Control device and control method

Abstract

The present invention improves the operability of the rider while suppressing the discomfort of the rider. In the control device (20) and the control method described in the present invention, an execution unit of the control device (20) executes a control mode in which a position relationship adjustment operation of adjusting a position relationship between a riding-type vehicle (1) and an object to a target position relationship is performed; a brake operation by a rider of the riding-type vehicle (1) is required in order to stop the riding-type vehicle (1) during the position relationship adjustment operation; and the execution unit executes an automatic start operation of automatically starting the stopped riding-type vehicle (1) in the control mode.

Description

Technical Field

[0001] This disclosure relates to a control device and control method that can improve rider operability while suppressing discomfort to the rider. Background Technology

[0002] In the past, various technologies have been proposed to assist drivers of riding vehicles such as motorcycles. For example, Patent Document 1 discloses a driver assistance system that warns a motorcycle rider of an inappropriate approach to 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 used to assist vehicle driving, there is a positional adjustment mechanism that adjusts the positional relationship between the vehicle and an object to a target positional relationship. Furthermore, it is considered to apply such positional adjustment mechanisms to riding vehicles to assist driving by the rider of the riding vehicle. Here, in the control mode that performs the positional adjustment mechanism, it is considered to automatically control the riding vehicle's movements when the riding vehicle stops and starts, with the aim of improving the rider's operability. However, automatically controlling the riding vehicle's movements can also cause discomfort to the rider. Therefore, it is desirable to improve the rider's operability while suppressing discomfort.

[0005] The present invention was made against the background of the above-mentioned problems, and the purpose is to obtain a control device and control method that can improve the rider's operability while suppressing discomfort caused to the rider.

[0006] Methods used to solve problems The control device described in this invention is a control device for controlling the movement of a riding vehicle. It includes an execution unit that performs a control mode in which a positional adjustment action is performed to adjust the positional relationship between the riding vehicle and an object to a target positional relationship. In order for the riding vehicle to come to a stop during the positional adjustment action, a braking operation is required by the rider of the riding vehicle. In the control mode, the execution unit performs an automatic start action to automatically start the riding vehicle from its stop position.

[0007] The control method described in this invention is a control method for controlling the movement of a riding vehicle. The execution unit of the control device executes a control mode in which a positional adjustment action is performed to adjust the positional relationship between the riding vehicle and the object to a target positional relationship. In order for the riding vehicle to come to a stop during the positional adjustment action, a braking operation is required by the rider of the riding vehicle. In the aforementioned control mode, the execution unit performs an automatic start action to automatically start the riding vehicle from its stop position.

[0008] Invention Effects In the control device and control method described in this invention, the execution unit of the control device executes a control mode that performs a positional adjustment action to adjust the positional relationship between the riding vehicle and the object to a target positional relationship. To stop the riding vehicle during the positional adjustment action, a braking operation is required by the rider of the riding vehicle. In the control mode, the execution unit performs an automatic start action to automatically start the stopped riding vehicle. Therefore, during the stopping process of the riding vehicle, when its speed decreases and its posture becomes unstable, discomfort to the rider caused by the automatic control of the riding vehicle's movements can be suppressed. Furthermore, by executing the automatic start action, the rider's operability can be improved during the starting process of the riding vehicle. In this way, rider operability can be improved while suppressing discomfort. Attached Figure Description

[0009] Figure 1 This is a schematic diagram illustrating the general structure of the 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 the 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 described in an embodiment of the present invention.

[0012] Figure 4 This is a diagram used to illustrate the various states of the control mode described 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. Detailed Implementation

[0014] The control device and control method of the present invention will be described below with reference to the accompanying drawings.

[0015] Additionally, the control device used in two-wheeled motorcycles will be explained below (see reference). Figure 1 The term "riding vehicle" refers to a vehicle that is straddled by a rider. Examples of riding vehicles include motorcycles (motorized two-wheelers, motorized tricycles), bicycles, and mopeds. Motorcycles include vehicles powered by an engine and vehicles powered by an electric motor. Examples of motorcycles include motorized bicycles, scooters, and electric scooters. Furthermore, a bicycle is a vehicle that is propelled by the rider's pedaling force. Bicycles include regular bicycles, electric-assisted bicycles, and electric bicycles.

[0016] Furthermore, the following describes a control unit that controls the pressure of the brake fluid, which is used as the control unit for the braking force generated at the wheels (specifically, described later). Figure 1 The hydraulic control unit 13 in the control unit does not have a mechanism to increase the pressure of the brake fluid in the wheel cylinder when the rider does not perform braking operation, but the aforementioned mechanism may be provided in the control unit.

[0017] Furthermore, the following describes a control unit that controls the pressure of the brake fluid as a control unit for the braking force generated at the wheels (specifically, described later). Figure 1 In the case of hydraulic control unit 13), but as a control unit for the braking force generated at the wheel, a control unit that controls the position of the wheel's braking part itself by means of an electrical signal can also be used (so-called brake-by-wire).

