Control device and control method

Abstract

The present invention improves a rider's operability while preventing a feeling of strangeness from being given to the rider. In a control device (20) and a control method according to the present invention, an execution unit of the control device (20) executes a control mode in which a positional relationship adjustment operation is performed for adjusting the positional relationship between a saddle-riding type vehicle (1) and an object so as to achieve a target positional relationship. In order to bring the saddle-riding type vehicle (1) to stop during the execution of the positional relationship adjustment operation, a brake operation needs to be performed by the rider of the saddle-riding type vehicle (1). In the control mode, the execution unit executes an automatic start operation for automatically starting the saddle-riding type vehicle (1) that is being stopped.

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 improve operability for a rider while suppressing discomfort felt by the rider.

[0005] [Background technology]

[0006]

[002] Various technologies have been proposed to assist riders of saddle-ride vehicles such as motorcycles in 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 adjusts the positional relationship between the vehicle and an object so that it becomes a target positional relationship. It is conceivable that applying such a positional relationship adjustment operation to a saddle-ride type vehicle would assist the rider of the saddle-ride type vehicle in driving the vehicle. In a control mode in which the positional relationship adjustment operation is performed, it is conceivable to automatically control the behavior of the saddle-ride type vehicle when stopping and starting the saddle-ride type vehicle in order to improve the rider's operability. However, automatically controlling the behavior of a saddle-ride type vehicle can be a factor that causes the rider to feel uncomfortable. Therefore, it is desirable to improve the rider's operability while minimizing the rider's sense of discomfort.

[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 improve the rider's operability while suppressing any discomfort felt by the rider.

[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 a control mode in which a positional relationship adjustment operation is performed to adjust the positional relationship between the saddle-ride type vehicle and an object to a target positional relationship, and in order to bring the saddle-ride type vehicle to a stop while the positional relationship adjustment operation is being performed, a brake operation by the rider of the saddle-ride type vehicle is required, and in the control mode, the execution unit executes an automatic start operation that automatically starts the saddle-ride type vehicle from a stop.

[0017] [0 0 0 7] A 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 a control mode in which a positional relationship adjustment operation is performed to adjust the positional relationship between the saddle-ride type vehicle and an object to a target positional relationship, and in order to bring the saddle-ride type vehicle to a stop while the positional relationship adjustment operation is being performed, a brake operation by the rider of the saddle-ride type vehicle is required, and in the control mode, the execution unit executes an automatic start operation to automatically start the saddle-ride type vehicle from a stop.

[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 a control mode in which a positional relationship adjustment operation is performed to adjust the positional relationship between the saddle-ride type vehicle and an object to a target positional relationship. To bring the saddle-ride type vehicle to a stop while the positional relationship adjustment operation is being performed requires the rider of the saddle-ride type vehicle to apply the brakes. In the control mode, the execution unit executes an automatic start operation to automatically start the stopped saddle-ride type vehicle. This reduces the vehicle speed of the saddle-ride type vehicle and reduces the rider's discomfort caused by automatically controlling the behavior of the saddle-ride type vehicle during the process of stopping the saddle-ride type vehicle, which tends to cause the saddle-ride type vehicle's posture to become unstable. Furthermore, by executing the automatic start operation, the rider's operability can be improved during the process of starting the saddle-ride type vehicle. As described above, the rider's operability can be improved while reducing the rider's discomfort.

[0020] [Brief explanation of the drawings] In the above description, a control unit (specifically, hydraulic control unit 13 in FIG. 1 described below) is employed, and the control unit does not have a mechanism for increasing the pressure of the brake fluid in the wheel cylinder when the rider is not applying the brakes. However, the control unit may also be provided with the above mechanism.

[0021]

[0013] In the following description, a control unit that controls the pressure of the brake fluid (specifically, hydraulic control unit 13 in Figure 1, which will be described later) 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's 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.

[0022]

[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.

[0023]

[0015] In the following, descriptions of identical or similar parts are simplified or omitted as appropriate. In each drawing, identical or similar members or parts are indicated by symbols, and are omitted. Detailed structures are illustrated as appropriate by simplifying or simplifying the illustration, and the configuration of a saddle-ride type vehicle 1 according to an embodiment of the present invention is described.

[0015] FIG. 1 is a schematic diagram showing the general configuration of vehicle 1. Saddle-ride type vehicle 1 is a two-wheeled motorcycle that corresponds to one example of the present invention. As shown in FIG. 1, it has a front wheel 2 and a rear wheel 3. The saddle-ride type vehicle 1 also includes a drive source 1, a hydraulic pressure control unit 13, a display device 14, an input device 15, a peripheral front wheel speed sensor 17f, a rear wheel speed sensor 17r, an inertial measurement unit, a brake lamp 19, and a control device (ECU) 20. The rider assistance system 100 assists a rider of the saddle-ride type vehicle 1 in driving the vehicle. The rider assistance system 100 includes the above-mentioned components (specifically, 12, the hydraulic pressure control unit 13, the display device 14, the input device 15, the peripheral front wheel speed sensor 17f, the rear wheel speed sensor 17r, the inertial measurement unit 18, and the control device 20). The transmission 12 outputs a driving force that is transmitted to the rear wheels 3, which are the driving wheels of the riding vehicle 1. For example, an engine or an electric motor can be used. The power (specifically, rotational power) output from the driving source 11 is transmitted to the rear wheels 3, which rotate at a constant speed. For example, the input shaft of the transmission 12 is The transmission 12 is connected to the driving source 11 via an output shaft thereof. The output shaft of the transmission 12 is connected to the rear wheels 3, which are drive wheels. In this way, the rear wheels 3 are connected to the driving source 11 via the transmission 12. Therefore, the output (specifically, rotational power) of the driving source 11 is transmitted to the rear wheels 3 via the transmission 12. For example, the transmission 12 is an automatic transmission installed in an automatic vehicle. However, the transmission 12 may also be a manual transmission installed in a manual vehicle.

[0024]

[0021] The hydraulic pressure control unit 13 is a unit that controls the braking force acting on the wheels. For example, the hydraulic pressure control unit 13 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 in the wheel cylinders. Details of the brake system 10 including the hydraulic pressure control unit 13 will be described later.

[0025]

[0022] The display device 14 has a display function for visually displaying information. An example of the display device 14 is a liquid crystal display. The display device 14 is provided, for example, in front of the handlebars of the saddle-ride type vehicle 1. However, the arrangement of the display device 14 relative to the vehicle body is not particularly limited.

[0026]

[0023] The input device 15 accepts various operations by the rider. The input device 15 includes, for example, push buttons provided on the handlebars and used for rider operation. Information regarding the rider's operation using the input device 15 is output to the control device 20.

