Control device and control method

Abstract

The present invention appropriately improves the safety of a saddle-type vehicle. A determination unit of this control device determines whether a brake operation is being performed on the basis of a first master cylinder pressure and / or a second master cylinder pressure. If it is determined that a brake operation is being performed, an execution unit of the control device executes a driving assistance mode that allows execution of amplification of the braking force produced in a saddle-type vehicle on the basis of information on the environment surrounding the saddle-type vehicle. In the driving assistance mode, if a brake operation is being performed with operation of a first brake operation unit being prioritized over operation of a second brake operation unit, the braking force is amplified, with amplification of a second wheel cylinder pressure being prioritized over amplification of a first wheel cylinder pressure and, if a brake operation is being performed with operation of the second brake operation unit being prioritized over operation of the first brake operation unit, the braking force is amplified, with amplification of the first wheel cylinder pressure being prioritized over amplification of the second wheel cylinder pressure.

Description

[Technical field]

[0001] The present disclosure relates to a control device and a control method that can appropriately improve the safety of a saddle-ride type vehicle. [Background technology]

[0002] 2. Description of the Related Art Conventional techniques relating to saddle-ride type vehicles include those for improving safety.

[0003] For example, Patent Document 1 discloses a driver assistance system that warns a motorcycle driver that he or she is inappropriately approaching an obstacle based on information detected by a sensor device that detects an obstacle in the direction of travel or substantially in the direction of travel. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2009-116882 A Summary of the Invention [Problem to be solved by the invention]

[0005] As a technique for improving vehicle safety, there is a driving assistance mode that can amplify the braking force acting on the vehicle when the driver is braking. Here, it is considered that the driving assistance mode can be used in saddle-ride type vehicles to improve safety. In this case, it is desirable to appropriately improve the safety of the saddle-ride type vehicle.

[0006] The present invention has been made in light of the above-mentioned problems, and aims to provide a control device and a control method that can appropriately improve the safety of a saddle-ride type vehicle. [Means for solving the problem]

[0007] The control device according to the present invention is a control device for controlling the behavior of a saddle-ride type vehicle including a first wheel cylinder which is a wheel cylinder of a front wheel, a first brake operation unit which is a brake operation unit that changes a first wheel cylinder pressure which is the pressure of brake fluid in the first wheel cylinder, a first master cylinder attached to the first brake operation unit, a second wheel cylinder which is a wheel cylinder of a rear wheel, a second brake operation unit which is a brake operation unit that changes a second wheel cylinder pressure which is the pressure of brake fluid in the second wheel cylinder, and a second master cylinder attached to the second brake operation unit, and the control device includes an acquisition unit that acquires a first master cylinder pressure which is the pressure of the brake fluid in the first master cylinder and a second master cylinder pressure which is the pressure of the brake fluid in the second master cylinder, and a brake operation control unit that controls a brake operation by a rider of the saddle-ride type vehicle based on at least one of the first master cylinder pressure and the second master cylinder pressure acquired by the acquisition unit. and an execution unit that executes a driving assistance mode in which amplifying the braking force acting on the saddle-ride type vehicle is possible when the determination unit determines that the brake operation is being performed. In the driving assistance mode, the execution unit amplifies the braking force acting on the saddle-ride type vehicle based on ambient environment information about the saddle-ride type vehicle, and when the rider is performing the brake operation by operating the first brake operation unit more predominantly than the second brake operation unit, amplifies the braking force acting on the saddle-ride type vehicle by giving precedence to the amplification of the second wheel cylinder pressure over the amplification of the first wheel cylinder pressure, and when the rider is performing the brake operation by operating the second brake operation unit more predominantly than the first brake operation unit, amplifies the braking force acting on the saddle-ride type vehicle by giving precedence to the amplification of the first wheel cylinder pressure over the amplification of the second wheel cylinder pressure.

[0008] A control method according to the present invention is a method for controlling the behavior of a saddle-ride type vehicle including a first wheel cylinder which is a wheel cylinder of a front wheel, a first brake operation unit which is a brake operation unit that changes a first wheel cylinder pressure which is the pressure of brake fluid in the first wheel cylinder, a first master cylinder attached to the first brake operation unit, a second wheel cylinder which is a wheel cylinder of a rear wheel, a second brake operation unit which is a brake operation unit that changes a second wheel cylinder pressure which is the pressure of brake fluid in the second wheel cylinder, and a second master cylinder attached to the second brake operation unit, wherein an acquisition unit of a control device acquires a first master cylinder pressure which is the pressure of the brake fluid in the first master cylinder and a second master cylinder pressure which is the pressure of brake fluid in the second master cylinder, and a determination unit of the control device determines a behavior of a rider of the saddle-ride type vehicle based on at least one of the first master cylinder pressure and the second master cylinder pressure acquired by the acquisition unit. and when the determination unit determines that the brake operation is being performed, an execution unit of the control device executes a driving assistance mode in which the amplification of the braking force acting on the saddle-ride type vehicle is possible, and when the determination unit determines that the brake operation is being performed, the execution unit amplifies the braking force acting on the saddle-ride type vehicle in the driving assistance mode based on surrounding environment information of the saddle-ride type vehicle, and when the rider is performing the brake operation by operating the first brake operation unit more predominantly than the second brake operation unit, the execution unit amplifies the braking force acting on the saddle-ride type vehicle by giving precedence to the amplification of the second wheel cylinder pressure over the amplification of the first wheel cylinder pressure, and when the rider is performing the brake operation by operating the second brake operation unit more predominantly than the first brake operation unit, the execution unit amplifies the braking force acting on the saddle-ride type vehicle by giving precedence to the amplification of the first wheel cylinder pressure over the amplification of the second wheel cylinder pressure. Effect of the Invention

[0009] In the control device and control method according to the present invention, an acquisition unit of the control device acquires a first master cylinder pressure, which is the pressure of the brake fluid in a first master cylinder, and a second master cylinder pressure, which is the pressure of the brake fluid in a second master cylinder, and a determination unit of the control device determines whether or not a brake operation is being performed by a rider of a saddle-ride type vehicle based on at least one of the first master cylinder pressure and the second master cylinder pressure acquired by the acquisition unit, and an execution unit of the control device executes a driving assistance mode capable of amplifying the braking force acting on the saddle-ride type vehicle when the determination unit determines that a brake operation is being performed, and the execution unit In the assistance mode, the amplification of the braking force acting on the saddle-ride type vehicle is executed based on the surrounding environment information of the saddle-ride type vehicle, and when the rider is performing the brake operation by operating the first brake operation unit more preferentially than the second brake operation unit, the amplification of the second wheel cylinder pressure is executed more preferentially than the amplification of the first wheel cylinder pressure, and when the rider is performing the brake operation by operating the second brake operation unit more preferentially than the first brake operation unit, the amplification of the first wheel cylinder pressure is executed more preferentially than the amplification of the second wheel cylinder pressure, and the braking force acting on the saddle-ride type vehicle is executed more preferentially. This improves the accuracy of determining whether or not the brake operation is being performed, so that the driving assistance mode can be executed appropriately depending on whether or not the brake operation is being performed, and it is possible to suppress the braking force acting on the saddle-ride type vehicle from fluctuating greatly against the rider's intention. Therefore, it is possible to appropriately improve the safety of the saddle-ride type vehicle. [Brief description of the drawings]

[0010] [Figure 1] 1 is a schematic diagram showing a schematic configuration of a saddle-ride type vehicle according to an embodiment of the present invention; [Diagram 2] 1 is a schematic diagram showing a schematic configuration of a brake system according to an embodiment of the present invention; [Diagram 3] FIG. 2 is a block diagram showing an example of a functional configuration of a control device according to an embodiment of the present invention. [Figure 4]5 is a schematic diagram showing an example of a relationship between a normal braking force corresponding to a brake operation and a braking force acting on a saddle type vehicle in a driving assistance mode according to an embodiment of the present invention; FIG. [Diagram 5] 4 is a flowchart showing an example of an overall flow of processing related to a driving assistance mode performed by a control device according to an embodiment of the present invention. [Figure 6] 5 is a flowchart showing an example of a flow of a driving assistance mode execution process performed by a control device according to an embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] Hereinafter, a control device according to the present invention will be described with reference to the drawings.

