Control device and control method

Abstract

The present invention achieves a control device and a control method that can improve the appropriateness of a notifications during a positional relationship adjustment operation of a motorcycle. In this control device and control method, an implementation unit of the control device implements a positional relationship adjustment operation that automatically controls the speed of the motorcycle such that the positional relationship between the motorcycle and a preceding vehicle preceding the motorcycle approaches a target positional relationship. During the implementation of the positional relationship adjustment operation, if the collision possibility of the motorcycle colliding with the preceding vehicle has surpassed a reference collision possibility, the implementation unit implements a first notification operation that notifies a rider of the motorcycle, and if it has been determined that the rider intends to overtake the preceding vehicle, the implementation unit implements an acceleration increasing operation that increases the acceleration of the motorcycle, and the implementation unit changes the first notification operation in accordance with whether the acceleration increasing operation is being implemented.

Description

[0001] [Document name] Statement

[0002] [Title of invention] Control device and control method

[0003] [Technical Field]

[0004]

[001] This disclosure relates to a control device and a control method that can optimize notification during a positional relationship adjustment operation of a motorcycle.

[0005] [Background technology]

[0006]

[002] Various technologies have been proposed to assist motorcycle riders in their driving. For example, Patent Document 1 discloses a driver assistance system that warns a motorcycle rider that he or she is inappropriately approaching an obstacle based on information detected by a sensor device that detects obstacles in the direction of travel or substantially in the direction of travel.

[0007] [Prior art documents]

[0008] [Patent documents]

[0009]

〇 0 0 3

[0010] [Patent Document 1] Japanese Patent Application Laid-Open No. 2009-116882

[0011] Summary of the Invention

[0012] [Problem to be solved by the invention]

[0013] [0 0 0 4] Incidentally, one technology for assisting vehicle driving is a positional relationship adjustment operation that automatically controls the speed of a vehicle so that the positional relationship between the vehicle and a preceding vehicle approaches a target positional relationship. While the above-mentioned positional relationship adjustment operation is being performed, a notification may be given to the driver depending on the possibility of the vehicle colliding with the preceding vehicle. It is also conceivable to apply the above-mentioned positional relationship adjustment operation to motorcycles. Here, since the vehicle behavior of motorcycles is more unstable than that of four-wheeled automobiles, etc., notification to motorcycle riders is important from the perspective of improving safety, etc. Therefore, there is a strong need to optimize the notification during the positional relationship adjustment operation of motorcycles.

[0014]

[0005] The present invention has been made against the background of the above-mentioned problems, and aims to provide a control device and a control method that can optimize notifications during the positional relationship adjustment operation of a motorcycle.

[0015] [Means for solving the problem]

[0016]

[0006] A control device according to the present invention is a control device that controls the behavior of a motorcycle, and includes an execution unit that executes a positional relationship adjustment operation that automatically controls the speed of the motorcycle so that the positional relationship between the motorcycle and a vehicle preceding the motorcycle approaches a target positional relationship, and the execution unit executes a first notification operation to notify the rider of the motorcycle if the possibility of collision of the motorcycle with the vehicle preceding the motorcycle exceeds a reference possibility of collision during the execution of the positional relationship adjustment operation, and executes an acceleration increasing operation to increase the acceleration of the motorcycle if it is determined that the rider has an intention to overtake the vehicle preceding the motorcycle, and changes the first notification operation depending on whether the acceleration increasing operation is being executed.

[0017] [0 0 0 7] A control method according to the present invention is a control method for controlling the behavior of a motorcycle, wherein an execution unit of a control device executes a positional relationship adjustment operation that automatically controls the speed of the motorcycle so that the positional relationship between the motorcycle and a vehicle preceding the motorcycle approaches a target positional relationship, and the execution unit executes a first notification operation to notify the rider of the motorcycle if the likelihood of collision of the motorcycle with the vehicle preceding the motorcycle exceeds a reference likelihood of collision during the execution of the positional relationship adjustment operation, and executes an acceleration increasing operation to increase the acceleration of the motorcycle if it is determined that the rider has an intention to overtake the vehicle preceding the motorcycle, and changes the first notification operation depending on whether the acceleration increasing operation is being executed.

[0018] [Effects of the Invention]

[0019]

[0008] In the control device and control method according to the present invention, the execution unit of the control device performs a positional relationship adjustment operation that automatically controls the speed of the motorcycle so that the positional relationship between the motorcycle and a vehicle preceding the motorcycle approaches a target positional relationship. The execution unit performs a first notification operation to notify the rider of the motorcycle if the likelihood of the motorcycle colliding with the vehicle preceding the motorcycle exceeds a reference likelihood of collision during the positional relationship adjustment operation. If it is determined that the rider intends to overtake the vehicle preceding the motorcycle, the execution unit performs an acceleration increasing operation to increase the acceleration of the motorcycle. The first notification operation is changed depending on whether the acceleration increasing operation is being performed. As a result, if the acceleration increasing operation is being performed during the positional relationship adjustment operation, the first notification operation can be performed taking into account the fact that the acceleration increasing operation is being performed. This makes it possible to optimize the notification during the motorcycle's positional relationship adjustment operation.

[0020] [Brief explanation of the drawings]

[0021] [ 0 0 0 9 ]

[0022] [Figure 1] A schematic diagram showing the general configuration of a motorcycle according to an embodiment of the present invention.

[0023] [Figure 2] A block diagram showing an example of the functional configuration of a control device according to an embodiment of the present invention.

[0024] [Figure 3j] A diagram showing a motorcycle according to an embodiment of the present invention and a preceding vehicle traveling.

[0025] [Figure 4] A flowchart showing an example of the overall processing flow for the acceleration increasing operation performed by a control device according to an embodiment of the present invention.

[0026] [Figure 5j] A flowchart showing an example of a detailed processing flow in the acceleration increasing operation performed by the control device according to an embodiment of the present invention.

[0027] [Figure 6j] A flowchart showing an example of the flow of the first processing regarding the first notification operation performed by the control device according to an embodiment of the present invention.

[0028] [Figure 7] A flowchart showing an example of the flow of the second processing regarding the first notification operation performed by the control device according to an embodiment of the present invention.

[0029] [Figure 8] A flowchart showing an example of the processing flow regarding the second notification operation performed by the control device according to an embodiment of the present invention.

[0030] [Figure 9] A flowchart showing an example of the processing flow for setting the upper limit acceleration performed by a control device according to an embodiment of the present invention.

[0031] DETAILED DESCRIPTION OF THE INVENTION

[0032]

[0010] Hereinafter, a control device and a control method according to the present invention will be described with reference to the drawings.

