Rider assistance system and control method

Abstract

The present invention is intended make it possible to execute a positional relationship adjustment operation. In a rider assistance system (100) and a control method according to the present invention, a control unit of the rider assistance system (100) executes a control mode in which a positional relationship adjustment operation is performed in which a positional relationship between a saddle-type vehicle (1) and an object is adjusted so as to be a target positional relationship, a hydraulic pressure control unit (13) that controls the pressure of a brake fluid in a wheel cylinder of the saddle-type vehicle (1) is not provided with a mechanism for increasing the pressure in a state in which a braking operation is not performed by the rider, and in the positional relationship adjustment operation, the control unit increases the braking force generated in the saddle-type vehicle (1) without automatically increasing the pressure in a state in which the braking operation is not performed by the rider.

Description

[0001] [Document name] Statement

[0002] [Title of invention] Rider assistance system and control method

[0003] [Technical Field]

[0004]

[001] This disclosure relates to a rider assistance system and a control method that can perform a positional relationship adjustment operation.

[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]

[0004] Incidentally, one technology for assisting vehicle driving is a positional relationship adjustment operation that adjusts the positional relationship between a vehicle and an object to 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. Here, the positional relationship adjustment operation requires a function that automatically controls the braking force acting on the saddle-ride type vehicle. It is desirable to ensure a function that automatically controls the braking force acting on the saddle-ride type vehicle, regardless of the type of hydraulic control unit that controls the pressure of the brake fluid in the wheel cylinder of the saddle-ride type vehicle, and to be able to execute the positional relationship adjustment operation.

[0014]

[0005] The present invention has been made against the background of the above-mentioned problems, and provides a rider assistance system and a control method that are capable of performing positional relationship adjustment operations.

[0015] [Means for solving the problem]

[0016] [0 0 0 6] The rider assistance system according to the present invention is a rider assistance system that assists a rider of a saddle-ride type vehicle in driving, and includes a control unit that executes a control mode in which a positional relationship adjustment operation is performed in which the positional relationship between the saddle-ride type vehicle and an object is adjusted to a target positional relationship, and a hydraulic control unit that controls the pressure of brake fluid in a wheel cylinder of the saddle-ride type vehicle is not provided with a mechanism for increasing the pressure when the rider is not operating the brakes, and the control unit, in the positional relationship adjustment operation, increases the braking force generated in the saddle-ride type vehicle without automatically increasing the pressure when the rider is not operating the brakes.

[0017] [0 0 0 7] A control method according to the present invention is a control method for a rider assistance system that assists a rider of a saddle-ride type vehicle in driving, wherein a control unit of the rider assistance system 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, a hydraulic control unit that controls the pressure of brake fluid in a wheel cylinder of the saddle-ride type vehicle is not provided with a mechanism for increasing the pressure when the rider is not operating the brakes, and the control unit, in the positional relationship adjustment operation, increases the braking force generated in the saddle-ride type vehicle without automatically increasing the pressure when the rider is not operating the brakes.

[0018] [Effects of the Invention]

[0008] In the rider assistance system and control method according to the present invention, the control unit of the rider assistance system 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, the hydraulic control unit that controls the pressure of the brake fluid in the wheel cylinder of the saddle-ride type vehicle is not provided with a mechanism that increases the pressure when the rider is not operating the brakes, and the control unit, in the positional relationship adjustment operation, increases the braking force generated in the saddle-ride type vehicle without automatically increasing the pressure when the rider is not operating the brakes. With this configuration, the positional relationship adjustment operation can be performed without using a hydraulic control unit that is provided with a mechanism that automatically increases the pressure of the brake fluid in the wheel cylinder.

[0019] [Brief explanation of the drawings]

[0020] [Figure 4] A diagram for explaining various states of the control mode in an embodiment of the present invention.

[0021] DETAILED DESCRIPTION OF THE INVENTION

[0022]

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

[0023]

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

[0024] 〇

[0025]

[0012] Furthermore, the configurations and operations described below are merely examples, and the rider assistance system and control method according to the present invention are not limited to such configurations and operations.