[0012] In the following, a control device used for a two-wheeled motorcycle is described (see saddle-ride vehicle 100 in FIG. 1), but the vehicle controlled by the control device according to the present invention may be any saddle-ride vehicle, and may be a saddle-ride vehicle other than a two-wheeled motorcycle. A saddle-ride vehicle means a vehicle on which a rider straddles and rides. Examples of saddle-ride vehicles include motorcycles (motorcycles and motor tricycles), bicycles, buggies, etc. Motor cycles include vehicles powered by an engine, vehicles powered by an electric motor, etc. Examples of motorcycles include motorcycles, scooters, electric scooters, etc. A bicycle means a vehicle that can be propelled on the road by the rider's pedaling force applied to the pedals. Examples of bicycles include ordinary bicycles, electrically assisted bicycles, electric bicycles, etc.

[0013] Furthermore, the configurations and operations described below are merely examples, and the control device and control method according to the present invention are not limited to such configurations and operations.

[0014] In the following, the same or similar descriptions are appropriately simplified or omitted. In addition, in each drawing, the same or similar members or parts are not labeled with a reference symbol or are labeled with the same reference symbol. In addition, the detailed structure is appropriately simplified or omitted.

[0015] <Straddle-type vehicle configuration> The configuration of a saddle-ride type vehicle 100 according to an embodiment of the present invention will be described with reference to Figs. 1 to 3.

[0016] Fig. 1 is a schematic diagram showing a schematic configuration of a saddle type vehicle 100. Fig. 2 is a schematic diagram showing a schematic configuration of a brake system 10.

[0017] The saddle-ride type vehicle 100 is a two-wheeled motorcycle that corresponds to an example of the saddle-ride type vehicle according to the present invention. As shown in Fig. 1 and Fig. 2, the saddle-ride type vehicle 100 includes a body 1, a handlebar 2 rotatably held by the body 1, a front wheel 3 rotatably held together with the handlebar 2 by the body 1, a rear wheel 4 rotatably held by the body 1, a brake system 10, a hydraulic control unit 50 provided in the brake system 10, and a control device (ECU) 60 provided in the hydraulic control unit 50. The saddle-ride type vehicle 100 also includes a front wheel speed sensor 41, a rear wheel speed sensor 42, an ambient environment sensor 43, a first master cylinder pressure sensor 44a (see Fig. 2), and a second master cylinder pressure sensor 44b (see Fig. 2) as sensors. The saddle-ride type vehicle 100 includes a drive source such as an engine or an electric motor, and runs using power output from the drive source.

[0018] 1 and 2, the brake system 10 includes a first brake operation unit 11, a front wheel braking mechanism 12 that brakes the front wheels 3 in cooperation with at least the first brake operation unit 11, a second brake operation unit 13, and a rear wheel braking mechanism 14 that brakes the rear wheels 4 in cooperation with at least the second brake operation unit 13. The brake system 10 also includes a hydraulic pressure control unit 50, and a part of the front wheel braking mechanism 12 and a part of the rear wheel braking mechanism 14 are included in the hydraulic pressure control unit 50. The hydraulic pressure control unit 50 is a unit that has the function of controlling the braking force generated on the front wheels 3 by the front wheel braking mechanism 12 and the braking force generated on the rear wheels 4 by the rear wheel braking mechanism 14.

[0019] The first brake operation unit 11 is provided on the handlebar 2 and is operated by the rider's hand. The first brake operation unit 11 is, for example, a brake lever. The second brake operation unit 13 is provided on the lower part of the body 1 and is operated by the rider's foot. The second brake operation unit 13 is, for example, a brake pedal. However, like the brake operation units of a scooter or the like, both the first brake operation unit 11 and the second brake operation unit 13 may be brake levers operated by the rider's hand.

[0020] The front wheel braking mechanism 12 includes a first master cylinder 21a attached to the first brake operating unit 11, a first reservoir 22a attached to the first master cylinder 21a, a first brake caliper 23a held by the body 1 and having brake pads (not shown), a first wheel cylinder 24a provided on the first brake caliper 23a, a main flow path 25a that circulates the brake fluid of the first master cylinder 21a to the first wheel cylinder 24a, a secondary flow path 26a that releases the brake fluid of the first wheel cylinder 24a, and a supply flow path 27a that supplies the brake fluid of the first master cylinder 21a to the secondary flow path 26a.

[0021] The main flow passage 25a is provided with an inlet valve (EV) 31a. The sub-flow passage 26a bypasses the main flow passage 25a between the first wheel cylinder 24a side and the first master cylinder 21a side with respect to the inlet valve 31a. The sub-flow passage 26a is provided with a release valve (AV) 32a, an accumulator 33a, and a pump 34a, in this order from the upstream side. A first valve (USV) 35a is provided between the end of the main flow passage 25a on the first master cylinder 21a side and a point where the downstream end of the sub-flow passage 26a is connected. The supply flow passage 27a communicates between the first master cylinder 21a and the suction side of the pump 34a of the sub-flow passage 26a. A second valve (HSV) 36a is provided in the supply flow passage 27a.

[0022] The rear wheel braking mechanism 14 includes a second master cylinder 21b attached to the second brake operating unit 13, a second reservoir 22b attached to the second master cylinder 21b, a second brake caliper 23b held by the body 1 and having brake pads (not shown), a second wheel cylinder 24b provided on the second brake caliper 23b, a main flow path 25b that circulates the brake fluid of the second master cylinder 21b to the second wheel cylinder 24b, a secondary flow path 26b that releases the brake fluid of the second wheel cylinder 24b, and a supply flow path 27b that supplies the brake fluid of the second master cylinder 21b to the secondary flow path 26b.

[0023] The main flow passage 25b is provided with an inlet valve (EV) 31b. The sub-flow passage 26b bypasses the main flow passage 25b between the second wheel cylinder 24b side and the second master cylinder 21b side of the inlet valve 31b. The sub-flow passage 26b is provided with a release valve (AV) 32b, an accumulator 33b, and a pump 34b, in this order from the upstream side. A first valve (USV) 35b is provided between the end of the main flow passage 25b on the second master cylinder 21b side and a point where the downstream end of the sub-flow passage 26b is connected. The supply flow passage 27b communicates between the second master cylinder 21b and the suction side of the pump 34b of the sub-flow passage 26b. A second valve (HSV) 36b is provided in the supply flow passage 27b.

[0024] In the brake system 10, the first wheel cylinder 24a is a wheel cylinder for the front wheel 3. The second wheel cylinder 24b is a wheel cylinder for the rear wheel 4. Hereinafter, the pressure of the brake fluid in the wheel cylinder is also referred to as the wheel cylinder pressure. The first brake operation unit 11 is a brake operation unit that changes the first wheel cylinder pressure, which is the pressure of the brake fluid in the first wheel cylinder 24a. The second brake operation unit 13 is a brake operation unit that changes the second wheel cylinder pressure, which is the pressure of the brake fluid in the second wheel cylinder 24b. The first master cylinder 21a is a master cylinder attached to the first brake operation unit 11. The second master cylinder 21b is a master cylinder attached to the second brake operation unit 13. Hereinafter, the pressure of the brake fluid in the master cylinder is also referred to as the master cylinder pressure.