[0018] Furthermore, the structure and operation described below are examples, and the control device and control method described in this invention are not limited to such a structure and operation.

[0019] Furthermore, similar or identical descriptions will be appropriately simplified or omitted below. Additionally, in the figures, similar or identical parts or portions will be omitted or given the same reference numerals. Furthermore, detailed construction details will be appropriately simplified or omitted in the illustrations.

[0020] <Structure of riding-type vehicles> Reference Figures 1-3 The structure of the riding vehicle 1 according to an embodiment of the present invention will be described.

[0021] Figure 1 This is a schematic diagram showing the general structure of the riding-type vehicle 1. The riding-type vehicle 1 is an example of a two-wheeled motorcycle, corresponding to the riding-type vehicle described in this invention. Figure 1As 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.

[0022] 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).

[0023] The drive source 11 outputs driving force that is transmitted to the rear wheel 3 of the vehicle 1, which is a riding vehicle. The drive source 11 can be, for example, an engine or an electric motor.

[0024] The transmission 12 changes the speed of the power (specifically, rotational power) output from the drive source 11 and transmits it to the rear wheel 3, which serves as the drive wheel. 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 rear wheel 3, which serves as the drive wheel. Thus, the rear wheel 3 is 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 wheel 3 via the transmission 12. For example, the transmission 12 is an automatic transmission mounted in an automatic transmission vehicle. However, the transmission 12 can also be a manual transmission mounted in a manual transmission vehicle.

[0025] 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 (such as control valves and pumps) installed in the oil lines connecting the master cylinder and the wheel cylinders to control 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.

[0026] 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, for example, mounted in front of the handlebars in a riding vehicle 1. However, the configuration of the display device 14 relative to the vehicle body is not particularly limited.

[0027] The input device 15 is subject to various operations performed by the rider. The input device 15 may include, for example, buttons located on the handlebars for use by the rider. Information related to the rider's operations using the input device 15 is output to the control device 20.

[0028] 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.

[0029] The ambient environment information detected by the ambient environment sensor 16 can be information related to the distance or orientation to the subject located around the riding vehicle 1 (e.g., relative position, relative distance, relative speed, relative acceleration, etc.), or 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 attached to the subject, etc.). The ambient environment sensor 16 is, for example, a radar, lidar sensor, ultrasonic sensor, camera, etc.

[0030] 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.

[0031] The front wheel speed sensor 17f is a wheel speed sensor that detects the wheel speed of the front wheel 2 (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 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.

[0032] The rear wheel speed sensor 17r is a wheel speed sensor that detects the wheel speed of the rear 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 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.

[0033] The inertial measurement unit 18 includes a 3-axis gyroscope sensor and a 3-direction 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 sensor 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 of the riding vehicle 1's body (specifically, the frame) relative to the horizontal direction above vertical. The inertial measurement unit 18 may also only include a portion of the 3-axis gyroscope sensor and the 3-direction accelerometer sensor.

[0034] 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 has been performed on the riding vehicle 1 by seeing the illuminated brake light 19.

[0035] The control device 20 controls the movement of the riding vehicle 1. Furthermore, 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. Additionally, part or all of the control device 20 may be composed of updatable components such as firmware, or it may be a program module executed by instructions from a CPU or the like. 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.

[0036] 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 braking operation unit 41, and a second braking operation unit 42. The first braking operation unit 41 is, for example, a brake lever. The front wheel braking mechanism 31 is linked to the first braking operation unit 41 to brake the front wheel 2. The second braking operation unit 42 is, for example, a brake pedal. The rear wheel braking mechanism 32 is linked to the second braking operation 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.

[0037] The front wheel braking mechanism 31 and the rear wheel braking mechanism 32 respectively 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.

[0038] A filling valve (EV) 61 is provided in the main flow path 55. A bypass path 56 connects the wheel cylinder 54 side of the main flow path 55 relative to the filling valve 61 to the master cylinder 51 side. In the bypass 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.

[0039] 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.

[0040] The hydraulic control unit 13 includes: an assembly for controlling the pressure of brake fluid, including a fill valve 61, a release valve 62, a reservoir 63 and a pump 64; a base 13a in which these assemblies are disposed and internally formed with flow paths for constituting a main flow path 55 and a secondary flow path 56; and a motor 65.

[0041] Furthermore, the substrate 13a can be formed from a single component or from multiple components. In the case where the substrate 13a is formed from multiple components, each component can be separately disposed in a different component.

[0042] The operation of the aforementioned components of the hydraulic control unit 13 and the motor 65 is controlled by the control device 20. This controls 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.

