Control device and control method

Abstract

The present invention provides a control device and a control method that can properly improve the safety of a saddled vehicle. In a control device and control method according to the present application: an assessment unit of the control device assesses the collision potential of a saddled vehicle (100) on the basis of surrounding environment information of the saddled vehicle (100); a control unit of the control device initiates first speed reduction control for controlling speed reduction in response to a first operation in which the rider shifts a second operation unit (2R) different to a first operation unit of the saddled vehicle (100) from a reference state to a state different from the standard state; during the execution of the first speed reduction control, the first speed reduction control is finished in response to a second operation in which the rider returns the second operation unit (2R) to the reference state; and at at least one point in time between the first speed reduction control being finished and the rider operating the first operation unit, a second speed reduction control for controlling speed reduction is executed on the basis of the assessment result pertaining to the collision potential from the assessment unit.

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] In order to improve the safety of a saddle-ride type vehicle, it is conceivable to execute deceleration control for controlling the deceleration of the saddle-ride type vehicle in response to a specific operation by the rider. In this case, a situation may arise in which the rider cancels the specific operation for executing the deceleration control and performs a braking operation using a brake lever or the like. In such a situation, the deceleration of the saddle-ride type vehicle may be excessively reduced between the end of the deceleration control and the brake operation, which may compromise safety.

[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 of the present invention is a control device that controls the behavior of a saddle-ride type vehicle equipped with a first operating unit that accepts brake operation by a rider, and includes a control unit that controls the deceleration of the saddle-ride type vehicle, and further includes a judgment unit that judges the possibility of a collision of the saddle-ride type vehicle based on ambient environment information of the saddle-ride type vehicle, and the control unit starts a first deceleration control that controls the deceleration in response to a first operation by the rider to change a second operating unit different from the first operating unit of the saddle-ride type vehicle from a reference state to a state different from the reference state, and during the execution of the first deceleration control, ends the first deceleration control in response to a second operation by the rider to return the second operating unit to the reference state, and executes a second deceleration control that controls the deceleration at least at a point between the end of the first deceleration control and the rider operating the first operating unit, based on the result of the judgment of the possibility of collision by the judgment unit.

[0008] The control method of the present invention is a method for controlling the behavior of a saddle-ride type vehicle equipped with a first operating unit that accepts a brake operation by a rider, wherein a control unit of a control device controls the deceleration of the saddle-ride type vehicle, and further, a judgment unit of the control device judges a collision possibility of the saddle-ride type vehicle based on surrounding environment information of the saddle-ride type vehicle, and the control unit starts a first deceleration control that controls the deceleration in response to a first operation by the rider to change a second operating unit different from the first operating unit of the saddle-ride type vehicle from a reference state to a state different from the reference state, and during the execution of the first deceleration control, ends the first deceleration control in response to a second operation by the rider to return the second operating unit to the reference state, and executes a second deceleration control that controls the deceleration at least at a one-time point between the end of the first deceleration control and the rider operating the first operating unit, based on the result of the judgment of the collision possibility by the judgment unit. Effect of the Invention

[0009] In the control device and control method according to the present invention, the determination unit of the control device determines the possibility of collision of the saddle-ride type vehicle based on the surrounding environment information of the saddle-ride type vehicle, and the control unit of the control device starts a first deceleration control for controlling deceleration in response to a first operation by the rider to change a second operating part different from a first operating part of the saddle-ride type vehicle from a reference state to a state different from the reference state, ends the first deceleration control in response to a second operation by the rider to return the second operating part to the reference state during the execution of the first deceleration control, and executes a second deceleration control for controlling deceleration at least at a point between the end of the first deceleration control and the rider operating the first operating part based on the result of the determination of the possibility of collision by the determination unit. This makes it possible to execute the first deceleration control in accordance with the rider's intention, and to appropriately suppress an excessive decrease in deceleration between the end of the first deceleration control and the rider operating the first operating part in accordance with the possibility of collision. 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] 1 is a schematic diagram showing a schematic configuration of a handle and its surroundings according to an embodiment of the present invention; [Figure 4] 5 is a schematic diagram showing a rotation direction of an accelerator grip according to an embodiment of the present invention. FIG. [Diagram 5] 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 6] 5 is a flowchart showing an example of a flow of processing performed by a control device according to the embodiment of the present invention. [Figure 7] 5 is a diagram showing an example of a change in deceleration of a saddle type vehicle when a second deceleration control according to the embodiment of the present invention is executed. FIG. 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] In addition, the following describes a case where an engine (specifically, engine 5 in FIG. 1 described below) is installed as a driving source capable of outputting power to drive the wheels, but a driving source other than an engine (e.g., an electric motor) may also be installed as the driving source, and multiple driving sources may also be installed.

[0014] 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.

[0015] 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.

[0016] <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.

[0017] 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.

[0018] The saddle-ride type vehicle 100 is a two-wheeled motorcycle that corresponds to one 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, an engine 5, a brake system 10, an ambient environment sensor 41, a front wheel speed sensor 42, and a rear wheel speed sensor 43. In this embodiment, a control device (ECU) 60 is provided in a hydraulic pressure control unit 50 of the brake system 10, which will be described later.