[0027]

[0024] The ambient environment sensor 16 detects ambient environment information relating to the environment around the saddle-ride type vehicle 1. Specifically, the ambient environment sensor 16 is provided at the front of the saddle-ride type vehicle 1 and detects ambient environment information ahead of the saddle-ride type vehicle 1. The ambient environment information detected by the ambient environment sensor 16 is output to the control device 20.

[0025] The ambient environment information detected by the ambient environment sensor 16 may be information relating to the distance or direction to an object located around the saddle-ride type vehicle 1 (for example, relative position, relative distance, relative speed, relative acceleration, etc.), or may be characteristics of the object located around the saddle-ride type vehicle 1 (for example, the type of object, the shape of the object itself, a mark attached to the object, etc.). The surrounding environment sensor 16 is, for example, a radar, a lidar sensor, an ultrasonic sensor, a camera, etc.

[0028]

[0026] 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.

[0029]

[0027] The front wheel speed sensor 17f is a wheel speed sensor that detects the wheel speed of the front wheel 2 (for example, the number of rotations per unit time of the front wheel 2 [rpm] or the distance traveled per unit time [km / h], etc.) and outputs the detection result. The front wheel speed sensor 17f 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 17f is provided on the front wheel 2.

[0030]

[0028] The rear wheel speed sensor 17r 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 17r 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 17r is provided on the rear wheel 3.

[0031]

[0029] The inertial measurement unit 18 is equipped with a three-axis gyro sensor and a three-directional acceleration sensor, and detects the attitude of the saddle-riding vehicle 1. The inertial measurement unit 18 is provided, for example, on the body of the saddle-riding vehicle 1. For example, the inertial measurement unit 18 detects the lean angle of the saddle-riding vehicle 1 and outputs the detection result. The inertial measurement unit 18 may also detect other physical quantities that can be substantially converted into the lean angle of the saddle-riding vehicle 1. The lean angle corresponds to an angle that represents the inclination in the roll direction of the body (specifically, the body) of the saddle-riding vehicle 1 relative to the vertically upward direction. The inertial measurement unit 18 may also be equipped with only a part of the three-axis gyro sensor and the three-directional acceleration sensor.

[0032]

[0030] The brake lamps 19 are lamps that light up in response to the brake operation by the rider of the saddle riding type vehicle 1. The brake lamps 19 are provided at the rear of the saddle riding type vehicle 1 to alert vehicles around the saddle riding type vehicle 1 (mainly vehicles located behind the saddle riding type vehicle 1). Drivers of vehicles around the saddle riding type vehicle 1 can recognize that the brakes are being applied on the saddle riding type vehicle 1 by looking at the brake lamps 19 that are lit.

[0033]

[0031] The control device 20 controls the behavior of the saddle-ride type vehicle 1. The control device 20 also controls the operation of the rider assistance system 100. For example, part or all of the control device 20 is 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. Details of the control device 20 will be described later.

[0034]

[0032] Fig. 2 is a schematic diagram showing the overall configuration of a brake system 10 of a saddle-ride type vehicle 1. As shown in Fig. 2, the brake system 10 includes a front wheel braking mechanism 31, a rear wheel braking mechanism 32, a first brake operating unit 41, and a second brake operating unit 42. The first brake operating unit 41 is, for example, a brake lever. The front wheel braking mechanism 31 brakes the front wheel 2 in conjunction with at least the first brake operating unit 41. The second brake operating unit 42 is, for example, a brake pedal. The rear wheel braking mechanism 32 brakes the rear wheel 3 in conjunction with at least the second brake operating unit 42. A portion of the front wheel braking mechanism 31 and a portion of the rear wheel braking mechanism 32 are included in the hydraulic control unit 13.

[0035]

[0033] Each of the front wheel braking mechanism 31 and the rear wheel braking mechanism 32 includes a master cylinder 51 incorporating a piston (not shown), a reservoir 52 attached to the master cylinder 51, a brake caliper 53 held on the body of the saddle-ride type vehicle 1 and having brake pads (not shown), a wheel cylinder 54 attached to the brake caliper 53, and brake fluid flow paths connecting the master cylinder 51 and the wheel cylinder 54, including a main flow path 55 for circulating the brake fluid from the master cylinder 51 to the wheel cylinder 54 and a sub-flow path 56 for discharging the brake fluid from the wheel cylinder 54.

[0036]

[0034] Main flow path 55 is provided with an inlet valve (EV) 61. Sub-flow path 56 bypasses the main flow path 55 between the wheel cylinder 54 side and the master cylinder 51 side of inlet valve 61. Sub-flow path 56 is provided with, from upstream to downstream, a release valve (AV) 62, an accumulator 63, and a pump 64. Hydraulic control unit 13 is also provided with a motor 65 that drives pump 64.

[0037]

[0035] The inlet valve 61 is, for example, a solenoid valve that opens when de-energized and closes when energized. The release valve 62 is, for example, a solenoid valve that closes when de-energized and opens when energized.

[0038]

[0036] The hydraulic control unit 13 includes components for controlling the pressure of brake fluid, including an inlet valve 61, a release valve 62, an accumulator 63, and a pump 64, a base 13a on which these components are provided and in which flow paths for forming a main flow path 55 and a sub-flow path 56 are formed, and a motor 65.

[0039]

[0037] The base 13 a may be formed of a single member or a plurality of members. When the base 13 a is formed of a plurality of members, each component may be provided separately in a different member.

[0040]

[0038] The operation of the above components of the hydraulic control unit 13 and the motor 65 is controlled by a control device 20. This controls the braking force generated on the front wheels 2 by the front wheel braking mechanism 31 and the braking force generated on the rear wheels 3 by the rear wheel braking mechanism 32.

[0041]

[0039] For example, in a normal state (i.e., a state in which antilock brake control, which will be described later, is not being executed), the control device 20 opens the inlet valve 61 and closes the release valve 62. When the first brake operating unit 41 is operated in this state, in the front wheel braking mechanism 31, the piston (not shown) of the master cylinder 51 is pressed, increasing the pressure of the brake fluid in the wheel cylinder 54, and the brake pad (not shown) of the brake caliper 53 is pressed against the rotor 2a of the front wheel 2, generating a braking force on the front wheel 2. Furthermore, when the second brake operating unit 42 is operated, in the rear wheel braking mechanism 32, the piston (not shown) of the master cylinder 51 is pressed, increasing the pressure of the brake fluid in the wheel cylinder 54, and the brake pad (not shown) of the brake caliper 53 is pressed against the rotor 3a of the rear wheel 3, generating a braking force on the rear wheel 3.