[0026]

[0013] 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.

[0027] [ 0 0 1 4 ]

[0028] <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 Figures 1 to 3.

[0029]

[0015] 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 has a front wheel 2 and a rear wheel 3. The saddle-ride type vehicle 1 also has a drive source 1!, a transmission 12, a hydraulic control unit 13, a display device 14, an input device 15, an ambient environment sensor 16, a front wheel speed sensor 17f, a rear wheel speed sensor 17r, an inertial measurement unit (IMU) 18, brake lights 19, and an electronic control unit (ECU) 20.

[0030]

[0016] The saddle-ride type vehicle 1 is equipped with a rider assistance system 100 that assists the rider of the saddle-ride type vehicle 1 in driving the vehicle. The rider assistance system 100 includes the above-described components (specifically, the drive source 11, the transmission 12, the hydraulic control unit 13, the display device 14, the input device 15, the ambient environment sensor 16, the front wheel speed sensor 17f, the rear wheel speed sensor 17r, the inertial measurement unit 18, the brake lamp 19, and the control device 20).

[0031]

[0017] The drive source 11 outputs a drive force that is transmitted to a rear wheel 3, which is a drive wheel of the saddle-ride type vehicle 1. Examples of the drive source 11 include an engine and an electric motor.

[0032]

[0018] The transmission 12 converts the rotational speed of the power (specifically, rotational power) output from the drive source 11 and transmits it to the rear wheels 3, which are drive wheels. For example, the input shaft of the transmission 12 is connected to the output shaft of the drive source 11 via a clutch or the like. 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 drive source 11 via the transmission 12. Therefore, the output (specifically, rotational power) of the drive 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.

[0033]

[0019] 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.

[0034]

[0020] 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.

[0035]

[0021] 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.

[0036]

[0022] The surrounding environment sensor 16 detects surrounding environment information relating to the environment around the saddle-ride type vehicle 1. Specifically, the surrounding environment sensor 16 is provided at the front of the saddle-ride type vehicle 1 and detects surrounding environment information in front of the saddle-ride type vehicle 1. The surrounding environment information detected by the surrounding environment sensor 16 is output to the control device 20.

[0037]

[0023] 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 ambient environment sensor 16 is, for example, a radar, a lidar sensor, an ultrasonic sensor, a camera, etc.

[0038]

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

[0025] The front wheel speed sensor 17f is a wheel speed sensor that detects the wheel speed of the front wheels 2 (for example, the number of rotations per unit time [rpm] of the front wheels 2 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 wheels 2. The front wheel speed sensor 17f is provided on the front wheels 2.

[0039]

[0026] 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.

[0040]

[0027] 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 type vehicle 1. The inertial measurement unit 18 is provided, for example, on the body of the saddle-riding type vehicle 1. For example, the inertial measurement unit 18 detects the lean angle of the saddle-riding type 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 type 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 type 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.

[0041]

[0028] 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.

[0042]

[0029] The control device 20 controls the operation of the rider assistance system 100. For example, part or all of the control device 20 may be configured with a microcomputer, microprocessor unit, etc. Also, for example, part or all of the control device 20 may be configured with updatable components such as firmware, 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.

[0043]

[0030] 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.

[0044]

[0031] 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.

[0045]

[0032] 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.

[0046]

[0033] 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.

[0047]

[0034] 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.

[0048]

[0035] 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.

[0049]

[0036] 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.

[0050]

[0037] 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.

[0051]

[0038] Antilock brake control is executed, for example, when a wheel (specifically, the front wheel 2 or the 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, the control device 20 closes the inlet valve 61 and opens the release valve 62. In this state, the control device 20 drives the motor 65 to drive the pump 64, thereby reducing the pressure of the brake fluid in the wheel cylinder 54 and reducing the braking force applied to the wheel.

[0052]

[0039] 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.

[0053]

[0040] 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 a control unit 22. The control device 20 communicates with each device of the saddle-ride type vehicle 1.

