Control device and control method

Abstract

The present invention provides a control device and a control method that make it possible to suppress worsening of the driving experience of a rider of a saddled vehicle. Provided are a control device (20) and a control method wherein: an execution unit of the control device (20) executes an acceleration suppression operation for suppressing acceleration of a saddled vehicle (1) in order to suppress slippage of a wheel of the saddled vehicle (1) that occurs during traveling of the saddled vehicle (1); and the execution unit executes a reduction operation for automatically reducing the degree of suppression of acceleration in the acceleration suppression operation.

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 suppress a decrease in the driving feeling of a rider of a saddle-ride type vehicle.

[0005] [Background technology]

[0006]

[002] Various technologies have been proposed to assist riders of saddle-ride type vehicles such as motorcycles in their driving. For example, Patent Document 1 discloses a technology related to an operation for suppressing the acceleration of a saddle-ride type vehicle.

[0007] [Prior art documents]

[0008] [Patent documents]

[0009]

〇 0 0 3

[0010] [Patent Document 1] JP 2017-114342 A

[0011] Summary of the Invention

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

[0013] [0 0 4] Incidentally, one action that suppresses the acceleration of a saddle-ride type vehicle is an action that is performed to suppress wheel slippage of the saddle-ride type vehicle while the saddle-ride type vehicle is traveling. By taking such an action, wheel slippage of the saddle-ride type vehicle while the saddle-ride type vehicle is traveling is suppressed, thereby improving the safety of the saddle-ride type vehicle. However, excessive suppression of the acceleration of the saddle-ride type vehicle due to the above action may result in a deterioration in the driving feeling of the rider of the saddle-ride type vehicle.

[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 suppress a decline in the driving feeling of a rider of a saddle-type vehicle.

[0015] [Means for solving the problem]

[0016]

[0006] The control device according to the present invention is a control device that controls the behavior of a saddle-ride type vehicle, and includes an execution unit that executes an acceleration suppression operation that suppresses acceleration of the saddle-ride type vehicle in order to suppress slippage of the wheels of the saddle-ride type vehicle that occurs while the saddle-ride type vehicle is traveling, and the execution unit executes a mitigation operation that automatically reduces the degree of suppression of the acceleration due to the acceleration suppression operation.

[0017]

[0007] The control method according to the present invention is a control method for controlling the behavior of a saddle-ride type vehicle, in which an execution unit of a control device executes an acceleration suppression operation that suppresses acceleration of the saddle-ride type vehicle in order to suppress slippage of wheels of the saddle-ride type vehicle that occurs while the saddle-ride type vehicle is traveling, and the execution unit executes a mitigation operation that automatically reduces the degree of suppression of acceleration due to the acceleration suppression operation.

[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 executes an acceleration suppression operation that suppresses acceleration of the saddle-ride type vehicle in order to suppress wheel slippage of the saddle-ride type vehicle that occurs while the saddle-ride type vehicle is traveling, and the execution unit executes a mitigation operation that automatically reduces the degree to which acceleration is suppressed by the acceleration suppression operation. This makes it possible to prevent a situation in which the acceleration of the saddle-ride type vehicle is excessively suppressed by the acceleration suppression operation, thereby suppressing a deterioration in the driving feeling of the rider of the saddle-ride type vehicle.

[0020] [Brief explanation of the drawings]

[0021]

〇 0 0 9

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

[0023] [Fig. 2] A diagram for explaining the lean angle of the saddle-ride type vehicle according to the embodiment of the present invention. [Fig. 3] A diagram for explaining the slide angle of the saddle-ride type vehicle according to the embodiment of the present invention.

[0024] [Figure 4] A block diagram showing an example of the functional configuration of a control device according to an embodiment of the present invention.

[0025] [Figure 5] A flowchart showing an example of the processing flow performed by a control device according to an embodiment of the present invention.

[0026] [Figure 6] A figure showing a first example of the transition of the suppression level in the acceleration suppression operation in an embodiment of the present invention.

[0027] [Figure ?] A figure showing a second example of the transition of the suppression level in the acceleration suppression operation according to an embodiment of the present invention.

[0028] DETAILED DESCRIPTION OF THE INVENTION

[0029]

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

[0030]

[0011] Although the following describes a control device used for a two-wheeled motorcycle (see saddle-ride vehicle 1 in Fig. 1), the vehicle controlled by the control device of the present invention may be a saddle-ride vehicle other than a two-wheeled motorcycle. A saddle-ride vehicle is a vehicle on which a rider straddles. Examples of saddle-ride vehicles include motorcycles (motorcycles and motor tricycles) and bicycles. Motorcycles include vehicles powered by engines and vehicles powered by electric motors. Examples of motorcycles include motorcycles, scooters, and electric scooters. A bicycle is a vehicle that can be propelled down the road by the rider's pedaling force applied to the pedals. Bicycles include standard bicycles, electrically assisted bicycles, and electric bicycles.

[0031]

[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.

[0032]

[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 using an electrical signal (so-called brake-by-wire) may also be used as the control unit for the braking force acting on the wheel.

[0033]

[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.

[0034]

[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.

[0035] [ 0 0 1 6 ]

[0036] <Configuration of saddle-ride type vehicle> The configuration of a saddle-ride type vehicle 1 according to an embodiment of the present invention will be described with reference to Figs. 1 to 4.