[0042] Antilock brake control is executed, for example, when a wheel (specifically, front wheel 2 or rear wheel 3) locks or there is a possibility of locking, and is a control that reduces the braking force applied to that wheel without the rider operating the brake operating unit. For example, when antilock brake control is being executed, control device 20 closes inlet valve 61 and opens release valve 62. In this state, control device 20 drives motor 65 to drive pump 64, thereby reducing the pressure of brake fluid in wheel cylinder 54 and reducing the braking force applied to the wheel.

[0043]

[0041] Although the brake system 10 has been described above with reference to Fig. 2, the example of Fig. 2 is merely an example, and the configuration of the brake system 10 is not limited to the example of Fig. 2. For example, the hydraulic control unit 13 may control only the braking force generated on one of the front wheels 2 and the rear wheels 3.

[0044]

[0042] Fig. 3 is a block diagram showing an example of the functional configuration of the control device 20. As shown in Fig. 3, the control device 20 includes, for example, an acquisition unit 21 and an execution unit 22. The control device 20 also communicates with each device of the saddle-ride type vehicle 1.

[0045]

[0043] 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 input device 15, the ambient environment sensor 16, the front wheel speed sensor 17f, the rear wheel speed sensor 17r, and the inertial measurement unit 18. In this specification, acquisition of information may include extraction or generation of information (for example, calculation), etc.

[0046]

[0044] 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 drive source 11, the transmission 12, the hydraulic control unit 13, the display device 14, and the brake lamp 19.

[0047]

[0045] Here, the execution unit 22 can execute a positional relationship adjustment operation. The positional relationship adjustment operation is an operation for adjusting the positional relationship between the saddle-ride type vehicle 1 and an object (for example, a target vehicle) so that it becomes a target positional relationship. Specifically, in the positional relationship adjustment operation, the execution unit 22 can adjust the positional relationship between the saddle-ride type vehicle 1 and an object so that it becomes a target positional relationship by automatically controlling the vehicle speed of the saddle-ride type vehicle 1. Note that, although the following mainly describes an example in which the above-mentioned object is a target vehicle, the above-mentioned object is not limited to a target vehicle and may be, for example, a traffic light or the like.

[0048]

[0046] 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 adjusts the positional relationship between the saddle riding type vehicle 1 and the object to a target positional relationship. For example, the positional relationship adjustment operation may be an operation in which the target positional relationship changes depending on the amount of accelerator operation by the rider.

[0049]

[0047] In adaptive cruise control, the execution unit 22 automatically controls the vehicle speed of the saddle-ride type vehicle 1 without relying on acceleration / deceleration operations (i.e., accelerator and brake operations) by the rider. The execution unit 22 can control the vehicle speed of the saddle-ride type vehicle 1 based on information about the vehicle speed of the saddle-ride type vehicle 1 acquired based on, for example, the wheel speed of the front wheel 2 and the wheel speed of the rear wheel 3.

[0050]

[0048] In adaptive cruise control, for example, a target inter-vehicle distance is set as a target value for the inter-vehicle distance between the saddle-riding vehicle 1 and a target vehicle, and the execution unit 22 controls the speed of the saddle-riding vehicle 1 so that the inter-vehicle distance between the saddle-riding vehicle 1 and the target vehicle is maintained at the target inter-vehicle distance. In other words, the positional relationship where the inter-vehicle distance between the saddle-riding vehicle 1 and the target vehicle becomes the target inter-vehicle distance corresponds to the target positional relationship. Note that the inter-vehicle distance may mean the distance in a direction along the lane (specifically, the lane in which the saddle-riding vehicle 1 is traveling) or may mean the distance in a straight line. For example, the acquisition unit 21 acquires the distance between the saddle-ride type vehicle 1 and a target vehicle based on the surrounding environment information of the saddle-ride type vehicle 1, and the execution unit 22 can control the vehicle speed of the saddle-ride type vehicle 1 as described above based on the acquired distance between the vehicles.

[0051]

[0049] 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 the saddle-riding vehicle 1 to pass the current position of the target vehicle), and the execution unit 22 may control the vehicle speed of the saddle-riding vehicle 1 so that the passing time difference is maintained at the target passing time difference. In this case, the positional relationship in which the passing time difference becomes the target passing time difference corresponds to the target positional relationship. For example, the acquisition unit 21 acquires the passing time difference based on information about the surrounding environment of the saddle-riding vehicle 1, and the execution unit 22 can control the vehicle speed of the saddle-riding vehicle 1 as described above based on the acquired passing time difference.

[0052]

[0050] In adaptive cruise control, when a target vehicle whose positional relationship is to be adjusted is not detected, the execution unit 22 controls the vehicle speed of the saddle-ride type vehicle 1 to approach the target vehicle speed.

[0053]

[0051] <Operation of the control device> With reference to Figs. 4 and 5, the operation of the control device 20 according to the embodiment of the present invention will be described.

[0054] As described above, the execution unit 22 of the control device 20 can execute adaptive cruise control. Specifically, the execution unit 22 executes a control mode in which adaptive cruise control is performed in response to an operation by the rider. In such a control mode, the execution unit 22 can execute adaptive cruise control.

[0055]

[0053] Figure 4 is a diagram for explaining various states of the control mode. As shown in Figure 4, the control mode is switched between an off state ST_0 FF and an on state ST_ON. The off state ST_0 FF corresponds to a state in which the control mode is not being executed. The on state ST_0 N corresponds to a state in which the control mode is being executed.

[0056]

[0054] When the power supply of the saddle riding type vehicle 1 is turned on, the control mode is in the off state ST_O FF. Then, when the rider performs a switch operation (for example, an operation using the input device 15, etc.) to switch the control mode from the off state ST_O FF to the on state ST_ON while the control mode is in the off state ST_O FF, the control mode switches from the off state ST_O FF to the on state ST_ON. On the other hand, when the rider performs a switch operation (for example, an operation using the input device 15, etc.) to switch the control mode from the on state ST_ON to the off state ST_O FF while the control mode is in the on state ST_ON, the control mode switches from the on state ST_ON to the off state ST_O FF.