[0054]

[0041] The acquisition unit 21 acquires information from each device of the saddle-ride type vehicle 1 and outputs it to the control 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, the acquisition of information may include the extraction or generation of information (for example, calculation), etc.

[0055]

[0042] The control unit 22 performs various controls by controlling the operation of each device of the saddle-ride type vehicle 1. The control unit 22 controls the operation of, for example, the drive source 11, the transmission 12, the hydraulic control unit 13, the display device 14, and the brake lamp 19.

[0056]

[0043] Here, the control 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 riding 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 control unit 22 can adjust the positional relationship between the saddle riding type vehicle 1 and an object so that it becomes a target positional relationship by automatically controlling the vehicle speed of the saddle riding 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.

[0057]

[0044] 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.

[0058]

[0045] In adaptive cruise control, the control 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 control 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.

[0059]

[0046] 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 control 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 control 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.

[0060]

[0047] 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-ride vehicle 1 to pass the current position of the target vehicle), and the control unit 22 may control the vehicle speed of the saddle-ride 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-ride vehicle 1, and the control unit 22 can control the vehicle speed of the saddle-ride vehicle 1 as described above based on the acquired passing time difference.

[0048] In adaptive cruise control, when a target vehicle whose positional relationship is to be adjusted is not detected, the control unit 22 controls the vehicle speed of the saddle-ride type vehicle 1 to approach the target vehicle speed.

[0061]

[0049] <Operation of the rider assistance system> With reference to Figure 4, the operation of the rider assistance system 100 according to the embodiment of the present invention will be described.

[0062] As described above, the control unit 22 of the control device 20 can execute adaptive cruise control. Specifically, the control 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 control unit 22 can execute adaptive cruise control.

[0063]

[0051] 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.

[0064]

[0052] 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) 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) 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.

[0065]

[0053] 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 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.

[0066]

[0054] When the control mode is switched from the off state ST_OFF to the on state ST_ON, the control mode becomes the standby state ST_STB. Then, when 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 while the control mode is in the standby state ST_STB, 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.

[0067]

[0055] 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.

[0068]

[0056] 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.

[0069]

[0057] 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 suspension state ST_SUS. Then, in the suspension state ST_SUS, the control 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 suspension state ST_SUS and the accelerator operation is released, the control mode switches from the suspension state ST_SUS to the execution state ST_EXE.

[0070]

[0058] As described above, the control unit 22 executes adaptive cruise control when the control mode is in the execution state ST_EXE. In the adaptive cruise control, the control unit 22 controls the driving force and braking force acting on the saddle-ride type vehicle 1, thereby controlling the vehicle speed of the saddle-ride type vehicle 1.

[0071]

[0059] 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.

[0072] Therefore, in this embodiment, in adaptive cruise control, when the rider is not applying the brakes, the control 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 performed.

[0073] Specifically, in adaptive cruise control, the control 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 control 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.

[0074]

[0062] The control unit 22 can calculate the required braking force based on, for example, information about the surrounding environment of the saddle-ride type vehicle 1. For example, the control unit 22 can calculate the required braking force based on the difference between the inter-vehicle distance between the saddle-ride type vehicle 1 and a target vehicle and the target inter-vehicle distance (or the difference between the passing time difference between the saddle-ride type vehicle 1 and the target vehicle and the target passing time difference). The control unit 22 can also calculate the required braking force based on turning state information, which is information about the turning state of the saddle-ride type vehicle 1. The turning state information includes, for example, information about the lean angle of the saddle-ride type vehicle 1. The acquisition unit 21 can acquire the lean angle information of the saddle-ride type vehicle 1 from, for example, the inertial measurement unit 18. For example, the control 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 control unit 22 can calculate a required braking force based on the selection result of the target vehicle.

[0075]

[0063] 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 be an example of turning state information.

[0076] 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 control unit 22 increases the braking force by engine braking using the engine when the rider is not operating the brakes. Specifically, the control 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 control 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).

[0077]

[0065] 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, in adaptive cruise control, the control unit 22 increases braking force by regenerative braking using the electric motor when the rider is not operating the brakes. Specifically, the control 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 braking force.