[0037]

[0017] Fig. 1 is a schematic diagram showing the general configuration of a saddle-ride type vehicle 1. The saddle-ride type vehicle 1 is a two-wheeled motorcycle that corresponds to an example of a saddle-ride type vehicle according to the present invention. As shown in Fig. 1, the saddle-ride type vehicle 1 includes a front wheel 2, a rear wheel 3, an engine 11, a hydraulic control unit 12, an inertial measurement unit (IMU) 13, a front wheel speed sensor 14, a rear wheel speed sensor 15, an input device 16, and a control unit (ECU) 20.

[0038]

[0018] The engine 11 is an example of a drive source for the saddle-ride type vehicle 1 and is capable of outputting power to drive drive wheels (specifically, the rear wheels 3). 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 the mixture is ignited by the ignition plug and burns. This causes a piston provided in the cylinder to reciprocate, causing the crankshaft to rotate. 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 degree of the throttle valve.

[0039]

[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 the master cylinder and the wheel cylinders, and includes components (e.g., a control valve and a pump) for controlling the brake hydraulic pressure of the wheel cylinders. 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 wheels 2 and the rear wheels 3, or may control only the braking force acting on one of the front wheels 2 and the rear wheels 3.

[0040]

[0020] The inertial measurement unit 13 is equipped with a three-axis gyro sensor and a three-directional acceleration sensor, and detects the attitude of the saddle-ride type vehicle 1. The inertial measurement unit 13 is provided, for example, on the body of the saddle-ride type vehicle 1. The inertial measurement unit 13 may be equipped with only a part of the three-axis gyro sensor and the three-directional acceleration sensor.

[0041]

[0021] For example, the inertial measurement unit 13 detects the lean angle of the saddle-ride type vehicle 1 and outputs the detection result. The inertial measurement unit 13 may also detect other physical quantities that can be substantially converted into the lean angle of the saddle-ride type vehicle 1. FIG. 2 is a diagram for explaining the lean angle of the saddle-ride type vehicle 1. The lean angle corresponds to the angle O1 shown in FIG. 2 (that is, the angle representing the inclination in the roll direction of the body (specifically, the trunk) of the saddle-ride type vehicle 1 relative to the vertically upward direction D1).

[0042]

[0022] Also, for example, the inertial measurement unit 13 detects the slide angle of the saddle-ride type vehicle 1 and outputs the detection result. The inertial measurement unit 13 may also detect other physical quantities that can be substantially converted into the slide angle of the saddle-ride type vehicle 1. FIG. 3 is a diagram for explaining the slide angle of the saddle-ride type vehicle 1. The slide angle corresponds to angle O2 shown in FIG. 3 (that is, the angle representing the inclination of the rear wheel 3 with respect to the direction of travel D2 of the saddle-ride type vehicle 1). When a tail slide occurs, in which the body of the saddle-ride type vehicle 1 skids sideways, the slide angle (angle O2 in FIG. 3) increases. The inertial measurement unit 13 can detect the sliding angle of the saddle-ride type vehicle 1, for example, by determining the direction of travel D2 of the saddle-ride type vehicle 1 and the posture of the saddle-ride type vehicle 1 based on the detection results of each sensor of the inertial measurement unit 13.

[0043]

[0023] The front wheel speed sensor 14 is a wheel speed sensor that detects the wheel speed of the front wheel 2 (for example, the number of rotations per unit time [rpm] of the front wheel 2 or the distance traveled per unit time [km / h], etc.) and outputs the detection result. The front wheel speed sensor 14 may also detect other physical quantities that can be substantially converted into the wheel speed of the front wheel 2. The front wheel speed sensor 14 is provided on the front wheel 2.

[0044]

[0024] The rear wheel speed sensor 15 is a wheel speed sensor that detects the wheel speed of the rear wheel 3 (for example, the number of rotations per unit time [rpm] of the rear wheel 3 or the distance traveled per unit time [km / h], etc.) and outputs the detection result. The rear wheel speed sensor 15 may also detect other physical quantities that can be substantially converted into the wheel speed of the rear wheel 3. The rear wheel speed sensor 15 is provided on the rear wheel 3.

[0045]

[0025] The input device 16 accepts various operations by the rider. The input device 16 includes, for example, push buttons provided on the handlebars and used for rider operation. Information regarding the rider's operation using the input device 16 is output to the control device 20.

[0046]

[0026] The control device 20 controls the behavior of the saddle-ride type vehicle 1. For example, part or all of the control device 20 is configured with a microcomputer, a microprocessor unit, or the like. Also, for example, part or all of the control device 20 may be configured with updatable firmware, or may be a program module executed by commands from a CPU, or the like. The control device 20 may be, for example, a single device, or may be divided into multiple devices.

[0047]

[0027] Fig. 4 is a block diagram showing an example of the functional configuration of the control device 20. As shown in Fig. 4, 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 saddle-ride type vehicle 1.

[0048]

[0028] The acquisition unit 21 acquires information from each device of the saddle-ride type vehicle 1 and outputs it to the execution unit 22. For example, the acquisition unit 21 acquires information from the inertial measurement unit 13, the front wheel speed sensor 14, the rear wheel speed sensor 15, and the input device 16. In this specification, the acquisition of information may include the extraction or generation of information (for example, calculation), etc.