[0057] [ 0 0 5 5 ] As shown in Figure 4, the on state ST_ON includes a standby state ST_STB and an active state ST_ACT. That is, in the on state ST_ON, the control mode is switched between the standby state ST_STB and the active state ST_ACT. The standby state ST_STB corresponds to a state in which adaptive cruise control is not being executed, but adaptive cruise control can be executed immediately by operating a switch. The active state ST_ACT basically corresponds to a state in which adaptive cruise control is being executed. Note that, as will be described later, adaptive cruise control may be temporarily suspended in the active state ST_ACT. [ 0 0 5 6 ] When the control mode is switched from the off state ST_FF to the on state ST_ON, the control mode becomes the standby state ST_STB. Then, when the control mode is in the standby state ST_STB, if the rider performs a switch operation (for example, an operation using the input device 15) to switch the control mode from the standby state ST_STB to the active state ST_ACT, the control mode switches from the standby state ST_STB to the active state ST_ACT. However, the switch operation performed to switch the control mode from the standby state ST_STB to the active state ST_ACT may be an operation other than an operation using the input device 15 (for example, an operation of pressing a button), and may be, for example, an operation to set a target vehicle speed for adaptive cruise control.

[0058]

[0057] On the other hand, when the control mode is in the active state ST_ACT, if the rider performs a switch operation (for example, an operation using the input device 15) to switch the control mode from the active state ST_ACT to the standby state ST_STB, the control mode switches from the active state ST_ACT to the standby state ST_STB. However, the switch operation performed to switch the control mode from the active state ST_ACT to the standby state ST_STB may be an operation other than an operation using the input device 15 (for example, an operation of pressing a button), and may be, for example, an operation of releasing the clutch that connects the drive source 11 and the transmission 12. Note that when the control mode is in the active state ST_ACT, if the rider performs a brake operation, the control mode also switches from the active state ST_ACT to the standby state ST_STB.

[0059]

[0058] As shown in Figure 4, the active state ST_ACT includes an executing state ST_EXE and a suspended state ST_SUS. That is, in the active state ST_ACT, the control mode is switched between the executing state ST_EXE and the suspended state ST_SUS. The executing state ST_EXE corresponds to a state in which the adaptive cruise control is actually being executed. The suspended state ST_SUS corresponds to a state in which the adaptive cruise control is temporarily suspended.

[0060]

[0059] When the control mode switches from the standby state ST_STB to the active state ST_ACT, the control mode switches to the execution state ST_EXE. Then, when the rider operates the accelerator while the control mode is in the execution state ST_EXE, the control mode switches from the execution state ST_EXE to the suspended state ST_SUS. Then, in the suspended state ST_SUS, the execution unit 22 controls the drive source 11 so that a driving force corresponding to the accelerator operation is generated in the saddle riding type vehicle 1. On the other hand, when the control mode is in the suspended state ST_SUS and the accelerator operation is released, the control mode switches from the suspended state ST_SUS to the execution state ST_EXE.

[0061] As described above, the execution unit 22 executes adaptive cruise control when the control mode is in the execution state ST_EXE. In the adaptive cruise control, the execution unit 22 controls the vehicle speed of the saddle-ride type vehicle 1 by controlling the driving force and braking force acting on the saddle-ride type vehicle 1.

[0062]

[0061] As described above, the saddle-ride type vehicle 1 is provided with a hydraulic pressure control unit 13. The hydraulic pressure control unit 13 provided in the saddle-ride type vehicle 1 does not have a mechanism for increasing the pressure of the brake fluid in the wheel cylinder 54 when the rider is not applying the brakes. However, adaptive cruise control requires a function for automatically controlling the braking force acting on the saddle-ride type vehicle 1.

[0063] Therefore, in this embodiment, in adaptive cruise control, when the rider is not applying the brakes, the execution unit 22 increases the braking force acting on the saddle-ride type vehicle 1 without automatically increasing the pressure of the brake fluid in the wheel cylinder 54. This ensures that the adaptive cruise control has the function of automatically controlling the braking force acting on the saddle-ride type vehicle 1. Therefore, adaptive cruise control can be executed.

[0064] Specifically, in adaptive cruise control, the execution unit 22 increases the braking force generated in the saddle-ride type vehicle 1 using the drive source 11 when the rider is not operating the brakes. More specifically, the execution unit 22 calculates a required braking force, which is the braking force required to bring the vehicle speed of the saddle-ride type vehicle 1 closer to a target value, and controls the braking force generated by the drive source 11 so that the required braking force acts on the saddle-ride type vehicle 1.

[0065]

[0064] The execution unit 22 can calculate the required braking force based on, for example, ambient environment information about the saddle-riding vehicle 1. For example, the execution unit 22 can calculate the required braking force based on the difference between the inter-vehicle distance between the saddle-riding vehicle 1 and a target vehicle and the target inter-vehicle distance (or the difference between the passing time difference between the saddle-riding vehicle 1 and the target vehicle and the target passing time difference). The execution unit 22 can also calculate the required braking force based on turning state information, which is information about the turning state of the saddle-riding vehicle 1. The turning state information includes, for example, information about the lean angle of the saddle-riding vehicle 1. The acquisition unit 21 can acquire the lean angle information of the saddle-riding vehicle 1 from, for example, the inertial measurement unit 18. For example, the execution unit 22 identifies a future trajectory of the saddle-ride type vehicle 1 based on turning state information such as lean angle information of the saddle-ride type vehicle 1, and selects a target vehicle based on the identification result of the future trajectory. Then, the execution unit 22 can calculate a required braking force based on the selection result of the target vehicle.

[0066]

[0065] 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.

[0067] For example, there is a case where the saddle-ride type vehicle 1 is driven by an engine. This corresponds to a case where the saddle-ride type vehicle 1 is provided with an engine as a drive source 11. In this case, in adaptive cruise control, the execution unit 22 increases the braking force by engine braking using the engine when the rider is not operating the brakes. Specifically, the execution unit 22 increases the braking force by engine braking by reducing the opening of a throttle valve provided in the intake flow path of the engine. Note that, in addition to or instead of controlling the opening of the throttle valve, the execution unit 22 may increase the braking force by engine braking by reducing the amount of fuel injection into the engine (for example, by performing a fuel cut to stop fuel injection).

[0068]

[0067] For example, the saddle-ride type vehicle 1 may be driven by an electric motor. This corresponds to a case where the saddle-ride type vehicle 1 is provided with an electric motor as the drive source 11. In this case, the execution unit 22 increases the braking force by regenerative braking using the electric motor in adaptive cruise control when the rider is not braking. Specifically, the execution unit 22 controls an inverter connected to the electric motor to cause the electric motor to perform regenerative power generation, thereby generating regenerative braking and increasing the braking force.

[0069]

[0068] In addition, in the adaptive cruise control, the execution unit 22 may generate a braking force by the regenerative brake that is greater than the upper limit value of the braking force generated by the regenerative brake when the adaptive cruise control is not being executed.