[0078]

[0066] In addition, in adaptive cruise control, the control unit 22 may generate a braking force by regenerative braking that is greater than the upper limit value of the braking force generated by regenerative braking when adaptive cruise control is not being executed.

[0079]

[0067] For example, in adaptive cruise control, the control unit 22 increases the gear ratio of the transmission 12 to increase the braking force 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.

[0080]

[0068] 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 control 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 control 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.

[0081] The above has described the control of braking force in adaptive cruise control. Below, we will explain various processes other than the control of braking force that can be performed by the control unit 22 in adaptive cruise control.

[0082] For example, in adaptive cruise control, the control 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 applying the brakes. 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 control unit 22 may turn on the brake lamps 19 when the braking force is greater than a reference value (specifically, a value that is greater than but close to 0). This makes it possible to notify surrounding vehicles, etc. that the braking force is being applied.

[0083]

[0071] Furthermore, for example, in the control mode, the control unit 22 may execute an automatic stopping operation to automatically stop the saddle riding type vehicle 1. The control unit 22 may execute the automatic stopping operation, for example, by applying a braking force to the saddle riding type vehicle 1 using the drive source 11. Note that the control unit 22 may execute the automatic stopping operation in response to a switch operation performed by the rider, or may execute the automatic stopping operation based on surrounding environment information (for example, information on the distance between the saddle riding type vehicle 1 and the target vehicle) in a situation where the target vehicle has stopped. Furthermore, the control unit 22 may execute the automatic stopping operation when adaptive cruise control is being performed, or may execute the automatic stopping operation when adaptive cruise control is not being performed.

[0084]

[0072] Furthermore, for example, in the control mode, the control unit 22 may execute an automatic start operation to automatically start the saddle riding type vehicle 1. The control unit 22 may execute the automatic start operation, for example, by using the drive source 11 to apply a driving force to the saddle riding type vehicle 1. Note that the control unit 22 may execute the automatic start operation in response to a switch operation performed by the rider, or may execute the automatic start operation based on surrounding environment information (for example, information on the distance between the saddle riding type vehicle 1 and the target vehicle) in a situation where the target vehicle has started, etc. Furthermore, the control unit 22 may execute the automatic start operation in a state where adaptive cruise control is being performed, or may execute the automatic start operation in a state where adaptive cruise control is not being performed.

[0085]

[0073] Furthermore, for example, the control unit 22 may perform an alerting operation for the rider of the saddle-ride type vehicle 1. The alerting operation is an operation of providing an alert to the rider of the saddle-ride type vehicle 1. For example, in the alerting operation, the control unit 22 provides an alert using the display device 14. However, the alerting to the rider may be provided using a device other than the display device 14. For example, the control unit 22 may provide an alert using a display device provided on clothing worn by the rider (for example, a helmet). Furthermore, for example, the control unit 22 may provide 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.

[0086] Here, the control 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 control 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 control unit 22 may, in the notification operation, momentarily increase the braking force by regenerative braking using the electric motor. Also, for example, the control unit 22 may, in the notification operation, momentarily increase the braking force by increasing the gear ratio of the transmission 12.

[0087]

[0075] As described above, the control 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.

[0088] For example, the control unit 22 may perform the notification operation based on the positional relationship between the saddle-riding type vehicle 1 and an object (for example, a target vehicle). The control unit 22 may perform the notification operation, for example, in a situation where the saddle-riding type vehicle 1 and the target vehicle are excessively close, or where the saddle-riding type vehicle 1 is rapidly approaching the target vehicle. More specifically, in such a situation, the control unit 22 may perform the notification operation when it determines that there is a high possibility of a collision between the saddle-riding type vehicle 1 and the target vehicle based on the positional relationship between the saddle-riding type vehicle 1 and the target vehicle. This makes it possible to prompt the rider to take action to avoid a collision between the saddle-riding type vehicle 1 and the target vehicle.