[0025] In the following description, when the main flow path 25a and the main flow path 25b are not particularly distinguished from each other, they are simply called the main flow path 25. When the sub-flow paths 26a and the sub-flow paths 26b are not particularly distinguished from each other, they are simply called the sub-flow path 26. When the supply flow path 27a and the supply flow path 27b are not particularly distinguished from each other, they are simply called the supply flow path 27. When the inlet valve 31a and the inlet valve 31b are not particularly distinguished from each other, they are simply called the inlet valve 31. When the release valve 32a and the release valve 32b are not particularly distinguished from each other, they are simply called the release valve 32. When the accumulator 33a and the accumulator 33b are not particularly distinguished from each other, they are simply called the accumulator 33. When the pump 34a and the pump 34b are not particularly distinguished from each other, they are simply called the pump 34. When the first valve 35a and the first valve 35b are not particularly distinguished from each other, they are simply called the first valve 35. When there is no particular distinction between the second valve 36a and the second valve 36b, they are also simply referred to as the second valve 36.

[0026] The inlet valve 31 is, for example, a solenoid valve that opens in a de-energized state and closes in an energized state. The release valve 32 is, for example, a solenoid valve that closes in a de-energized state and opens in an energized state. The first valve 35 is, for example, a solenoid valve that opens in a de-energized state and closes in an energized state. The second valve 36 is, for example, a solenoid valve that closes in a de-energized state and opens in an energized state.

[0027] The hydraulic control unit 50 includes components for controlling the brake hydraulic pressure, including an inlet valve 31, a release valve 32, an accumulator 33, a pump 34, a first valve 35 and a second valve 36, a base 51 on which these components are provided and in which flow paths for forming a main flow path 25, a secondary flow path 26 and a supply flow path 27 are formed, and a control device 60.

[0028] The base 51 may be formed of one member or a plurality of members. When the base 51 is formed of a plurality of members, each component may be provided separately in a different member.

[0029] The operation of the above components of the hydraulic control unit 50 is controlled by a control device 60. As a result, the braking force generated on the front wheels 3 by the front wheel braking mechanism 12 and the braking force generated on the rear wheels 4 by the rear wheel braking mechanism 14 are controlled.

[0030] Under normal circumstances (i.e., when the braking force corresponding to the brake operation by the rider is set to be applied to the wheel), the control device 60 opens the inlet valve 31, closes the release valve 32, opens the first valve 35, and closes the second valve 36. In this state, when the first brake operation unit 11 is operated, in the front wheel braking mechanism 12, the piston (not shown) of the first master cylinder 21a is pushed in, the first wheel cylinder pressure of the first wheel cylinder 24a increases, and the brake pad (not shown) of the first brake caliper 23a is pressed against the rotor 3a of the front wheel 3, thereby generating a braking force on the front wheel 3. Also, when the second brake operation unit 13 is operated, in the rear wheel braking mechanism 14, the piston (not shown) of the second master cylinder 21b is pushed in, the second wheel cylinder pressure of the second wheel cylinder 24b increases, and the brake pad (not shown) of the second brake caliper 23b is pressed against the rotor 4a of the rear wheel 4, thereby generating a braking force on the rear wheel 4.

[0031] The front wheel speed sensor 41 is a wheel speed sensor that detects the wheel speed of the front wheels 3 (for example, the number of rotations per unit time [rpm] or the travel distance per unit time [km / h] of the front wheels 3, etc.) and outputs the detection result. The front wheel speed sensor 41 may also detect other physical quantities that can be substantially converted into the wheel speed of the front wheels 3. The front wheel speed sensor 41 is provided on the front wheels 3.

[0032] The rear wheel speed sensor 42 is a wheel speed sensor that detects the wheel speed of the rear wheel 4 (for example, the number of rotations per unit time [rpm] or the distance traveled per unit time [km / h] of the rear wheel 4, etc.) and outputs the detection result. The rear wheel speed sensor 42 may also detect other physical quantities that can be substantially converted into the wheel speed of the rear wheel 4. The rear wheel speed sensor 42 is provided on the rear wheel 4.

[0033] The surrounding environment sensor 43 detects surrounding environment information related to the environment around the saddle type vehicle 100. For example, the surrounding environment sensor 43 is provided at the front of the body of the saddle type vehicle 100, and detects surrounding environment information in front of the saddle type vehicle 100. The surrounding environment information detected by the surrounding environment sensor 43 is output to the control device 60.

[0034] The surrounding environment information detected by the surrounding environment sensor 43 may be information related to the distance or direction to an object located around the saddle type vehicle 100 (e.g., relative position, relative distance, relative speed, relative acceleration, etc.), or may be characteristics of the object located around the saddle type vehicle 100 (e.g., type of object, shape of the object itself, mark attached to the object, etc.). The surrounding environment sensor 43 is, for example, a radar, a Lidar sensor, an ultrasonic sensor, a camera, etc.

[0035] The surrounding environment information may also be detected by a surrounding environment sensor mounted on another vehicle or an infrastructure facility. That is, the control device 60 may obtain the surrounding environment information through wireless communication with the other vehicle or the infrastructure facility.

[0036] The first master cylinder pressure sensor 44a detects the first master cylinder pressure, which is the pressure of the brake fluid in the first master cylinder 21a, and outputs the detection result. The first master cylinder pressure sensor 44a may detect another physical quantity that can be substantially converted into the first master cylinder pressure.

[0037] The second master cylinder pressure sensor 44b detects the second master cylinder pressure, which is the pressure of the brake fluid in the second master cylinder 21b, and outputs the detection result. The second master cylinder pressure sensor 44b may detect another physical quantity that can be substantially converted into the second master cylinder pressure.

[0038] The control device 60 controls the behavior of the saddle type vehicle 100. For example, a part or all of the control device 60 is configured with a microcomputer, a microprocessor unit, or the like. Also, for example, a part or all of the control device 60 may be configured with an updatable component such as firmware, or may be a program module executed by commands from a CPU, or the like. The control device 60 may be, for example, one unit, or may be divided into multiple units.

[0039] As shown in FIG. 3, the control device 60 includes, for example, an acquisition unit 61, an execution unit 62, and a determination unit 63.

[0040] The acquisition unit 61 acquires information from each device mounted on the saddle riding type vehicle 100, and outputs the information to the execution unit 62 and the determination unit 63. For example, the acquisition unit 61 acquires information from the front wheel speed sensor 41, the rear wheel speed sensor 42, the surrounding environment sensor 43, the first master cylinder pressure sensor 44a, and the second master cylinder pressure sensor 44b. Note that in this specification, acquisition of information may include extraction or generation of information.

[0041] The execution unit 62 performs braking control to control the braking force acting on the saddle-ride type vehicle 100 in order to control the behavior of the saddle-ride type vehicle 100. Specifically, the execution unit 62 controls the operation of each component of the hydraulic control unit 50 of the brake system 10 in the braking control.

[0042] As described above, in normal operation, the execution unit 62 controls the operation of each component of the hydraulic control unit 50 so that a braking force corresponding to the brake operation by the rider is generated on the wheel. On the other hand, in a specific case, the execution unit 62 performs braking control different from that in normal operation.

[0043] For example, when a wheel is locked or there is a possibility of the wheel locking, the execution unit 62 executes anti-lock brake control, in which the braking force of the wheel is adjusted to a braking force that can prevent the wheel from locking.

[0044] When the antilock brake control is activated, the execution unit 62 closes the inlet valve 31, opens the release valve 32, opens the first valve 35, and closes the second valve 36, and in this state, drives the pump 34 to reduce the wheel cylinder pressure and reduce the braking force acting on the wheels. Then, the execution unit 62 closes both the inlet valve 31 and the release valve 32 from the above state, thereby maintaining the wheel cylinder pressure and maintaining the braking force acting on the wheels. After that, the execution unit 62 opens the inlet valve 31 and closes the release valve 32, thereby increasing the wheel cylinder pressure and increasing the braking force acting on the wheels.

[0045] When the anti-lock brake control is activated, as described above, braking force reduction control, which reduces the braking force applied to the wheels, braking force retention control, which maintains the braking force applied to the wheels, and braking force increase control, which increases the braking force applied to the wheels, are repeated in this order.