[0019] The engine 5 corresponds to an example of a drive source of the saddle type vehicle 100, and is capable of outputting power for driving wheels (specifically, the rear wheel 4). For example, the engine 5 is provided with one or more cylinders in which a combustion chamber is formed, a fuel injection valve that injects fuel toward the combustion chamber, and an ignition plug. A mixture containing air and fuel is formed in the combustion chamber by injecting fuel from the fuel injection valve, and the mixture is ignited by the ignition plug and combusted. This causes a piston provided in the cylinder to reciprocate, causing the crankshaft to rotate. In addition, a throttle valve is provided in an intake pipe of the engine 5, and the amount of intake air into the combustion chamber changes according to the throttle opening, which is the opening degree of the throttle valve.

[0020] 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.

[0021] The first brake operation unit 11 is provided on the handlebars 2 and is operated by the rider's hands. 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 feet. The second brake operation unit 13 is, for example, a brake pedal. The first brake operation unit 11 and the second brake operation unit 13 correspond to an example of a first operation unit according to the present invention that accepts brake operation by the rider.

[0022] Each of the front wheel braking mechanism 12 and the rear wheel braking mechanism 14 includes a master cylinder 21 incorporating a piston (not shown), a reservoir 22 attached to the master cylinder 21, a brake caliper 23 held in the body 1 and having brake pads (not shown), a wheel cylinder 24 provided in the brake caliper 23, a main flow path 25 for circulating the brake fluid of the master cylinder 21 to the wheel cylinder 24, a secondary flow path 26 for releasing the brake fluid of the wheel cylinder 24, and a supply flow path 27 for supplying the brake fluid of the master cylinder 21 to the secondary flow path 26.

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

[0024] 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.

[0025] 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.

[0026] 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.

[0027] 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.

[0028] For example, in a normal state, that is, when the first deceleration control and the second deceleration control described later are not being executed, 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 master cylinder 21 is pushed in, the hydraulic pressure of the brake fluid in the wheel cylinder 24 increases, and the brake pads (not shown) of the brake caliper 23 are pressed against the rotor 3a of the front wheel 3, 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 master cylinder 21 is pushed in, the hydraulic pressure of the brake fluid in the wheel cylinder 24 increases, and the brake pads (not shown) of the brake caliper 23 are pressed against the rotor 4a of the rear wheel 4, generating a braking force on the rear wheel 4.

[0029] The surrounding environment sensor 41 detects surrounding environment information related to the environment around the saddle type vehicle 100. For example, the surrounding environment sensor 41 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 41 is output to the control device 60.

[0030] The surrounding environment information detected by the surrounding environment sensor 41 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 41 is, for example, a radar, a Lidar sensor, an ultrasonic sensor, a camera, etc.

[0031] 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.

[0032] The front wheel speed sensor 42 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 42 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 42 is provided on the front wheels 3.

[0033] The rear wheel speed sensor 43 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 43 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 43 is provided on the rear wheel 4.

[0034] Here, the handlebar 2 and its surrounding structure will be described in more detail with reference to Fig. 3 and Fig. 4. Fig. 3 is a schematic diagram showing the handlebar 2 and its surrounding structure. Specifically, Fig. 3 is a diagram showing the upper front part of the body 1 of the saddle-ride type vehicle 100 as viewed vertically from above.

[0035] As shown in FIG. 3, the handlebar 2 includes a right grip 2R and a left grip 2L. The handlebar 2 extends in the vehicle width direction. The right grip 2R is formed at the right end of the handlebar 2 and is held by the rider's right hand when riding. The left grip 2L is formed at the left end of the handlebar 2 and is held by the rider's left hand when riding. In particular, the right grip 2R is an accelerator grip used when the rider operates the accelerator (i.e., an operation to accelerate the saddle riding type vehicle 100). The operation of rotating the accelerator grip corresponds to the accelerator operation. Hereinafter, the right grip 2R will also be referred to as the accelerator grip 2R.

[0036] A first brake operation unit 11 is provided near the right grip (accelerator grip) 2R. The rider can grip the first brake operation unit 11 with his right hand. The operation of gripping the first brake operation unit 11 corresponds to a brake operation (i.e., an operation to decelerate the saddle riding type vehicle 100). Note that the operation of depressing the second brake operation unit 13 described above also corresponds to a brake operation. In addition, a clutch operation unit 15 is provided near the left grip 2L. The clutch operation unit 15 is, for example, a clutch lever. The rider can grip the clutch operation unit 15 with his left hand. The operation of gripping the clutch operation unit 15 corresponds to a clutch operation (i.e., an operation to release a clutch that disconnects the transmission of power from the engine 5 to the drive wheels).

[0037] As shown in Fig. 3, the saddle-ride type vehicle 100 is equipped with a display device 70. The display device 70 is a device that visually displays various information. For example, the display device 70 may display an object indicating the vehicle speed, an object indicating the remaining fuel level, etc. In the example shown in Fig. 3, the display device 70 is provided in front of the handlebars 2 of the saddle-ride type vehicle 100.

[0038] Here, the accelerator grip 2R of the handlebar 2 will be described in more detail with reference to Fig. 4. Fig. 4 is a schematic diagram showing the rotation direction of the accelerator grip 2R. Specifically, Fig. 4 is a diagram of the accelerator grip 2R as seen in the direction of arrow A in Fig. 3 (i.e., as seen from the right side of the vehicle along the axial direction of the accelerator grip 2R).

[0039] The accelerator grip 2R corresponds to an example of a second operating unit according to the present invention that is used by the rider to execute a first deceleration control described later. The second operating unit is an operating unit different from the above-mentioned first operating unit (for example, the first brake operating unit 11 and the second brake operating unit 13).