[0070]

[0069] For example, in adaptive cruise control, the execution unit 22 increases the braking force by increasing the gear ratio of the transmission 12 when the rider is not applying the brakes. The gear ratio is the ratio obtained by dividing the rotation speed of the drive source 11 by the rotation speed of the drive wheels. When the gear ratio increases, the rotation speed of the drive source 11 increases, and the resistance caused by the drive source 11 being rotated increases. This increases the braking force.

[0071]

[0070] When the braking force is increased by increasing the gear ratio of the transmission 12, the deceleration of the saddle-ride type vehicle 1 increases instantaneously, making the posture of the saddle-ride type vehicle 1 more unstable. Therefore, it is preferable that the execution unit 22 controls the gear ratio of the transmission 12 based on turning state information of the saddle-ride type vehicle 1. As described above, the turning state information may include, for example, information on the lean angle of the saddle-ride type vehicle 1. For example, when the execution unit 22 determines that the saddle-ride type vehicle 1 is cornering based on the turning state information (for example, when the lean angle of the saddle-ride type vehicle 1 exceeds the reference lean angle), it prohibits the increase in the gear ratio of the transmission 12. This makes it possible to prevent the saddle-ride type vehicle 1 from tipping over due to an instantaneous increase in deceleration of the saddle-ride type vehicle 1 while cornering. The reference lean angle is set to a value that allows appropriate determination of whether the saddle-ride type vehicle 1 is cornering or not.

[0072] As described above, in this embodiment, the execution unit 22 executes a control mode in which adaptive cruise control is performed. Here, in such a control mode, it is conceivable to automatically control the behavior of the saddle-ride type vehicle 1 in order to improve the operability of the rider when stopping and starting the saddle-ride type vehicle 1. However, automatically controlling the behavior of the saddle-ride type vehicle 1 may cause the rider to feel uncomfortable. Therefore, in this embodiment, by implementing some improvements in the processing performed during the execution of adaptive cruise control, it is possible to improve the operability of the rider while suppressing the rider from feeling uncomfortable. An example of the processing performed by such a control device 20 will be described below.

[0073]

[0072] 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. Step S106 in Fig. 5 corresponds to the end of the control flow shown in Fig. 5.

[0074]

[0073] The control flow shown in Figure 5 starts when the control mode is in the execution state ST_EXE and the adaptive cruise control is running. Note that the control flow shown in Figure 5 starts when the adaptive cruise control is restarted after it has finished.

[0075]

[0074] When the control flow shown in Figure 5 starts, in step S102, the execution unit 22 determines whether the saddle-ride type vehicle 1 has stopped.

[0076] For example, the execution unit 22 can determine whether the saddle-ride type vehicle 1 has stopped based on information about the vehicle speed of the saddle-ride type vehicle 1 obtained based on the wheel speed of the front wheel 2 and the wheel speed of the rear wheel 3. However, the execution unit 22 may also determine whether the saddle-ride type vehicle 1 has stopped based on information other than the above information (for example, information obtained from the inertial measurement unit 18).

[0077]

[0076] In this embodiment, the rider of the saddle-ride type vehicle 1 must apply the brakes to bring the saddle-ride type vehicle 1 to a stop while adaptive cruise control is being executed. Therefore, if the rider wants to stop the saddle-ride type vehicle 1 while adaptive cruise control is being executed, the rider must apply the brakes himself / herself to stop the saddle-ride type vehicle 1. Therefore, when it is determined in step S102 that the saddle-ride type vehicle 1 has stopped, this corresponds to a case where the saddle-ride type vehicle 1 has stopped due to the rider's brake application. Then, as the brakes are applied to stop the saddle-ride type vehicle 1, the control mode switches from the execution state ST_EXE to the standby state ST_STB.

[0078] Specifically, in this embodiment, as described above, in adaptive cruise control, the braking force is increased by using the drive source 11 rather than the hydraulic control unit 13. If the hydraulic control unit 13 is provided with a mechanism for increasing the pressure of the brake fluid in the wheel cylinder 54 when the rider is not operating the brakes, and if the braking force is automatically increased using this mechanism, the maximum value of the braking force that can be generated is larger than when the braking force is automatically increased using the drive source 11. In other words, if the braking force is automatically increased using the drive source 11 without using the above mechanism, the maximum value of the braking force that can be generated is not very large.

[0079] Therefore, in the present embodiment in which the braking force is increased using the drive source 11 rather than the hydraulic control unit b13 in the adaptive cruise control, the execution unit 22 cannot execute an automatic stopping operation to automatically stop the saddle-ride type vehicle 1. Therefore, when the rider wishes to stop the saddle-ride type vehicle 1 while the adaptive cruise control is being executed, the rider must apply the brakes himself / herself to increase the pressure of the brake fluid in the wheel cylinder 54 and stop the saddle-ride type vehicle 1.

[0080]

[0079] Here, from the viewpoint of stably performing the process of stopping the saddle-ride type vehicle 1, it is preferable that the execution unit 22 controls the vehicle speed of the saddle-ride type vehicle 1 to a lower limit speed or higher in the adaptive cruise control. The posture of the saddle-ride type vehicle 1 is more likely to become unstable than that of a four-wheeled automobile or the like. In particular, the lower the vehicle speed of the saddle-ride type vehicle 1, the more likely the posture of the saddle-ride type vehicle 1 becomes unstable. Therefore, by controlling the vehicle speed of the saddle-ride type vehicle 1 to a lower limit speed or higher in the adaptive cruise control, for example, when the saddle-ride type vehicle 1 decelerates and the vehicle speed decreases, the vehicle speed can be maintained at the lower limit speed. This makes it possible to prevent the posture of the saddle-ride type vehicle 1 from becoming unstable before the saddle-ride type vehicle 1 stops due to the brake operation by the rider. Therefore, the process of decelerating and stopping the saddle-ride type vehicle 1 can be carried out stably. The lower limit speed can be set to a speed at which the posture of the saddle-ride type vehicle 1 is prevented from becoming unstable.

[0081]

[0080] If it is determined that the saddle-ride type vehicle 1 is not stopped (step S102 / NO), step S102 is repeated. On the other hand, if it is determined that the saddle-ride type vehicle 1 has stopped (step S102 / YES), the process proceeds to step S103.

[0082]

[0081] If the answer is YES in step S102, in step S103, the execution unit 22 executes a maintenance operation to automatically maintain the stopped state of the saddle-ride type vehicle 1 that has been stopped by braking operation.