[0049]

[0029] The execution unit 22 executes various controls by controlling the operation of each device of the saddle-ride type vehicle 1. For example, the execution unit 22 controls the operation of the engine 11 and the hydraulic control unit 12.

[0050]

[0030] Here, the execution unit 22 can execute an acceleration suppression operation that suppresses acceleration of the saddle-ride type vehicle 1 in order to suppress slippage (i.e., spinning) of the wheels (specifically, the rear wheels 3, which are the drive wheels) of the saddle-ride type vehicle 1 that occurs while the saddle-ride type vehicle 1 is traveling. Specifically, the execution unit 22 can execute a first acceleration suppression operation and a second acceleration suppression operation as the acceleration suppression operation.

[0051]

[0031] The first acceleration suppression operation is executed to prevent the rear wheel 3 from slipping while the saddle-ride type vehicle 1 is traveling. In the first acceleration suppression operation, the execution unit 22 controls the increasing speed of the driving force acting on the saddle-ride type vehicle 1 so that it is equal to or less than an upper limit increasing speed.

[0052]

[0032] The increase rate of the driving force means the increase amount of the driving force per unit time. In other words, the increase rate of the driving force means the rate of increase over time of the driving force. The upper limit increase rate is set, for example, to a value large enough to prevent the rear wheel 3 from slipping. The execution unit 22 basically controls the engine 11 so that the requested driving force, which is the driving force requested by the rider, acts on the saddle-riding type vehicle 1. For example, the execution unit 22 specifies a larger value as the requested driving force as the rider operates the accelerator pedal more. Here, if the increase rate of the requested driving force exceeds the upper limit increase rate, the execution unit 22 controls the engine 11 so that the increase rate of the driving force acting on the saddle-riding type vehicle 1 becomes the upper limit increase rate. This suppresses a sudden increase in the driving force and prevents the rear wheel 3 from slipping.

[0053]

[0033] The second acceleration suppression operation is executed to suppress slippage of the rear wheel 3 when slippage actually occurs while the saddle-ride type vehicle 1 is traveling. In the second acceleration suppression operation, the execution unit 22 controls the driving force acting on the saddle-ride type vehicle 1 so that the degree of slippage of the rear wheel 3 becomes the target degree of slippage.

[0054]

[0034] The degree of slippage is an index showing the degree to which the rear wheels 3 are slipping on the road surface, and can be expressed, for example, by a value obtained by dividing the difference between the vehicle speed of the saddle-riding type vehicle 1 and the wheel speed of the rear wheels 3 by the vehicle speed. The acquisition unit 21 can acquire the vehicle speed of the saddle-riding type vehicle 1 based on the detection results of the front wheel speed sensor 14 and the rear wheel speed sensor 15, for example. The target degree of slippage is set to a low degree that suppresses slippage of the rear wheels 3, for example. For example, when the degree of slippage of the rear wheels 3 exceeds the target degree of slippage, the execution unit 22 controls the engine 11 to reduce the driving force acting on the saddle-riding type vehicle 1. This reduces the degree of slippage of the rear wheels 3, and the slippage of the rear wheels 3 is suppressed.

[0055]

[0035] As explained above, the acceleration suppression operation may include not only the second acceleration suppression operation that is executed to mitigate slippage of the rear wheel 3 when slippage actually occurs while the saddle-ride type vehicle 1 is traveling, but also the first acceleration suppression operation that is executed to prevent slippage from occurring when slippage of the rear wheel 3 is not occurring while the saddle-ride type vehicle 1 is traveling.

[0056]

[0036] <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. 5 to 7.

[0057] As described above, the execution unit 22 of the control device 20 can execute an acceleration suppression operation to suppress acceleration of the saddle-ride type vehicle 1 in order to suppress slippage of the rear wheel 3 that occurs while the saddle-ride type vehicle 1 is traveling. Here, the acceleration suppression operation may excessively suppress the acceleration of the saddle-ride type vehicle 1, which may deteriorate the driving feeling of the rider of the saddle-ride type vehicle 1. Therefore, in this embodiment, the execution unit 22 of the control device 20 executes a mitigation operation to automatically reduce the degree of acceleration suppression by the acceleration suppression operation, thereby suppressing deterioration in the driving feeling of the rider of the saddle-ride type vehicle 1. An example of processing performed by such a control device 20 will be described below.

[0058]

[0038] Fig. 5 is a flowchart showing an example of the flow of processing performed by the control device 20. Step S101 in Fig. 5 corresponds to the start of the control flow shown in Fig. 5. The control flow shown in Fig. 5 is started, for example, when the acceleration suppression operation is enabled.

[0059]

[0039] In the following, the degree of acceleration suppression by the acceleration suppression operation will be explained by expressing it as a numerical value called the suppression level. The execution unit 22 can change the degree of acceleration suppression by the acceleration suppression operation by changing the suppression level of the acceleration suppression operation.

[0060] For example, in the first acceleration suppression operation that controls the increasing rate of the driving force acting on the saddle riding type vehicle 1 so that it is equal to or lower than the upper limit increasing rate, the lower the upper limit increasing rate, the more the acceleration of the saddle riding type vehicle 1 is suppressed. In other words, the lower the upper limit increasing rate, the higher the degree of suppression of acceleration. Therefore, the execution unit 22 can lower the upper limit increasing rate and increase the degree of suppression of acceleration by increasing the suppression level. On the other hand, the execution unit 22 can raise the upper limit increasing rate and decrease the degree of suppression of acceleration by lowering the suppression level.