[0046] Here, the execution unit 62 executes a driving assistance mode capable of amplifying the braking force acting on the saddle-ride type vehicle 100 in a situation where the rider of the saddle-ride type vehicle 100 is performing a brake operation. Amplifying the braking force acting on the saddle-ride type vehicle 100 means increasing the braking force acting on the saddle-ride type vehicle 100 relative to the normal braking force corresponding to the brake operation. Hereinafter, the driving assistance mode capable of amplifying the braking force acting on the saddle-ride type vehicle 100 will be simply referred to as a driving assistance mode.

[0047] In the driving assistance mode, the execution unit 62 amplifies the braking force acting on the saddle type vehicle 100 based on the surrounding environment information of the saddle type vehicle 100.

[0048] For example, the surrounding environment information includes information on the possibility of collision of the saddle type vehicle 100. The information on the possibility of collision can be acquired, for example, based on the vehicle distance between the saddle type vehicle 100 and the preceding vehicle, and the relative speed of the saddle type vehicle 100 with respect to the preceding vehicle. Amplification of the braking force acting on the saddle type vehicle 100 is executed based on the information on the possibility of collision, thereby improving the possibility of avoiding a collision with the preceding vehicle, etc., and improving safety.

[0049] Furthermore, for example, the surrounding environment information includes information on the distance between the saddle riding vehicle 100 and a target vehicle. For example, a preceding vehicle traveling ahead of the saddle riding vehicle 100 may be set as the target vehicle. Amplification of the braking force acting on the saddle riding vehicle 100 is performed based on the information on the distance between the vehicles, so that an appropriate distance between the vehicle and a target vehicle such as a preceding vehicle is ensured, improving safety. Note that the distance between the vehicles may mean the distance in a direction along the lane (specifically, the travel lane of the saddle riding vehicle 100) or may mean the straight-line distance. The information on the distance between the vehicles may be the distance between the vehicles itself, or may be the distance between the vehicles divided by the speed of the saddle riding vehicle 100, i.e., the time difference between the passage of the saddle riding vehicle 100 and the target vehicle, or may be another physical quantity that can be substantially converted to the above.

[0050] When the driving assistance mode is activated, the execution unit 62 increases the wheel cylinder pressure by opening the inlet valve 31, closing the release valve 32, closing the first valve 35, and opening the second valve 36, and driving the pump 34. As a result, the wheel cylinder pressure becomes higher than the normal pressure corresponding to the brake operation. In other words, the wheel cylinder pressure is amplified. Therefore, the braking force acting on the wheels becomes higher than the normal braking force corresponding to the brake operation. As a result, the braking force acting on the saddle type vehicle 100 can be amplified.

[0051] In the driving assistance mode, the execution unit 62 can independently control the braking force of the front wheels 3 and the braking force of the rear wheels 4 by independently controlling the front wheel braking mechanism 12 and the rear wheel braking mechanism 14. That is, in the driving assistance mode, the execution unit 62 can independently control the amplification of the first wheel cylinder pressure of the first wheel cylinder 24a and the amplification of the second wheel cylinder pressure of the second wheel cylinder 24b.

[0052] The determination unit 63 performs various determinations and outputs the determination results to the execution unit 62. In particular, the determination unit 63 determines whether or not a brake operation is being performed by the rider of the saddle riding type vehicle 100, based on at least one of the first master cylinder pressure and the second master cylinder pressure acquired by the acquisition unit 61. The execution unit 62 executes a driving assistance mode when the determination unit 63 determines that a brake operation is being performed.

[0053] <Control device operation> The operation of the control device 60 according to the embodiment of the present invention will be described with reference to FIGS.

[0054] As described above, in this embodiment, the execution unit 62 executes a driving assistance mode that can amplify the braking force acting on the saddle-ride type vehicle 100 when the rider of the saddle-ride type vehicle 100 is performing a brake operation.

[0055] Fig. 4 is a schematic diagram showing an example of the relationship between the braking force in normal operation corresponding to the brake operation and the braking force generated in the saddle type vehicle in the driving assistance mode. In Fig. 4, the horizontal axis T indicates time, and the vertical axis B indicates the braking force. Also in Fig. 4, the dashed line L1 indicates the braking force in normal operation corresponding to the brake operation, and the solid line L2 indicates the braking force generated in the saddle type vehicle 100 in the driving assistance mode. As shown in Fig. 4, in the driving assistance mode, the braking force generated in the saddle type vehicle 100 indicated by the solid line L2 is controlled to be larger than the braking force in normal operation indicated by the dashed line L1. In other words, the braking force generated in the saddle type vehicle 100 is amplified.

[0056] As described above, whether or not the rider of the saddle riding type vehicle 100 is applying the brakes is determined based on the master cylinder pressure. In the driving assistance mode, when the wheel cylinder pressure of the wheel cylinder is amplified, the master cylinder pressure of the master cylinder provided in the same braking mechanism as the wheel cylinder is reduced. This may result in a decrease in the accuracy of determining whether or not the rider is applying the brakes.

[0057] In the driving assistance mode, when the rider is performing a brake operation using the first brake operation unit 11, if the first wheel cylinder pressure of the first wheel cylinder 24a is amplified, the first master cylinder pressure of the first master cylinder 21a decreases. At this time, for example, if the first master cylinder pressure decreases excessively, the piston of the first master cylinder 21a is sucked in, and the first brake operation unit 11 does not displace even if the brake operation is released. This state is also called lever suction.

[0058] In addition, in the driving assistance mode, when the rider is performing a brake operation using the second brake operation unit 13, if the second wheel cylinder pressure of the second wheel cylinder 24b is amplified, the second master cylinder pressure of the second master cylinder 21b decreases. At this time, for example, if the second master cylinder pressure decreases excessively, the piston of the second master cylinder 21b is sucked in, and the second brake operation unit 13 does not displace even if the brake operation is released. This state is also called pedal suction.

[0059] For example, when the above-mentioned lever suction or pedal suction occurs, it becomes difficult to determine whether or not the rider is performing a brake operation. Therefore, it becomes difficult to appropriately execute the driving assistance mode depending on whether or not the brake operation is being performed. Therefore, there is a risk that the braking force acting on the saddle type vehicle 100 will fluctuate against the rider's intention. In particular, when the braking force acting on the saddle type vehicle 100 is amplified based on surrounding environment information in the driving assistance mode as in this embodiment, the braking force acting on the saddle type vehicle 100 is likely to fluctuate significantly against the rider's intention.

[0060] Therefore, in this embodiment, the execution unit 62 of the control device 60 appropriately amplifies the braking force acting on the saddle type vehicle 100 in the driving assistance mode in accordance with the operating state of the brake operation by the rider. This makes it possible to appropriately improve the safety of the saddle type vehicle 100. Hereinafter, the process related to the driving assistance mode performed by the control device 60 will be described.

[0061] 5 is a flowchart showing an example of an overall flow of processing related to the driving assistance mode performed by the control device 60. Step S101 in FIG. 5 corresponds to the start of the control flow shown in FIG.

[0062] 5 is started, in step S102, the determination unit 63 determines whether or not a start condition for the driving assistance mode is satisfied. Here, whether or not to start the driving assistance mode is determined based on the surrounding environment information. The start condition for the driving assistance mode differs depending on the type of surrounding environment information used in the driving assistance mode.

[0063] For example, when information on the possibility of a collision of the saddle-ride type vehicle 100 is used as the surrounding environment information, the condition that the rider is braking and the possibility of a collision of the saddle-ride type vehicle 100 exceeds a reference value can be used as a condition for starting the driving assistance mode.

[0064] Also, for example, when information on the distance between the saddle-type vehicle 100 and the target vehicle is used as the surrounding environment information, a condition that the rider is braking and the distance between the saddle-type vehicle 100 and the target vehicle is shorter than a reference distance or the passing time difference is shorter than a reference time can be used as a start condition for the driving assistance mode.

[0065] If it is determined that the start condition of the driving assistance mode is not satisfied (step S102 / NO), the process of step S102 is repeated. On the other hand, if it is determined that the start condition of the driving assistance mode is satisfied (step S102 / YES), the process proceeds to step S103.

