Control device and control method

Abstract

The present invention provides a control device and a control method capable of appropriately increasing safety of a saddled vehicle. In the control device and the control method according to the present invention, a determination unit of the control device determines whether or not an operation of a brake operation unit is being executed on the basis of output of a detection unit which detects a state quantity of the brake operation unit when a service brake is applied. An execution unit of the control device executes a riding assist mode in which boosting of a braking force generated in the saddled vehicle can be executed when the determination unit determines that the operation of the brake operation unit is being executed. The execution unit executes the boosting of the braking force generated in the saddled vehicle in the riding assist mode on the basis of surrounding environment information of the saddled vehicle and changes, according to the degree of change in the output of the detection unit, the degree of decrease in the braking force at the time when the boosting of the braking force generated in the saddled vehicle is finished.

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 of the present invention is a control device that controls the behavior of a saddle-ride type vehicle and includes a brake operating unit operated by a rider and a detection unit that detects a state quantity of the brake operating unit during service braking, and includes a judgment unit that judges whether or not the brake operating unit is being operated based on the output of the detection unit, and an execution unit that executes a driving assistance mode in which amplification of the braking force acting on the saddle-ride type vehicle can be executed when the judgment unit judges that the brake operating unit is being operated, and in the driving assistance mode, the execution unit amplifies the braking force acting on the saddle-ride type vehicle based on ambient environment information of the saddle-ride type vehicle, and changes the degree of reduction in the braking force at the end of the amplification of the braking force acting on the saddle-ride type vehicle depending on the degree of change in the output of the detection unit.

[0008] The control method of the present invention is a method for controlling the behavior of a saddle-ride type vehicle that includes a brake operating unit operated by a rider and a detection unit that detects a state quantity of the brake operating unit during service braking, wherein a judgment unit of a control device judges whether or not the brake operating unit is being operated based on the output of the detection unit, and an execution unit of the control device executes a driving assistance mode in which amplification of the braking force acting on the saddle-ride type vehicle is executed when the judgment unit judges that the brake operating unit is being operated, and the execution unit amplifies the braking force acting on the saddle-ride type vehicle in the driving assistance mode based on ambient environment information of the saddle-ride type vehicle, and changes the degree of reduction in the braking force at the end of the amplification of the braking force acting on the saddle-ride type vehicle depending on the degree of change in the output of the detection unit. Effect of the Invention

[0009] In the control device and control method according to the present invention, a determination unit of the control device determines whether or not the brake operation unit is being operated based on an output of a detection unit that detects a state quantity of the brake operation unit during service braking, 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 the brake operation unit is being operated, and the execution unit amplifies the braking force acting on the saddle-ride type vehicle in the driving assistance mode based on ambient environment information about the saddle-ride type vehicle and changes the degree of reduction in the braking force acting on the saddle-ride type vehicle at the end of the amplification of the braking force acting on the saddle-ride type vehicle according to the degree of change in the output of the detection unit. This makes it possible to prevent the braking force acting on the saddle-ride type vehicle from being reduced by a degree of reduction that is significantly different from the rider's intention at the end of the amplification of the braking force acting on the saddle-ride type vehicle. Therefore, the safety of the saddle-ride type vehicle can be appropriately improved. [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 termination process performed by the control device according to the 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 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, 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, an inertial measurement device 44, a first master cylinder pressure sensor 45a (see Fig. 2), and a second master cylinder pressure sensor 45b (see Fig. 2) as sensors. The saddle type vehicle 100 is equipped with 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 comprises 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 brake fluid from the first master cylinder 21a to the first wheel cylinder 24a, a secondary flow path 26a that releases the brake fluid from the first wheel cylinder 24a, and a supply flow path 27a that supplies the brake fluid from 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 inertial measurement unit 44 includes a three-axis gyro sensor and a three-directional acceleration sensor, and detects the attitude of the saddle-ride type vehicle 100. The inertial measurement unit 44 is provided, for example, on the body of the saddle-ride type vehicle 100. For example, the inertial measurement unit 44 detects the lean angle, pitch angle, and yaw angle of the saddle-ride type vehicle 100, and outputs the detection results. The inertial measurement unit 44 may also detect other physical quantities that can be substantially converted into the lean angle, pitch angle, and yaw angle of the saddle-ride type vehicle 100. The inertial measurement unit 44 may also include only a portion of the three-axis gyro sensor and the three-directional acceleration sensor.