[0033]

[0011] Although the control device used in a two-wheeled motorcycle has been described (see motorcycle 1 in Fig. 1), the vehicle controlled by the control device according to the present invention may be a motorcycle other than a two-wheeled motorcycle. Motorcycles include vehicles powered by an engine and vehicles powered by an electric motor. Motorcycles include, for example, motorcycles, scooters, and electric scooters.

[0034]

[0012] In the following description, an engine (specifically, engine 11 in FIG. 1 described below) is installed as a drive source capable of outputting power for driving the drive wheels. However, a drive source other than an engine (for example, an electric motor) may be installed as the drive source, and multiple drive sources may be installed.

[0035]

[0013] In the following description, a control unit that controls the hydraulic pressure of the brake fluid (specifically, hydraulic pressure control unit 12 in Figure 1 described below) is used as the control unit for the braking force acting on the wheel. However, a control unit that controls the position of the wheel braking part itself by an electrical signal (so-called brake-by-wire) may also be used as the control unit for the braking force acting on the wheel.

[0036]

[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.

[0037]

[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 either not labeled with a symbol or are labeled with the same symbol. In addition, the illustration of detailed structures is appropriately simplified or omitted.

[0038]

[0016] <Motorcycle Configuration> The configuration of a motorcycle 1 according to an embodiment of the present invention will be described with reference to Figs. 1 to 3.

[0039]

[0017] Fig. 1 is a schematic diagram showing the general configuration of motorcycle 1. Motorcycle 1 is a two-wheeled motorcycle that corresponds to an example of a motorcycle according to the present invention. As shown in Fig. 1, motorcycle 1 includes an engine 11, a hydraulic control unit 12, a display device 13, an input device 14, an ambient environment sensor 15, a front wheel speed sensor 16, a rear wheel speed sensor 17, and a control unit (ECU) 20.

[0040]

[0018] The engine 11 is an example of a drive source for the motorcycle 1 and is capable of outputting power to drive the drive wheels (specifically, the rear wheels). For example, the engine 11 is provided with one or more cylinders each having a combustion chamber formed therein, a fuel injection valve that injects fuel into the combustion chamber, and an ignition plug. When fuel is injected from the fuel injection valve, a mixture containing air and fuel is formed in the combustion chamber, and this mixture is ignited by the ignition plug and burns. This causes a piston provided in the cylinder to reciprocate, rotating the crankshaft. In addition, a throttle valve is provided in the intake pipe of the engine 11, and the amount of air taken into the combustion chamber changes depending on the throttle opening, which is the opening of the throttle valve.

[0041]

[0019] The hydraulic pressure control unit 12 is a unit that controls the braking force acting on the wheels. For example, the hydraulic pressure control unit 12 is provided on an oil passage connecting a master cylinder and a wheel cylinder, and includes components (e.g., a control valve and a pump) for controlling the brake hydraulic pressure of the wheel cylinder. The braking force acting on the wheels is controlled by controlling the operation of the components of the hydraulic pressure control unit 12. The hydraulic pressure control unit 12 may control the braking force acting on both the front and rear wheels, or may control only the braking force acting on either the front or rear wheels.

[0042]

[0020] Display device 13 has a display function for visually displaying information. An example of display device 13 is a liquid crystal display. Display device 13 is provided, for example, in front of the handlebars of motorcycle 1. However, the arrangement of display device 13 on the vehicle body is not particularly limited.

[0043]

[0021] The input device 14 accepts various operations by the rider. The input device 14 is provided on the handlebars, for example, and includes push buttons used for rider operation. Information regarding the rider's operation using the input device 14 is output to the control device 20.

[0044]

[0022] The ambient environment sensor 15 detects ambient environment information relating to the environment around the motorcycle 1. Specifically, the ambient environment sensor 15 is provided at the front of the motorcycle 1 and detects ambient environment information ahead of the motorcycle 1. The ambient environment information detected by the ambient environment sensor 15 is output to the control device 20.

[0045]

[0023] The ambient environment information detected by the ambient environment sensor 15 may be information related to the distance or direction to an object located around the motorcycle 1 (for example, relative position, relative distance, relative speed, relative acceleration, etc.), or may be characteristics of the object located around the motorcycle 1 (for example, the type of object, the shape of the object itself, marks attached to the object, etc.). The ambient environment sensor 15 may be, for example, a radar, a lidar sensor, an ultrasonic sensor, a camera, etc.

[0046]

[0024] The surrounding environment information can also be detected by surrounding environment sensors or infrastructure equipment installed in other vehicles. In other words, the control device 20 can also acquire the surrounding environment information via wireless communication with other vehicles or infrastructure equipment.

[0047]

[0025] The front wheel speed sensor 16 is a wheel speed sensor that detects the wheel speed of the front wheel (for example, the number of rotations per unit time of the front wheel [rpm] or the moving distance per unit time [km / h], etc.) and outputs the detection result. The front wheel speed sensor 16 may also detect other physical quantities that can be substantially converted into the wheel speed of the front wheel. The front wheel speed sensor 16 is provided on the front wheel.

[0048]

[0026] The rear wheel speed sensor 17 is a wheel speed sensor that detects the wheel speed of the rear wheel (for example, the number of rotations per unit time of the rear wheel [rpm] or the moving distance per unit time [km / h], etc.) and outputs the detection result. The rear wheel speed sensor 17 may also detect other physical quantities that can be substantially converted into the wheel speed of the rear wheel. The rear wheel speed sensor 17 is provided on the rear wheel.

[0049] 〇

[0050]

[0027] The control device 20 controls the behavior of the motorcycle 1. For example, part or all of the control device 20 may be configured with a microcomputer, microprocessor unit, etc. Also, for example, part or all of the control device 20 may be configured with updatable firmware, etc., or may be a program module executed by commands from a CPU, etc. The control device 20 may be, for example, a single device, or may be divided into multiple devices.

[0051]

[0028] As shown in Fig. 2, the control device 20 includes, for example, an acquisition unit 21 and an execution unit 22. The control device 20 communicates with each device of the motorcycle 1 (for example, the engine 11, hydraulic pressure control unit 12, display device 13, input device 14, ambient environment sensor 15, front wheel speed sensor 16, and rear wheel speed sensor 17). In more detail, the control device 20 is capable of mutual communication with some of the devices, such as the engine 11. The control device 20 can also control the operation of each device of the motorcycle 1 (for example, the engine 11, hydraulic pressure control unit 12, and display device 13).

[0052]

[0029] The acquisition unit 21 acquires information from each device of the motorcycle 1 and outputs it to the execution unit 22. For example, the acquisition unit 21 acquires information from the input device 14, the ambient environment sensor 15, the front wheel speed sensor 16, and the rear wheel speed sensor 17. In this specification, the acquisition of information may include the extraction or generation of information (for example, calculation), etc.