[0061]

[0041] Furthermore, for example, in the second acceleration suppression operation in which the driving force acting on the saddle-riding type vehicle 1 is controlled so that the degree of slip of the rear wheel 3 becomes the target degree of slip, the lower the target degree of slip, the stronger the suppression of acceleration of the saddle-riding type vehicle 1. In other words, the lower the target degree of slip, the higher the degree of suppression of acceleration. Therefore, by increasing the suppression level, the execution unit 22 can lower the target degree of slip and increase the degree of suppression of acceleration. On the other hand, by decreasing the suppression level, the execution unit 22 can increase the target degree of slip and decrease the degree of suppression of acceleration.

[0062]

[0042] When the control flow shown in FIG. 5 starts, in step S102, the execution unit 22 determines a reference suppression level for the acceleration suppression operation based on manual setting information by the rider of the saddle-ride type vehicle 1.

[0063]

[0043] The execution unit 22 basically sets the suppression level of the acceleration suppression operation to a reference suppression level and executes the acceleration suppression operation. However, as will be described later, the execution unit 22 can lower the suppression level of the acceleration suppression operation relative to the reference suppression level by executing a mitigation operation. The manual setting information is information related to manual setting of the suppression level by the rider of the saddle riding type vehicle 1. The rider can input the manual setting information to the control device 20 by, for example, performing an operation using the input device 16. Therefore, the rider can manually change the reference suppression level. For example, the manual setting information may be information that directly indicates the reference suppression level desired by the rider, or may be information that indicates that the reference suppression level should be increased or decreased relative to the current reference suppression level.

[0064]

[0044] After step S102, in step S103, the execution unit 22 determines the mitigation level of the mitigation operation that automatically mitigates the degree of acceleration suppression by the acceleration suppression operation.

[0065]

[0045] The mitigation level is a level that numerically expresses the degree to which the suppression of acceleration by the acceleration suppression operation is mitigated by the mitigation operation. Specifically, the mitigation level is a level that indicates how much the suppression level of the acceleration suppression operation is reduced in the mitigation operation. The higher the mitigation level, the greater the reduction in the suppression level of the acceleration suppression operation in the mitigation operation. On the other hand, the lower the mitigation level, the smaller the reduction in the suppression level of the acceleration suppression operation in the mitigation operation.

[0066]

[0046] In the following, an example will be described in which the mitigation level takes a value within a numerical range of 0 or more and 1 or less. In other words, the closer the mitigation level is to 1, the greater the reduction in the suppression level of the acceleration suppression operation in the mitigation operation. On the other hand, the closer the mitigation level is to 0, the smaller the reduction in the suppression level of the acceleration suppression operation in the mitigation operation. Note that when the mitigation level is 0, the process of reducing the suppression level of the acceleration suppression operation is not performed. In other words, the execution unit 22 performs the mitigation operation when the mitigation level is greater than 0, but does not perform the mitigation operation when the mitigation level is 0.

[0067]

[0047] Here, the execution unit 22 determines the relaxation level based on various information. Below, we will explain examples of information used to determine the relaxation level.

[0068]

[0048] The execution unit 22 may determine the mitigation level based on, for example, acceleration intention information. The acceleration intention information is information regarding the rider's intention to accelerate the saddle-ride type vehicle 1. The acceleration intention means, for example, the rider's intention as to how much acceleration the rider wants the saddle-ride type vehicle 1 to accelerate.

[0069] For example, the execution unit 22 may determine the mitigation level using required driving force information related to the driving force required by the rider (i.e., required driving force) as acceleration intention information. The required driving force information may be, for example, information that directly indicates the required driving force itself, or other information that can be substantially converted into the required driving force. For example, the greater the required driving force, the more it can be determined that the rider intends to accelerate the saddle riding type vehicle 1 at a high acceleration. If the rider intends to accelerate the saddle riding type vehicle 1 at a high acceleration, the driving feeling of the rider of the saddle riding type vehicle 1 is likely to deteriorate as the acceleration of the saddle riding type vehicle 1 is suppressed by the acceleration suppression operation. Therefore, for example, the execution unit 22 sets a higher mitigation level as the required driving force is greater.

[0070] The acceleration intention information may be information other than the required driving force information. For example, the acceleration intention information may be information related to the gear position of the transmission of the saddle riding type vehicle 1. For example, it can be determined that the lower the gear position, the more the rider intends to accelerate the saddle riding type vehicle 1 at a high acceleration.

[0071]

[0051] The execution unit 22 may also determine the mitigation level based on, for example, driving state information. The driving state information is information related to the driving state of the saddle-ride type vehicle 1. The driving state information is used, for example, to estimate the driving stability of the saddle-ride type vehicle 1.

[0072] For example, the execution unit 22 may determine the mitigation level using slip state information related to the slip state of the wheels (specifically, the rear wheels 3) as the driving state information. The slip state information may be, for example, information that directly indicates the degree of slip of the rear wheels 3, or other information that can be substantially converted into the degree of slip. For example, the lower the degree of slip of the rear wheels 3, the higher the driving stability of the saddle-ride type vehicle 1 can be determined to be. If the driving stability of the saddle-ride type vehicle 1 is high, there is less need to improve safety by suppressing the acceleration of the saddle-ride type vehicle 1 through acceleration suppression operation. Therefore, for example, the lower the degree of slip of the rear wheels 3, the higher the mitigation level the execution unit 22 sets.