[0037] The first master cylinder pressure sensor 45a 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 45a may detect another physical quantity that can be substantially converted into the first master cylinder pressure.

[0038] The second master cylinder pressure sensor 45b 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 45b may detect another physical quantity that can be substantially converted into the second master cylinder pressure.

[0039] The first master cylinder pressure sensor 45a and the second master cylinder pressure sensor 45b correspond to an example of a detection unit according to the present invention that detects a state quantity of the brake operation unit operated by the rider during service braking. The state quantity of the brake operation unit is a quantity that indicates a state such as a displacement amount of the brake operation unit. The first master cylinder pressure sensor 45a detects the first master cylinder pressure of the first master cylinder 21a as a state quantity of the first brake operation unit 11 during service braking. The second master cylinder pressure sensor 45b detects the second master cylinder pressure of the second master cylinder 21b as a state quantity of the second brake operation unit 13 during service braking.

[0040] 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.

[0041] 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.

[0042] The acquisition unit 61 acquires information from each device mounted on the saddle 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 inertial measurement unit 44, the first master cylinder pressure sensor 45a, and the second master cylinder pressure sensor 45b. Note that in this specification, acquiring information may include extracting or generating information.

[0043] 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.

[0044] 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.

[0045] 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.

[0046] 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.

[0047] 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.

[0048] Here, the execution unit 62 executes a driving assistance mode capable of amplifying the braking force acting on the saddle type vehicle 100 in a situation where the rider of the saddle type vehicle 100 is performing a brake operation (i.e., operating the brake operation unit). Amplifying the braking force acting on the saddle type vehicle 100 means increasing the braking force acting on the saddle 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 type vehicle 100 will be simply referred to as a driving assistance mode.

[0049] 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.

[0050] 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.

[0051] 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.

[0052] 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.

[0053] For example, in the driving assistance mode, the execution unit 62 amplifies only the first wheel cylinder pressure of the first wheel cylinder 24a to amplify the braking force acting on the saddle type vehicle 100. However, in the driving assistance mode, the execution unit 62 may amplify both the first wheel cylinder pressure of the first wheel cylinder 24a and the second wheel cylinder pressure of the second wheel cylinder 24b, or may amplify only the second wheel cylinder pressure of the second wheel cylinder 24b.

[0054] 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 the rider of the saddle type vehicle 100 is performing a brake operation based on the output of at least one of the first master cylinder pressure sensor 45a and the second master cylinder pressure sensor 45b, which are detection units. The execution unit 62 executes the driving assistance mode when the determination unit 63 determines that the brake operation is being performed.

[0055] In this specification, an example will be mainly described in which the detection unit that detects the state amount of the brake operation unit operated by the rider during service braking is the first master cylinder pressure sensor 45a and the second master cylinder pressure sensor 45b. However, the detection unit according to the present invention is not limited to the first master cylinder pressure sensor 45a and the second master cylinder pressure sensor 45b, and may be, for example, a displacement amount sensor that detects the displacement amount of the brake operation unit. In this case, the determination unit 63 determines whether or not the rider of the saddle type vehicle 100 is performing a brake operation based on the output of the displacement amount sensor.

[0056] <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.

[0057] 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.

[0058] 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.