[0053]

[0030] The execution unit 22 executes various controls by controlling the operation of each device of the motorcycle 1. For example, the execution unit 22 controls the operation of the engine 11, the hydraulic control unit 12, and the display device 13.

[0054]

[0031] In particular, the execution unit 22 can execute a positional relationship adjustment operation. The positional relationship adjustment operation is an operation that automatically controls the speed of the motorcycle 1 so that the positional relationship between the motorcycle 1 and a vehicle ahead of the motorcycle 1 approaches a target positional relationship.

[0055]

[0032] In the following, an example in which adaptive cruise control is executed as the positional relationship adjustment operation will be described. However, the positional relationship adjustment operation may be an operation other than adaptive cruise control, as long as it automatically controls the speed of the motorcycle 1 so that the positional relationship between the motorcycle 1 and the preceding vehicle approaches the target positional relationship. For example, the positional relationship adjustment operation may be an operation that is not released even when the rider operates the accelerator, and the target positional relationship changes depending on the amount of accelerator operation.

[0056]

[0033] The execution unit 22 starts adaptive cruise control, for example, when triggered by an operation by the rider using the input device 14. In adaptive cruise control, the execution unit 22 automatically controls the speed of the motorcycle 1 without the rider's acceleration or deceleration operations (i.e., accelerator and brake operations). The execution unit 22 can control the speed of the motorcycle 1 based on information about the speed of the motorcycle 1 obtained based on, for example, the wheel speed of the front wheel and the wheel speed of the rear wheel. The adaptive cruise control is released when the rider performs a specific operation, such as braking.

[0057]

[0034] In adaptive cruise control, for example, a target inter-vehicle distance is set as a target value for the inter-vehicle distance between the motorcycle 1 and the preceding vehicle, and the execution unit 22 controls the speed of the motorcycle 1 so that the inter-vehicle distance between the motorcycle 1 and the preceding vehicle is maintained at the target inter-vehicle distance. In other words, the positional relationship where the inter-vehicle distance between the motorcycle 1 and the preceding vehicle becomes the target inter-vehicle distance corresponds to the target positional relationship. Note that the inter-vehicle distance may refer to the distance along the lane (specifically, the lane in which the motorcycle 1 is traveling) or the distance in a straight line. For example, the acquisition unit 21 acquires the inter-vehicle distance between the motorcycle 1 and the preceding vehicle based on information about the surrounding environment of the motorcycle 1, and the execution unit 22 can control the speed of the motorcycle 1 as described above based on the acquired inter-vehicle distance.

[0058]

[0035] However, in adaptive cruise control, for example, a target passing time difference is set, which is a target value for the passing time difference (specifically, the time it takes for motorcycle 1 to pass the current position of the preceding vehicle), and execution unit 22 may control the speed of motorcycle 1 so that the passing time difference is maintained at target passing time difference. In this case, the positional relationship where the passing time difference becomes the target passing time difference corresponds to the target positional relationship. For example, acquisition unit 21 acquires the passing time difference based on information about the surrounding environment of motorcycle 1, and execution unit 22 can control the speed of motorcycle 1 as described above based on the acquired passing time difference.

[0059]

[0036] The execution unit 22 can also perform an acceleration increasing operation while performing a positional relationship adjustment operation (for example, adaptive cruise control). The acceleration increasing operation is an operation that helps the rider to overtake a leading vehicle by increasing the acceleration of the motorcycle 1.

[0060]

[0037] When the acceleration is positive, the motorcycle 1 is accelerating, and when the acceleration is negative (i.e., deceleration is occurring), the motorcycle 1 is decelerating. In other words, an increase in the acceleration of the motorcycle 1 includes a decrease in the absolute value of the deceleration of the motorcycle 1 while it is decelerating, the motorcycle 1 switching from a decelerating state to an accelerating state, and an increase in the absolute value of the acceleration of the motorcycle 1 while it is accelerating.

[0038] Figure 3 shows the motorcycle 1 and leading vehicle 2 traveling. In the example of Figure 3, lanes L1 and L2 are adjacent to each other, separated by a lane boundary LV. The motorcycle 1 and leading vehicle 2 are traveling in lane L1. The leading vehicle 2 is located ahead of the motorcycle 1. Lane L2 is an overtaking lane. In the example of Figure 3, leading vehicle 2 is the target of positional relationship adjustment in the positional relationship adjustment operation (e.g., adaptive cruise control). In the example of Figure 3, leading vehicle 2 is a four-wheeled automobile, but the target of positional relationship adjustment in the positional relationship adjustment operation may be a vehicle other than a four-wheeled automobile (e.g., a motorcycle, etc.).

[0061]

[0039] In the example of Figure 3, if it is determined that the rider of motorcycle 1 intends to overtake the leading vehicle 2 (for example, when the right turn signal of motorcycle 1 is activated), an acceleration increase operation is performed. For example, it is determined that the rider intends to overtake the leading vehicle 2 when the turn signal of motorcycle 1 on the passing lane side (the right turn signal in the example of Figure 3) is activated. As a result, the acceleration of motorcycle 1 increases, and the rider can overtake the leading vehicle 2, as shown by solid arrow A1.

[0062]

[0040] Details of the processing related to the acceleration increasing operation will be described later with reference to Figures 4 and 5.

[0063]

[0041] Here, when the possibility of collision of the motorcycle 1 with the preceding vehicle 2 exceeds a reference collision possibility (specifically, when the degree of collision possibility exceeds a reference possibility) while a positional relationship adjustment operation (for example, adaptive cruise control) is being performed, the execution unit 22 executes a first notification operation to notify the rider of the motorcycle 1. The first notification operation notifies the rider in such a case to improve safety. For example, the first notification operation notifies the rider to cancel the positional relationship adjustment operation or to reduce acceleration. This prevents the motorcycle 1 from coming into contact with the preceding vehicle 2, improving safety. For example, by receiving a notification requesting an operation to cancel the positional relationship adjustment operation, the rider can control the behavior of the motorcycle 1 through his / her own driving operation and drive the motorcycle 1 so as to avoid the preceding vehicle 2. Also, by receiving a notification requesting an operation to reduce acceleration, the rider can decelerate the motorcycle 1 through his / her operation.

[0064]

[0042] Details of the processing related to the first notification operation will be described later with reference to Figs. 6 and 7.

[0065] 〇

[0066]

[0043] In the example of Figure 3, when the acceleration increasing operation is performed, depending on the traffic conditions in lane L2, the rider may hesitate to overtake the leading vehicle 2 and may not do so. In that case, for example, as shown by the dashed arrow A2, the motorcycle 1 continues to travel behind the leading vehicle 2 and approaches the leading vehicle 2. In such a case, if the probability of collision between the motorcycle 1 and the leading vehicle 2 exceeds the reference collision probability, the first notification operation is performed.