[0066] If the determination in step S102 is YES, in step S103, the execution unit 62 executes the driving assistance mode. As described above, in the driving assistance mode, the execution unit 62 amplifies the braking force acting on the saddle type vehicle 100 based on the surrounding environment information of the saddle type vehicle 100.

[0067] For example, in the driving assistance mode, the execution unit 62 amplifies the braking force acting on the saddle type vehicle 100 based on the information on the collision possibility so that a collision with the preceding vehicle can be avoided. In this case, the execution unit 62 determines a deceleration that can avoid a collision with the preceding vehicle as the target deceleration. For example, the execution unit 62 determines a larger deceleration as the target deceleration as the collision possibility increases. Then, the execution unit 62 amplifies the braking force acting on the saddle type vehicle 100 so that the target deceleration occurs in the saddle type vehicle 100.

[0068] Also, for example, in the driving assistance mode, the execution unit 62 amplifies the braking force acting on the saddle type vehicle 100 based on the information on the inter-vehicle distance so that the inter-vehicle distance or the passing time difference between the saddle type vehicle 100 and the target vehicle is maintained at a target value. In this case, the execution unit 62 determines, as the target deceleration, a deceleration that maintains the inter-vehicle distance or the passing time difference between the saddle type vehicle 100 and the target vehicle at a target value. For example, the execution unit 62 determines, as the target deceleration, a larger braking force as the inter-vehicle distance or the passing time difference between the saddle type vehicle 100 and the target vehicle is shorter. Then, the execution unit 62 amplifies the braking force acting on the saddle type vehicle 100 so that the target deceleration is generated in the saddle type vehicle 100.

[0069] After step S103, in step S104, the determination unit 63 determines whether or not a condition for ending the driving assistance mode is satisfied.

[0070] The end condition of the driving assistance mode is a condition where the start condition is no longer satisfied. For example, the end condition may be when the brake operation by the rider is released. In addition, the end condition may be when the collision possibility of the saddle riding type vehicle 100 falls below a reference value. In addition, the end condition may be when the inter-vehicle distance between the saddle riding type vehicle 100 and the target vehicle exceeds a reference distance or when the passing time difference exceeds a reference time.

[0071] If it is determined that the termination condition of the driving assistance mode is not satisfied (step S104 / NO), the process returns to step S103. On the other hand, if it is determined that the termination condition of the driving assistance mode is satisfied (step S104 / YES), the process proceeds to step S105, where the execution unit 62 terminates the driving assistance mode, and the process returns to step S102.

[0072] Fig. 6 is a flowchart showing an example of the flow of the execution process of the driving assistance mode performed by the control device 60. The control flow shown in Fig. 6 is executed in step S103 in the control flow shown in Fig. 5. Step S201 in Fig. 6 corresponds to the start of the control flow shown in Fig. 6. Step S205 in Fig. 6 corresponds to the end of the control flow shown in Fig. 6.

[0073] When the control flow shown in FIG. 6 is started, in step S202, the determination unit 63 determines whether the rider is performing the brake operation by giving priority to the operation of the first brake operation unit 11 over the operation of the second brake operation unit 13.

[0074] For example, when the first brake operation unit 11 is operated but the second brake operation unit 13 is not operated, the determination unit 63 may determine that the rider is performing the brake operation by prioritizing the operation of the first brake operation unit 11 over the operation of the second brake operation unit 13. On the other hand, when the second brake operation unit 13 is operated but the first brake operation unit 11 is not operated, the determination unit 63 may determine that the rider is performing the brake operation by prioritizing the operation of the second brake operation unit 13 over the operation of the first brake operation unit 11.

[0075] The determination unit 63 can determine whether or not the first brake operating unit 11 is being operated based on the first master cylinder pressure. The determination unit 63 can also determine whether or not the second brake operating unit 13 is being operated based on the second master cylinder pressure.

[0076] Also, for example, when a brake operation is performed using both the first brake operation unit 11 and the second brake operation unit 13, and the operation amount of the first brake operation unit 11 is greater than the operation amount of the second brake operation unit 13, the determination unit 63 may determine that the rider is performing the brake operation by prioritizing the operation of the first brake operation unit 11 over the operation of the second brake operation unit 13. On the other hand, when a brake operation is performed using both the first brake operation unit 11 and the second brake operation unit 13, and the operation amount of the second brake operation unit 13 is greater than the operation amount of the first brake operation unit 11, the determination unit 63 may determine that the rider is performing the brake operation by prioritizing the operation of the second brake operation unit 13 over the operation of the first brake operation unit 11.

[0077] The determination unit 63 can obtain the operation amount of the first brake operating unit 11 based on the first master cylinder pressure. The determination unit 63 can obtain the operation amount of the second brake operating unit 13 based on the second master cylinder pressure.

[0078] If it is determined that the rider is performing the brake operation by giving priority to the operation of the first brake operation unit 11 over the operation of the second brake operation unit 13 (step S202 / YES), the process proceeds to step S203. On the other hand, if it is determined that the rider is performing the brake operation by giving priority to the operation of the second brake operation unit 13 over the operation of the first brake operation unit 11 (step S202 / NO), the process proceeds to step S204.

[0079] If the determination in step S202 is YES, in other words, the brake operation is being performed in a state where the operation of the first brake operation unit 11 is relatively stronger than the operation of the second brake operation unit 13. In this case, in step S203, the execution unit 62 amplifies the braking force acting on the saddle type vehicle 100 by giving priority to the amplification of the second wheel cylinder pressure over the amplification of the first wheel cylinder pressure, and the control flow shown in Fig. 6 ends.

[0080] In step S203, the execution unit 62, for example, prohibits amplification of the first wheel cylinder pressure and amplifies the braking force acting on the saddle type vehicle 100. In this case, the execution unit 62 amplifies the braking force acting on the saddle type vehicle 100 by amplifying the second wheel cylinder pressure without amplifying the first wheel cylinder pressure.

[0081] As described above, when it is determined that the rider is performing the brake operation by prioritizing the operation of the first brake operation unit 11 over the operation of the second brake operation unit 13, the execution unit 62, for example, prohibits the amplification of the first wheel cylinder pressure to amplify the braking force acting on the saddle-ride type vehicle 100. For example, when the first brake operation unit 11 is being operated but the second brake operation unit 13 is not being operated, the execution unit 62 prohibits the amplification of the first wheel cylinder pressure to amplify the braking force acting on the saddle-ride type vehicle 100. This effectively suppresses the reduction in the first master cylinder pressure caused by the amplification of the first wheel cylinder pressure. For example, it is possible to suppress the occurrence of lever suction. Therefore, it is possible to effectively suppress the deterioration of the accuracy of determining whether or not the operation of the first brake operation unit 11, which is mainly used in the brake operation, is being performed.

[0082] Also, in step S203, the execution unit 62 amplifies the braking force acting on the saddle type vehicle 100, for example, by amplifying the second wheel cylinder pressure more than the amplification of the first wheel cylinder pressure. In this case, for example, the execution unit 62 may amplify the first wheel cylinder pressure and the second wheel cylinder pressure so that the amplification amount of the second wheel cylinder pressure is greater than the amplification amount of the first wheel cylinder pressure. Also, for example, the execution unit 62 may amplify the first wheel cylinder pressure and the second wheel cylinder pressure so that the change gradient of the second wheel cylinder pressure is greater than the change gradient of the first wheel cylinder pressure.

[0083] As described above, when it is determined that the rider is performing the brake operation by prioritizing the operation of the first brake operation unit 11 over the operation of the second brake operation unit 13, the execution unit 62, for example, amplifies the braking force acting on the saddle-ride type vehicle 100 by amplifying the second wheel cylinder pressure more than the amplification of the first wheel cylinder pressure. For example, when the first brake operation unit 11 is being operated but the second brake operation unit 13 is not being operated, the execution unit 62 amplifies the second wheel cylinder pressure more than the amplification of the first wheel cylinder pressure to amplify the braking force acting on the saddle-ride type vehicle 100. As a result, similar to the case where the amplification of the first wheel cylinder pressure is prohibited and the braking force acting on the saddle-ride type vehicle 100 is amplified, it is possible to suppress a decrease in the first master cylinder pressure caused by the amplification of the first wheel cylinder pressure, and to suppress a decrease in the accuracy of determining whether or not the first brake operation unit 11 is being operated.