[0043] For example, in the normal state (i.e., when 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 (not shown) of the master cylinder 51 is pushed in, the pressure of the brake fluid in the wheel cylinder 54 increases, and the brake pads (not shown) of the brake caliper 53 are pressed against the rotor 2a of the front wheel 2, 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 (not shown) of the master cylinder 51 is pushed in, the pressure of the brake fluid in the wheel cylinder 54 increases, and the brake pads (not shown) of the brake caliper 53 are pressed against the rotor 3a of the rear wheel 3, generating braking force on the rear wheel 3.

[0044] 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 up or is likely to lock up. It reduces the braking force applied to the 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.

[0045] Additionally, in the above, refer to Figure 2 The braking system 10 has been described, but Figure 2 This example is 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.

[0046] 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 an execution unit 22. Furthermore, the control device 20 communicates with various devices of the riding vehicle 1.

[0047] The acquisition unit 21 acquires information from various devices in the riding vehicle 1 and outputs it to the execution 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 also include information extraction or generation (e.g., calculation).

[0048] The actuator 22 performs various controls by controlling the operation of various devices in the riding vehicle 1. For example, the actuator 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.

[0049] Here, the execution unit 22 is capable of performing a positional relationship adjustment action. The positional relationship adjustment action is the action of adjusting the positional relationship between the riding vehicle 1 and an object (e.g., a target vehicle) to a target positional relationship. Specifically, in the positional relationship adjustment action, the execution unit 22 can adjust the positional relationship between the riding vehicle 1 and the object to the target positional relationship by automatically controlling the speed of the riding vehicle 1. Furthermore, the following mainly describes the example of the object being a target vehicle, but the object is not limited to a target vehicle; for example, it could also be a traffic light, etc.

[0050] The following describes an example of adaptive cruise control being performed as a positional relationship adjustment action. However, the positional relationship adjustment action can be any action that adjusts the positional relationship between the riding vehicle 1 and the object to the target positional relationship, and it can also be an action other than adaptive cruise control. For example, the positional relationship adjustment action can also be an action that changes the target positional relationship in response to the amount of acceleration operation performed by the rider.

[0051] In adaptive cruise control, the actuator 22 automatically controls the speed of the riding vehicle 1 regardless of acceleration or deceleration operations (i.e., acceleration and braking operations) performed by the rider. For example, the actuator 22 can control the speed of the riding vehicle 1 based on information about the speed of the riding vehicle 1 obtained based on the wheel speeds of the front wheel 2 and the rear wheel 3.

[0052] In adaptive cruise control, for example, a target distance is set as the objective value for the distance between the riding vehicle 1 and the target vehicle; the execution unit 22 controls the speed of the riding vehicle 1 to maintain the distance between the riding vehicle 1 and the target vehicle at the target distance. That is, the positional relationship between the riding vehicle 1 and the target vehicle at the target distance is equivalent to the target positional relationship. In addition, the distance can refer to the distance along the lane (specifically, the driving lane of the riding vehicle 1) or the straight-line distance. For example, the acquisition unit 21 acquires the distance between the riding vehicle 1 and the target vehicle based on the surrounding environment information of the riding vehicle 1, and the execution unit 22 can control the speed of the riding vehicle 1 as described above based on the distance acquired in this way.

[0053] However, in adaptive cruise control, for example, a target time difference can be set as the time difference between passing and passing (specifically, the time taken from the current point in time for the riding vehicle 1 to pass the current position of the target vehicle); the execution unit 22 controls the speed of the riding vehicle 1 to maintain the time difference between passing and passing at the target time difference. In this case, the positional relationship where the time difference between passing and passing becomes the target time difference is equivalent to the target positional relationship. For example, the acquisition unit 21 can acquire the time difference between passing and passing based on the surrounding environment information of the riding vehicle 1, and the execution unit 22 can control the speed of the riding vehicle 1 as described above based on the time difference between passing and passing obtained in this way.

[0054] In addition, in adaptive cruise control, if no target vehicle that is the object of the positional relationship adjustment is detected, the actuator 22 controls the speed of the riding vehicle 1 to make it approach the target speed.

[0055] <Action of the control device> Reference Figure 4 and Figure 5 The operation of the control device 20 according to the embodiments of the present invention will be described.

[0056] As described above, the actuator 22 of the control device 20 is capable of performing adaptive cruise control. Specifically, the actuator 22 executes a control mode for adaptive cruise control in response to an operation performed by the rider. In this control mode, the actuator 22 is capable of performing adaptive cruise control.

[0057] 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 not executing the control mode. The on state ST_ON is equivalent to executing the control mode.

[0058] 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).

[0059] 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 is equivalent to a state where adaptive cruise control can be immediately executed even though it is not being performed, thanks to the 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.

[0060] 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. The switching operation to switch the control mode from the standby state ST_STB to the active state ST_ACT can be any operation other than using input device 15 (for example, pressing a button), such as setting the target speed for adaptive cruise control.

[0061] 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 any operation 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 the rider performs a braking operation, the control mode also switches from the active state ST_ACT to the standby state ST_STB.

[0062] like Figure 4As 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.