[0067]

[0044] During the positional relationship adjustment operation, the behavior of the motorcycle 1 differs depending on whether an acceleration increasing operation is being performed or not. Therefore, if the first notification operation is performed when an acceleration increasing operation is being performed, as in the case when an acceleration increasing operation is not being performed, it may cause problems for the rider. Therefore, in this embodiment, the execution unit 22 of the control device 20 changes the first notification operation depending on whether an acceleration increasing operation is being performed. This makes it possible to optimize the notification during the positional relationship adjustment operation of the motorcycle 1, as will be described later.

[0068]

[0045] <Operation of the control device> The operation of the control device 20 according to the embodiment of the present invention will be described with reference to Figs. 4 to 9.

[0054] Fig. 5 is a flowchart showing an example of a detailed processing flow in the acceleration increasing operation performed by the control device 20. The control flow shown in Fig. 5 is a detailed control flow of step S1.3 in the control flow of Fig. 4. Step S201 in Fig. 5 corresponds to the start of the control flow shown in Fig. 5. Step S205 in Fig. 5 corresponds to the end of the control flow shown in Fig. 5.

[0069]

[0055] When the control flow shown in Fig. 5 starts, in step S202, the execution unit 22 determines a target acceleration for the acceleration increasing operation. The target acceleration is, for example, an acceleration large enough to enable the rider to properly overtake the preceding vehicle 2.

[0070]

[0056] In step S202, the execution unit 22 determines the target acceleration based on positional relationship information, which is information about the positional relationship between the motorcycle 1 and the preceding vehicle 2. The positional relationship information may include, for example, the relative position, relative distance, relative speed, relative acceleration, relative jerk, or passing time difference of the motorcycle 1 with respect to the preceding vehicle 2. However, the positional relationship information may also be information about other physical quantities that can be substantially converted into such information. The positional relationship information may be obtained based on ambient environment information obtained from the ambient environment sensor 15, for example.

[0071]

[0057] Following step S202, in step S203, the execution unit 22 determines a required acceleration based on the target acceleration determined in step S202 so that the acceleration of the motorcycle 1 is equal to or less than the upper acceleration limit. The required acceleration is the acceleration required to actually occur in the motorcycle 1 by the acceleration increasing operation. In adaptive cruise control, an upper acceleration limit is set, and the execution unit 22 limits the acceleration of the motorcycle 1 to equal to or less than the upper acceleration limit in adaptive cruise control. Note that the upper acceleration limit in adaptive cruise control is set within a range equal to or less than the maximum acceleration set for the motorcycle 1 in consideration of safety.

[0072]

[0058] In step S203, for example, if the target acceleration is equal to or less than the upper limit acceleration, the execution unit 22 determines the same acceleration as the target acceleration as the required acceleration. On the other hand, if the target acceleration is greater than the upper limit acceleration, the execution unit 22 determines the same acceleration as the upper limit acceleration as the required acceleration.

[0073]

[0059] Detailed processing for setting the upper limit acceleration will be described later with reference to Figure 9.

[0074]

[0060] After step S203, in step S204, the execution unit 22 outputs a control command to the engine 11 based on the required acceleration determined in step S203, and the control flow shown in FIG. 5 ends.

[0075]

[0061] In step S204, the execution unit 22 outputs a control command to the engine 11 to output torque corresponding to the difference between the required acceleration and the current acceleration so that the motorcycle 1 can achieve the required acceleration.

[0076]

[0062] The control flow in Fig. 6 and the control flow in Fig. 7 are examples of processing related to the first reporting operation. For example, one of the control flow in Fig. 6 and the control flow in Fig. 7 is performed by the control device 20. However, as will be described later, the control flow in Fig. 6 and the control flow in Fig. 7 may be used in combination.

[0077]

[0063] Fig. 6 is a flowchart showing an example of the flow of a first process related to a first reporting operation performed by the control device 20. The control flow shown in Fig. 6 is executed when the adaptive cruise control mode is being executed. Step S301 in Fig. 6 corresponds to the start of the control flow shown in Fig. 6. Step S307 in Fig. 6 corresponds to the end of the control flow shown in Fig. 6.

[0078]

[0064] When the control flow shown in FIG. 6 starts, in step S302, the execution unit 22 determines whether or not an acceleration increasing operation is being performed.

[0079]

[0065] If it is determined that the acceleration increasing operation is not being performed (step S302 / NO), proceed to step S303. Then, in step S303, the execution unit 22 switches the setting of the reference collision possibility to the first setting. On the other hand, if it is determined that the acceleration increasing operation is being performed (step S302 / YES), proceed to step S304. Then, in step S304, the execution unit 22 switches the setting of the reference collision possibility to the second setting.

[0080]

[0066] As will be described later, in the control flow of Figure 6, when it is determined that the likelihood of collision of the motorcycle 1 with the preceding vehicle 2 exceeds the reference collision likelihood, the first notification operation is executed. In adaptive cruise control, a reference collision likelihood is set, and the likelihood of the first notification operation being executed changes depending on the setting of the reference collision likelihood. The reference collision likelihood set in the second setting is different from the reference collision likelihood set in the first setting. In other words, the execution unit 22 changes the reference collision likelihood depending on whether an acceleration increase operation is being executed while adaptive cruise control is being executed.

[0081] For example, the reference collision probability set in the second setting may be lower than the reference collision probability set in the first setting. In other words, the execution unit 22 may lower the reference collision probability when an acceleration increasing operation is being performed during the execution of adaptive cruise control, compared to when an acceleration increasing operation is not being performed. In this case, when an acceleration increasing operation is being performed, the first notification operation is more likely to be performed than when an acceleration increasing operation is not being performed. As a result, for example, when the first notification operation is performed while the motorcycle 1 is approaching the leading vehicle 2, the first notification operation is performed at an earlier timing.

[0082] 〇

[0083]

[0068] Furthermore, for example, the reference collision probability set in the second setting may be higher than the reference collision probability set in the first setting. In other words, the execution unit 22 may set the reference collision probability higher when an acceleration increasing operation is being performed during adaptive cruise control compared to when an acceleration increasing operation is not being performed. In this case, when an acceleration increasing operation is being performed, the first notification operation is less likely to be performed compared to when an acceleration increasing operation is not being performed. As a result, for example, when the first notification operation is performed while the motorcycle 1 is approaching the leading vehicle 2, the first notification operation is performed at a later timing.

[0084]

[0069] After step S303 or step S304, in step S305, the execution unit 22 determines whether the probability of collision of the motorcycle 1 with the preceding vehicle 2 has exceeded the reference probability of collision.

[0085]

[0070] The possibility of collision in step S305 means, for example, that when motorcycle 1 is following leading vehicle 2, there is a possibility that motorcycle 1 will come into contact with leading vehicle 2 even if motorcycle 1 decelerates to the minimum deceleration allowed by adaptive cruise control (i.e., the maximum absolute value of deceleration).