[0040] Specifically, the accelerator grip 2R is cylindrical or columnar and can rotate around the central axis of the accelerator grip 2R. The accelerator grip 2R includes a structure that returns the rotation position of the accelerator grip 2R to a reference position P0 in an unloaded state (i.e., a state in which no load is input from the outside to the accelerator grip 2R). Such a structure can be realized, for example, by utilizing the restoring force of a spring or the like. In this case, a biasing force that returns the rotation position of the accelerator grip 2R to the reference position P0 can act on the accelerator grip 2R in both a first direction D1, which is a counterclockwise direction as seen from the right side of the vehicle, and a second direction D2, which is a clockwise direction as seen from the right side of the vehicle. When the rotation position of the accelerator grip 2R is the reference position P0 in a state in which the first deceleration control and the second deceleration control described later are released, the driving force generated in the saddle type vehicle 100 is minimized. The state in which the rotation position of the accelerator grip 2R is in the reference position P0 is the reference state of the accelerator grip 2R.

[0041] Furthermore, in a state in which the first deceleration control and the second deceleration control described below are released, the accelerator grip 2R can be rotated in the first direction D1 from the reference position P0 to generate a driving force in the saddle-ride type vehicle 100. Here, the driving force generated in the saddle-ride type vehicle 100 increases as the relative angle of the rotational position of the accelerator grip 2R with respect to the reference position P0 increases. For example, when the rotational position of the accelerator grip 2R is at position P1 in Fig. 4 (specifically, a position rotated by angle θ1 in the first direction D1 from the reference position P0), a driving force according to the angle θ1 is generated in the saddle-ride type vehicle 100.

[0042] In a state in which the first deceleration control and the second deceleration control described below are released, when a driving force is generated in the saddle-ride type vehicle 100 (specifically, when the rotation position of the accelerator grip 2R is on the first direction D1 side relative to the reference position P0), the driving force increases when the rider rotates the accelerator grip 2R in the first direction D1, and decreases when the rider rotates the accelerator grip 2R in a second direction D2 opposite to the first direction D1.

[0043] 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.

[0044] Fig. 5 is a block diagram showing an example of a functional configuration of the control device 60. The control device 60 includes, for example, an acquisition unit 61, a control unit 62, and a determination unit 63, as shown in Fig. 5.

[0045] The acquisition unit 61 acquires information output from each device mounted on the saddle type vehicle 100, and outputs the information to the control unit 62 and the determination unit 63. For example, the acquisition unit 61 acquires information indicating various detection results output from the surrounding environment sensor 41, the front wheel speed sensor 42, and the rear wheel speed sensor 43. In addition, for example, the acquisition unit 61 acquires information indicating the operation amounts of various operations accepted by the accelerator grip 2R, the first brake operation unit 11, the second brake operation unit 13, and the clutch operation unit 15 from each of these operation units. Note that in this specification, acquisition of information may include extraction or generation of information.

[0046] The control unit 62 includes, for example, a drive control unit 62a and a braking control unit 62b.

[0047] The drive control unit 62a controls the driving force transmitted to the wheels. Specifically, the drive control unit 62a controls the operation of the engine 5 by outputting a command to an engine control device (not shown) that outputs a signal for controlling the operation of each device of the engine 5 (throttle valve, fuel injection valve, spark plug, etc.). This controls the driving force transmitted from the engine 5 to the wheels, and controls the acceleration of the saddle type vehicle 100. Note that the drive control unit 62a may output a signal for controlling the operation of each device of the engine 5, and directly control the operation of each device of the engine 5.

[0048] The braking control unit 62b controls the operation of each component of the hydraulic pressure control unit 50 of the brake system 10, thereby controlling the braking force acting on the wheels of the saddle-ride type vehicle 100. For example, the braking control unit 62b can increase the hydraulic pressure of the brake fluid in the wheel cylinder 24 and automatically increase the braking force of the wheels by opening the inlet valve 31, closing the release valve 32, closing the first valve 35, and opening the second valve 36, and then driving the pump 34 in this state. This controls the deceleration of the saddle-ride type vehicle 100. The braking control unit 62b can individually control the braking force of the front wheels 3 and the braking force of the rear wheels 4 by individually controlling the operation of the front wheel braking mechanism 12 and the rear wheel braking mechanism 14.

[0049] The determination unit 63 performs various determinations and outputs the determination results to the control unit 62. In particular, the determination unit 63 can determine the possibility of a collision of the saddle type vehicle 100 based on the surrounding environment information of the saddle type vehicle 100.

[0050] As described above, the control unit 62 can control the deceleration of the saddle-ride type vehicle 100 by controlling the operation of each device mounted on the saddle-ride type vehicle 100. Here, the control unit 62 can execute the first deceleration control and the second deceleration control as deceleration control for controlling the deceleration of the saddle-ride type vehicle 100. In this embodiment, the first deceleration control and the second deceleration control realize an appropriate improvement in the safety of the saddle-ride type vehicle 100.

[0051] <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.

[0052] 6 is a flow chart showing an example of the flow of processing performed by the control device 60. Step S101 in FIG. 6 corresponds to the start of the control flow shown in FIG.

[0053] When the control flow shown in Fig. 6 starts, in step S102, the determination unit 63 determines whether or not a first operation has been performed. The first operation is an operation by the rider to change the accelerator grip 2R from a reference state to a state different from the reference state. Specifically, the first operation is an operation by the rider to rotate the accelerator grip 2R from the reference position P0 shown in Fig. 4 in the second direction D2. In other words, the first operation is an operation to rotate the accelerator grip 2R in the same direction as when reducing the driving force by operating the accelerator.