[0063] 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 pause state ST_SUS. Then, in the pause state ST_SUS, the actuator 22 controls the drive source 11 to generate a driving force in the riding vehicle 1 corresponding to the acceleration operation. On the other hand, while the control mode is in the pause state ST_SUS, if the acceleration operation is released, the control mode switches from the pause state ST_SUS to the execution state ST_EXE.

[0064] As described above, when the control mode is set to the execution state ST_EXE, the actuator 22 performs adaptive cruise control. Then, in adaptive cruise control, the actuator 22 controls the speed of the riding vehicle 1 by controlling the driving force and braking force acting on the riding vehicle 1.

[0065] 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 for increasing the pressure of the brake fluid in the wheel cylinder 54 when there is no braking operation by the rider. However, in adaptive cruise control, a function is required to automatically control the braking force applied to the riding vehicle 1.

[0066] Therefore, in this embodiment, the actuator 22 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 there is no braking operation by the rider during adaptive cruise control. Thus, the function of automatically controlling the braking force acting on the riding vehicle 1 can be ensured during adaptive cruise control. Therefore, adaptive cruise control can be executed.

[0067] Specifically, in adaptive cruise control, when there is no braking operation by the rider, the actuator 22 uses the drive source 11 to increase the braking force generated in the riding vehicle 1. More specifically, the actuator 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.

[0068] The execution 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 execution 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 execution unit 22 can, for example, calculate the required braking force based on turning state information, which is information about the turning state of the riding vehicle 1. The 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, the execution unit 22 determines the future trajectory of the riding vehicle 1 based on the tilt angle information and other turning state information, and selects a target vehicle based on the determination of the future trajectory. Then, the execution unit 22 can calculate the required braking force based on the selection of the target vehicle.

[0069] Furthermore, the turning state information can be information other than the tilt angle of the riding vehicle 1. For example, the turning state 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 perform image processing on images captured by cameras installed around the riding vehicle 1 to determine the turning state of the riding vehicle 1. Information determined using images captured by cameras can also be considered an example of turning state information.

[0070] 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 actuator 22 increases the braking force by using engine braking when there is no braking operation by the rider. Specifically, the actuator 22 increases the engine braking force by reducing the opening of the throttle valve provided in the engine's intake air passage. Alternatively, the actuator 22 may increase the engine braking force by reducing the amount of fuel injected into the engine (e.g., by cutting off fuel injection).

[0071] Furthermore, for example, there is a case where the riding vehicle 1 is powered 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 actuator 22 increases the braking force by using regenerative braking of the electric motor when there is no braking operation by the rider. Specifically, the actuator 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.

[0072] In addition, the actuator 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 by means of regenerative braking.

[0073] Furthermore, for example, in adaptive cruise control, the actuator 22 increases the braking force by increasing the gear ratio of the transmission 12 when there is no braking operation 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 accompanying the dragging rotation of the drive source 11 increases. This allows for an increase in braking force.

[0074] Furthermore, when the braking force is increased 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 actuator 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 actuator 22 determines that the riding vehicle 1 is turning based on the turning state information (for example, if the tilt angle of the riding vehicle 1 exceeds the reference tilt angle), it prohibits increasing the gear ratio of the transmission 12. As a result, it is possible to suppress the riding vehicle 1 from tipping over due to the instantaneous increase in the 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.

[0075] As described above, in this embodiment, the execution unit 22 executes a control mode for adaptive cruise control. In this control mode, when the riding vehicle 1 stops and starts, the movement of the riding vehicle 1 is automatically controlled to improve the rider's maneuverability. However, automatically controlling the movement of the riding vehicle 1 can also cause discomfort to the rider. Therefore, in this embodiment, by carefully designing the processing performed during the execution of adaptive cruise control, the aim is to improve the rider's maneuverability while suppressing discomfort. Hereinafter, an example of the processing performed by such a control device 20 will be described.

[0076] 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 S106 in the text corresponds to Figure 5 The control flow shown has ended.

[0077] Figure 5 The control flow shown begins when the control mode is in execution state ST_EXE and adaptive cruise control is being executed. Additionally, Figure 5 The control flow shown begins again after the adaptive cruise control has ended and resumes.

[0078] if Figure 5 Once the control flow shown begins, in step S102, the execution unit 22 determines whether the riding vehicle 1 has stopped.

[0079] For example, the execution unit 22 can determine whether the riding vehicle 1 has stopped 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. However, the execution unit 22 can also determine whether the riding vehicle 1 has stopped based on other information besides the above-mentioned information (e.g., information obtained from the inertial measurement device 18).

[0080] In this embodiment, to stop the vehicle 1 during adaptive cruise control, a braking operation by the rider of the vehicle 1 is required. Therefore, to stop the vehicle 1 during adaptive cruise control, the rider needs to perform a braking operation based on their own actions. Thus, the situation determined in step S102 as the vehicle 1 has stopped is equivalent to the situation where the vehicle 1 has stopped by braking operation performed by the rider. Then, as the braking operation is performed to stop the vehicle 1, the control mode switches from the execution state ST_EXE to the standby state ST_STB.