[0086]

[0071] In step S305, the execution unit 22 can determine the possibility of collision of the motorcycle 1 with the preceding vehicle 2 based on, for example, positional relationship information, which is information about the positional relationship between the motorcycle 1 and the preceding vehicle 2 (for example, information such as the relative position, relative distance, relative speed, relative acceleration, relative jerk, or passing time difference of the motorcycle 1 with respect to the preceding vehicle 2).

[0087]

[0072] If it is determined that the likelihood of collision of the motorcycle 1 with the preceding vehicle 2 does not exceed the reference likelihood of collision (step S305 / NO), the control flow shown in Fig. 6 ends. On the other hand, if it is determined that the likelihood of collision of the motorcycle 1 with the preceding vehicle 2 exceeds the reference likelihood of collision (step S305 / YES), the control flow proceeds to step S306.

[0088]

[0073] If the answer is YES in step S305, the execution unit 22 executes the first notification action in step S306, and the control flow shown in FIG. 6 ends.

[0089]

[0074] In the first notification operation of step S306, as described above, a notification is made to improve safety (for example, a notification to avoid contact with a preceding vehicle 2 of the motorcycle 1).

[0090] For example, in the first notification operation, the execution unit 22 notifies the rider to request an operation to cancel the adaptive cruise control. Examples of the operation to cancel the adaptive cruise control include an operation to cancel the adaptive cruise control using the input device 14, or an operation to brake to cancel the adaptive cruise control. Note that the operation to cancel the adaptive cruise control may also include an operation to rotate the accelerator grip from the no-load position in the direction opposite to the rotation direction that outputs an acceleration command.

[0091]

[0076] In addition, for example, in the first notification operation, the execution unit 22 issues a notification to the rider requesting an operation to reduce the acceleration of the motorcycle 1. An operation to reduce the acceleration of the motorcycle 1 may be, for example, an operation to reduce the amount of accelerator operation (for example, an operation to rotate the accelerator grip in a direction that reduces the amount of accelerator grip operation).

[0092]

[0077] For example, the execution unit 22 performs the first notification operation by displaying an image on the display device 13. However, the first notification operation is not limited to this example and can be realized by various other methods.

[0093] For example, the notification in the first notification operation may be made by display, as in the above example using the display device 13. The notification by display in the first notification operation may be made by using the display device 13 mounted on the motorcycle 1, or may be made by using a display device mounted on clothing worn by the rider (for example, a helmet, etc.).

[0094]

[0079] Furthermore, for example, the notification in the first notification operation may be made by sound. The notification by sound in the first notification operation may be made by using a sound output device mounted on the motorcycle 1, or may be made by using a sound output device mounted on clothing worn by the rider (for example, a helmet, etc.).

[0095]

[0080] Furthermore, for example, the first alerting operation may be performed by vibration. The first alerting operation may be performed by using a vibration generator mounted on the motorcycle 1, or may be performed by using a vibration generator mounted on clothing worn by the rider (for example, a helmet, etc.).

[0096]

[0081] For example, the notification in the first notification operation may be performed by causing instantaneous deceleration of the motorcycle 1. In this case, the instantaneous deceleration may be performed using a control unit for the braking force acting on the wheels (e.g., hydraulic control unit 12), a drive source of the motorcycle 1 (e.g., engine 11), or a transmission mechanism of the motorcycle 1.

[0097]

[0082] Although various examples of methods for realizing notification in the first notification operation have been described above, the notification in the first notification operation may be realized by combining a plurality of methods. For example, the notification in the first notification operation may be realized by sound in addition to a visual indication.

[0098]

[0083] Fig. 7 is a flowchart showing an example of the flow of the second process related to the first reporting operation performed by the control device 20. The control flow shown in Fig. 7 is executed when the adaptive cruise control mode is being executed. Step S401 in Fig. 7 corresponds to the start of the control flow shown in Fig. 7. Step S404 in Fig. 7 corresponds to the end of the control flow shown in Fig. 7.

[0099]

[0084] The second process in Fig. 7 differs from the first process in Fig. 6 in that steps S303 and S304 are replaced with steps S402 and S403. In the second process in Fig. 7, if step S302 is determined to be NO (that is, if it is determined that the acceleration increasing operation is not being performed), the process proceeds to step S402. In step S402, the execution unit 22 switches the setting of the perceptibility of the notification in the first notification operation to the first setting. On the other hand, if step S302 is determined to be YES (that is, if it is determined that the acceleration increasing operation is being performed), the process proceeds to step S403. In 3, the execution unit 22 switches the setting of the perceptibility of the notification in the first notification action to the second setting.

[0100]

[0085] In adaptive cruise control, the perceptibility of the notification in the first notification operation is set, and the first notification operation is executed so that the perceptibility of the notification in the first notification operation becomes the set perceptibility. The perceptibility of the notification in the first notification operation means, for example, how easily the rider can recognize the notification in the first notification operation. The perceptibility set in the second setting is different from the perceptibility set in the first setting. In other words, the execution unit 22 changes the perceptibility of the notification in the first notification operation depending on whether an acceleration increase operation is being executed while adaptive cruise control is being executed.

[0101] For example, the perceptibility set in the second setting may be stronger than the perceptibility set in the first setting. That is, when an acceleration increasing operation is being performed during adaptive cruise control, the execution unit 22 may strengthen the perceptibility of the notification in the first notification operation compared to when an acceleration increasing operation is not being performed. For example, when the notification in the first notification operation is performed by display, the perceptibility of the notification in the first notification operation may be strengthened by widening the display range, increasing the display brightness, changing the display color, etc. Furthermore, when the notification in the first notification operation is performed by sound, the perceptibility of the notification in the first notification operation may be strengthened by increasing the volume of the sound, increasing the pitch of the sound, etc. Furthermore, for example, if the first notification operation is performed by vibration, the perceptibility of the notification in the first notification operation can be increased by, for example, increasing the strength of the vibration.

[0102]

[0087] The perceptibility set in the second setting may be weaker than the perceptibility set in the first setting. That is, when an acceleration increasing operation is being performed during adaptive cruise control, the execution unit 22 may weaken the perceptibility of the notification in the first notification operation compared to when an acceleration increasing operation is not being performed. For example, when the notification in the first notification operation is performed by display, the perceptibility of the notification in the first notification operation may be weakened by narrowing the display range, lowering the display brightness, changing the display color, etc. Furthermore, when the notification in the first notification operation is performed by sound, the perceptibility of the notification in the first notification operation may be weakened by lowering the volume of the sound, lowering the pitch of the sound, etc. Furthermore, for example, if the first notification operation is performed by vibration, the perceptibility of the notification in the first notification operation can be reduced by, for example, weakening the strength of the vibration.