[0054] For example, the first operation is a motion to rotate the accelerator grip 2R from a reference position P0 to a position P2 in FIG. 4 (specifically, a position rotated from the reference position P0 in the second direction D2 by an angle θ2). In this case, it is possible to prevent the accelerator grip 2R from being erroneously determined to have been performed in the second direction D2 if the accelerator grip 2R is rotated slightly in the second direction D2 against the rider's intention. Note that the accelerator grip 2R may be able to rotate further in the second direction D2 than the position P2.

[0055] If it is determined that the first operation has not been performed (step S102 / NO), step S102 is repeated. On the other hand, if it is determined that the first operation has been performed (step S102 / YES), the process proceeds to step S103.

[0056] If the determination in step S102 is YES, in step S103, the control unit 62 executes a first deceleration control.

[0057] For example, in the first deceleration control, the control unit 62 controls the deceleration of the saddle type vehicle 100 based on the surrounding environment information of the saddle type vehicle 100. For example, the control unit 62 determines the target deceleration based on the distance between the preceding vehicle and the saddle type vehicle 100 and the relative speed of the saddle type vehicle 100 with respect to the preceding vehicle. The distance between the vehicles may mean the distance in a direction along the lane (specifically, the driving lane of the saddle type vehicle 100) or may mean the straight-line distance. Here, the target deceleration is, for example, a deceleration that can avoid a collision with the preceding vehicle. In this case, the control unit 62 determines a larger deceleration as the target deceleration as the distance between the preceding vehicle and the saddle type vehicle 100 is shorter. Also, the control unit 62 determines a larger deceleration as the target deceleration as the relative speed of the saddle type vehicle 100 with respect to the preceding vehicle is higher. Then, the control unit 62 increases the deceleration of the saddle type vehicle 100 to the target deceleration.

[0058] In the first deceleration control, the control unit 62 automatically generates a braking force on the wheels of the saddle-ride type vehicle 100 by controlling the operation of each component of the hydraulic control unit 50 of the brake system 10. This makes it possible to automatically increase the deceleration of the saddle-ride type vehicle 100 without the rider performing a brake operation using the first brake operation unit 11 or the second brake operation unit 13.

[0059] In addition, during the execution of the first deceleration control, the rider may perform a brake operation using the first brake operation unit 11 or the second brake operation unit 13. When the rider performs a brake operation using the first brake operation unit 11, a braking force corresponding to the operation amount of the first brake operation unit 11 is applied to the front wheel 3. When the rider performs a brake operation using the second brake operation unit 13, a braking force corresponding to the operation amount of the second brake operation unit 13 is applied to the rear wheel 4. When the rider performs a brake operation in this manner, the control unit 62 may increase the braking force of the front wheel 3 relative to the braking force corresponding to the operation amount of the first brake operation unit 11, and may increase the braking force of the rear wheel 4 relative to the braking force corresponding to the operation amount of the second brake operation unit 13. For example, the deceleration generated in the saddle type vehicle 100 in the first deceleration control may be increased by the deceleration generated by the braking force corresponding to the operation amount of the brake operation, compared to when the rider does not perform a brake operation using the first brake operation unit 11 or the second brake operation unit 13. Note that the first deceleration control may compensate for a shortage of the braking force corresponding to the amount of brake operation with respect to the target braking force (that is, the braking force necessary to generate the target deceleration).

[0060] In addition, in the first deceleration control, the control unit 62 may increase the braking force on both the front wheels 3 and the rear wheels 4, or may increase the braking force on only one of the front wheels 3 and the rear wheels 4.

[0061] Note that, in the first deceleration control, the control unit 62 may control the deceleration of the saddle type vehicle 100 without using the surrounding environment information of the saddle type vehicle 100. For example, in the first deceleration control, the control unit 62 may cause the saddle type vehicle 100 to generate a predetermined deceleration.

[0062] Following step S103, in step S104, the determination unit 63 determines whether or not a second operation has been performed. The second operation is an operation by the rider to return the accelerator grip 2R to a reference state. Specifically, the second operation is an operation by the rider to rotate the accelerator grip 2R in the first direction D1 to the reference position P0 shown in FIG. 4. For example, when the accelerator grip 2R is rotated to position P2 in FIG. 4 by the first operation, the second operation is an action to rotate the accelerator grip 2R from position P2 in FIG. 4 to the reference position P0.

[0063] As described above, the accelerator grip 2R includes a structure that returns to the reference position P0 in an unloaded state. Therefore, when the rider releases the first operation (specifically, by removing the hand performing the first operation from the accelerator grip 2R), the accelerator grip 2R can be rotated in the first direction D1 to the reference position P0. In this way, the second operation may be an operation in which the rider releases the first operation to put the accelerator grip 2R into an unloaded state.

[0064] If it is determined that the second operation has not been performed (step S104 / NO), the process returns to step S103. On the other hand, if it is determined that the second operation has been performed (step S104 / YES), the process proceeds to step S105.

[0065] If the determination in step S104 is YES, in step S105, the control unit 62 ends the first deceleration control.

[0066] Next, in step S106, the determination unit 63 determines whether or not the collision possibility of the saddle type vehicle 100 is higher than a reference value (for example, a reference value). Here, the determination unit 63 determines the collision possibility of the saddle type vehicle 100 based on the surrounding environment information of the saddle type vehicle 100.