[0059] As described above, whether or not the rider of the saddle riding type vehicle 100 is operating the brakes is determined based on, for example, the master cylinder pressure. In this case, when the master cylinder pressure becomes lower than the reference pressure, it is determined that the brake operation is released, and as described later, the driving assistance mode ends and the amplification of the braking force acting on the saddle riding type vehicle 100 ends. If the degree of reduction in the braking force acting on the saddle riding type vehicle 100 at the end of the amplification of the braking force is not optimized according to the operating state of the brake operation by the rider, there is a risk that the braking force will be reduced at a degree of reduction that is significantly different from the rider's intention at the end of the amplification of the braking force. The degree of reduction in the braking force may include the amount of reduction in the braking force and the gradient of the reduction in the braking force.

[0060] Here, 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.

[0061] 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.

[0062] For example, when lever suction or pedal suction occurs, the master cylinder pressure becomes lower than the reference pressure, the driving assistance mode ends, and the amplification of the braking force acting on the saddle-ride type vehicle 100 ends. In such a case, it is against the rider's intention to reduce the braking force by an excessively large degree at the end of the amplification of the braking force acting on the saddle-ride type vehicle 100. On the other hand, when the driving assistance mode ends by the rider intentionally releasing the brake operation quickly, it is against the rider's intention to reduce the braking force by an excessively small degree at the end of the amplification of the braking force acting on the saddle-ride type vehicle 100.

[0063] In particular, in a driving assistance mode as in this embodiment, when the braking force acting on the saddle-type vehicle 100 is amplified based on surrounding environment information, it is conceivable that the rider may not be aware that the braking force is being amplified, so it is important to prevent the braking force acting on the saddle-type vehicle 100 from being reduced to a degree that deviates significantly from the rider's intention.

[0064] Therefore, in this embodiment, the execution unit 62 of the control device 60 optimizes the degree of reduction in the braking force acting on the saddle type vehicle 100 at the end of the amplification of the braking force in the driving assistance mode according to 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.

[0065] 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.

[0066] 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.

[0067] 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.

[0068] 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.

[0069] 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.

[0070] 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.

[0071] 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.

[0072] 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.

[0073] After step S103, in step S104, the determination unit 63 determines whether or not a condition for ending the driving assistance mode is satisfied.

[0074] 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 that the brake operation by the rider is released. As described above, the determination unit 63 may determine that the brake operation is released when the master cylinder pressure is lower than the reference pressure. For example, the end condition may be that the collision possibility of the saddle riding type vehicle 100 falls below a reference value. For example, the end condition may be that the inter-vehicle distance between the saddle riding type vehicle 100 and the target vehicle exceeds a reference distance or the passing time difference exceeds a reference time.

[0075] 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.

[0076] Fig. 6 is a flowchart showing an example of the flow of the driving assistance mode termination process performed by the control device 60. The control flow shown in Fig. 6 is executed in step S105 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 S208 in Fig. 6 corresponds to the end of the control flow shown in Fig. 6.

[0077] The control flow shown in Fig. 6 is an example of a process flow executed when the driving assistance mode is terminated because the master cylinder pressure becomes lower than the reference pressure and it is determined that the brake operation is released. Hereinafter, the master cylinder pressure of the master cylinder attached to the brake operation unit where the brake operation is released is simply referred to as the master cylinder pressure.

[0078] When the control flow shown in Fig. 6 is started, in step S202, the determination unit 63 determines whether or not the degree of change in the master cylinder pressure is smaller than a reference degree. The degree of change in the master cylinder pressure in step S202 is, for example, the degree of change in the master cylinder pressure during a predetermined period including the time when it is determined that the brake operation has been released, or at any time within the predetermined period. The degree of change in the master cylinder pressure may include the amount of change in the master cylinder pressure and the change gradient of the master cylinder pressure. The amount of change in the master cylinder pressure means, for example, the total amount of change in the master cylinder pressure over a predetermined period, and the change gradient of the master cylinder pressure means, for example, the amount of change per unit time in the master cylinder pressure at a certain time.