[0073] For example, the execution unit 22 may determine the mitigation level using turning state information related to the turning state of the saddle-ride type vehicle 1 as the driving state information. The turning state information includes, for example, the lean angle information of the saddle-ride type vehicle 1 described with reference to FIG. 2. The acquisition unit 21 can acquire the lean angle information of the saddle-ride type vehicle 1 from, for example, the inertial measurement unit 13. For example, it can be determined that the smaller the lean angle, the higher the driving stability of the saddle-ride type vehicle 1. As described above, when the driving stability of the saddle-ride type vehicle 1 is high, there is less need to improve safety by suppressing the acceleration of the saddle-ride type vehicle 1 through acceleration suppression operation. Therefore, for example, the smaller the lean angle, the higher the mitigation level set by the execution unit 22.

[0074]

[0054] The turning state information may be information other than information about the lean angle of the saddle-ride type vehicle 1. For example, the turning state information may be information about the yaw rate of the saddle-ride type vehicle 1, information about the lateral acceleration of the saddle-ride type vehicle 1, information about the steering angle of the saddle-ride type vehicle 1, or map information. The acquisition unit 21 may be provided in the saddle-ride type vehicle 1 and may identify the turning state of the saddle-ride type vehicle 1 by performing image processing on an image captured by a camera that captures an image of the periphery of the saddle-ride type vehicle 1. Information identified in this way using an image captured by a camera may also correspond to an example of turning state information.

[0075] For example, the execution unit 22 may determine the mitigation level using tail slide state information related to the tail slide state of the saddle riding type vehicle 1 as the driving state information. The tail slide state information includes, for example, information on the slide angle of the saddle riding type vehicle 1 described with reference to FIG. 3. The acquisition unit 21 can acquire information on the slide angle of the saddle riding type vehicle 1 from, for example, the inertial measurement unit 13. For example, it can be determined that the smaller the slide angle, the higher the driving stability of the saddle riding type vehicle 1. As described above, when the driving stability of the saddle riding type vehicle 1 is high, there is less need to improve safety by suppressing the acceleration of the saddle riding type vehicle 1 through acceleration suppression operation. Therefore, for example, the smaller the slide angle, the higher the mitigation level set by the execution unit 22.

[0076]

[0056] The above describes examples of information that can be used in determining the mitigation level. Here, the execution unit 22 may determine the mitigation level using all of the information described above, or may determine the mitigation level using any part of the information described above. For example, the execution unit 22 may determine the mitigation level by comprehensively considering required driving force information, slip state information (e.g., information on the degree of slip of the rear wheels 3), turning state information (e.g., information on the lean angle of the saddle-riding type vehicle 1), and tail slide state information (e.g., information on the slide angle of the saddle-riding type vehicle 1). Note that when determining the mitigation level using multiple pieces of information, the weights of the pieces of information in determining the mitigation level may be different from each other. However, the execution unit 22 may determine the relaxation level using information other than the information described above in addition to or instead of the information described above.

[0077]

[0057] After step S!03, in step S104, the execution unit 22 determines whether the relaxation level determined in step S103 is greater than 0.

[0078]

[0058] If it is determined that the relaxation level is greater than O (step S!O4 / YES), proceed to step S105. Then, in step S105, the execution unit 22 executes the relaxation operation at the relaxation level determined in step S103, and returns to step S102. On the other hand, if it is determined that the relaxation level is O (step S!O4 / NO), the relaxation operation is not executed, and returns to step S!O2.

[0079]

[0059] Below, with reference to Figures 6 and 7, an example of the transition of the suppression level during acceleration suppression operation will be explained.

[0080]

[0060] Figure 6 is a diagram showing a first example of the transition of the suppression level in the acceleration suppression operation. In Figure 6, the horizontal axis represents time and the vertical axis represents the suppression level, showing the transition of the suppression level. Also in Figure 6, the reference suppression level is shown by the dashed line L1, and the suppression level actually used in the acceleration suppression operation is shown by the solid line L2. In addition, in Figure 6, the transition of the relaxation level of the relaxation operation is shown by the dashed line LS. In the example of Figure 6, level LVa and level LVb are shown as examples of suppression level values, and level LV is lower than level LVa.

[0081]

[0061] In the example of Figure 6, before time T11, the mitigation level of the mitigation operation is O, as shown by the dashed line LS. Therefore, before time T11, the mitigation operation is not performed, and the suppression level of the acceleration suppression operation is level LVa, which is the reference suppression level (i.e., the suppression degree determined based on the manual setting information) shown by the dashed line L1. Then, at time T11, as shown by the dashed line LS, the mitigation level of the mitigation operation increases from O to a value greater than O. Therefore, after time T11, the mitigation operation is performed, and the suppression level shown by the solid line L2 decreases relative to the reference suppression level shown by the dashed line L1 to level LVb. In this way, the execution unit 22 automatically relaxes the suppression degree (i.e., the suppression level) determined based on the manual setting information during the relaxation operation. After that, at time T12 and thereafter, the suppression level returns to the reference suppression level, and the relaxation operation ends.