[0067] For example, the determination unit 63 determines the possibility of collision based on the distance between the preceding vehicle and the saddle type vehicle 100 and the relative speed of the saddle type vehicle 100 with respect to the preceding vehicle. In this case, the determination unit 63 can estimate that the shorter the distance between the preceding vehicle and the saddle type vehicle 100, the higher the possibility of collision. Furthermore, the determination unit 63 can estimate that the higher the relative speed of the saddle type vehicle 100 with respect to the preceding vehicle, the higher the possibility of collision. If the collision possibility estimated in this way is higher than a predetermined criterion, the determination is YES in step S106, and the process proceeds to step S107. On the other hand, if the collision possibility estimated is lower than the predetermined criterion, the determination is NO in step S106, and the process returns to step S102. If the collision possibility estimated matches the predetermined criterion, the process may proceed to step S107 or may return to step S102.

[0068] If the determination in step S106 is YES, in step S107, the control section 62 executes the second deceleration control, and the process returns to step S102.

[0069] In the second deceleration control, the control unit 62 automatically controls the braking force of the wheels of the saddle type vehicle 100 by controlling the operation of each component of the hydraulic control unit 50 of the brake system 10. As a result, even if the rider does not operate the brakes using the first brake operation unit 11 or the second brake operation unit 13, the deceleration of the saddle type vehicle 100 can be automatically controlled.

[0070] The second deceleration control may be executed in a situation where a brake operation is being performed using the first brake operation unit 11 or the second brake operation unit 13. For example, in a state where a brake operation is being performed using the second brake operation unit 13 and a braking force corresponding to the operation amount of the second brake operation unit 13 is being applied to the rear wheels 4, a shortage of the braking force of the rear wheels 4 with respect to a target braking force may be compensated for by the second deceleration control.

[0071] In addition, in the second deceleration control, the control unit 62 may control the braking force of both the front wheels 3 and the rear wheels 4, or may control the braking force of only one of the front wheels 3 and the rear wheels 4.

[0072] Fig. 7 is a diagram showing an example of the transition of the deceleration of the saddle type vehicle 100 when the second deceleration control is executed. In Fig. 7, the vertical axis indicates the deceleration of the saddle type vehicle 100, and the horizontal axis indicates time. In the example of Fig. 7, the second operation is performed at time T1. That is, before time T1, the first operation is performed and the first deceleration control is executed. Then, at time T1, the first deceleration control ends.

[0073] Lines L11, L12, and L13 in Fig. 7 show an example of the transition of the deceleration when the second deceleration control is executed after time T1. On the other hand, line L21 in Fig. 7 shows an example of the transition of the deceleration when the second deceleration control is not executed after time T1. As shown by line L21 in Fig. 7, when the second deceleration control is not executed after time T1 when the first deceleration control ends, the deceleration of the saddle type vehicle 100 decreases quickly.

[0074] For example, as shown by line L11 in FIG. 7, the control unit 62 may increase the deceleration of the saddle type vehicle 100 in the second deceleration control compared to when the first deceleration control is being executed. The example of line L11 corresponds to an example in which automatic emergency braking control is executed as the second deceleration control. The automatic emergency braking control is a control that causes the saddle type vehicle 100 to decelerate according to the possibility of collision determined based on the surrounding environment information. In the automatic emergency braking control, the control unit 62 causes the saddle type vehicle 100 to decelerate more as the inter-vehicle distance between the preceding vehicle and the saddle type vehicle 100 becomes shorter. Also, the control unit 62 causes the saddle type vehicle 100 to decelerate more as the relative speed of the saddle type vehicle 100 with respect to the preceding vehicle becomes higher. In this way, the control unit 62 may control the deceleration of the saddle type vehicle 100 in the second deceleration control based on the surrounding environment information.

[0075] 7, the control unit 62 may maintain the deceleration of the saddle type vehicle 100 at the deceleration at a time point (e.g., time point T1) corresponding to the end of the first deceleration control. For example, the control unit 62 can maintain the hydraulic pressure of the brake fluid in the wheel cylinder 24 and maintain the braking force acting on the wheel by closing both the inlet valve 31 and the release valve 32. For example, the control unit 62 can maintain the deceleration of the saddle type vehicle 100 at the deceleration at time point T1 by continuing to close both the inlet valve 31 and the release valve 32 after time point T1. Note that the time point corresponding to the end of the first deceleration control may or may not strictly coincide with time point T1 at which the first deceleration control ends.

[0076] 7, the control unit 62 may reduce the deceleration of the saddle type vehicle 100 in the second deceleration control at a smaller gradient than the gradient of the deceleration when the second deceleration control is not executed (for example, the example of line L21). For example, the control unit 62 can reduce the braking force of the wheels by opening both the first valve 35 and the second valve 36 and driving the pump 34 in this state. Furthermore, the control unit 62 can control the gradient of the reduction in the braking force of the wheels by controlling, for example, the rotation speed of the pump 34 in this state.

[0077] Here, in the second deceleration control, the control unit 62 may control the deceleration of the saddle riding type vehicle 100 based on a state quantity of at least one of the first operation and the second operation. The state quantity of the first operation is an index indicating the operation quantity of the first operation (specifically, the rotation angle of the accelerator grip 2R). The state quantity of the second operation is an index indicating the operation quantity of the second operation (specifically, the rotation angle of the accelerator grip 2R).