[0079] If it is determined that the change rate of the master cylinder pressure is smaller than the reference rate (step S202 / YES), the process proceeds to step S203. On the other hand, if it is determined that the change rate of the master cylinder pressure is larger than the reference rate (step S202 / NO), the process proceeds to step S204.

[0080] The reference degree is set to a value that can distinguish whether the cause of terminating the driving assistance mode is the occurrence of lever suction or pedal suction or the cause of terminating the driving assistance mode is the rider's intentional release of the brake operation. In this case, if the degree of change in the master cylinder pressure is smaller than the reference degree, it can be determined that the cause of terminating the driving assistance mode is the occurrence of lever suction or pedal suction. On the other hand, if the degree of change in the master cylinder pressure is larger than the reference degree, it can be determined that the cause of terminating the driving assistance mode is the rider's intentional release of the brake operation.

[0081] If the determination in step S202 is YES, then in step S203, the execution unit 62 sets the target value of the degree of reduction in the braking force acting on the saddle type vehicle 100 at the end of the amplification of the braking force to a first target degree of reduction. On the other hand, if the determination in step S202 is NO, then in step S204, the execution unit 62 sets the target value of the degree of reduction in the braking force acting on the saddle type vehicle 100 at the end of the amplification of the braking force to a second target degree of reduction. The first target degree of reduction is smaller than the second target degree of reduction.

[0082] 6, the execution unit 62 determines a target value of the degree of reduction of the braking force acting on the saddle type vehicle 100 at the end of the amplification of the braking force, and then reduces the braking force so that the degree of reduction of the braking force becomes the determined target value. As described above, when the degree of change in the master cylinder pressure is smaller than the reference degree, the execution unit 62 sets a smaller target value of the degree of reduction of the braking force acting on the saddle type vehicle 100 at the end of the amplification of the braking force acting on the saddle type vehicle 100 than when the degree of change in the master cylinder pressure is larger than the reference degree. In other words, when the degree of change in the master cylinder pressure is smaller than the reference degree, the execution unit 62 reduces the braking force by a smaller degree of reduction at the end of the amplification of the braking force acting on the saddle type vehicle 100 than when the degree of change in the master cylinder pressure is larger than the reference degree.

[0083] As described above, in this embodiment, in the driving assistance mode, the execution unit 62 changes the degree of reduction in the braking force acting on the saddle type vehicle 100 at the end of the amplification of the braking force according to the degree of change in the output of at least one of the first master cylinder pressure sensor 45a and the second master cylinder pressure sensor 45b, which are detection units that detect the state quantity of the brake operation unit during service braking. As a result, when the driving assistance mode is ended and the amplification of the braking force acting on the saddle type vehicle 100 is ended due to the occurrence of lever suction or pedal suction, for example, the braking force is prevented from decreasing at an excessively large degree. Also, when the driving assistance mode is ended and the amplification of the braking force acting on the saddle type vehicle 100 is ended due to the rider intentionally and quickly releasing the brake operation, for example, the braking force is prevented from decreasing at an excessively small degree. Therefore, it is possible to suppress the braking force acting on the saddle type vehicle 100 from decreasing at a rate that is significantly different from the rider's intention when the amplification of the braking force acting on the saddle type vehicle 100 is completed. Therefore, it is possible to appropriately improve the safety of the saddle type vehicle 100.

[0084] In the above example, the execution unit 62 changes the degree of reduction in the braking force acting on the saddle type vehicle 100 at the end of the amplification in the braking force in the driving assistance mode in two stages depending on whether the degree of change in the master cylinder pressure is smaller than a reference degree. However, the execution unit 62 may continuously change the degree of reduction in the braking force acting on the saddle type vehicle 100 at the end of the amplification in the braking force in the driving assistance mode depending on the degree of change in the master cylinder pressure. In this case, for example, the execution unit 62 reduces the degree of reduction in the braking force acting on the saddle type vehicle 100 at the end of the amplification in the braking force in the driving assistance mode as the degree of change in the master cylinder pressure is smaller.