[0089]

[0077] The control unit 22 can determine the above-mentioned collision possibility based on, for example, the distance between the saddle-ride type vehicle 1 and the target vehicle, and the relative speed of the saddle-ride type vehicle 1 with respect to the target vehicle. The above-mentioned collision possibility can be expressed, for example, by a value obtained by dividing the relative speed of the saddle-ride type vehicle 1 with respect to the target vehicle by the distance between the saddle-ride type vehicle 1 and the target vehicle. The above-mentioned collision possibility may be expressed by a value that further takes into account the relative acceleration of the saddle-ride type vehicle 1 with respect to the target vehicle, in addition to the distance between the saddle-ride type vehicle 1 and the target vehicle and the relative speed of the saddle-ride type vehicle 1 with respect to the target vehicle.

[0090]

[0078] The control unit 22 may perform the notification operation based not only on the current positional relationship between the saddle type vehicle 1 and an object (for example, a target vehicle) but also on the future positional relationship between the saddle type vehicle 1 and an object. For example, the control unit 22 may perform the notification operation in a situation where it is estimated that the saddle type vehicle 1 and the target vehicle will become excessively close in the future, or that the saddle type vehicle 1 will suddenly approach the target vehicle in the future.

[0091]

[0079] For example, the control unit 22 may perform the notification operation based on control mode state information, which is information on the state of the control mode. The control mode state information may be information that directly indicates the state of the control mode, or may be other information that can be substantially converted into the state of the control mode. For example, the control unit 22 may notify the rider of the control mode state information itself, which indicates the state of the control mode, in the notification operation. For example, when the control unit 22 determines that the control mode has undergone a specific state transition (for example, a state transition from the active state ST_ACT to the standby state ST_STB) based on the control mode state information, the control unit 22 may notify the rider that the specific state transition has occurred in the notification operation. This allows the rider to be notified of the state of the control mode.

[0092]

[0080] Furthermore, for example, the control unit 22 may perform a notification operation based on driving source status information, which is information on the status of the driving source 11 of the saddle riding type vehicle 1. The driving source status information may include various information related to the status of the driving source 11.

[0081] When the saddle riding type vehicle 1 is provided with an engine as the driving source 11, the driving source status information may be, for example, information such as engine rotation speed. In this case, for example, when performing adaptive cruise control, the control unit 22 may perform a notification operation if the engine rotation speed is excessively low or excessively high. This allows the rider to be notified of information on whether or not to perform adaptive cruise control.

[0093]

[0082] Furthermore, when the saddle-ride type vehicle 1 is provided with an electric motor as the driving source 11, the driving source status information may be, for example, information on the remaining capacity of a battery that supplies power to the electric motor. In this case, for example, when performing adaptive cruise control, the control unit 22 may perform a notification operation if the remaining capacity of the battery is excessively low. This allows the rider to be notified of information on whether or not to perform adaptive cruise control.

[0094]

[0083] For example, in the positional relationship adjustment operation, the control unit 22 may perform the notification operation based on the possibility of a collision between the saddle-ride type vehicle 1 and an object (for example, a target vehicle) and limit information that is information on the limit of an increase in braking force that is performed without automatically increasing the pressure of the brake fluid in the wheel cylinder 54. The limit information is information for estimating the limit of an increase in braking force using the drive source 11, for example.

[0095]

[0084] When the saddle-ride type vehicle 1 is provided with an engine as the driving source 11, if the engine speed is low, the maximum braking force that can be generated by engine braking will be small. Therefore, information on the engine speed may correspond to limit information. Also, when the saddle-ride type vehicle 1 is provided with an electric motor as the driving source 11, if the remaining capacity of the battery that supplies power to the electric motor is excessively high and is close to being fully charged, the maximum braking force that can be generated by regenerative braking will be small. Therefore, information on the remaining capacity of the battery may correspond to limit information.