[0083]

[0082] For example, during the maintenance operation, the execution unit 22 can maintain the brake fluid pressure in the wheel cylinder 54 by keeping both the inlet valve 61 and the release valve 62 of the hydraulic control unit 13 closed, thereby automatically maintaining the saddle-riding type vehicle 1 in a stopped state. During the maintenance operation, the saddle-riding type vehicle 1 is automatically maintained in a stopped state, so the rider can release the brake. This eliminates the need to continue braking to maintain the saddle-riding type vehicle 1 in a stopped state, reducing the burden on the rider.

[0083] Next, in step S104, the execution unit 22 determines whether the rider has released the brake and whether a switch operation (specifically, a switch operation to start the automatic start operation) has been performed.

[0084] As will be described later, the execution unit 22 can execute an automatic start operation that automatically starts the stopped saddle riding type vehicle 1. Then, while the saddle riding type vehicle 1 is stopped, the rider can cause the execution unit 22 to execute the automatic start operation by performing a switch operation using the input device 15 or the like. However, the switch operation to start the automatic start operation may be an operation other than an operation using the input device 15 (for example, pressing a button), and may be, for example, an accelerator operation.

[0085]

[0085] If it is determined that the brake operation has not been released or that the switch operation has not been performed (step S!04 / NO), return to step S103. On the other hand, if it is determined that the brake operation has been released and that the switch operation has been performed (step S!04 / YES), proceed to step S!05.

[0086]

[0086] If the answer is YES in step S104, the execution unit 22 executes the automatic starting operation in step S105, and the control flow shown in FIG. 5 ends.

[0087] Specifically, in the automatic start operation, the execution unit 22 uses the drive source 11 to apply a driving force to the stopped saddle riding type vehicle 1, thereby automatically starting the saddle riding type vehicle 1. Here, the execution unit 22 may start the automatic start operation with adaptive cruise control being performed, or may start the automatic start operation with adaptive cruise control not being performed. Note that if the automatic start operation is started with adaptive cruise control not being performed, the execution unit 22 may start adaptive cruise control, for example, when a predetermined time has elapsed since the saddle riding type vehicle 1 started, or when the vehicle speed of the saddle riding type vehicle 1 has reached a predetermined value.

[0088] As described above, in this embodiment, braking by the rider of the saddle-ride type vehicle 1 is required to bring the saddle-ride type vehicle 1 to a stop while adaptive cruise control is being executed, and the execution unit 22 executes an automatic start operation in the control mode to automatically start the stopped saddle-ride type vehicle 1. This reduces the vehicle speed of the saddle-ride type vehicle 1, and in the process of stopping the saddle-ride type vehicle 1, when the posture of the saddle-ride type vehicle 1 is likely to become unstable, it is possible to prevent the rider from feeling uncomfortable due to the automatic control of the behavior of the saddle-ride type vehicle 1. For example, if control is performed to automatically stop the saddle-ride type vehicle 1, the saddle-ride type vehicle 1 will automatically decelerate, but the rider will need to balance the saddle-ride type vehicle 1. According to this embodiment, it is possible to prevent the rider from feeling uncomfortable due to such a situation. Furthermore, by executing the automatic start operation, it is possible to improve the operability of the rider when the saddle-ride type vehicle 1 starts moving. As described above, it is possible to improve the operability of the rider while suppressing any sense of discomfort felt by the rider.

[0089] 〇

[0090]

[0089] The above describes an example of the processing performed by the control device 20. However, the processing performed by the control device 20 may be a processing in which the processing example described above is modified.

[0091] For example, in the above description, an example has been described in which the execution unit 22 starts the automatic start operation in the control mode when the rider releases the brake operation performed by the rider during execution of adaptive cruise control and then performs a switch operation by the rider. However, in the control mode, the execution unit 22 may start the automatic start operation without requiring a switch operation by the rider when the rider releases the brake operation performed by the rider during execution of adaptive cruise control. For example, when the rider releases the brake operation performed by the rider during execution of adaptive cruise control, the execution unit 22 may execute the automatic start operation based on surrounding environment information (for example, information about the distance between the saddle riding type vehicle 1 and the target vehicle) in a situation where the target vehicle has started moving. This further reduces the rider's effort in starting the automatic start operation.

[0092]

[0091] In the above example, for example, if a brake operation is performed while the adaptive cruise control is being executed, the execution unit 22 switches the control mode from the execution state ST_EXE to the standby state ST_STB. Therefore, if the rider operates the brakes while the adaptive cruise control is being executed but then releases the brakes before the saddle-ride type vehicle 1 has stopped, the rider must perform a switch operation to resume the adaptive cruise control. In other words, in the control mode, the execution unit 22 resumes the adaptive cruise control when the rider releases the brake operation performed by the rider while the adaptive cruise control is being executed and then performs a switch operation.

[0093] However, the execution unit 22 may switch the control mode from the execution state ST_EXE to the suspend state ST_SUS when a brake operation is performed while the adaptive cruise control is being executed. In this case, if the rider applies a brake while the adaptive cruise control is being executed but the brake operation is released before the saddle-ride type vehicle 1 has stopped, the control mode returns from the suspend state ST_SUS to the execution state ST_EXE, and the execution unit 22 automatically resumes the adaptive cruise control without requiring a switch operation by the rider. In other words, in the control mode, if the rider releases the brake operation applied by the rider while the adaptive cruise control is being executed, the execution unit 22 resumes the adaptive cruise control without requiring a switch operation by the rider.

[0094]

[0093] Furthermore, for example, the execution unit 22 may perform an alerting operation for the rider of the saddle-ride type vehicle 1. The alerting operation is an operation of issuing an alert to the rider of the saddle-ride type vehicle 1. For example, in the alerting operation, the execution unit 22 issues an alert using the display device 14. However, the alerting to the rider may be issued using a device other than the display device 14. For example, the execution unit 22 may issue an alert using a display device provided on clothing worn by the rider (for example, a helmet). Furthermore, for example, the execution unit 22 may issue an alert using a sound output device or a vibration generating device provided on the saddle-ride type vehicle 1 or clothing worn by the rider.

[0095] Here, the execution unit 22 may execute the notification operation by momentarily increasing the braking force without automatically increasing the pressure of the brake fluid in the wheel cylinder 54. For example, if the saddle-ride type vehicle 1 is provided with an engine as the drive source 11, the execution unit 22 may, in the notification operation, momentarily increase the braking force by engine braking by controlling at least one of the opening of the throttle valve and the amount of fuel injection of the engine. Also, for example, if the saddle-ride type vehicle 1 is provided with an electric motor as the drive source 11, the execution unit 22 may, in the notification operation, momentarily increase the braking force by regenerative braking using the electric motor. Also, for example, in the notification operation, the execution unit 22 may increase the braking force for just a moment by increasing the gear ratio of the transmission 12.