[0081] Specifically, in this embodiment, as described above, 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 there is no braking operation by the rider, the maximum braking force that can be generated when the braking force is automatically increased using this mechanism is greater than 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.

[0082] 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, the actuator 22 cannot perform the automatic stop action that automatically stops the riding vehicle 1. Consequently, in the execution of adaptive cruise control, if the riding vehicle 1 is to be stopped, the rider needs to perform their own braking operation to increase the pressure of the brake fluid in the wheel cylinder 54, thereby stopping the riding vehicle 1.

[0083] From the viewpoint of stably bringing the riding vehicle 1 to a stop, the actuator 22 preferably controls the speed of the riding vehicle 1 above the lower limit speed in adaptive cruise control. The posture of the riding vehicle 1 is more prone to instability compared to that of a four-wheeled vehicle. In particular, the lower the speed of the riding vehicle 1, the more easily its posture becomes unstable. Therefore, in adaptive cruise control, by controlling the speed of the riding vehicle 1 above the lower limit speed, for example, when the riding vehicle 1 decelerates and its speed decreases, the speed can be maintained at the lower limit speed. Thus, before the riding vehicle 1 stops due to braking by the rider, instability in the posture of the riding vehicle 1 can be suppressed. Therefore, the process of decelerating and stopping the riding vehicle 1 can be carried out stably. Furthermore, the lower limit speed can be set to the speed at which instability in the posture of the riding vehicle 1 is suppressed.

[0084] If it is determined that the riding vehicle 1 has not stopped (step S102 / No), repeat step S102. On the other hand, if it is determined that the riding vehicle 1 has stopped (step S102 / Yes), proceed to step S103.

[0085] If the determination is "yes" in step S102, in step S103, the execution unit 22 performs a maintenance action to automatically maintain the stopped state of the riding vehicle 1, which has been stopped by braking operation.

[0086] For example, during the holding operation, the actuator 22 maintains the brake fluid pressure in the wheel cylinder 54 by keeping both the fill valve 61 and the release valve 62 of the hydraulic control unit 13 closed, thereby automatically maintaining the stopped state of the riding vehicle 1. Since the stopped state of the riding vehicle 1 is automatically maintained during the holding operation, the rider can release the brake. Therefore, it is no longer necessary to continuously perform braking operations to maintain the stopped state of the riding vehicle 1, reducing the burden on the rider.

[0087] Next, in step S104, the execution unit 22 determines whether the braking operation performed by the rider has been released and whether a switch operation has been performed (specifically, a switch operation for starting the automatic start action).

[0088] As will be described later, the actuator 22 is capable of performing an automatic start operation that automatically starts the stationary riding vehicle 1. Furthermore, the rider can initiate the automatic start operation by performing a switch operation using the input device 15 or similar means while the riding vehicle 1 is stationary. However, the switch operation to initiate the automatic start operation can be any operation other than using the input device 15 (e.g., pressing a button), such as an acceleration operation.

[0089] If it is determined that the braking operation has not been released or that no switching operation has been performed (step S104 / No), return to step S103. On the other hand, if it is determined that the braking operation has been released and a switching operation has been performed (step S104 / Yes), proceed to step S105.

[0090] If the determination is "yes" in step S104, in step S105, the execution unit 22 performs an automatic start-up action. Figure 5 The control flow shown has ended.

[0091] Specifically, in the automatic start operation, the actuator 22 uses the drive source 11 to apply driving force to the stationary riding vehicle 1, thereby automatically starting the riding vehicle 1. Here, the actuator 22 can start the automatic start operation either when adaptive cruise control is engaged or when adaptive cruise control is not engaged. Furthermore, if the automatic start operation is initiated without adaptive cruise control, the actuator 22 can also initiate adaptive cruise control, for example, when a predetermined time has elapsed since the riding vehicle 1 started or when the riding vehicle 1 reaches a predetermined speed.

[0092] As explained above, in this embodiment, in order to stop the vehicle 1 during adaptive cruise control, a braking operation is required by the rider of the vehicle 1. The actuator 22 performs an automatic start-up action in control mode to automatically start the stopped vehicle 1. Therefore, during the process of stopping the vehicle 1 when its speed decreases and its posture becomes unstable, discomfort to the rider caused by the automatic control of the vehicle 1's movement can be suppressed. For example, if automatic stopping of the vehicle 1 is performed, the vehicle 1 automatically decelerates, and the rider needs to maintain balance. According to this embodiment, discomfort to the rider caused by such a situation can be suppressed. Furthermore, by performing the automatic start-up action, the rider's operability can be improved during the starting process of the vehicle 1. Thus, while suppressing discomfort to the rider, the rider's operability is improved.

[0093] 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.