[0096]

[0085] For example, the control unit 22 may execute a notification operation when it determines, based on the possibility of collision between the saddle type vehicle 1 and the target vehicle and the limit information, that it is difficult to avoid a collision between the saddle type vehicle 1 and the target vehicle even if the braking force is increased using the driving source 11. This allows the control of the behavior of the saddle type vehicle 1 to be handed over to the driving operation by the rider, and makes it possible to prompt the rider to perform an operation to avoid a collision between the saddle type vehicle 1 and the target vehicle.

[0097]

[0086] <Effects of the rider assistance system> The effects of the rider assistance system 1 according to the embodiment of the present invention will be explained.

[0098]

[0087] The rider assistance system 100 includes a control 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. The hydraulic control unit 13 that controls the brake fluid pressure of 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 operating the brakes, and the control 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 during the positional relationship adjustment operation. This ensures the function of automatically controlling the braking force acting on the saddle-ride type vehicle 1 during the positional relationship adjustment operation, even when the hydraulic control unit 13 is not provided with a mechanism that automatically increases the pressure. Therefore, it is possible to perform a positional relationship adjustment operation.

[0099]

[0088] Preferably, in the rider assistance system 100, the saddle-ride type vehicle 1 is driven by an engine, and the control unit 22 increases the braking force by engine braking using the engine in the positional relationship adjustment operation when the rider is not operating the brakes. 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 performed.

[0100]

[0089] Preferably, in the rider assistance system 100, the saddle-ride type vehicle 1 is driven by an electric motor, and the control unit 22 increases braking force by regenerative braking using the electric motor in the positional relationship adjustment operation when the rider is not operating the brakes. 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 performed.

[0101] Preferably, in the rider assistance system 100, 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 control 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.

[0102] Preferably, in the rider assistance system 100, during the positional relationship adjustment operation, the control unit 22 controls the gear ratio of the transmission 12 based on turning state information, which is information about the turning state of the saddle-ride type vehicle 1, to increase the braking force when the rider is not operating the brakes. This makes it possible to prevent the posture of the saddle-ride type vehicle 1 from becoming unstable due to an instantaneous increase in deceleration of the saddle-ride type vehicle 1 caused by an increase in braking force due to control of the gear ratio of the transmission 12. For example, it is 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.

[0103]

[0092] Preferably, in the rider assistance system 100, the control unit 22 controls the brake lamps 19 of the saddle-ride type vehicle 1 based on braking force information, which is information on the braking force that increases the pressure without automatically increasing it, when the rider is not operating the brakes during the positional relationship adjustment operation. This makes it possible to notify surrounding vehicles, etc. that the braking force is being generated.

[0104]

[0093] Preferably, in the rider assistance system 100, the control unit 22 in the control mode executes an automatic stopping operation to automatically stop the saddle riding type vehicle 1. This saves the rider the trouble of performing an operation to stop the saddle riding type vehicle 1, and improves operability for the rider.

[0105]

[0094] Preferably, in the rider assistance system 100, the control unit 22 executes an automatic start operation in the control mode to automatically start the saddle riding type vehicle 1. This saves the rider the trouble of performing an operation to start the saddle riding type vehicle 1, and improves operability for the rider.

[0106]

[0095] Preferably, in the rider assistance system 100, the control unit 22 performs a notification operation for the rider. This allows the rider to be notified of various information.

[0107] Preferably, in the rider assistance system 100, the control unit 22 performs the notification operation by momentarily increasing the braking force without automatically increasing the pressure. Thus, even if the hydraulic control unit 13 is not provided with a mechanism for automatically increasing the pressure, it is possible to notify the rider of various types of information by momentarily increasing the braking force.

[0108]

[0097] Preferably, in the rider assistance system 100, the control unit 22 executes a notification operation based on the positional relationship between the saddle-ride type vehicle 1 and the target. This makes it possible to notify the rider of information focusing on the positional relationship between the saddle-ride type vehicle 1 and the target. For example, it is possible to prompt the rider to take an operation to avoid a collision between the saddle-ride type vehicle 1 and the target vehicle.

[0109]

[0098] Preferably, in the rider assistance system 100, the control unit 22 performs a notification operation based on control mode status information, which is information about the status of the control mode. This allows the rider to be notified of the status of the control mode, and the rider can drive the saddle-ride type vehicle 1 after understanding such information.

