Rider assistance system and control method

Abstract

The present invention improves operability for a rider while making it possible to execute a vehicle speed control operation. In this rider assistance system (100) and control method according to the present invention, a control unit of the rider assistance system (100) executes a control mode in which the vehicle speed control operation for automatically controlling the vehicle speed generated in a saddle-riding type vehicle (1) is performed. A mechanism for increasing pressure while no brake operation is being performed by the rider is not provided to a hydraulic pressure control unit (13) that controls the pressure of a brake fluid in a wheel cylinder of the saddle-riding type vehicle (1), and, during the vehicle speed control operation, the control unit increases the braking force generated in the saddle-riding type vehicle (1) without automatically increasing the pressure while the brake operation is not being performed by the rider, and automatically restarts the vehicle speed control operation without the need for a switch operation by the rider when the rider has released a first operation that is a brake operation performed by the rider during the execution of the vehicle speed control operation.

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 control method that can improve rider operability while enabling vehicle speed control operations to be performed.

[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 vehicle speed control operation that automatically controls the vehicle speed. Applying such a vehicle speed control operation to a saddle-ride vehicle can be considered to assist the rider of the saddle-ride vehicle in driving the vehicle. Here, the vehicle speed control operation requires a function that automatically controls the braking force acting on the saddle-ride vehicle. It is desirable to ensure a function that automatically controls the braking force acting on the saddle-ride 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 vehicle, so that the vehicle speed control operation can be performed. Furthermore, it is also desirable to improve the rider's operability in the control mode in which the vehicle speed control operation is performed.

[0014]

[0005] The present invention has been made against the background of the above-mentioned problems, and provides a rider assistance system and control method that can improve the rider's operability while enabling vehicle speed control operations to be performed.

[0015] [Means for solving the problem]

[0016] [0 0 0 6] A 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 vehicle speed control operation is performed in which the vehicle speed generated in the saddle-ride type vehicle is automatically controlled, 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 in a state in which the rider is not operating the brakes, and the control unit increases the braking force generated in the saddle-ride type vehicle without automatically increasing the pressure in a state in which the rider is not operating the brakes, during the vehicle speed control operation, and automatically resumes the vehicle speed control operation without the need for a switch operation by the rider when the rider releases a first operation, which is the braking operation performed by the rider during the execution of the vehicle speed control operation.

[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 vehicle speed control operation is performed in which the vehicle speed generated in the saddle-ride type vehicle is automatically controlled, 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 that increases the pressure when the rider is not operating the brakes, and the control unit increases the braking force generated in the saddle-ride type vehicle without automatically increasing the pressure when the rider is not operating the brakes in the vehicle speed control operation, and when the rider releases a first operation, which is the brake operation performed by the rider during the execution of the vehicle speed control operation, the vehicle speed control operation is automatically resumed without the need for a switch operation by the rider.

[0018] [Effects of the Invention]

[0019]

[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 vehicle speed control operation is performed to automatically control the vehicle speed of the saddle-ride type vehicle, the hydraulic control unit controlling the pressure of brake fluid in the wheel cylinders of the saddle-ride type vehicle is not provided with a mechanism for increasing the pressure when the rider is not applying the brakes, and the control unit increases the braking force generated in the saddle-ride type vehicle without automatically increasing the pressure when the rider is not applying the brakes during the vehicle speed control operation, and automatically resumes the vehicle speed control operation without the rider needing to operate a switch when the rider releases a first operation, which is the braking operation performed by the rider during the execution of the vehicle speed control operation. Even when the hydraulic control unit is not provided with a mechanism for automatically increasing the pressure of the brake fluid in the wheel cylinders, the function of automatically controlling the braking force acting on the saddle-ride type vehicle during the vehicle speed control operation can be ensured. Furthermore, if a brake operation is performed while the vehicle speed control operation is being performed, the vehicle speed control operation can be automatically resumed, thereby improving the rider's operability. As described above, the vehicle speed control operation can be performed while improving the rider's operability.

[0020] [Brief explanation of the drawings]

[0021]

[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.

[0022]

[0013] Identical or similar descriptions have been simplified or omitted as appropriate. Furthermore, in each drawing, similar members or parts are designated by symbols, and the reference numerals are omitted. Furthermore, detailed structures have been simplified or omitted as appropriate to explain the configuration of a saddle-ride type vehicle 1 according to an embodiment of the present invention.

[0014] 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.

[0023]

[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.

[0024]

[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.

[0025]

[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.

[0026]

[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.

[0027]

[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.

[0028]

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

[0029]

[0025] 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 [rpm] of the front wheel 2 or the distance traveled per unit time [km / h], etc.) and outputs the detection result. The front wheel speed sensor 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]

[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.

[0031]

[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.

[0032]

[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.

[0033]

[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.

[0034]

[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.

[0035]

[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.

[0036]

[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.

[0037]

[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.

[0038]

[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.

[0039]

[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.