[0103]

[0088] After step S402 or step S403, the process proceeds to step S305, where the same process as the first process in Fig. 6 described above is performed. However, in the second process in Fig. 7, in step S306, the execution unit 22 executes the first notification action so that the perceptibility of the notification in the first notification action becomes the set perceptibility.

[0104]

[0089] In the processing example of Fig. 6 or 7, the execution unit 22 of the control device 20 changes the first notification operation depending on whether or not an acceleration increasing operation is being performed. As a result, if an acceleration increasing operation is being performed while adaptive cruise control is being performed, the first notification operation can be performed taking into account that an acceleration increasing operation is being performed. Therefore, it is possible to optimize the notification in the adaptive cruise control of the motorcycle 1.

[0105]

[0090] Specifically, in the first process of FIG. 6, the execution unit 22 changes the reference collision probability depending on whether or not an acceleration increasing operation is being performed while adaptive cruise control is being performed.

[0106] For example, when an acceleration increasing operation is being performed during adaptive cruise control, the execution unit 22 may lower the reference collision possibility compared to when an acceleration increasing operation is not being performed. As a result, for example, as shown by the dashed arrow A2 in the example of Fig. 3, when an acceleration increasing operation is being performed but the rider hesitates to overtake the leading vehicle 2 and does not do so, the first notification operation is performed at an earlier timing. Therefore, safety can be further improved.

[0107]

[0092] Furthermore, for example, when an acceleration increasing operation is being performed while adaptive cruise control is being executed, the execution unit 22 may set the reference collision possibility higher compared to when an acceleration increasing operation is not being performed. This makes it possible to make the first notification operation less likely to be performed when the rider intends to overtake the leading vehicle 2 and an acceleration increasing operation is being performed. Therefore, it is possible to prevent the rider's concentration from decreasing due to the first notification operation being unnecessarily performed even though the rider intends to overtake the leading vehicle 2 while an acceleration increasing operation is being performed.

[0108]

[0093] In the second process of Fig. 7, the execution unit 22 changes the perceptibility of the notification in the first notification operation depending on whether an acceleration increase operation is being performed while adaptive cruise control is being performed.

[0109] For example, when an acceleration increasing operation is being performed during adaptive cruise control, the execution unit 22 may strengthen the perceptibility of the notification in the first notification operation compared to when an acceleration increasing operation is not being performed. As a result, for example, as shown by the dashed arrow A2 in the example of Fig. 3, when an acceleration increasing operation is being performed but the rider hesitates to overtake the leading vehicle 2 and does not overtake, the perceptibility of the notification in the first notification operation can be strengthened. Therefore, safety can be further improved.

[0110]

[0095] Furthermore, for example, when an acceleration increasing operation is being performed during adaptive cruise control, the execution unit 22 may weaken the perceptibility of the notification in the first notification operation compared to when an acceleration increasing operation is not being performed. This makes it possible to weaken the perceptibility of the notification in the first notification operation when the rider intends to overtake the leading vehicle 2 and an acceleration increasing operation is being performed. Therefore, it is possible to prevent the rider's concentration from decreasing due to the first notification operation being performed even though the rider intends to overtake the leading vehicle 2 during the acceleration increasing operation.

[0111]

[0096] Fig. 8 is a flowchart showing an example of the processing flow for the second announcing operation performed by the control device 20. The control flow shown in Fig. 8 is executed when the adaptive cruise control mode is being executed. Step S501 in Fig. 8 corresponds to the start of the control flow shown in Fig. 8. Step S504 in Fig. 8 corresponds to the end of the control flow shown in Fig. 8.

[0112]

[0097] When the control flow shown in FIG. 8 starts, in step S502, the execution unit 22 determines whether or not an acceleration increasing operation is being performed.

[0113]

[0098] If it is determined that the acceleration increasing operation is not being performed (step S502 / NO), the control flow shown in Fig. 8 ends. On the other hand, if it is determined that the acceleration increasing operation is being performed (step S502 / YES), the flow proceeds to step S503.

[0114]

[0099] If the answer is YES in step S502, in step S503, the execution unit 22 executes the second notification action, and the control flow shown in Figure 8 ends.

[0115]

[0100] In the second notification operation of step S503, the acceleration increasing operation is notified to the rider. For example, in the second notification operation, the execution unit 22 notifies the rider that the acceleration increasing operation is being performed. In addition, for example, in the second notification operation, the execution unit 22 notifies the rider of information on control parameters of the acceleration increasing operation. The control parameters of the acceleration increasing operation include various parameters used to control the acceleration increasing operation, and may include, for example, the required acceleration and upper limit acceleration of the acceleration increasing operation. The information on the control parameters may include the value of the control parameter itself, information indicating the magnitude of the value of the control parameter in stages, etc. Note that in the second notification operation, the execution unit 22 may notify the rider of information on the control parameters of the acceleration increasing operation in addition to notifying the rider that the acceleration increasing operation is being performed.

[0116]

[0101] For example, the execution unit 22 performs the notification in the second notification operation by displaying on the display device 13. However, like the notification in the first notification operation, the notification in the second notification operation is not limited to this example and can be realized by various other methods.

[0117]

[0102] For example, the notification in the second notification operation may be performed by sound, vibration, or by causing instantaneous deceleration of the motorcycle 1, similar to the notification in the first notification operation. Also, the notification in the second notification operation may be performed by a device mounted on the motorcycle 1, similar to the notification in the first notification operation, or by a device mounted on clothing worn by the rider (such as a helmet). Also, the notification in the second notification operation may be achieved by combining a plurality of methods.

[0118]

[0103] Note that, in the above, with reference to FIG. 8, an example has been described in which the second notification operation is executed when it is determined that an acceleration increasing operation is being performed. However, the second notification operation may also be executed when it is determined that an acceleration increasing operation will be performed in the future (specifically, in the near future). For example, there is a case in which the rider activates the turn signal on the overtaking lane side and the acceleration increasing operation is executed after a predetermined time has elapsed from the time it is determined that the rider has an intention to overtake the leading vehicle 2. In this case, the execution unit 22 may execute the second notification operation after it is determined that the rider has an intention to overtake the leading vehicle 2 and before the acceleration increasing operation is executed. In this case, the execution unit 22 may notify the rider that an acceleration increasing operation will be executed in the second notification operation, instead of notifying the rider that an acceleration increasing operation is being performed.

[0119]

[0104] In the processing example of Fig. 8, the execution unit 22 of the control device 20 executes a second notification operation to notify the rider of the acceleration increasing operation. This allows the rider to drive while understanding the operating status of the acceleration increasing operation. This makes it easier for the rider to drive in accordance with his or her own intentions.