[0084] Here, the execution unit 62 may amplify the braking force acting on the saddle type vehicle 100 based on information on the operation amount of the first brake operation unit 11. Thereby, in the driving assistance mode, the amplification of the braking force acting on the saddle type vehicle 100 can be optimized in accordance with the rider's intention. The information on the operation amount of the first brake operation unit 11 may include, for example, the operation amount of the first brake operation unit 11 itself and a change gradient of the operation amount of the first brake operation unit 11. Note that the determination unit 63 may acquire the operation amount of the first brake operation unit 11 and the change gradient of the operation amount based on the first master cylinder pressure.

[0085] For example, in amplifying the braking force acting on the saddle-ride type vehicle 100, the execution unit 62 may change the amplification amount of the braking force based on the operation amount of the first brake operation unit 11 itself, or may change it based on the change gradient of the operation amount of the first brake operation unit 11. In addition, for example, in amplifying the braking force acting on the saddle-ride type vehicle 100, the execution unit 62 may change the change gradient of the braking force based on the operation amount of the first brake operation unit 11 itself, or may change it based on the change gradient of the operation amount of the first brake operation unit 11.

[0086] As described above, in step S203, for example, the decrease in the first master cylinder pressure caused by the amplification of the first wheel cylinder pressure is suppressed by prohibiting the amplification of the first wheel cylinder pressure and amplifying the braking force acting on the saddle-ride type vehicle 100. In this case, since information on the operation amount of the first brake operation unit 11 is appropriately obtained using the first master cylinder pressure, the execution unit 62 can amplify the braking force acting on the saddle-ride type vehicle 100 based on the information on the operation amount of the first brake operation unit 11.

[0087] As described above, in step S203, for example, the amplification of the second wheel cylinder pressure is made greater than the amplification of the first wheel cylinder pressure to amplify the braking force acting on the saddle-ride type vehicle 100, thereby suppressing the decrease in the first master cylinder pressure caused by the amplification of the first wheel cylinder pressure. In this case, too, information on the operation amount of the first brake operation unit 11 is appropriately obtained using the first master cylinder pressure, so that the execution unit 62 can amplify the braking force acting on the saddle-ride type vehicle 100 based on the information on the operation amount of the first brake operation unit 11.

[0088] If the determination in step S202 is NO, in other words, the brake operation is being performed in a state where the operation of the second brake operation unit 13 is relatively stronger than the operation of the first brake operation unit 11. In this case, in step S204, the execution unit 62 amplifies the braking force acting on the saddle type vehicle 100 by giving priority to the amplification of the first wheel cylinder pressure over the amplification of the second wheel cylinder pressure, and the control flow shown in Fig. 6 ends.

[0089] In step S204, the execution unit 62, for example, prohibits amplification of the second wheel cylinder pressure and amplifies the braking force acting on the saddle type vehicle 100. In this case, the execution unit 62 amplifies the braking force acting on the saddle type vehicle 100 by amplifying the first wheel cylinder pressure without amplifying the second wheel cylinder pressure.

[0090] As described above, when it is determined that the rider is performing the brake operation by prioritizing the operation of the second brake operation unit 13 over the operation of the first brake operation unit 11, the execution unit 62, for example, prohibits the amplification of the second wheel cylinder pressure to amplify the braking force acting on the saddle-ride type vehicle 100. For example, when the second brake operation unit 13 is being operated but the first brake operation unit 11 is not being operated, the execution unit 62 prohibits the amplification of the second wheel cylinder pressure to amplify the braking force acting on the saddle-ride type vehicle 100. This effectively suppresses the decrease in the second master cylinder pressure caused by the amplification of the second wheel cylinder pressure. For example, it is possible to suppress the occurrence of pedal suction. Therefore, it is possible to effectively suppress the decrease in the accuracy of determining whether or not the second brake operation unit 13, which is mainly used in the brake operation, is being operated.

[0091] Also, in step S204, the execution unit 62 amplifies the braking force acting on the saddle type vehicle 100, for example, by amplifying the first wheel cylinder pressure more than the second wheel cylinder pressure. In this case, for example, the execution unit 62 may amplify the first wheel cylinder pressure and the second wheel cylinder pressure so that the amplification amount of the first wheel cylinder pressure is greater than the amplification amount of the second wheel cylinder pressure. Also, for example, the execution unit 62 may amplify the first wheel cylinder pressure and the second wheel cylinder pressure so that the change gradient of the first wheel cylinder pressure is greater than the change gradient of the second wheel cylinder pressure.

[0092] As described above, when it is determined that the rider is performing the brake operation by prioritizing the operation of the second brake operation unit 13 over the operation of the first brake operation unit 11, the execution unit 62, for example, amplifies the braking force acting on the saddle-ride type vehicle 100 by amplifying the first wheel cylinder pressure more than the amplification of the second wheel cylinder pressure. For example, when the second brake operation unit 13 is being operated but the first brake operation unit 11 is not being operated, the execution unit 62 amplifies the first wheel cylinder pressure more than the amplification of the second wheel cylinder pressure to amplify the braking force acting on the saddle-ride type vehicle 100. As a result, similar to the case where the amplification of the second wheel cylinder pressure is prohibited and the braking force acting on the saddle-ride type vehicle 100 is amplified, it is possible to suppress a decrease in the second master cylinder pressure caused by the amplification of the second wheel cylinder pressure, and to suppress a decrease in the accuracy of determining whether or not the second brake operation unit 13 is being operated.

[0093] Here, the execution unit 62 may amplify the braking force acting on the saddle type vehicle 100 based on information on the operation amount of the second brake operation unit 13. Thereby, in the driving assistance mode, the amplification of the braking force acting on the saddle type vehicle 100 can be optimized in accordance with the rider's intention. The information on the operation amount of the second brake operation unit 13 may include, for example, the operation amount of the second brake operation unit 13 itself and the change gradient of the operation amount of the second brake operation unit 13. Note that the determination unit 63 may acquire the operation amount of the second brake operation unit 13 and the change gradient of the operation amount based on the second master cylinder pressure.

[0094] For example, in amplifying the braking force acting on the saddle-ride type vehicle 100, the execution unit 62 may change the amplification amount of the braking force based on the operation amount of the second brake operation unit 13 itself, or may change it based on the change gradient of the operation amount of the second brake operation unit 13. In addition, for example, in amplifying the braking force acting on the saddle-ride type vehicle 100, the execution unit 62 may change the change gradient of the braking force based on the operation amount of the second brake operation unit 13 itself, or may change it based on the change gradient of the operation amount of the second brake operation unit 13.

[0095] As described above, in step S204, for example, the decrease in the second master cylinder pressure caused by the amplification of the second wheel cylinder pressure is suppressed by prohibiting the amplification of the second wheel cylinder pressure and amplifying the braking force acting on the saddle type vehicle 100. In this case, since information on the operation amount of the second brake operation unit 13 is appropriately obtained using the second master cylinder pressure, the execution unit 62 can amplify the braking force acting on the saddle type vehicle 100 based on the information on the operation amount of the second brake operation unit 13.

[0096] As described above, in step S204, for example, the amplification of the first wheel cylinder pressure is made greater than the amplification of the second wheel cylinder pressure to amplify the braking force acting on the saddle-ride type vehicle 100, thereby suppressing the decrease in the second master cylinder pressure caused by the amplification of the second wheel cylinder pressure. In this case, too, information on the operation amount of the second brake operation unit 13 is appropriately obtained using the second master cylinder pressure, so that the execution unit 62 can amplify the braking force acting on the saddle-ride type vehicle 100 based on information on the operation amount of the second brake operation unit 13.

