braking force by using the engine braking of the aforementioned engine (11) when the aforementioned rider does not perform the aforementioned braking operation.

3. The rider assistance system according to claim 1, characterized in that, The aforementioned riding vehicle (1) is driven by an electric motor (11); In the aforementioned speed control operation, the aforementioned control unit (22) increases the aforementioned braking force by using the regenerative braking of the aforementioned electric motor (11) when the aforementioned rider does not perform the aforementioned braking operation.

4. The rider assistance system according to any one of claims 1 to 3, characterized in that, The output of the drive source (11) is transmitted to the drive wheel (3) of the aforementioned riding vehicle (1) via the transmission (12). In the aforementioned speed control operation, when the aforementioned rider does not perform the aforementioned braking operation, the aforementioned control unit (22) increases the aforementioned braking force by increasing the gear ratio of the aforementioned transmission (12).

5. The rider assistance system according to any one of claims 1 to 3, characterized in that, The output of the drive source (11) is transmitted to the drive wheel (3) of the aforementioned riding vehicle (1) via the transmission (12). Before the aforementioned speed control action is restarted, the aforementioned control unit (22) increases the gear ratio of the aforementioned transmission (12).

6. The rider assistance system according to any one of claims 1 to 3, characterized in that, The aforementioned control unit (22) does not automatically restart the aforementioned speed control operation when the aforementioned rider releases the second operation. The second operation is the aforementioned braking operation performed by the aforementioned rider during the execution of the aforementioned speed control operation, and is a braking operation different from the aforementioned first operation.

7. The rider assistance system according to claim 6, characterized in that, In the aforementioned first operation and the aforementioned second operation, different braking operation units in the aforementioned riding vehicle (1) are used.

8. The rider assistance system according to claim 6, characterized in that, In the second operation described above, the duration of the braking operation is longer than that of the first operation described above.

9. The rider assistance system according to claim 6, characterized in that, In the aforementioned second operation, at least one of the operation amount and the rate of change of the aforementioned operation amount is greater than that in the aforementioned first operation.

10. The rider assistance system according to any one of claims 1 to 3, characterized in that, The aforementioned control unit (22) determines whether the aforementioned speed control action can be restarted based on information of at least one of the deceleration generated in the aforementioned riding vehicle (1) and the rate of change of the aforementioned deceleration.

11. The rider assistance system according to any one of claims 1 to 3, characterized in that, Based on information about the likelihood of a collision between the aforementioned riding vehicle (1) and the object, the aforementioned control unit (22) determines whether the aforementioned speed control action can be restarted.

12. The rider assistance system according to any one of claims 1 to 3, characterized in that, The aforementioned control unit (22) determines whether the aforementioned speed control action can be restarted based on information about the aforementioned braking force that increases without causing the aforementioned pressure to increase automatically.

13. The rider assistance system according to any one of claims 1 to 3, characterized in that, The aforementioned control unit (22) performs a notification action to inform the aforementioned rider whether the aforementioned speed control action can be restarted.

14. The rider assistance system according to any one of claims 1 to 3, characterized in that, The aforementioned control unit (22) performs a notification action to inform the aforementioned rider of the information used in the decision on whether the aforementioned speed control action can be restarted.

15. A control method for a rider assistance system (100) that assists driving by a rider of a riding-type vehicle (1), characterized in that, The control unit (22) of the rider assistance system (100) executes a control mode that automatically controls the speed generated by the aforementioned riding vehicle (1); The hydraulic control unit (13) that controls the pressure of the brake fluid in the wheel cylinder (54) of the aforementioned riding vehicle (1) is not equipped with a mechanism that increases the aforementioned pressure when the aforementioned rider does not perform the braking operation. The aforementioned control unit (22) In the aforementioned speed control operation, without the aforementioned rider performing the aforementioned braking operation, the aforementioned pressure is not automatically increased, but the braking force generated in the aforementioned riding vehicle (1) is increased. If the rider releases the braking operation (i.e., the first operation) performed by the rider during the execution of the aforementioned speed control action, the aforementioned speed control action will automatically restart without requiring the rider to perform a switch operation.

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