[0082] As described above, the execution unit 22 can change the suppression degree based on manual setting information by the rider of the saddle riding type vehicle 1. For example, if, at time T11, manual setting information indicating that the reference suppression level is to be lowered is input to the control device 20 even though the suppression reduction operation is not performed, the execution unit 22 lowers the reference suppression level and the suppression level actually used, as shown by the two-dot chain line L3, from time T11 onwards. Here, from time T11 onwards, the rate of reduction in the suppression level indicated by the solid line L2 is faster than the rate of reduction in the suppression level indicated by the two-dot chain line L3. In this way, during the suppression reduction operation, the execution unit 22 lowers the suppression level at a rate of change that is faster than the rate of change of the suppression level when the suppression level is changed based on the manual setting information.

[0083]

[0063] As described above, the rider can manually change the reference suppression level. However, there are situations in which the rider finds the operation of manually changing the reference suppression level bothersome. For example, when driving on an unpaved road, the rider may find it bothersome to press a switch with the hands holding the handlebars. In such situations, the suppression level is automatically lowered by the relaxation operation, thereby reducing the effort required for the rider to perform the operation.

[0084]

[0064] Furthermore, as described above, the rate at which the suppression level changes based on the manual setting information is set low. This is because if the suppression level changes suddenly, the behavior of the saddle-riding type vehicle 1 will change suddenly to an extent that exceeds the rider's expectations, reducing safety. On the other hand, the mitigation operation is performed when the rider intends to accelerate the saddle-riding type vehicle 1 at a high acceleration rate and when the riding stability of the saddle-riding type vehicle 1 is high. Therefore, even if the rate at which the suppression level changes is made fast, the above problem is unlikely to occur.

[0085]

[0065] Figure 7 is a diagram showing a second example of the transition of the suppression level in the acceleration suppression operation. In Figure 7, as in Figure 6, the horizontal axis represents time and the vertical axis represents the suppression level, showing the transition of the suppression level. Also, in Figure 7, as in Figure 6, the reference suppression level is shown by the dashed line L1, and the suppression level actually used in the acceleration suppression operation is shown by the solid line L2. In addition, in Figure 7, as in Figure 6, the transition of the relaxation level of the relaxation operation is shown by the dashed line LS. Note that in the example of Figure 7, level LVc, level LVd, level LVe, and level LVf are shown as examples of suppression level values, with level LVc, level LVd, level LVe, and level LVf decreasing in this order.

[0086]

[0066] In the example of Figure 7, before time T21, the mitigation level of the mitigation operation is O, as shown by the dashed line LS. Therefore, before time T21, the mitigation operation is not performed, and the suppression level of the acceleration suppression operation is level LVc, which is the reference suppression level (i.e., the suppression degree determined based on the manual setting information) shown by the dashed line L1. Then, at time T21, as shown by the dashed line LS, the mitigation level of the mitigation operation increases from O to a value greater than O. Therefore, after time T21, the mitigation operation is performed, and the suppression level shown by the solid line L2 decreases relative to the reference suppression level shown by the dashed line L1 to level LVe.

[0087]

[0067] In the example of Fig. 7, thereafter, at time T22 during the mitigation operation, manual setting information indicating that the reference inhibition level is to be lowered is input to the control device 20. From time T22 onwards, the reference inhibition level is lowered to level LVd, as indicated by the dashed-dotted line L1. Specifically, from time T22 to time T23, the execution unit 22 lowers the reference inhibition level at a slow rate similar to the rate of reduction of the inhibition level indicated by the dashed-two-dot line L3 in the example of Fig. 6 described above. Here, from time T22 to time T23, the execution unit 22 lowers the inhibition level indicated by the solid line L2 to level LVf at the same rate as the reduction rate of the reference inhibition level. In this way, the execution unit 22 further changes the suppression level based on the manual setting information while the mitigation operation is being performed. This allows the rider to manually change the suppression level even while the mitigation operation is being performed. After that, at time T24 or later, the suppression level returns to the reference suppression level, and the mitigation operation ends.

[0088]

[0068] In the above, examples of the processing performed by the control device 20 have been described with reference to Figs. 5 to 7. However, the processing performed by the control device 20 may be modified from the processing examples described above.

[0089]

[0069] For example, in the above example, the execution unit 22 determines the mitigation level of the mitigation operation based on various information and executes the mitigation operation at the determined mitigation level. However, the execution unit 22 may also determine whether to execute the mitigation operation based on various information, and execute the mitigation operation at a predetermined mitigation level if it is determined that the mitigation operation should be executed. For example, the execution unit 22 executes the mitigation operation when the following conditions are met: the required driving force is greater than a reference value, the degree of slip of the rear wheels 3 is less than a reference value, the lean angle of the saddle-riding type vehicle 1 is less than a reference value, and the slide angle of the saddle-riding type vehicle 1 is less than a reference value. However, if the above conditions are not met, the execution unit 22 does not have to execute the mitigation operation. The above-mentioned reference values ​​are set so as to appropriately determine, for example, whether the rider intends to accelerate the saddle-ride type vehicle 1 at a high acceleration rate and whether the saddle-ride type vehicle 1 is in a state of high riding stability.