[0085] Following step S203 or step S204, in step S205, the execution unit 62 changes a target value of the degree of reduction in the braking force acting on the saddle type vehicle 100 at the end of amplification of the braking force in accordance with the vehicle speed of the saddle type vehicle 100. The vehicle speed of the saddle type vehicle 100 can be acquired based on the detection result of the front wheel speed sensor 41 and the detection result of the rear wheel speed sensor 42.

[0086] As described above, in the control flow shown in Fig. 6, the execution unit 62 changes the degree of reduction in the braking force acting on the saddle-ride type vehicle 100 at the end of the amplification of the braking force in accordance with the vehicle speed of the saddle-ride type vehicle 100 in the driving assistance mode. Here, the stability of the posture of the saddle-ride type vehicle 100 changes in accordance with the vehicle speed of the saddle-ride type vehicle 100. For example, the lower the vehicle speed, the more likely the posture of the saddle-ride type vehicle 100 becomes unstable. Therefore, by changing the degree of reduction in the braking force acting on the saddle-ride type vehicle 100 at the end of the amplification of the braking force in accordance with the vehicle speed of the saddle-ride type vehicle 100, it is possible to prevent the posture of the saddle-ride type vehicle 100 from becoming unstable.

[0087] For example, in the driving assistance mode, when the vehicle speed is lower than a reference vehicle speed, the execution unit 62 may reduce the degree of reduction in the braking force acting on the saddle-ride type vehicle 100 at the end of the amplification of the braking force compared to when the vehicle speed is higher than the reference vehicle speed. The reference vehicle speed is, for example, the vehicle speed immediately before the saddle-ride type vehicle 100 stops. Immediately before the saddle-ride type vehicle 100 stops, if the braking force acting on the saddle-ride type vehicle 100 suddenly decreases, the posture of the saddle-ride type vehicle 100 is likely to become unstable. Therefore, by reducing the degree of reduction in the braking force acting on the saddle-ride type vehicle 100 at the end of the amplification of the braking force acting on the saddle-ride type vehicle 100 when the vehicle speed is lower than the reference vehicle speed compared to when the vehicle speed is higher than the reference vehicle speed, the degree of reduction in the braking force is prevented from becoming excessively large immediately before the saddle-ride type vehicle 100 stops, and the posture of the saddle-ride type vehicle 100 can be appropriately prevented from becoming unstable.

[0088] After step S205, in step S206, the execution unit 62 changes a target value of the degree of reduction in the braking force acting on the saddle type vehicle 100 at the end of amplification of the braking force, in accordance with information on the traveling posture of the saddle type vehicle 100.

[0089] The information on the running posture of the saddle type vehicle 100 may include various information related to the posture of the saddle type vehicle 100 while it is running. The information on the running posture may include, for example, information detected by the inertial measurement unit 44. However, the information on the running posture is not limited to information detected by the inertial measurement unit 44, and may include, for example, the damping force or stroke amount of the front suspension of the saddle type vehicle 100.

[0090] As described above, in the control flow shown in FIG. 6, the execution unit 62 changes the degree of decrease in the braking force at the end of the amplification of the front braking force acting on the saddle-ride type vehicle 100 in accordance with information on the traveling posture of the saddle-ride type vehicle 100. For example, the smaller the damping force of the front suspension, the easier it is for the posture of the saddle-ride type vehicle 100 to change in the pitch direction. Therefore, the execution unit 62 may reduce the degree of decrease in the braking force at the end of the amplification of the braking force acting on the saddle-ride type vehicle 100 in accordance with information on the traveling posture of the saddle-ride type vehicle 100. This makes it possible to prevent the posture of the saddle-ride type vehicle 100 from becoming unstable. In this way, by changing the degree of decrease in the braking force at the end of the amplification of the braking force acting on the saddle-ride type vehicle 100 in accordance with information on the traveling posture of the saddle-ride type vehicle 100, it is possible to prevent the posture of the saddle-ride type vehicle 100 from becoming unstable.