[0096]

[0095] As described above, the execution unit 22 can perform the notification operation using various methods. Examples of situations in which these notification operations are performed are described below. In each of the following examples, any of the above-mentioned methods can be used as the method of the notification operation.

[0097] For example, the execution unit 22 may notify the rider of the need to apply the brakes in the notification operation. As described above, in this embodiment, if the rider wants to stop the saddle-ride type vehicle 1 while adaptive cruise control is being executed, the rider needs to stop the saddle-ride type vehicle 1 by applying the brakes himself / herself. Therefore, the execution unit 22 may notify the rider that the saddle-ride type vehicle 1 needs to be stopped by applying the brakes while adaptive cruise control is being executed. For example, the execution unit 22 may notify the rider of the above when the vehicle speed of the saddle-ride type vehicle 1 is being maintained at the lower limit speed.

[0098]

[0097] For example, in adaptive cruise control, the execution unit 22 may control the brake lamps 19 of the saddle-ride type vehicle 1 based on braking force information, which is information about the braking force that increases the brake fluid pressure in the wheel cylinder 54 without automatically increasing the pressure when the rider is not braking. The braking force information may be information that directly indicates the braking force (for example, information that indicates the value of the required braking force), other information that can be substantially converted into the braking force, or information that roughly indicates the level of the braking force. For example, the execution unit 22 may turn on the brake lamps 19 when the braking force is greater than a reference value (specifically, a value greater than x but close to x). This makes it possible to notify surrounding vehicles, etc. that the braking force is being applied.

[0099]

[0098] <Effects of the control device> The effects of the control device 20 according to the embodiment of the present invention will be described.

[0100]

[0099] The control device 20 includes an execution unit 22 that executes a control mode in which a positional relationship adjustment operation (adaptive cruise control in the above example) is performed to adjust the positional relationship between the saddle-ride type vehicle 1 and an object to a target positional relationship, and in order to bring the saddle-ride type vehicle 1 to a stop while the positional relationship adjustment operation is being performed, the rider of the saddle-ride type vehicle 1 must apply the brakes, and in the control mode, the execution unit 22 executes an automatic start operation that automatically starts the stopped saddle-ride type vehicle 1. This reduces the vehicle speed of the saddle-ride type vehicle 1 and reduces the discomfort felt by the rider due to the automatic control of the behavior of the saddle-ride type vehicle 1 during the process of stopping the saddle-ride type vehicle 1, when the vehicle speed of the saddle-ride type vehicle 1 is low and the posture of the saddle-ride type vehicle 1 is likely to become unstable. For example, if control is performed to automatically stop the saddle-ride type vehicle 1, the rider will need to balance the saddle-ride type vehicle 1 while the saddle-ride type vehicle 1 is automatically decelerated. According to this embodiment, it is possible to prevent the rider from feeling uncomfortable due to such a situation. Furthermore, by executing the automatic start operation, it is possible to improve the rider's operability when the saddle-ride type vehicle 1 is starting. As described above, according to the control device 20, it is possible to improve the rider's operability while preventing the rider from feeling uncomfortable.

[0101] Preferably, in the control device 20, the hydraulic pressure control unit 13 that controls the pressure of the brake fluid in the wheel cylinder 54 of the saddle-ride type vehicle 1 is not provided with a mechanism that increases the pressure when the rider is not applying the brakes, and the execution unit 22 increases the braking force generated in the saddle-ride type vehicle 1 without automatically increasing the pressure when the rider is not applying the brakes in the positional relationship adjustment operation. This ensures that the function of automatically controlling the braking force acting on the saddle-ride type vehicle 1 is maintained in the positional relationship adjustment operation, even when the hydraulic pressure control unit 13 is not provided with a mechanism that automatically increases the pressure. Therefore, the positional relationship adjustment operation can be executed.

[0102] Preferably, in the control device 20, the saddle-ride type vehicle 1 is driven by an engine, and the execution unit 22 increases the braking force by engine braking using the engine in a state where the rider is not operating the brakes in the positional relationship adjustment operation. This appropriately ensures the function of automatically controlling the braking force acting on the saddle-ride type vehicle 1 in the positional relationship adjustment operation. Therefore, it is appropriately realized that the positional relationship adjustment operation can be executed.

[0103]

[0102] Preferably, in the control device 20, the saddle-ride type vehicle 1 is driven by an electric motor, and the execution unit 22 increases braking force by regenerative braking using the electric motor in a state where the rider is not operating the brakes during the positional relationship adjustment operation. This appropriately ensures the function of automatically controlling the braking force acting on the saddle-ride type vehicle 1 during the positional relationship adjustment operation. Therefore, it is appropriately realized that the positional relationship adjustment operation can be performed.

[0104]

[0103] Preferably, in the control device 20, the output of the drive source 11 is transmitted to the drive wheel (in the above example, the rear wheel 3) of the saddle-riding type vehicle 1 via the transmission 12, and the execution unit 22 increases the braking force by increasing the gear ratio of the transmission 12 in a state where the rider is not operating the brakes during the positional relationship adjustment operation. This appropriately ensures the function of automatically controlling the braking force acting on the saddle-riding type vehicle 1 during the positional relationship adjustment operation. Therefore, it is appropriately realized that the positional relationship adjustment operation can be performed.

[0105] Preferably, in the control device 20, the execution unit 22 controls the vehicle speed of the saddle riding type vehicle 1 to a lower limit speed or higher during the positional relationship adjustment operation. This makes it possible to prevent the posture of the saddle riding type vehicle 1 from becoming unstable before the saddle riding type vehicle 1 stops due to the rider's brake operation. Therefore, the process of decelerating and stopping the saddle riding type vehicle 1 can be carried out stably.

[0106]

[0105] Preferably, in the control device 20, the execution unit 22 executes a maintenance operation in the control mode to automatically maintain the stopped state of the saddle riding type vehicle 1 that has been stopped by braking. This allows the rider to release the brake operation while the maintenance operation is being executed. Therefore, there is no need to continue braking to maintain the stopped state of the saddle riding type vehicle 1, and the burden on the rider can be reduced.

[0107] Preferably, in the control device 20, the execution unit 22 starts the automatic start operation in the control mode when the rider releases the brake operation performed by the rider during the execution of the positional relationship adjustment operation and then performs a switch operation. This makes it possible to start the automatic start operation at a timing that is in line with the rider's intention while the saddle riding type vehicle 1 is stopped.

[0108]

[0107] Preferably, in the control device 20, the execution unit 22 starts the automatic start operation in the control mode when the rider releases the brake operation performed by the rider during the execution of the positional relationship adjustment operation, without the rider needing to operate a switch. This further reduces the rider's effort in starting the automatic start operation.