[0097] An example of the flow of the process related to the driving assistance mode has been described above with reference to Figures 5 and 6. However, the process performed by the control device 60 is not limited to the example described above.

[0098] For example, the execution unit 62 may prohibit the amplification of the braking force acting on the saddle-ride type vehicle 100 when the rider is performing the brake operation using both the first brake operation unit 11 and the second brake operation unit 13 in the driving assistance mode. In order to amplify the braking force acting on the saddle-ride type vehicle 100, it is necessary to amplify at least one of the first wheel cylinder pressure and the second wheel cylinder pressure. Therefore, at least one of the reduction in the first master cylinder pressure caused by the amplification of the first wheel cylinder pressure and the reduction in the second master cylinder pressure caused by the amplification of the second wheel cylinder pressure occurs. Therefore, from the viewpoint of avoiding both the reduction in the accuracy of determining whether or not the first brake operation unit 11 is being operated and the reduction in the accuracy of determining whether or not the second brake operation unit 13 is being operated, the amplification of the braking force acting on the saddle-ride type vehicle 100 may be prohibited when the rider is performing the brake operation using both the first brake operation unit 11 and the second brake operation unit 13.

[0099] <Effects of the control device> The effects of the control device 60 according to the embodiment of the present invention will be described.

[0100] In the control device 60, in the driving assistance mode, when the rider is performing the brake operation by prioritizing the operation of the first brake operation unit 11 over the operation of the second brake operation unit 13, the execution unit 62 amplifies the braking force acting on the saddle riding type vehicle 100 by prioritizing the amplification of the second wheel cylinder pressure over the amplification of the first wheel cylinder pressure. As a result, when the first brake operation unit 11 is mainly used for the brake operation, it is possible to suppress a decrease in the first master cylinder pressure caused by the amplification of the first wheel cylinder pressure, and to suppress a decrease in the accuracy of determining whether or not the first brake operation unit 11 is being operated.

[0101] On the other hand, in the driving assistance mode, when the rider is performing the brake operation by giving priority to the operation of the second brake operation unit 13 over the operation of the first brake operation unit 11, the execution unit 62 amplifies the braking force acting on the saddle riding type vehicle 100 by giving priority to the amplification of the first wheel cylinder pressure over the amplification of the second wheel cylinder pressure. As a result, when the second brake operation unit 13 is mainly used for the brake operation, it is possible to suppress a decrease in the second master cylinder pressure caused by the amplification of the second wheel cylinder pressure, and to suppress a decrease in the accuracy of determining whether or not the second brake operation unit 13 is being operated.

[0102] As described above, it is possible to suppress a decrease in the accuracy of judging whether or not the brake operation unit, which is mainly used in the brake operation, is being operated. Therefore, it is possible to improve the accuracy of judging whether or not the brake operation is being performed, so that the driving assistance mode can be appropriately executed depending on whether or not the brake operation is being performed, and it is possible to suppress the braking force acting on the saddle type vehicle 100 from fluctuating greatly against the rider's intention. Therefore, it is possible to appropriately improve the safety of the saddle type vehicle 100. In particular, when the amplification of the braking force acting on the saddle type vehicle 100 is executed based on the surrounding environment information in the driving assistance mode, it is important to suppress the braking force acting on the saddle type vehicle 100 from fluctuating greatly against the rider's intention.

[0103] Preferably, in the control device 60, when the rider is performing a brake operation with the operation of the first brake operation unit 11 taking precedence over the operation of the second brake operation unit 13 in the driving assistance mode, the execution unit 62 prohibits the amplification of the first wheel cylinder pressure and amplifies the braking force acting on the saddle riding type vehicle 100. This effectively suppresses a decrease in the first master cylinder pressure caused by the amplification of the first wheel cylinder pressure. For example, the occurrence of lever suction can be suppressed. Therefore, it is possible to effectively suppress a decrease in the accuracy of determining whether or not the operation of the first brake operation unit 11, which is mainly used in the brake operation, is being performed.

[0104] Preferably, in the control device 60, when in the driving assistance mode, the execution unit 62 amplifies the braking force acting on the saddle-ride type vehicle 100 by amplifying the second wheel cylinder pressure more than the first wheel cylinder pressure when the rider is performing the brake operation by prioritizing the operation of the first brake operation unit 11 over the operation of the second brake operation unit 13. This makes it possible to suppress a decrease in the first master cylinder pressure caused by the amplification of the first wheel cylinder pressure, as in the case where the amplification of the first wheel cylinder pressure is prohibited and the braking force acting on the saddle-ride type vehicle 100 is amplified, and makes it possible to suppress a decrease in the accuracy of determining whether or not the first brake operation unit 11 is being operated.

[0105] Preferably, in the control device 60, the execution unit 62 amplifies the braking force acting on the saddle type vehicle 100 in the driving assistance mode based on information on the operation amount of the first brake operation unit 11. This makes it possible to optimize the amplification of the braking force acting on the saddle type vehicle 100 in the driving assistance mode in accordance with the intention of the rider.

[0106] Preferably, in the control device 60, when the rider is performing the brake operation by prioritizing the operation of the second brake operation unit 13 over the operation of the first brake operation unit 11 in the driving assistance mode, the execution unit 62 prohibits the amplification of the second wheel cylinder pressure and amplifies the braking force acting on the saddle riding type vehicle 100. This effectively suppresses the decrease in the second master cylinder pressure caused by the amplification of the second wheel cylinder pressure. For example, the occurrence of pedal suction can be suppressed. Therefore, it is possible to effectively suppress the decrease in the accuracy of determining whether or not the second brake operation unit 13, which is mainly used in the brake operation, is being operated.

[0107] Preferably, in the control device 60, when in the driving assistance mode, the execution unit 62 amplifies the braking force acting on the saddle-ride type vehicle 100 by amplifying the first wheel cylinder pressure more than the second wheel cylinder pressure when the rider is performing the brake operation by prioritizing the operation of the second brake operation unit 13 over the operation of the first brake operation unit 11. This also makes it possible to suppress a decrease in the second master cylinder pressure caused by the amplification of the second wheel cylinder pressure, as in the case where the amplification of the second wheel cylinder pressure is prohibited and the braking force acting on the saddle-ride type vehicle 100 is amplified, and makes it possible to suppress a decrease in the accuracy of determining whether or not the second brake operation unit 13 is being operated.

[0108] Preferably, in the control device 60, the execution unit 62 amplifies the braking force acting on the saddle type vehicle 100 in the driving assistance mode based on information on the operation amount of the second brake operation unit 13. Thereby, in the driving assistance mode, the amplification of the braking force acting on the saddle type vehicle 100 can be optimized in accordance with the intention of the rider.

[0109] Preferably, in the control device 60, the execution unit 62 prohibits amplification of the braking force acting on the saddle type vehicle 100 when the rider is performing the brake operation using both the first brake operation unit 11 and the second brake operation unit 13 in the driving assistance mode. This makes it possible to avoid both a decrease in the accuracy of determining whether or not the first brake operation unit 11 is being operated and a decrease in the accuracy of determining whether or not the second brake operation unit 13 is being operated.

[0110] Preferably, in the control device 60, the surrounding environment information includes information on the possibility of collision of the saddle type vehicle 100, and the execution unit 62 amplifies the braking force acting on the saddle type vehicle 100 in the driving assistance mode based on the information on the possibility of collision. This improves the possibility of avoiding a collision with a preceding vehicle or the like, thereby improving safety.

[0111] Preferably, in the control device 60, the surrounding environment information includes information on the distance between the saddle type vehicle 100 and the target vehicle, and the execution unit 62 amplifies the braking force acting on the saddle type vehicle 100 in the driving assistance mode based on the information on the distance between the vehicles. This ensures an appropriate distance or passing time difference between the vehicle and a target vehicle such as a preceding vehicle, thereby improving safety.