[0090]

[0070] In the above example, for example, the execution unit 22 changes the suppression degree (the relaxation level in the above example) based on the manual setting information by the rider of the saddle-ride type vehicle 1, and in the relaxation operation, the execution unit 22 automatically relaxes the suppression degree determined based on the manual setting information. However, the rider may not be able to manually change the suppression degree. In that case, for example, the reference suppression level may be fixed to a preset value, and the execution unit 22 may lower the suppression level relative to such a reference suppression level in the relaxation operation.

[0091]

[0071] In the above example, the upper limit of the increase speed and the target slip degree are listed as parameters that change depending on the suppression level of the acceleration suppression operation. However, the above parameters may be parameters other than the upper limit of the increase speed and the target slip degree (for example, a gain in feedback control of the slip degree).

[0092]

[0072] <Effects of the control device> The effects of the control device 20 according to the embodiment of the present invention will be described.

[0093]

[0073] The control device 20 includes an execution unit 22 that executes an acceleration suppression operation to suppress acceleration of the saddle-ride type vehicle 1 in order to suppress slippage of the wheels (in the above example, the rear wheel 3) of the saddle-ride type vehicle 1 that occurs while the saddle-ride type vehicle 1 is traveling, and the execution unit 22 executes a mitigation operation to automatically reduce the degree of acceleration suppression (in the above example, the suppression level) caused by the acceleration suppression operation. This makes it possible to prevent a situation in which the acceleration of the saddle-ride type vehicle 1 is excessively suppressed by the acceleration suppression operation, thereby preventing a deterioration in the driving feeling of the rider of the saddle-ride type vehicle 1.

[0094] Preferably, in the control device 20, the execution unit 22 executes the mitigation operation based on acceleration intention information, which is information about the rider of the saddle-ride type vehicle 1's intention to accelerate. This makes it possible to appropriately change the degree to which the acceleration suppression by the acceleration suppression operation is mitigated by the mitigation operation (in the above example, the mitigation level), or whether or not the mitigation operation is executed, taking into account the rider's intention to accelerate. For example, in a situation where the rider intends to accelerate the saddle-ride type vehicle 1 at a high acceleration, the mitigation level can be increased. Therefore, it is possible to more appropriately suppress deterioration in the driving feeling of the rider of the saddle-ride type vehicle 1.

[0095] Preferably, in the control device 20, the acceleration intention information includes required driving force information regarding the driving force required by the rider. This makes it possible to appropriately change the degree to which the acceleration suppression by the acceleration suppression operation is mitigated by the mitigation operation (the mitigation level in the above example), or whether or not to execute the mitigation operation, taking into account the rider's intention to accelerate.

[0096]

[0076] Preferably, in the control device 20, the execution unit 22 executes the mitigation operation based on driving state information, which is information related to the driving state of the saddle-ride type vehicle 1. This makes it possible to appropriately change the degree to which the acceleration suppression degree due to the acceleration suppression operation is mitigated by the mitigation operation (the mitigation level in the above example), or whether or not the mitigation operation is executed, taking into account the driving state of the saddle-ride type vehicle 1. For example, the mitigation level can be set high when the driving stability of the saddle-ride type vehicle 1 is high. This makes it possible to more appropriately suppress deterioration in the driving feel of the rider of the saddle-ride type vehicle 1.

[0097] Preferably, in the control device 20, the running state information includes slip state information relating to the slip state of the wheels (in the above example, the rear wheels 3). This makes it possible to appropriately change the degree to which the acceleration suppression by the acceleration suppression operation is mitigated by the mitigation operation (the mitigation level in the above example), or whether or not to execute the mitigation operation, taking into account the running state of the saddle riding type vehicle 1.

[0098]

[0078] Preferably, in the control device 20, the traveling state information includes turning state information relating to the turning state of the saddle riding type vehicle 1. This makes it possible to appropriately change the degree to which the acceleration suppression degree due to the acceleration suppression operation is mitigated by the mitigation operation (the mitigation level in the above example), or whether or not to execute the mitigation operation, taking into account the traveling state of the saddle riding type vehicle 1.

[0099] Preferably, in the control device 20, the traveling state information includes tail slide state information relating to the tail slide state of the saddle type vehicle 1. This makes it possible to appropriately change the degree to which the acceleration suppression degree due to the acceleration suppression operation is mitigated by the mitigation operation (the mitigation level in the above example), or whether or not to execute the mitigation operation, taking into account the traveling state of the saddle type vehicle 1.

[0100]

[0080] Preferably, in the control device 20, the execution unit 22 changes the suppression degree (in the above example, the suppression level) based on manual setting information by the rider of the saddle riding type vehicle 1, and automatically relaxes the suppression degree determined based on the manual setting information in the relaxation operation. This allows the rider to manually change the suppression degree, and the relaxation operation can suppress a deterioration in the rider's driving feeling. Furthermore, the automatic reduction in the suppression degree in the relaxation operation can reduce the effort required for the rider to operate the vehicle.

[0101]

[0081] Preferably, in the control device 20, the execution unit 22 relaxes the suppression degree in the mitigation operation at a rate of change faster than the rate of change of the suppression degree when the suppression degree (in the above example, the suppression level) is changed based on the manual setting information. This makes it possible to quickly change the suppression degree in the mitigation operation, in which increasing the rate of change of the suppression degree has little impact on safety.