[0110] Preferably, in the rider assistance system 100, the control unit 22 performs a notification operation based on driving source status information, which is information about the status of the driving source 11 of the saddle riding type vehicle 1. This makes it possible to notify the rider of information focusing on the status of the driving source 11. For example, it is possible to notify the rider of information that will help him or her decide whether or not to perform adaptive cruise control.

[0111]

[0100] Preferably, in the rider assistance system 100, the control unit 22 performs a notification operation in the positional relationship adjustment operation based on the possibility of a collision between the saddle-ride type vehicle 1 and the target vehicle and limit information, which is information on the limit of the increase in braking force that can be achieved without automatically increasing the pressure. As a result, when it is determined that it is difficult to avoid a collision between the saddle-ride type vehicle 1 and the target vehicle even if the braking force is increased using the drive source 11, the control unit 22 adjusts the behavior of the saddle-ride type vehicle 1 to the limit.

Claims

[Document name] Scope of claims

1. A rider assistance system (100) that assists a rider in driving a saddle-ride type vehicle (1), comprising a control 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 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 for increasing the pressure when the rider is not operating the brakes, and the control 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.

2. The rider assistance system according to claim 1, wherein the saddle-ride type vehicle (1) is driven by an engine (11), and the control unit (22) increases the braking force by engine braking using the engine (11) in the positional relationship adjustment operation when the rider is not operating the brakes.

3. The rider assistance system according to claim 1, wherein the saddle-ride type vehicle (1) is driven by an electric motor (11), and the control unit (22) increases the braking force by regenerative braking using the electric motor (11) in the positional relationship adjustment operation when the rider is not operating the brakes.

4. The rider assistance system according to any one of claims 1 to 3, 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 control 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.

5. The rider assistance system according to claim 4, wherein the control unit (22) controls the gear ratio based on turning state information, which is information on the turning state of the saddle-ride type vehicle (1), to increase the braking force in the positional relationship adjustment operation when the rider is not operating the brakes.

6. The rider assistance system according to any one of claims 1 to 3, wherein the control unit (22) controls brake lamps (19) of the saddle-ride type vehicle (1) based on braking force information, which is information on the braking force that increases without automatically increasing the pressure, in a state where the rider is not operating the brakes during the positional relationship adjustment operation.

7. The rider assistance system according to any one of claims 1 to 3, wherein the control unit (22) executes an automatic stopping operation to automatically stop the saddle-ride type vehicle (1) in the control mode.

8. The control unit (22) executes an automatic start operation to automatically start the saddle-ride type vehicle (1) in the control mode. A rider assistance system according to any one of claims 1 to 3.

9. The rider assistance system according to claim 1, wherein the control unit (22) executes an alert operation for the rider.

10. The rider assistance system of claim 9, wherein the control unit (22) executes the notification operation by momentarily increasing the braking force without automatically increasing the pressure.

11. The rider assistance system according to claim 9 or 10, wherein the control unit (22) executes the notification operation based on the positional relationship between the saddle-ride type vehicle (1) and the object.

12. A rider assistance system as described in claim 9 or 10, wherein the control unit (22) executes the notification operation based on control mode status information, which is information on the status of the control mode.

13. The rider assistance system according to claim 9 or 10, wherein the control unit (22) executes the notification operation based on drive source status information, which is information on the status of the drive source (11) of the saddle-ride type vehicle (1).

14. The rider assistance system according to claim 9 or 10, wherein the control unit (22) executes the notification operation in the positional relationship adjustment operation based on the possibility of a collision between the saddle-ride type vehicle (1) and the object and limit information that is information on a limit to the increase in braking force that is performed without automatically increasing the pressure.

15. A control method for a rider assistance system (100) that assists a rider of a saddle-ride type vehicle (1) in driving the vehicle, wherein a control unit (22) of the rider assistance system (100) 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 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 for increasing the pressure when the rider is not operating the brakes, and the control 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.

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