[0109]

[0108] Preferably, in the control device 20, the execution unit 22 resumes the positional relationship adjustment operation in the control mode when the rider releases the brake operation performed by the rider during execution of the positional relationship adjustment operation and then performs a switch operation. This makes it possible to resume the positional relationship adjustment operation at a timing in line with the rider's intention when the rider performs a brake operation during execution of the positional relationship adjustment operation but releases the brake operation before the saddle riding type vehicle 1 has stopped.

[0110] Preferably, in the control device 20, in the control mode, when the rider releases the brake operation performed by the rider during execution of the positional relationship adjustment operation, the execution unit 22 resumes the positional relationship adjustment operation without the rider needing to operate a switch. This further reduces the rider's effort to resume the positional relationship adjustment operation when the rider performs a brake operation during execution of the positional relationship adjustment operation but releases the brake operation before the saddle-ride type vehicle 1 has stopped.

[0111] Preferably, in the control device 20, the execution unit 22 executes a notification operation in the control mode to notify the rider of the need to brake. This makes it possible to notify the rider that the rider of the saddle riding type vehicle 1 needs to brake in order to bring the saddle riding type vehicle 1 that is undergoing a positional relationship adjustment operation to a stop, and the rider can drive the saddle riding type vehicle 1 after understanding such information.

[0112]

[0111] The present invention is not limited to the description of the embodiments. For example, only a part of the embodiments may be implemented.

[0113] [Explanation of symbols]

[0114] [ 0 1 1 2 ]

[0115] 1 saddle-ride type vehicle, 2 front wheel, 2a rotor, 3 drive wheel, 3 rear wheel, 3a rotor, 1 〇 brake system, ! 1 drive source, 12 transmission, 13 hydraulic control unit, 13a base, 14 display device, 15 input device, 16 ambient environment sensor, 17f front wheel speed sensor, 17r rear wheel speed sensor, 18 inertial measurement unit, 19 brake lamp, 2 〇 control device, 21 acquisition unit, 22 execution unit, 31 front wheel braking mechanism, 32 rear wheel braking mechanism, 41 first brake operation unit, 42 second brake operation unit, 51 master cylinder, 52 reservoir, 53 brake caliper, 54 Wheel cylinder, 55 main flow path, 56 secondary flow path, 61 inlet valve, 62 release valve, 63 accumulator, 64 pump, 65 motor, 100 rider assistance system, ST_ACT active state, ST_EXE running state, ST_O FF off state, ST_ON on state, ST_S TB standby state, ST_S US suspend state.

Claims

[Document name] Scope of claims

1. A control device (20) for controlling the behavior of a saddle-ride type vehicle (1), comprising an execution unit (22) that executes a control mode in which a positional relationship adjustment operation is performed to adjust the positional relationship between the saddle-ride type vehicle (1) and an object to a target positional relationship, wherein a brake operation by the rider of the saddle-ride type vehicle (1) is required to bring the saddle-ride type vehicle (1) to a stop while the positional relationship adjustment operation is being performed, and the execution unit (22) executes an automatic start operation in the control mode to automatically start the saddle-ride type vehicle (1) that is stopped.

2. The control device according to claim 1, wherein a hydraulic control unit (13) that controls the pressure of brake fluid in a wheel cylinder (54) of the saddle-ride type vehicle (1) is not provided with a mechanism that increases the pressure when the rider is not operating the brakes, and wherein the execution unit (22) increases the braking force generated in the saddle-ride type vehicle (1) without automatically increasing the pressure when the rider is not operating the brakes in the positional relationship adjustment operation.

3. The control device according to claim 2, wherein the saddle-ride type vehicle (1) is driven by an engine (11), and the execution unit (22) increases the braking force by engine braking using the engine (11) in a state where the rider is not performing the brake operation during the positional relationship adjustment operation.

4. The control device according to claim 2, wherein the saddle-ride type vehicle (1) is driven by an electric motor (11), and the execution unit (22) increases the braking force by regenerative braking using the electric motor (11) in a state where the rider is not performing the brake operation during the positional relationship adjustment operation.

5. The control device according to any one of claims 2 to 4, wherein an output of a drive source (11) is transmitted to a drive wheel (3) of the saddle-ride type vehicle (1) via a transmission (12), and the execution unit (22) increases the braking force by increasing the gear ratio of the transmission (12) in the positional relationship adjustment operation when the rider is not operating the brakes.

6. The control device according to any one of claims 1 to 4, wherein the execution unit (22) controls the vehicle speed of the saddle-ride type vehicle (1) to be equal to or higher than a lower limit speed during the positional relationship adjustment operation.

7. A control device as described in any one of claims 1 to 4, wherein the execution unit (22) executes a maintenance operation in the control mode to automatically maintain the stopped state of the saddle-ride type vehicle (1) that has been stopped by the brake operation.

8. The control device according to any one of claims 1 to 4, wherein the execution unit (22) starts the automatic starting operation in the control mode when the rider releases the brake operation performed by the rider during the execution of the positional relationship adjustment operation and performs a switch operation by the rider.

9. The control device according to any one of claims 1 to 4, wherein, in the control mode, when the rider releases the brake operation performed by the rider during the execution of the positional relationship adjustment operation, the execution unit (22) starts the automatic starting operation without requiring a switch operation by the rider. [Claim 1 ○] The control device according to any one of claims 1 to 4, wherein the execution unit (22) resumes the positional relationship adjustment operation in the control mode when the rider releases the brake operation performed by the rider during the execution of the positional relationship adjustment operation and performs a switch operation.

11. A control device as described in any one of claims 1 to 4, wherein, in the control mode, when the rider releases the brake operation performed by the rider during the execution of the positional relationship adjustment operation, the execution unit (22) resumes the positional relationship adjustment operation without requiring the rider to operate a switch.

12. A control device described in any one of claims 1 to 4, wherein the execution unit (22) performs an alarm operation to notify the rider of the need for brake operation in the control mode.

13. A control method for controlling the behavior of a saddle-ride type vehicle (1), wherein an execution unit (22) of a control device (20) executes a control mode in which a positional relationship adjustment operation is performed to adjust the positional relationship between the saddle-ride type vehicle (1) and an object to a target positional relationship, and in order to bring the saddle-ride type vehicle (1) to a stop while the positional relationship adjustment operation is being performed, a brake operation by the rider of the saddle-ride type vehicle (1) is required, and the execution unit (22) executes an automatic start operation in the control mode to automatically start the saddle-ride type vehicle (1) that is stopped.

Images