[0078] For example, it is expected that the rider is more likely to desire a large deceleration in the saddle riding type vehicle 100 as the operation amount or the degree of change in the operation amount just before the end of the first operation is greater. Therefore, in the second deceleration control, the control unit 62 may increase the deceleration of the saddle riding type vehicle 100 as the operation amount or the degree of change in the operation amount just before the end of the first operation (for example, a predetermined period including the end of the first operation) is greater. For example, when the rotation angle of the accelerator grip 2R just before the end of the first operation is greater than the angle θ2 in Fig. 4, the control unit 62 may change the deceleration of the saddle riding type vehicle 100 according to the angle by which the accelerator grip 2R has further rotated beyond the position P2 in Fig. 4.

[0079] Also, for example, it is expected that the rider is more likely to desire a large deceleration in the saddle riding type vehicle 100 as the operation amount or the degree of change in the operation amount immediately before the start of the second operation is greater. Therefore, in the second deceleration control, the control unit 62 may increase the deceleration of the saddle riding type vehicle 100 as the operation amount or the degree of change in the operation amount is greater immediately before the start of the second operation (for example, a predetermined period including the start point of the second operation). For example, the control unit 62 may change the deceleration of the saddle riding type vehicle 100 in accordance with the rate of change in the rotation angle of the accelerator grip 2R immediately before the start of the second operation.

[0080] As described above, the second deceleration control is executed when the collision possibility of the saddle riding type vehicle 100 is higher than a reference value. In this case, it is assumed that the rider performs a brake operation using the first brake operation unit 11 or the second brake operation unit 13 after the second operation. Here, after the second deceleration control is started, the control unit 62 may end the second deceleration control when the rider performs a brake operation using the first brake operation unit 11 or the second brake operation unit 13. Furthermore, in this case, another deceleration control different from the second deceleration control (for example, deceleration control that compensates for a shortfall in deceleration caused in response to a brake operation using the first brake operation unit 11 or the second brake operation unit 13 with respect to a target deceleration capable of avoiding a collision based on a determination result of the collision possibility) may be performed.

[0081] The second deceleration control may be terminated when a condition other than the rider's braking operation using the first brake operation unit 11 or the second brake operation unit 13 is satisfied. For example, when the automatic emergency brake control is executed as the second deceleration control, the control unit 62 terminates the automatic emergency brake control when the collision possibility falls below a reference value. When the automatic emergency brake control is executed as the second deceleration control, the control unit 62 may terminate the automatic emergency brake control when it is determined that the rider has an intention to avoid an accident based on the lean angle of the saddle riding type vehicle 100 or the like. The second deceleration control may be terminated before the rider executes the brake operation using the first brake operation unit 11 or the second brake operation unit 13.

[0082] In this way, the second deceleration control only needs to be executed at least at one point between the end of the first deceleration control and the rider operating the first operating unit (for example, the first brake operating unit 11 or the second brake operating unit 13). The second deceleration control may be executed over a period of time having a certain width. In other words, the second deceleration control only needs to be executed at least anywhere between the end of the first deceleration control and the rider operating the first operating unit.

[0083] As described above, the control unit 62 starts the first deceleration control in response to the first operation by the rider to change the accelerator grip 2R from a reference state to a state different from the reference state, and ends the first deceleration control in response to the second operation by the rider to return the accelerator grip 2R to the reference state during the execution of the first deceleration control. Then, the control unit 62 executes the second deceleration control based on the determination result of the determination unit 63 of the possibility of collision at least at a point in time between the end of the first deceleration control and the rider operating the first brake operation unit 11 or the second brake operation unit 13. For example, in the control flow shown in FIG. 6, the control unit 62 executes the first deceleration control while the first operation is being performed, and ends the first deceleration control at the timing when the second operation is performed. Then, after the end of the first deceleration control, the control unit 62 executes the second deceleration control based on the determination result of the determination unit 63 of the possibility of collision.

[0084] In the case where a specific process is performed in response to a specific operation, the timing at which the specific operation is performed and the timing at which the specific process is performed may or may not strictly match. For example, the timing at which the first operation starts and the timing at which the first deceleration control starts may or may not strictly match. Also, for example, the timing at which the second operation is performed and the timing at which the first deceleration control ends may or may not strictly match.

[0085] According to this embodiment, the rider can start and end the first deceleration control by performing the first operation and the second operation. Therefore, the first deceleration control can be executed according to the rider's intention. For example, in a situation where the saddle-ride type vehicle 100 is decelerating due to engine braking without performing an accelerator operation and a brake operation, when the saddle-ride type vehicle 100 approaches a preceding vehicle, the first deceleration control can be executed at the intended timing by performing the first operation and the second operation without using the first brake operation unit 11 or the second brake operation unit 13. As a result, the first deceleration control can be executed according to the rider's intention by a simple operation. In particular, since the posture of the saddle-ride type vehicle 100 is more likely to be unstable than a four-wheeled automobile or the like, if the deceleration control is executed at a timing not intended by the rider, there is a risk that safety will be impaired. Therefore, it is important from the viewpoint of improving safety to execute the first deceleration control according to the rider's intention.

[0086] Here, if the collision possibility of the saddle type vehicle 100 is higher than a reference value despite the execution of the first deceleration control, a situation may arise in which the first deceleration control is terminated by the second operation and a brake operation is performed using the first brake operation unit 11 or the second brake operation unit 13. In such a situation, the second deceleration control is executed, thereby suppressing an excessive decrease in deceleration from the end of the first deceleration control until a brake operation is performed using the first brake operation unit 11 or the second brake operation unit 13. Thus, according to this embodiment, the safety of the saddle type vehicle 100 can be appropriately improved.