[0091] Following step S206, in step S207, the execution unit 62 reduces the braking force acting on the saddle type vehicle 100 so that the degree of reduction in the braking force reaches the target value determined in the above processing, and the control flow shown in FIG. 6 ends.

[0092] For example, the execution 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, the execution unit 62 can control the degree of reduction in the braking force of the wheels by, for example, controlling the rotation speed of the pump 34. In addition, for example, the execution unit 62 can also control the degree of reduction in the braking force of the wheels by controlling the opening degree of the first valve 35. This makes it possible to change the degree of reduction in the braking force generated in the saddle type vehicle 100 at the end of the amplification of the braking force.

[0093] 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.

[0094] For example, in the driving assistance mode, the execution unit 62 may determine the degree of reduction in the braking force of the front wheels 3 and the degree of reduction in the braking force of the rear wheels 4 of the saddle-ride type vehicle 100 at the end of the amplification of the braking force acting on the saddle-ride type vehicle 100. In this case, the execution unit 62 determines the target value of the reduction degree of the braking force of the front wheels 3 and the target value of the reduction degree of the braking force of the rear wheels 4, respectively, so that the sum of the target value of the reduction degree of the braking force of the front wheels 3 and the target value of the reduction degree of the braking force of the rear wheels 4 at the end of the amplification of the braking force acting on the saddle-ride type vehicle 100 becomes the target value of the reduction degree of the braking force acting on the saddle-ride type vehicle 100. Then, the execution unit 62 reduces the braking force of the front wheels 3 and the braking force of the rear wheels 4 so that the degree of reduction in the braking force of the front wheels 3 and the degree of reduction in the braking force of the rear wheels 4 become the determined target values ​​at the end of the amplification of the braking force acting on the saddle-ride type vehicle 100. 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 first wheel cylinder pressure of the first wheel cylinder 24a and the second wheel cylinder pressure of the second wheel cylinder 24b.

[0095] Here, in the driving assistance mode, the execution unit 62 preferably sets the degree of decrease in the braking force of the rear wheels 4 at the end of the amplification of the braking force acting on the saddle-ride type vehicle 100 to be greater than the degree of decrease in the braking force of the front wheels 3. When the saddle-ride type vehicle 100 decelerates, if the braking force of the front wheels 3 decreases quickly, the attitude of the saddle-ride type vehicle 100 is likely to change in the pitch direction. Therefore, by setting the degree of decrease in the braking force of the rear wheels 4 at the end of the amplification of the braking force acting on the saddle-ride type vehicle 100 to be greater than the degree of decrease in the braking force of the front wheels 3, it is possible to prevent the attitude of the saddle-ride type vehicle 100 from becoming unstable.

[0096] <Effects of the control device> The effects of the control device 60 according to the embodiment of the present invention will be described.

[0097] In the control device 60, the execution unit 62 changes the degree of reduction in the braking force acting on the saddle type vehicle 100 at the end of amplification of the braking force according to the degree of change in the output of the detection unit (for example, the first master cylinder pressure sensor 45a and the second master cylinder pressure sensor 45b) in the driving assistance mode. This makes it possible to suppress the braking force acting on the saddle type vehicle 100 from decreasing at a degree of reduction that is significantly different from the rider's intention at the end of amplification of the braking force acting on the saddle type vehicle 100. Therefore, it is possible to appropriately improve the safety of the saddle type vehicle 100. In particular, when amplification of the braking force acting on the saddle type vehicle 100 is executed based on surrounding environment information in the driving assistance mode, it is important to suppress the braking force acting on the saddle type vehicle 100 from decreasing at a degree of reduction that is significantly different from the rider's intention.