[0120]

[0105] Fig. 9 is a flowchart showing an example of the process flow for setting the upper limit acceleration performed by the control device 20. The control flow shown in Fig. 9 is executed when the adaptive cruise control mode is being executed. Step S601 in Fig. 9 corresponds to the start of the control flow shown in Fig. 9. Step S605 in Fig. 9 corresponds to the end of the control flow shown in Fig. 9.

[0121]

[0106] When the control flow shown in FIG. 9 starts, in step S602, the execution unit 22 determines whether or not an acceleration increasing operation is being performed.

[0122]

[0107] If it is determined that the acceleration increasing operation is not being performed (step S602 / NO), proceed to step S603. Then, in step S603, the execution unit 22 switches the setting of the upper limit acceleration of the adaptive cruise control mode to the first setting. On the other hand, if it is determined that the acceleration increasing operation is being performed (step S602 / YES), proceed to step S604. Then, in step S604, the execution unit 22 switches the setting of the upper limit acceleration of the adaptive cruise control mode to the second setting. After step S603 or step S604, the control flow shown in Fig. 9 ends.

[0123]

[0108] In adaptive cruise control, an upper acceleration limit is set, and the execution unit 22 limits the acceleration of the motorcycle 1 to less than the upper acceleration limit during adaptive cruise control. The upper acceleration limit set in the second setting is higher than the upper acceleration limit set in the first setting. In other words, when an acceleration increasing operation is being performed during adaptive cruise control, the execution unit 22 sets the upper acceleration limit higher than when an acceleration increasing operation is not being performed. Note that the upper acceleration limit set in the second setting may be a fixed value, or may be a value that changes depending on various parameters (for example, the vehicle speed of the motorcycle 1).

[0124] In the processing example of Fig. 9, when an acceleration increasing operation is being performed during adaptive cruise control, the execution unit 22 of the control device 20 sets a higher upper limit acceleration compared to when an acceleration increasing operation is not being performed. This increases the ability to increase acceleration through the acceleration increasing operation. Therefore, it is possible to more effectively support the rider in overtaking the leading vehicle 2.

[0125]

[0110] <Effects of the control device> The effects of the control device 20 according to the embodiment of the present invention will be described.

[0126]

[0111] The control device 20 includes an execution unit 22 that executes a positional relationship adjustment operation (adaptive cruise control in the above example) that automatically controls the speed of the motorcycle 1 so that the positional relationship between the motorcycle 1 and the preceding vehicle 2 of the motorcycle 1 approaches a target positional relationship. If the possibility of the motorcycle 1 colliding with the preceding vehicle 2 exceeds a reference collision possibility during the execution of the positional relationship adjustment operation, the execution unit 22 executes a first notification operation to notify the rider of the motorcycle 1, and if it is determined that the rider intends to overtake the preceding vehicle 2, executes an acceleration increasing operation to increase the acceleration of the motorcycle 1, and changes the first notification operation depending on whether the acceleration increasing operation is being executed. As a result, if an acceleration increasing operation is being performed while a positional relationship adjusting operation is being performed, the first notification operation can be performed taking into consideration that an acceleration increasing operation is being performed, thereby optimizing the notification during the positional relationship adjusting operation of the motorcycle 1.

[0127]

[0112] Preferably, in the control device 20, the execution unit 22 changes the reference collision likelihood depending on whether an acceleration increasing operation is being performed while a positional relationship adjustment operation (adaptive cruise control in the above example) is being performed. As a result, if an acceleration increasing operation is being performed while a positional relationship adjustment operation is being performed, the likelihood of the first notification operation being performed can be adjusted taking into account that the acceleration increasing operation is being performed. Therefore, the notification during the positional relationship adjustment operation of the motor cycle 1 can be appropriately optimized.

[0128]

[0113] Preferably, in the control device 20, when an acceleration increasing operation is being performed while a positional relationship adjustment operation (adaptive cruise control in the above example) is being performed, the execution unit 22 lowers the reference collision likelihood compared to when an acceleration increasing operation is not being performed. As a result, for example, as shown by the dashed arrow A2 in the example of Fig. 3, when an acceleration increasing operation is being performed but the rider hesitates to overtake the leading vehicle 2 and does not do so, the first notification operation is performed at an earlier timing. Therefore, safety can be further improved.

[0129]

[0114] Preferably, in the control device 20, when an acceleration increasing operation is being performed while a positional relationship adjustment operation (adaptive cruise control in the above example) is being performed, the execution unit 22 increases the reference collision likelihood compared to when an acceleration increasing operation is not being performed. This makes it possible to make the first notification operation less likely to be performed when the rider intends to overtake the leading vehicle 2 and an acceleration increasing operation is being performed. Therefore, it is possible to prevent the rider's concentration from decreasing due to the first notification operation being unnecessarily performed even though the rider intends to overtake the leading vehicle 2 while an acceleration increasing operation is being performed.

[0130]

[0115] Preferably, in the control device 20, the execution unit 22 changes the perceptibility of the notification in the first notification operation depending on whether an acceleration increasing operation is being performed while a positional relationship adjustment operation (adaptive cruise control in the above example) is being performed. As a result, if an acceleration increasing operation is being performed while a positional relationship adjustment operation is being performed, the perceptibility of the notification in the first notification operation can be adjusted taking into account that an acceleration increasing operation is being performed. Therefore, the notification in the positional relationship adjustment operation of the motorcycle 1 can be appropriately optimized.

[0131]

[0116] Preferably, in the control device 20, when an acceleration increasing operation is being performed during execution of a positional relationship adjusting operation (adaptive cruise control in the above example), the execution unit 22 strengthens the perceptibility of the notification in the first notification operation compared to when an acceleration increasing operation is not being performed. As a result, for example, as shown by the dashed arrow A2 in the example of Fig. 3, when an acceleration increasing operation is being performed but the rider hesitates to overtake the leading vehicle 2 and does not do so, the perceptibility of the notification in the first notification operation can be strengthened. Therefore, safety can be further improved.

[0132]

[0117] Preferably, in the control device 20, when an acceleration increasing operation is being performed while a positional relationship adjusting operation (adaptive cruise control in the above example) is being performed, the execution unit 22 weakens the perceptibility of the notification in the first notification operation compared to when an acceleration increasing operation is not being performed. This makes it possible to weaken the perceptibility of the notification in the first notification operation when the rider intends to overtake the leading vehicle 2 and an acceleration increasing operation is being performed. Therefore, it is possible to prevent the rider's concentration from decreasing due to the first notification operation being performed even though the rider intends to overtake the leading vehicle 2 while an acceleration increasing operation is being performed.