[0087] In the above, an example has been described in which the second operation unit used in the first operation and the second operation, which are operations for executing the first deceleration control, is the accelerator grip 2R, but the second operation unit according to the present invention may be something other than the accelerator grip 2R (i.e., various operation units other than the operation unit that accepts the accelerator operation). For example, the second operation unit according to the present invention may be rotatable around an axis other than the central axis of the second operation unit. Also, for example, the second operation unit according to the present invention may not be cylindrical or columnar. Also, for example, the second operation unit according to the present invention may not be rotatable but may be capable of translational motion. In addition, when a second operation unit capable of translational motion is used in the first operation and the second operation, the first operation and the second operation may be operations that cause the second operation unit to translate.

[0088] <Effects of the control device> The effects of the control device 60 according to the embodiment of the present invention will be described.

[0089] In the control device 60, the control unit 62 starts the first deceleration control in response to a first operation by the rider of the saddle riding type vehicle 100 to change the second operating part (for example, the accelerator grip 2R) from a reference state to a state different from the reference state, and ends the first deceleration control in response to a second operation by the rider to return the second operating part to the reference state during the execution of the first deceleration control. Then, the control unit 62 executes the second deceleration control based on the result of the determination of the possibility of collision by the determination unit 63 at least at a point in time between the end of the first deceleration control and the rider operating the first operating part (for example, the first brake operating part 11 or the second brake operating part 13). This makes it possible to execute the first deceleration control in accordance with the rider's intention, and to appropriately suppress an excessive decrease in deceleration between the end of the first deceleration control and the rider operating the first operating part in accordance with the possibility of collision. Therefore, the safety of the saddle riding type vehicle 100 can be appropriately improved.

[0090] Preferably, in the control device 60, the second operating unit includes a structure that returns to a reference state in an unloaded state, and the second operation is an operation in which the rider releases the first operation to place the second operating unit in an unloaded state. This reduces the effort required for the rider to perform the second operation. Therefore, the first deceleration control can be ended by a simpler operation. This makes it possible to more appropriately improve the safety of the saddle riding type vehicle 100.

[0091] Preferably, in the control device 60, the second operation part is an accelerator grip 2R that increases the driving force generated in the saddle riding type vehicle 100 when rotated in a first direction by the rider and decreases the driving force when rotated in a second direction opposite to the first direction by the rider in a state where at least the first deceleration control and the second deceleration control are released. Here, when traveling, the accelerator grip 2R is basically kept in a state where it is held by the rider's hand. Therefore, by using the accelerator grip 2R as the second operation part, it is possible to eliminate the trouble of the rider moving his / her hand from the accelerator grip 2R to another operation part when performing the first operation. Therefore, the safety of the saddle riding type vehicle 100 can be more appropriately improved.

[0092] Preferably, in the control device 60, the first operation is an operation of rotating the accelerator grip 2R in the second direction, and the second operation is an operation of rotating the accelerator grip 2R in the first direction. As a result, the first operation can be performed by rotating the accelerator grip 2R in the same direction as when the driving force is reduced during accelerator operation. Therefore, the rider can easily appropriately distinguish between the accelerator operation using the accelerator grip 2R and the first operation, and can perform the first operation without erroneous operation.

[0093] Preferably, in the control device 60, the reference state is a state where the rotation position of the accelerator grip 2R is at a position where the driving force generated in the saddle riding type vehicle 100 is minimum when the first deceleration control and the second deceleration control are released. This makes it easier for the rider to appropriately distinguish between the accelerator operation using the accelerator grip 2R and the first operation, and allows the rider to perform the first operation without erroneous operation.

[0094] Preferably, in the control device 60, the control unit 62 increases the deceleration of the saddle type vehicle 100 in the second deceleration control compared to when the first deceleration control is being executed. This effectively prevents the inter-vehicle distance between the saddle type vehicle 100 and the preceding vehicle from becoming excessively short in the second deceleration control, and effectively avoids a collision with the preceding vehicle.

[0095] Preferably, in the control device 60, the control unit 62 maintains the deceleration of the saddle type vehicle 100 at the deceleration at the time point corresponding to the end of the first deceleration control in the second deceleration control. This makes it possible to suppress changes in the behavior of the saddle type vehicle 100 that are caused by changes in the deceleration of the saddle type vehicle 100 after the end of the first deceleration control.

[0096] Preferably, in the control device 60, the control section 62 reduces the deceleration of the saddle riding type vehicle 100 in the second deceleration control at a smaller gradient than the gradient of the deceleration when the second deceleration control is not executed. This makes it possible to suppress an uncomfortable feeling given to the rider due to an excessively large difference between the deceleration when the second deceleration control is not executed and the deceleration when the second deceleration control is executed.

[0097] Preferably, in the control device 60, the control unit 62 controls the deceleration of the saddle type vehicle 100 based on the surrounding environment information in the second deceleration control. Thereby, in the second deceleration control, it is possible to appropriately prevent the inter-vehicle distance between the saddle type vehicle 100 and the preceding vehicle from becoming excessively short in accordance with the surrounding environment information, and to more appropriately avoid a collision with the preceding vehicle.