[0094] For example, as described above, the actuator 22 initiates an automatic start-up operation in control mode when the rider releases the brakes performed by the rider during adaptive cruise control and performs a switch operation by the rider. However, the actuator 22 can also initiate an automatic start-up operation in control mode when the rider releases the brakes performed by the rider during adaptive cruise control, without requiring a switch operation by the rider. For example, the actuator 22 can also perform an automatic start-up operation based on surrounding environmental information (e.g., the distance between the riding vehicle 1 and the target vehicle) when the target vehicle has started moving, provided that the target vehicle has already started moving, even if the rider has released the brakes performed by the rider during adaptive cruise control. This further reduces the amount of operation required by the rider to initiate the automatic start-up operation.

[0095] Furthermore, for example, in the case described above, if the actuator 22 performs a braking operation during the execution of adaptive cruise control, it switches the control mode from the execution state ST_EXE to the standby state ST_STB. Therefore, even if the rider performed a braking operation during the execution of adaptive cruise control, but the braking operation was released while the riding vehicle 1 was not stopped, the rider needs to perform a switching operation to restart adaptive cruise control. That is, in control mode, the actuator 22 restarts adaptive cruise control only if the rider releases the braking operation performed during the execution of adaptive cruise control and performs a switching operation by the rider.

[0096] However, the actuator 22 can also switch the control mode from the execution state ST_EXE to the pause state ST_SUS if braking is performed during the execution of adaptive cruise control. In this case, even though the rider performed braking during the execution of adaptive cruise control, the braking operation was released while the riding vehicle 1 was not stopped. The control mode returns from the pause state ST_SUS to the execution state ST_EXE, so the actuator 22 automatically restarts adaptive cruise control without requiring a switch operation from the rider. That is, in the control mode, if the rider releases the braking operation performed by the rider during the execution of adaptive cruise control, the actuator 22 restarts adaptive cruise control without requiring a switch operation from the rider.

[0097] Furthermore, the actuator 22 can also perform a reporting action to the rider of the riding vehicle 1. The reporting action is the act of reporting to the rider of the riding vehicle 1. The actuator 22 may, for example, use the display device 14 to report during the reporting action. However, the report to the rider can also be performed using a device other than the display device 14. For example, the actuator 22 can use a display device installed on the rider's clothing (e.g., a helmet) to report. Furthermore, the actuator 22 can also use a sound output device or vibration generator installed on the riding vehicle 1 or the rider's clothing to report.

[0098] Here, the actuator 22 may also perform the reporting action by increasing the braking force only momentarily without automatically increasing the pressure of the brake fluid in the wheel cylinder 54. For example, if the riding vehicle 1 is equipped with an engine as the drive source 11, the actuator 22 may control at least one of the throttle valve opening and the engine fuel injection quantity during the reporting action, thereby increasing the braking force based on engine braking only momentarily. Furthermore, if the riding vehicle 1 is equipped with an electric motor as the drive source 11, the actuator 22 may increase the braking force based on regenerative braking using the electric motor only momentarily during the reporting action. Additionally, the actuator 22 may also increase the gear ratio of the transmission 12 during the reporting action, thereby increasing the braking force only momentarily.

[0099] As described above, the execution unit 22 can perform reporting actions using various methods. Examples of how these reporting actions are performed will be given below. Furthermore, in the following examples, any of the methods described above can be used as the reporting action.

[0100] For example, the actuator 22 can also report the necessity of braking to the rider during the reporting action. As described above, in this embodiment, when the rider wants to stop the vehicle 1 during the execution of adaptive cruise control, the rider needs to perform a braking operation to stop the vehicle 1. Therefore, the actuator 22 can also report to the rider during the execution of adaptive cruise control that the vehicle 1 needs to be stopped by braking. For example, the actuator 22 can report the above message to the rider while maintaining the speed of the vehicle 1 at the lower limit speed.

[0101] Furthermore, for example, in adaptive cruise control, the actuator 22 can control the brake lights 19 of the riding vehicle 1 based on information about the braking force increased by the brake fluid in the wheel cylinders 54 without automatic pressure increase, even when no braking operation is performed by the rider. The braking force information can be information that directly represents the braking force (e.g., information indicating the required braking force value), or other information that can be substantially converted into the braking force, or information that roughly represents the degree of braking force. For example, the actuator 22 can also illuminate the brake lights 19 when the braking force is greater than a reference value (specifically, a value greater than 0 but close to 0). This notifies surrounding vehicles of the braking force generated.

[0102] <Effects of the control device> The effects of the control device 20 described in the embodiments of the present invention will be explained.