[0098] Preferably, in the control device 60, the execution unit 62 changes the degree of reduction in the braking force acting on the saddle type vehicle 100 at the end of amplification of the braking force in accordance with the degree of change in the output of the detection unit, as well as the vehicle speed of the saddle type vehicle 100, in the driving assistance mode. This makes it possible to appropriately suppress the posture of the saddle type vehicle 100 from becoming unstable at the end of amplification of the braking force acting on the saddle type vehicle 100, in accordance with the vehicle speed.

[0099] Preferably, in the control device 60, the execution unit 62 reduces the degree of reduction in the braking force acting on the saddle type vehicle 100 at the end of amplification of the braking force when the vehicle speed is lower than a reference vehicle speed in the driving assistance mode, compared to when the vehicle speed is higher than the reference vehicle speed. This makes it possible to more appropriately suppress the posture of the saddle type vehicle 100 from becoming unstable at the end of amplification of the braking force acting on the saddle type vehicle 100, depending on the vehicle speed.

[0100] Preferably, in the control device 60, the execution unit 62 changes the degree of reduction in the braking force acting on the saddle type vehicle 100 at the end of amplification of the braking force in accordance with information on the running posture of the saddle type vehicle 100 in addition to the degree of change in the output of the detection unit in the driving assistance mode. This makes it possible to appropriately suppress the posture of the saddle type vehicle 100 from becoming unstable at the end of amplification of the braking force acting on the saddle type vehicle 100, in accordance with the information on the running posture.

[0101] Preferably, in the control device 60, the execution unit 62 determines, in the driving assistance mode, the degree of reduction in the braking force of the front wheels 3 and the degree of reduction in the braking force of the rear wheels 4 of the saddle type vehicle 100 at the end of the amplification of the braking force acting on the saddle type vehicle 100. This makes it possible to suppress the posture of the saddle type vehicle 100 from becoming unstable at the end of the amplification of the braking force acting on the saddle type vehicle 100.

[0102] Preferably, in the driving assistance mode, the execution unit 62 of the control device 60 makes the degree of reduction in the braking force of the rear wheels 4 at the end of the amplification of the braking force acting on the saddle type vehicle 100 greater than the degree of reduction in the braking force of the front wheels 3. This appropriately realizes the prevention of the posture of the saddle type vehicle 100 from becoming unstable at the end of the amplification of the braking force acting on the saddle type vehicle 100.

[0103] Preferably, in the control device 60, the detection unit (specifically, the first master cylinder pressure sensor 45a and the second master cylinder pressure sensor 45b) detects the master cylinder pressure, which is the pressure of the brake fluid in the master cylinder, as the state quantity of the brake operation unit. This makes it possible to appropriately detect the state quantity of the brake operation unit. Then, depending on the state quantity of the brake operation unit thus detected, it is possible to appropriately optimize the degree of reduction in the braking force acting on the saddle type vehicle 100 at the end of the amplification of the braking force.

[0104] Furthermore, when the detection unit detects the master cylinder pressure, whether or not the rider of the saddle type vehicle 100 is performing a brake operation is determined based on the master cylinder pressure. In this case, the degree of reduction in the master cylinder pressure when the driving assistance mode is terminated differs depending on whether the cause of terminating the driving assistance mode is the occurrence of lever suction or pedal suction, or whether the cause of terminating the driving assistance mode is the rider intentionally releasing the brake operation. Using the relationship between such a cause of terminating the driving assistance mode and the degree of reduction in the master cylinder pressure, it is possible to appropriately optimize the degree of reduction in the braking force generated in the saddle type vehicle 100 when the amplification of the braking force is terminated.

[0105] Preferably, in the control device 60, the execution unit 62 ends the amplification of the braking force acting on the saddle type vehicle 100 when the master cylinder pressure is lower than the reference pressure in the driving assistance mode. This appropriately realizes the end of the amplification of the braking force acting on the saddle type vehicle 100 at the timing when the brake operation is released.