[0112] The present invention is not limited to the description of the embodiments. For example, only a part of the embodiments may be implemented. [Explanation of symbols]

[0113] 1 fuselage, 2 handle, 3 front wheel, 3a rotor, 4 rear wheel, 4a rotor, 10 brake system, 11 first brake operating section, 12 front wheel braking mechanism, 13 second brake operating section, 14 rear wheel braking mechanism, 21a first master cylinder, 21b second master cylinder, 22a first reservoir, 22b second reservoir, 23a first brake caliper, 23b second brake caliper, 24a first wheel cylinder, 24b second wheel cylinder, 25a main flow path, 25b main flow path, 26a secondary flow path, 26b secondary flow path, 27a supply flow path, 27b supply flow path, 31 inlet valve, 31a inlet valve, 31b inlet valve, 32 release valve, 32a release valve, 32b release valve, 33a accumulator, 33b accumulator, 34 Pump, 34a pump, 34b pump, 35 first valve, 35a first valve, 35b first valve, 36 second valve, 36a second valve, 36b second valve, 41 front wheel speed sensor, 42 rear wheel speed sensor, 43 surrounding environment sensor, 44a first master cylinder pressure sensor, 44b second master cylinder pressure sensor, 50 hydraulic control unit, 51 base, 60 control device, 61 acquisition unit, 62 execution unit, 63 determination unit, 100 saddle-ride type vehicle.

Claims

1. A control device (60) for controlling the behavior of a saddle-ride type vehicle (100) including a first wheel cylinder (24a) which is a wheel cylinder of a front wheel (3), a first brake operation unit (11) which is a brake operation unit that changes a first wheel cylinder pressure which is a pressure of brake fluid in the first wheel cylinder (24a), a first master cylinder (21a) attached to the first brake operation unit (11), a second wheel cylinder (24b) which is a wheel cylinder of a rear wheel (4), a second brake operation unit (13) which is a brake operation unit that changes a second wheel cylinder pressure which is a pressure of brake fluid in the second wheel cylinder (24b), and a second master cylinder (21b) attached to the second brake operation unit (13), an acquisition unit (61) that acquires a first master cylinder pressure that is the pressure of the brake fluid in the first master cylinder (21a) and a second master cylinder pressure that is the pressure of the brake fluid in the second master cylinder (21b); a determination unit (63) that determines whether or not a brake operation is being performed by a rider of the saddle type vehicle (100) based on at least one of the first master cylinder pressure and the second master cylinder pressure acquired by the acquisition unit (61); an execution unit (62) that executes a driving assistance mode capable of amplifying a braking force acting on the saddle type vehicle (100) when the determination unit (63) determines that the brake operation is being performed; Equipped with The execution unit (62) in the driving assistance mode: Amplifying the braking force acting on the saddle-ride type vehicle (100) based on ambient environment information of the saddle-ride type vehicle (100); When the rider performs the brake operation by giving priority to the operation of the first brake operation unit (11) over the operation of the second brake operation unit (13), the braking force acting on the saddle-ride type vehicle (100) is amplified by giving priority to the amplification of the second wheel cylinder pressure over the amplification of the first wheel cylinder pressure, When the rider performs the brake operation by giving priority to the operation of the second brake operation unit (13) over the operation of the first brake operation unit (11), the braking force acting on the saddle-ride type vehicle (100) is amplified by giving priority to the amplification of the first wheel cylinder pressure over the amplification of the second wheel cylinder pressure. Control device.

2. When the rider performs the brake operation by prioritizing the operation of the first brake operation unit (11) over the operation of the second brake operation unit (13) in the driving assistance mode, the execution unit (62) prohibits the amplification of the first wheel cylinder pressure and amplifies the braking force acting on the saddle-ride type vehicle (100). The control device according to claim 1 .

3. When the rider performs the brake operation by prioritizing the operation of the first brake operation unit (11) over the operation of the second brake operation unit (13) in the driving assistance mode, the execution unit (62) amplifies the braking force acting on the saddle-ride type vehicle (100) by amplifying the second wheel cylinder pressure more than the amplification of the first wheel cylinder pressure. The control device according to claim 1 .

4. The execution unit (62) amplifies the braking force acting on the saddle type vehicle (100) in the driving assistance mode based on information on the operation amount of the first brake operation unit (11). The control device according to claim 2 or 3.

5. When the rider performs the brake operation by prioritizing the operation of the second brake operation unit (13) over the operation of the first brake operation unit (11) in the driving assistance mode, the execution unit (62) prohibits the amplification of the second wheel cylinder pressure and amplifies the braking force acting on the saddle-ride type vehicle (100). The control device according to claim 1 .

6. When the rider performs the brake operation by prioritizing the operation of the second brake operation unit (13) over the operation of the first brake operation unit (11) in the driving assistance mode, the execution unit (62) amplifies the braking force acting on the saddle-ride type vehicle (100) by amplifying the first wheel cylinder pressure more than the amplification of the second wheel cylinder pressure. The control device according to claim 1 .

7. The execution unit (62) amplifies the braking force acting on the saddle type vehicle (100) in the driving assistance mode based on information on the operation amount of the second brake operation unit (13). The control device according to claim 5 or 6.

8. the execution unit (62) prohibits amplification of the braking force acting on the saddle-ride type vehicle (100) when the rider is performing the brake operation using both the first brake operation unit (11) and the second brake operation unit (13) in the driving assistance mode. The control device according to any one of claims 1 to 3, 5 and 6.

9. The surrounding environment information includes information on a collision possibility of the saddle type vehicle (100), The execution unit (62) amplifies the braking force acting on the saddle type vehicle (100) in the driving assistance mode based on the information on the possibility of collision. The control device according to any one of claims 1 to 3, 5 and 6.

10. The surrounding environment information includes information on a distance between the saddle type vehicle (100) and a target vehicle, The execution unit (62) amplifies the braking force acting on the saddle type vehicle (100) in the driving assistance mode based on the information on the inter-vehicle distance. The control device according to any one of claims 1 to 3, 5 and 6.

11. A method for controlling the behavior of a saddle-ride type vehicle (100) including a first wheel cylinder (24a) which is a wheel cylinder of a front wheel (3), a first brake operation unit (11) which is a brake operation unit that changes a first wheel cylinder pressure which is a pressure of brake fluid in the first wheel cylinder (24a), a first master cylinder (21a) attached to the first brake operation unit (11), a second wheel cylinder (24b) which is a wheel cylinder of a rear wheel (4), a second brake operation unit (13) which is a brake operation unit that changes a second wheel cylinder pressure which is a pressure of brake fluid in the second wheel cylinder (24b), and a second master cylinder (21b) attached to the second brake operation unit (13), an acquisition unit (61) of a control device (60) acquires a first master cylinder pressure which is the pressure of the brake fluid in the first master cylinder (21a) and a second master cylinder pressure which is the pressure of the brake fluid in the second master cylinder (21b); a determination unit (63) of the control device (60) determines whether or not a brake operation is being performed by a rider of the saddle type vehicle (100) based on at least one of the first master cylinder pressure and the second master cylinder pressure acquired by the acquisition unit (61); an execution unit (62) of the control device (60) executes a driving assistance mode capable of amplifying the braking force acting on the saddle type vehicle (100) when the determination unit (63) determines that the brake operation is being performed; The execution unit (62) in the driving assistance mode: Amplifying the braking force acting on the saddle-ride type vehicle (100) based on ambient environment information of the saddle-ride type vehicle (100); When the rider performs the brake operation by giving priority to the operation of the first brake operation unit (11) over the operation of the second brake operation unit (13), the braking force acting on the saddle-ride type vehicle (100) is amplified by giving priority to the amplification of the second wheel cylinder pressure over the amplification of the first wheel cylinder pressure, When the rider performs the brake operation by giving priority to the operation of the second brake operation unit (13) over the operation of the first brake operation unit (11), the braking force acting on the saddle-ride type vehicle (100) is amplified by giving priority to the amplification of the first wheel cylinder pressure over the amplification of the second wheel cylinder pressure. Control methods.

Images