[0103] The control device 20 includes an execution unit 22 that performs a control mode in which a positional adjustment action (adaptive cruise control in the above example) is performed to adjust the positional relationship between the riding vehicle 1 and the target object to a target positional relationship. To stop the riding vehicle 1 during the positional adjustment action, a braking operation by the rider of the riding vehicle 1 is required. The execution unit 22 performs an automatic start action in the control mode to automatically start the stopped riding vehicle 1. Therefore, during the process of stopping the riding vehicle 1 when its speed decreases and its posture becomes unstable, discomfort to the rider caused by the automatic control of the riding vehicle 1's movement can be suppressed. For example, if the automatic stopping control of the riding vehicle 1 results in automatic deceleration of the riding vehicle 1, the rider needs to maintain balance on the riding vehicle 1. According to this embodiment, discomfort to the rider caused by such a situation can be suppressed. Furthermore, by performing an automatic start-up action, the rider's operability can be improved during the start-up process of the riding vehicle 1. As described above, according to the control device 20, the rider's operability can be improved while suppressing discomfort caused to the rider.

[0104] Preferably, in the control device 20, 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 for increasing the pressure when the rider is not braking; and the actuator 22, during the position adjustment operation, does not automatically increase the pressure to increase the braking force generated in the riding vehicle 1 when the rider is not braking. Therefore, 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 can be ensured during the position adjustment operation. Thus, the position adjustment operation can be performed.

[0105] Preferably, in the control device 20, the riding vehicle 1 is driven by the engine; during the position adjustment operation, the actuator 22 increases the braking force by using engine braking when there is no braking operation by the rider. Thus, during the position adjustment operation, the function of automatically controlling the braking force acting on the riding vehicle 1 is appropriately achieved. Therefore, the purpose of being able to perform the position adjustment operation is appropriately achieved.

[0106] Preferably, in the control device 20, the riding vehicle 1 is driven by an electric motor; during the position adjustment operation, the actuator 22 increases the braking force by using regenerative braking of the electric motor when there is no braking operation by the rider. Thus, during the position adjustment operation, the function of automatically controlling the braking force acting on the riding vehicle 1 is appropriately achieved. Therefore, the purpose of being able to perform the position adjustment operation is appropriately achieved.

[0107] Preferably, in the control device 20, 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 the position adjustment operation, the actuator 22 increases the gear ratio of the transmission 12 to increase the braking force when there is no braking operation by the rider. Thus, during the position adjustment operation, the function of ensuring automatic control of the braking force acting on the riding vehicle 1 is appropriately achieved. Therefore, the purpose of being able to perform the position adjustment operation is appropriately achieved.

[0108] Preferably, in the control device 20, the actuator 22 controls the speed of the riding vehicle 1 to be above the lower limit speed during the position relationship adjustment operation. Therefore, before the riding vehicle 1 stops due to braking by the rider, instability in the posture of the riding vehicle 1 can be prevented. Thus, the process of decelerating and stopping the riding vehicle 1 can be performed stably.

[0109] Preferably, in the control device 20, the actuator 22 performs a maintenance action in control mode to automatically maintain the stopped state of the riding vehicle 1, which has been stopped by braking operation. Thus, during the execution of the maintenance action, the rider can release the braking operation. Therefore, it is no longer necessary to continue braking to maintain the stopped state of the riding vehicle 1, reducing the rider's burden.

[0110] Preferably, in the control device 20, the actuator 22, in control mode, initiates an automatic start-up operation when the rider releases the brake during the execution of the position adjustment action and performs a switch operation by the rider. Thus, even when the riding vehicle 1 is stationary, the automatic start-up operation can begin at a time that aligns with the rider's intention.

[0111] Preferably, in the control device 20, when the actuator 22 is in control mode and the braking operation performed by the rider during the position adjustment action is released, the automatic start action can be initiated without the need for a switch operation by the rider. This further reduces the amount of operation required by the rider to initiate the automatic start action.

[0112] Preferably, in the control device 20, the actuator 22, in control mode, initiates the position adjustment operation only after the rider has released the brakes during the execution of the position adjustment operation and has performed a switch operation. Thus, even if the rider performed a brake operation during the execution of the position adjustment operation, but the brakes were released while the riding vehicle 1 was not stopped, the position adjustment operation can be initiated at a time that aligns with the rider's intention.

[0113] Preferably, in the control device 20, when the actuator 22 is in control mode, if the braking operation performed by the rider during the execution of the position adjustment operation is released, the position adjustment operation can be restarted without requiring a switch operation by the rider. Therefore, even if the rider performed a braking operation during the execution of the position adjustment operation, but the braking operation is released while the riding vehicle 1 is not stopped, the amount of operation required by the rider to restart the position adjustment operation can be further reduced.

[0114] Preferably, in the control device 20, the actuator 22, in the control mode, performs a reporting action to inform the rider of the necessity of braking operation. This allows the rider to be informed that braking operation is required by the rider of the riding vehicle 1 in order to stop the vehicle 1 during the position adjustment operation, enabling the rider to drive the riding vehicle 1 with this information.

[0115] This invention is not limited to the description of the embodiments. For example, only a portion of the embodiments may be implemented.