[0106] 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.

[0107] 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.

[0108] 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]

[0109] 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, 44 inertial measurement device, 45a first master cylinder pressure sensor, 45b 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 a behavior of a saddle-ride type vehicle (100) including a brake operation unit (11, 13) operated by a rider and a detection unit (45a, 45b) for detecting a state quantity of the brake operation unit (11, 13) during service braking, a determination unit (63) that determines whether or not the brake operation unit (11, 13) is being operated based on an output from the detection unit (45a, 45b); 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 unit (11, 13) is being operated; 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 degree of change in the output of the detection unit (45a, 45b) is smaller than a reference value, a degree of decrease in the braking force acting on the saddle type vehicle (100) at the end of amplification of the braking force is reduced compared to when the degree of change is larger than the reference value. Control device.

2. When the degree of change in the output of the detection unit (45a, 45b) is smaller than the reference, in the driving assistance mode, the execution unit (62) reduces the degree of decrease in the braking force acting on the saddle-ride type vehicle (100) at the end of amplification of the braking force compared to when the degree of change is greater than the reference, and when the vehicle speed of the saddle-ride type vehicle (100) is lower than a reference vehicle speed, reduces the degree of decrease in the braking force acting on the saddle-ride type vehicle (100) at the end of amplification of the braking force compared to when the vehicle speed is higher than the reference vehicle speed. The control device according to claim 1 .

3. the execution unit (62), in the driving assistance mode, when the degree of change in the output of the detection unit (45a, 45b) is smaller than the reference, reduces the degree of decrease in the braking force at the end of amplification of the braking force acting on the saddle-ride type vehicle (100) compared to when the degree of change is larger than the reference, and when a change in the pitch direction of the running posture of the saddle-ride type vehicle (100) is large, reduces the degree of decrease in the braking force at the end of amplification of the braking force acting on the saddle-ride type vehicle (100) compared to when the change in the pitch direction of the running posture is small. The control device according to claim 1 or 2.

4. the execution unit (62) determines, in the driving assistance mode, a degree of reduction in the braking force of the front wheels (3) and a degree of reduction in the braking force of the rear wheels (4) of the saddle-ride type vehicle (100) at the end of amplification of the braking force acting on the saddle-ride type vehicle (100); The control device according to claim 1 or 2.

5. the execution unit (62) makes a degree of reduction in the braking force of the rear wheels (4) greater than a degree of reduction in the braking force of the front wheels (3) at the end of amplification of the braking force acting on the saddle type vehicle (100) in the driving assistance mode. The control device according to claim 4.

6. The detection unit (45a, 45b) detects a master cylinder pressure, which is a pressure of brake fluid in a master cylinder (21a, 21b), as the state quantity. The control device according to claim 1 or 2.

7. The execution unit (62) terminates amplification of the braking force acting on the saddle type vehicle (100) when the master cylinder pressure is lower than a reference pressure in the driving assistance mode. The control device according to claim 6.

8. 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 claim 1 or 2.

9. 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 claim 1 or 2.

10. A method for controlling a behavior of a saddle-ride type vehicle (100) including a brake operation unit (11, 13) operated by a rider and a detection unit (45a, 45b) for detecting a state quantity of the brake operation unit (11, 13) during service braking, comprising: a determination unit (63) of a control device (60) determines whether or not the brake operation unit (11, 13) is being operated based on an output of the detection unit (45a, 45b); an execution unit (62) of the control device (60) 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 unit (11, 13) is being operated; 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 degree of change in the output of the detection unit (45a, 45b) is smaller than a reference value, a degree of decrease in the braking force acting on the saddle type vehicle (100) at the end of amplification of the braking force is reduced compared to when the degree of change is larger than the reference value. Control methods.

Images