[0040]

[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.

[0041]

[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.

[0042]

[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.

[0043]

[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.

[0044]

[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.

[0045]

[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.

[0046]

[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.

[0047]

[0043] Here, the control unit 22 can execute a vehicle speed control operation. The vehicle speed control operation is an operation for automatically controlling the vehicle speed of the saddle riding type vehicle 1.

[0048]

[0044] An example of the vehicle speed control operation is cruise control. In cruise control, a target vehicle speed is set in advance, and the control unit 22 decelerates the saddle-ride type vehicle 1 when the vehicle speed of the saddle-ride type vehicle 1 is higher than the target vehicle speed, and accelerates the saddle-ride type vehicle 1 when the vehicle speed of the saddle-ride type vehicle 1 is lower than the target vehicle speed. This controls the vehicle speed of the saddle-ride type vehicle 1 to approach the target vehicle speed. For example, the control unit 22 can control the vehicle speed of the saddle-ride type vehicle 1 as described above based on information about the vehicle speed of the saddle-ride type vehicle 1 acquired based on the wheel speeds of the front wheels 2 and the rear wheels 3.

[0049]

[0045] An example of the vehicle speed control operation is adaptive cruise control. In adaptive cruise control, the vehicle speed of the saddle-ride type vehicle 1 is not only controlled to approach a target vehicle speed, but can also be controlled to adjust the positional relationship between the saddle-ride type vehicle 1 and a target vehicle located ahead of the saddle-ride type vehicle 1. For example, in adaptive cruise control, when a target vehicle is detected by the surrounding environment sensor 16, the control unit 22 controls the vehicle speed of the saddle-ride type vehicle 1 so that the inter-vehicle distance between the saddle-ride type vehicle 1 and the target vehicle is maintained at the target inter-vehicle distance. In adaptive cruise control, the vehicle speed of the saddle-ride type vehicle 1 may be controlled so that the passing time difference (specifically, the time it takes for the saddle-ride type vehicle 1 to pass the current position of the target vehicle) is maintained at the target passing time difference.

[0050]

[0046] In the following, an example in which adaptive cruise control is performed as the vehicle speed control operation will be described. However, the vehicle speed control operation may be any operation that automatically controls the vehicle speed of the saddle-ride type vehicle 1, and may be an operation other than adaptive cruise control (for example, the above-mentioned cruise control).

[0051]

[0047] <Operation of the rider assistance system> With reference to Figures 4 to 6, the operation of the rider assistance system 100 according to the embodiment of the present invention will be described.

[0052] As described above, the control unit 22 of the control device 20 can perform 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 perform adaptive cruise control.

[0053]

[0049] 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.

[0054]

[0050] 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.

[0055]

[0051] 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.

[0056]

[0052] 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.

[0057]

[0053] 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, the control mode also switches from the active state ST_ACT to the standby state ST_STB if other conditions are satisfied. Such state transitions will be discussed later.

[0058]

[0054] 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.

[0059]

[0055] 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. In addition, when the control mode is in the running state ST_EXE, if other conditions are satisfied, the control mode will also switch from the running state ST_EXE to the suspended state ST_S US. Such state transitions will be described later.

[0060]

[0056] 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 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.

[0061]

[0057] 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.

[0062] 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.

[0063]

[0059] 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.

[0060] The control unit 22 can calculate the required braking force, for example, based on 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 the 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 information about the lean angle 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 information about the lean angle of the saddle-ride type vehicle 1, and selects a target vehicle based on the identification result of the future trajectory. The control unit 22 can then calculate the required braking force based on the selection result of the target vehicle.

[0064]

[0061] 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.

[0065] 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).

[0066]

[0063] 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.

[0067]

[0064] In addition, in the adaptive cruise control, the control 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.

[0068]

[0065] 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.

[0069]

[0066] When the braking force is increased by increasing the gear ratio of the transmission 12, the deceleration of the saddle-riding type vehicle 1 increases instantaneously, making the posture of the saddle-riding 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-riding type vehicle 1. As described above, the turning state information may include, for example, information on the lean angle of the saddle-riding type vehicle 1. For example, when the control unit 22 determines that the saddle-riding type vehicle 1 is cornering based on the turning state information (for example, when the lean angle of the saddle-riding 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.

[0070] As described above, in the adaptive cruise control of this embodiment, the braking force is increased by 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 the braking force is automatically increased using this mechanism, the maximum 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 braking force that can be generated is not very large. Therefore, in the adaptive cruise control of this embodiment, in which the braking force is increased by the drive source 11 rather than the hydraulic control unit 13, the braking force may be insufficient. In such a case, the rider may apply the brakes and increase the braking force using the hydraulic control unit 13.