[0098] Preferably, in the control device 60, the control section 62 controls the deceleration of the saddle riding type vehicle 100 based on at least one state quantity of the first operation and the second operation in the second deceleration control. Thereby, in the second deceleration control, the deceleration of the saddle riding type vehicle 100 can be controlled in accordance with the rider's intention.

[0099] Preferably, in the control device 60, the control unit 62 controls the deceleration of the saddle type vehicle 100 based on the surrounding environment information in the first deceleration control. Thereby, in the first deceleration control, it is possible to appropriately prevent the inter-vehicle distance between the saddle type vehicle 100 and the preceding vehicle from becoming excessively short in accordance with the surrounding environment information, and to more appropriately avoid a collision with the preceding vehicle.

[0100] 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]

[0101] 1 fuselage, 2 handle, 2L left grip, 2R right grip (accelerator grip), 3 front wheel, 3a rotor, 4 rear wheel, 4a rotor, 5 engine, 10 brake system, 11 first brake operation unit, 12 front wheel braking mechanism, 13 second brake operation unit, 14 rear wheel braking mechanism, 15 clutch operation unit, 21 master cylinder, 22 reservoir, 23 brake caliper, 24 wheel cylinder, 25 main flow path, 26 secondary flow path, 27 supply flow path, 31 inlet valve, 32 release valve, 33 accumulator, 34 pump, 35 first valve, 36 second valve, 41 ambient environment sensor, 42 front wheel speed sensor, 43 rear wheel speed sensor, 50 hydraulic pressure control unit, 51 base, 60 control device, 61 acquisition unit, 62 control unit, 62a drive control unit, 62b Brake control unit, 63 determination unit, 70 display device, 100 saddle-ride type vehicle, D1 first direction, D2 second direction, P0 reference position.

Claims

1. A control device (60) for controlling a behavior of a saddle-ride type vehicle (100) having a first operation unit (11, 13) that accepts a brake operation by a rider, A control unit (62) for controlling the deceleration of the saddle type vehicle (100), Further, a determination unit (63) is provided for determining a possibility of a collision of the saddle type vehicle (100) based on surrounding environment information of the saddle type vehicle (100), The control unit (62) a first deceleration control is started to control the deceleration in response to a first operation by the rider to change a second operating unit (2R) different from the first operating unit (11, 13) of the saddle riding type vehicle (100) from a reference state to a state different from the reference state; During the execution of the first deceleration control, the first deceleration control is terminated in response to a second operation by the rider for returning the second operating unit (2R) to the reference state; a second deceleration control for controlling the deceleration is executed based on a result of the collision possibility determination made by the determination unit (63) at least one time point between the end of the first deceleration control and the operation of the first operation unit (11, 13) by the rider; Control device.

2. The second operating unit (2R) includes a structure that returns to the reference state in an unloaded state, The second operation is an operation in which the rider releases the first operation and places the second operating unit (2R) in the unloaded state. The control device according to claim 1 .

3. the second operation unit (2R) is an accelerator grip (2R) which, when rotated in a first direction by the rider, increases a driving force generated in the saddle riding type vehicle (100) and which, when rotated in a second direction opposite to the first direction by the rider, decreases the driving force, at least in a state in which the first deceleration control and the second deceleration control are released. The control device according to claim 1 .

4. The first operation is an operation of rotating the accelerator grip (2R) in the second direction, The second operation is an operation of rotating the accelerator grip (2R) in the first direction. The control device according to claim 3.

5. the reference state is a state in which the rotation position of the accelerator grip (2R) is at a position where the driving force generated in the saddle type vehicle (100) is minimum when the first deceleration control and the second deceleration control are released. The control device according to claim 3.

6. The control unit (62) increases the deceleration during the second deceleration control as compared with the deceleration during execution of the first deceleration control. The control device according to any one of claims 1 to 5.

7. The control unit (62) maintains the deceleration in the second deceleration control at the deceleration at a time point corresponding to the end of the first deceleration control. The control device according to any one of claims 1 to 5.

8. The control unit (62) reduces the deceleration at a gradient smaller than a gradient of the deceleration when the second deceleration control is not executed. The control device according to any one of claims 1 to 5.

9. The control unit (62) controls the deceleration based on the surrounding environment information in the second deceleration control. The control device according to any one of claims 1 to 5.

10. The control unit (62) controls the deceleration based on a state quantity of at least one of the first operation and the second operation in the second deceleration control. The control device according to any one of claims 1 to 5.

11. The control unit (62) controls the deceleration based on the surrounding environment information in the first deceleration control. The control device according to any one of claims 1 to 5.

12. A method for controlling a behavior of a saddle-ride type vehicle (100) having a first operation unit (11, 13) that accepts a brake operation by a rider, comprising: A control unit (62) of the control device (60) controls the deceleration of the saddle-ride type vehicle (100), Furthermore, a determination unit (63) of the control device (60) determines a collision possibility of the saddle type vehicle (100) based on surrounding environment information of the saddle type vehicle (100), The control unit (62) a first deceleration control is started to control the deceleration in response to a first operation by the rider to change a second operating unit (2R) different from the first operating unit (11, 13) of the saddle riding type vehicle (100) from a reference state to a state different from the reference state; During the execution of the first deceleration control, the first deceleration control is terminated in response to a second operation by the rider for returning the second operating unit (2R) to the reference state; a second deceleration control for controlling the deceleration is executed based on a result of the collision possibility determination made by the determination unit (63) at least one time point between the end of the first deceleration control and the operation of the first operation unit (11, 13) by the rider; Control methods.

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