[0116] Explanation of reference numerals in the attached figures 1. Riding vehicle; 2. Front wheel; 2a. Rotor; 3. Drive wheel; 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. Actuation 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 Activated state; ST_EXE execution state; ST_OFF closed state; ST_ON enabled state; ST_STB standby state; ST_SUS paused state.

Claims

1. A control device (20) for controlling the movement of a riding vehicle (1), characterized in that, The execution unit (22) equipped with the execution control mode performs a positional relationship adjustment action in the control mode to adjust the positional relationship between the aforementioned riding vehicle (1) and the object to the target positional relationship; In order for the aforementioned riding vehicle (1) to come to a stop during the aforementioned positional adjustment action, a braking operation is required by the rider of the aforementioned riding vehicle (1); In the aforementioned control mode, the aforementioned actuator (22) performs an automatic start action to automatically start the aforementioned riding vehicle (1) that is in a stop.

2. The control device as described in claim 1, characterized in that, The hydraulic control unit (13) that controls the pressure of the brake fluid in the wheel cylinder (54) of the aforementioned riding vehicle (1) does not have a mechanism for increasing the pressure when the aforementioned rider does not perform the aforementioned braking operation. In the aforementioned positional adjustment operation, the aforementioned actuator (22) does not automatically increase the aforementioned pressure to increase the braking force generated in the aforementioned riding vehicle (1) when the aforementioned rider does not perform the aforementioned braking operation.

3. The control device as described in claim 2, characterized in that, The aforementioned riding vehicle (1) is driven by an engine (11); In the aforementioned positional adjustment operation, the aforementioned actuator (22) increases the aforementioned braking force by means of engine braking using the aforementioned engine (11) when the aforementioned rider does not perform the aforementioned braking operation.

4. The control device as described in claim 2, characterized in that, The aforementioned riding vehicle (1) is driven by an electric motor (11); In the aforementioned positional adjustment operation, the aforementioned actuator (22) increases the aforementioned braking force by means of regenerative braking using the aforementioned electric motor (11) when the aforementioned rider does not perform the aforementioned braking operation.

5. The control device as described in any one of claims 2 to 4, 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 gearbox (12). In the aforementioned positional adjustment operation, the aforementioned actuator (22) increases the aforementioned braking force by increasing the gear ratio of the aforementioned gearbox (12) when the aforementioned rider does not perform the aforementioned braking operation.

6. The control device as described in any one of claims 1 to 4, characterized in that, In the aforementioned positional adjustment action, the aforementioned execution unit (22) controls the speed of the aforementioned riding vehicle (1) to be above the lower limit speed.

7. The control device as described in any one of claims 1 to 4, characterized in that, In the aforementioned control mode, the aforementioned actuator (22) performs a maintenance action to automatically maintain the stopped state of the aforementioned riding vehicle (1) which has been stopped by the aforementioned braking operation.

8. The control device as described in any one of claims 1 to 4, characterized in that, The aforementioned execution unit (22) starts the aforementioned automatic start-up operation in the aforementioned control mode when the aforementioned brake operation performed by the aforementioned rider at the time of execution of the aforementioned position relationship adjustment operation is released and a switch operation performed by the aforementioned rider is performed.

9. The control device according to any one of claims 1 to 4, characterized in that The aforementioned execution unit (22) starts the aforementioned automatic start-up operation in the aforementioned control mode when the aforementioned brake operation performed by the aforementioned rider at the time of execution of the aforementioned position relationship adjustment operation is released.

10. The control device according to any one of claims 1 to 4, characterized in that The aforementioned execution unit (22) restarts the aforementioned position relationship adjustment operation in the aforementioned control mode when the aforementioned brake operation performed by the aforementioned rider at the time of execution of the aforementioned position relationship adjustment operation is released and a switch operation performed by the aforementioned rider is performed.

11. The control device according to any one of claims 1 to 4, characterized in that The aforementioned execution unit (22) restarts the aforementioned position relationship adjustment operation in the aforementioned control mode when the aforementioned brake operation performed by the aforementioned rider at the time of execution of the aforementioned position relationship adjustment operation is released.

12. The control device according to any one of claims 1 to 4, characterized in that The aforementioned execution unit (22) performs a reporting operation of reporting necessity of the aforementioned brake operation to the aforementioned rider in the aforementioned control mode.

13. A control method of controlling behavior of a rider-type vehicle (1), characterized by An execution unit (22) of a control device (20) executes a control mode in which a position relationship adjustment operation of adjusting a position relationship of the aforementioned rider-type vehicle (1) and an object to a target position relationship is performed; A brake operation performed by a rider of the aforementioned rider-type vehicle (1) is required in order to bring the aforementioned rider-type vehicle (1) in the aforementioned position relationship adjustment operation to a stop state; The aforementioned execution unit (22) performs an automatic start-up operation of automatically starting up the aforementioned rider-type vehicle (1) in a stop state in the aforementioned control mode.

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