[0102]

[0082] Preferably, in the control device 20, the execution unit 22 further changes the suppression degree (in the above example, the suppression level) based on the manual setting information while the mitigation operation is being performed. This allows the rider to manually change the suppression degree even while the mitigation operation is being performed.

[0103]

[0083] Preferably, in the control device 20, the acceleration suppression operation includes a first acceleration suppression operation that controls the increasing speed of the driving force acting on the saddle riding type vehicle 1 to be equal to or less than an upper limit increasing speed. This makes it possible to suppress a situation in which the acceleration of the saddle riding type vehicle 1 is excessively suppressed by the first acceleration suppression operation, and therefore to suppress a deterioration in the driving feeling of the rider of the saddle riding type vehicle 1 caused by the first acceleration suppression operation.

[0104] Preferably, in the control device 20, the acceleration suppression operation includes a second acceleration suppression operation that controls the driving force acting on the saddle-ride type vehicle 1 so that the degree of slip of the wheel (in the above example, the rear wheel 3) becomes a target degree of slip. This makes it possible to suppress a situation in which the acceleration of the saddle-ride type vehicle 1 is excessively suppressed by the second acceleration suppression operation, and therefore to suppress a deterioration in the driving feeling of the rider of the saddle-ride type vehicle 1 due to the second acceleration suppression operation.

[0105]

[0085] The execution unit 22 may execute the above-mentioned mitigation operation in both the first acceleration suppression operation and the second acceleration suppression operation of the acceleration suppression operation, or may execute the above-mentioned mitigation operation in only one of the first acceleration suppression operation and the second acceleration suppression operation.

[0106]

[0086] The present invention is not limited to the description of the embodiments. For example, only a part of the embodiments may be implemented.

[0107] [Explanation of symbols]

[0108] [ 0 0 8 7 ]

[0109] 1 saddle-ride type vehicle, 2 front wheel, 3 rear wheel, 1 1 engine, 1 2 hydraulic control unit,

[0110] 13 Inertial measurement unit, 14 Front wheel speed sensor, 15 Rear wheel speed sensor, 16 Input device, 20 Control device, 21 Acquisition unit, 22 Execution unit, D1 Vertical upward direction, D2 Direction of travel, L! Dash line, L2 Solid line, L3 Dash line, Time T11, Time T12, Time T21, Time T22, Time T23, Time T24, 61 Angle, 62 Angle.

Claims

[Document name] Scope of claims

1. A control device (20) for controlling a behavior of a saddle-ride type vehicle (1), comprising an execution unit (22) that executes an acceleration suppression operation for suppressing acceleration of the saddle-ride type vehicle (1) in order to suppress slip of a wheel (3) of the saddle-ride type vehicle (1) that occurs while the saddle-ride type vehicle (1) is traveling, wherein the execution unit (22) executes a mitigation operation for automatically mitigating a degree of suppression of the acceleration by the acceleration suppression operation.

2. The control device according to claim 1, wherein the execution unit (22) executes the mitigation operation based on acceleration intention information which is information regarding an intention of a rider of the saddle riding type vehicle (1) to accelerate.

3. The control device as described in claim 2, wherein the acceleration intention information includes required driving force information regarding the driving force required by the rider.

4. The control device according to claim 1, wherein the execution unit (22) executes the mitigation operation based on running state information which is information relating to a running state of the saddle riding type vehicle (1).

5. The control device according to claim 4, wherein the driving condition information includes slip condition information relating to a slip condition of the wheels (3).

6. The control device according to claim 4, wherein the driving state information includes turning state information related to a turning state of the saddle type vehicle (1).

7. The control device according to claim 4, wherein the driving state information includes tail slide state information relating to a tail slide state of the saddle type vehicle (1).

8. The control device according to claim 1, wherein the execution unit (22) changes the suppression degree based on manual setting information by a rider of the saddle riding type vehicle (1), and automatically relaxes the suppression degree determined based on the manual setting information in the relaxation operation.

9. The control device according to claim 8, wherein the execution unit (22) relaxes the suppression degree at a rate of change faster than a rate of change of the suppression degree when the suppression degree is changed based on the manual setting information, in the mitigation operation. [Claim 1 ○] The control device described in claim 8, wherein the execution unit (22) further changes the degree of suppression based on the manual setting information while the mitigation operation is being performed. [Claim 1 1] The control device according to any one of claims 1 to 10, wherein the acceleration suppression operation includes a first acceleration suppression operation that controls an increasing speed of a driving force acting on the saddle type vehicle (1) to be equal to or lower than an upper limit increasing speed.

12. A control device as described in any one of claims 1 to 10, wherein the acceleration suppression operation includes a second acceleration suppression operation that controls the driving force acting on the saddle type vehicle (1) so that the degree of slip of the wheel (3) becomes a target degree of slip.

13. A control method for controlling a behavior of a saddle-ride type vehicle (1), comprising: an execution unit (22) of a control device (20) executes an acceleration suppression operation for suppressing acceleration of the saddle-ride type vehicle (1) in order to suppress slip of a wheel (3) of the saddle-ride type vehicle (1) that occurs while the saddle-ride type vehicle (1) is traveling; and the execution unit (22) executes a mitigation operation for automatically mitigating a degree of suppression of the acceleration by the acceleration suppression operation.

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