[0133]

[0118] Preferably, in the control device 20, the execution unit 22 executes a second notification operation that notifies the rider of the acceleration increasing operation. This allows the rider to drive while understanding the operating status of the acceleration increasing operation. Therefore, the rider can easily drive in accordance with his or her intentions.

[0134]

[0119] Preferably, in the control device 20, the execution unit 22 notifies the rider in the second notification operation that an acceleration increasing operation will be performed or is being performed. This allows the rider to drive the vehicle while understanding that an acceleration increasing operation will be performed or is being performed. Therefore, it is possible to appropriately facilitate driving in accordance with the rider's intentions.

[0135] Preferably, in the control device 20, the execution unit 22 notifies the rider of information about the control parameters of the acceleration increasing operation in the second notifying operation. This allows the rider to drive while understanding the information about the control parameters of the acceleration increasing operation. Therefore, it is possible to appropriately facilitate driving in line with the rider's intentions.

[0136]

[0121] Preferably, in the control device 20, the execution unit 22 limits the acceleration of the motorcycle 1 to an upper limit acceleration during the positional relationship adjustment operation (adaptive cruise control in the above example), and when an acceleration increasing operation is being performed during the positional relationship adjustment operation, the upper limit acceleration is set higher than when the acceleration increasing operation is not being performed. This increases the ability to increase acceleration through the acceleration increasing operation, thereby more effectively assisting the rider in overtaking the leading vehicle 2.

[0137]

[0122] Preferably, in the control device 20, the execution unit 22 issues a notification to the rider in the first notification operation requesting the rider to cancel the positional relationship adjustment operation (in the above example, adaptive cruise control). This prevents the motorcycle 1 from contacting the preceding vehicle 2, improving safety.

[0138]

[0123] Preferably, in the control device 20, the execution unit 22 issues a first notification operation to the rider requesting an operation to reduce the acceleration of the motorcycle 1. This prevents the motorcycle 1 from coming into contact with the preceding vehicle 2, improving safety.

[0139]

[0124] The present invention is not limited to the description of the embodiments. For example, only a part of the embodiments may be implemented. For example, the control flow of FIG. 6 and the control flow of FIG. 7 may be used in combination. That is, the execution unit 22 may change both the reference collision possibility and the perceptibility of the notification in the first notification operation depending on whether or not an acceleration increasing operation is being performed during the execution of a positional relationship adjustment operation (adaptive cruise control in the above example). Also, for example, at least one of the control flow of FIG. 8 and the control flow of FIG. 9 may not be executed.

[0140] [Explanation of symbols]

[0141] [0 1 2 5]

[0142] 1 motorcycle, 2 preceding vehicle, 11 engine, 12 hydraulic control unit, 13 display device, 14 input device, 15 ambient environment sensor, 16 front wheel speed sensor, 17 rear wheel speed sensor, 2〇 control device, 21 acquisition unit, 22 execution unit, A! solid arrow, A2 dashed arrow, L1 lane, L2 lane, LV lane boundary.

Claims

[Document name] Scope of claims

1. A control device (20) for controlling the behavior of a motorcycle (1), comprising an execution unit (22) that executes a positional relationship adjustment operation to automatically control the speed of the motorcycle (1) so that a positional relationship between the motorcycle (1) and a preceding vehicle (2) of the motorcycle (1) approaches a target positional relationship, wherein the execution unit (22) executes a first notification operation to notify a rider of the motorcycle (1) when a collision possibility of the motorcycle (1) with the preceding vehicle (2) exceeds a reference collision possibility during the execution of the positional relationship adjustment operation, executes an acceleration increasing operation to increase the acceleration of the motorcycle (1) when it is determined that the rider has an intention to overtake the preceding vehicle (2), and changes the first notification operation depending on whether the acceleration increasing operation is being executed or not.

2. The control device according to claim 1, wherein the execution unit (22) changes the reference collision possibility depending on whether the acceleration increasing operation is being executed during the positional relationship adjustment operation.

3. The control device according to claim 2, wherein when the acceleration increasing operation is being executed while the positional relationship adjustment operation is being executed, the execution unit (22) lowers the reference collision possibility compared to when the acceleration increasing operation is not being executed.

4. The control device according to claim 2, wherein the execution unit (22) increases the reference collision possibility when the acceleration increasing operation is being executed while the positional relationship adjustment operation is being executed, compared to when the acceleration increasing operation is not being executed.

5. The control device as described in claim 1, wherein the execution unit (22) changes the perceptibility of the notification in the first notification operation depending on whether or not the acceleration increasing operation is being executed during the positional relationship adjustment operation.

6. The control device according to claim 5, wherein the execution unit (22) strengthens the perceptibility when the acceleration increasing operation is being executed while the positional relationship adjustment operation is being executed, compared to when the acceleration increasing operation is not being executed.

7. The control device according to claim 5, wherein the execution unit (22) weakens the perceptibility when the acceleration increasing operation is being executed while the positional relationship adjustment operation is being executed, compared to when the acceleration increasing operation is not being executed.

8. The control device as described in claim 1, wherein the execution unit (22) executes a second notification operation to notify the rider of the acceleration increasing operation.

9. The execution unit (22) notifies the rider that the acceleration increasing operation is being executed or is being executed in the second notification operation. The control device according to claim 8. [Claim 1 ○] The control device described in claim 8, wherein the execution unit (22) notifies the rider of information on control parameters of the acceleration increasing operation in the second notification operation.

11. The control device according to claim 1, wherein the execution unit (22) limits the acceleration to an upper limit acceleration or less during the positional relationship adjustment operation, and when the acceleration increasing operation is being executed during the execution of the positional relationship adjustment operation, the control unit sets the upper limit acceleration higher than when the acceleration increasing operation is not being executed.

12. A control device described in any one of claims 1 to 11, wherein, in the first notification operation, the execution unit (22) issues a notification to the rider requesting an operation to cancel the positional relationship adjustment operation.

13. A control device as described in any one of claims 1 to 11, wherein the execution unit (22) in the first notification action issues a notification to the rider requesting an operation to reduce the acceleration.

14. A control method for controlling a behavior of a motorcycle (1), comprising: an execution unit (22) of a control device (20) executes a positional relationship adjustment operation for automatically controlling a speed of the motorcycle (1) so that a positional relationship between the motorcycle (1) and a preceding vehicle (2) of the motorcycle (1) approaches a target positional relationship; the execution unit (22) executes a first notification operation for issuing a notification to a rider of the motorcycle (1) when a collision possibility of the motorcycle (1) with the preceding vehicle (2) exceeds a reference collision possibility during the execution of the positional relationship adjustment operation; and executes an acceleration increasing operation for increasing the acceleration of the motorcycle (1) when it is determined that the rider has an intention to overtake the preceding vehicle (2), and changes the first notification operation depending on whether the acceleration increasing operation is being executed.

Images