[0071]

[0068] Here, if the rider applies the brakes while the control mode is in the execution state ST_EXE and adaptive cruise control is being executed, the control mode will be forcibly switched from the active state ST_ACT to the standby state ST_STB, requiring a switch operation to resume adaptive cruise control. This may result in a decrease in rider operability. Therefore, in this embodiment, by implementing a process related to the state transition of the control mode when adaptive cruise control is being executed, rider operability is improved. An example of the process performed by such a control device 20 will be described below.

[0072]

[0069] 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 S11 ○ in Fig. 5 corresponds to the end of the control flow shown in Fig. 5.

[0073]

[0070] The control flow shown in Figure 5 starts when the control mode is in the execution state ST_EXE and adaptive cruise control is being executed. After the control flow shown in Figure 5 ends, it starts again, for example, after a predetermined time has elapsed.

[0074]

[0071] When the control flow shown in FIG. 5 starts, in step S102, the control unit 22 determines whether or not the rider has applied the brakes.

[0075] For example, the control unit 22 can determine whether a brake operation has been performed based on the detection result of a sensor that detects the amount of braking. However, the control unit 22 may also determine whether a brake operation has been performed based on the detection result of a sensor that detects the pressure of the brake fluid in the master cylinder 51.

[0076]

[0073] If it is determined that the brakes have not been applied (step S102 / NO), step S102 is repeated. On the other hand, if it is determined that the brakes have been applied (step S102 / YES), the process proceeds to step S103.

[0077]

[0074] If the answer is YES in step S102, the control unit 22 switches the control mode from the execution state ST_EXE to the suspend state ST_SUS in step S103. This temporarily suspends the adaptive cruise control.

[0078]

[0075] As described above, when the brakes are applied and the adaptive cruise control is temporarily suspended, the control unit 22 may or may not control the braking force using the drive source 11. However, in such a situation, the vehicle speed changes depending on the brakes, so the adaptive cruise control as a vehicle speed control operation is not executed and is suspended.

[0079]

[0076] Next, in step S104, the control unit 22 determines whether the braking operation being performed is a specific braking operation.

[0080]

[0077] As will be described later, if the brake operation being performed is a specific brake operation and the brake operation is released, the adaptive cruise control will not automatically resume. This brake operation is also called a second operation. However, if the brake operation is released, the adaptive cruise control will generally resume automatically. Specifically, if the brake operation being performed is a brake operation other than a specific brake operation and the brake operation is released, the adaptive cruise control will automatically resume. This brake operation is also called a first operation. The first operation and the second operation are different brake operations.

[0081] As described above, in this embodiment, when the rider releases the first operation, which is the brake operation performed by the rider while the adaptive cruise control is being executed, the control unit 22 automatically resumes the adaptive cruise control without the rider needing to perform a switch operation. This allows the adaptive cruise control to be automatically resumed when the brake operation is performed while the adaptive cruise control is being executed, thereby improving operability for the rider.

[0082]

[0079] On the other hand, if the brake operation being performed is a specific brake operation (i.e., the second operation), as described below, the control mode switches from the suspended state ST_SUS to the standby state ST_STB. As a result, when the brake operation is released, the adaptive cruise control does not automatically resume. As described above, when the brake operation being performed is a specific brake operation, the control unit 22 prohibits the automatic resumption of the adaptive cruise control when the brake operation is released.

[0083]

[0080] For example, the specific brake operation (i.e., the second operation) may be a brake operation using only the second brake operation unit 42, which is a brake operation unit for the rear wheel 3.

[0084]

[0081] Here, the maximum value of braking force that can be generated by the front wheel braking mechanism 31 is generally greater than the maximum value of braking force that can be generated by the rear wheel braking mechanism 32. Therefore, when the rider applies the brakes with the intention of increasing the braking force, it is assumed that he or she will use at least the first brake operating unit 41. On the other hand, when the rider applies the brakes using only the second brake operating unit 42, it can be assumed that the rider wishes to cancel the adaptive cruise control and change the control mode to the standby state ST_STB. Therefore, when the rider applies the brakes using only the second brake operating unit 42, the control unit 22 may prohibit the adaptive cruise control from automatically resuming operation upon release of the brake operation.

[0085] As described above, the first operation and the second operation may use different brake operating units of the saddle-ride type vehicle 1. However, in this case, the second operation may be a brake operation other than a brake operation using only the second brake operating unit 42. For example, the second operation may be a brake operation using at least the second brake operating unit 42.

[0086]

[0083] Also, for example, the specific braking operation (i.e., the second operation) may be a braking operation whose duration is longer than the reference time.

[0087]

[0084] Here, if the duration of the brake operation is excessively long, it can be assumed that there is a high need to increase the braking force using the hydraulic control unit 13 and a low need to resume the adaptive cruise control, which increases the braking force using the drive source 1! rather than the hydraulic control unit 13. It can also be assumed that if the duration of the brake operation is excessively long, the rider wishes to cancel the adaptive cruise control and set the control mode to the standby state ST_STB. Therefore, if the brake operation is performed for a duration longer than the reference time, the control unit 22 may prohibit the automatic resumption of the adaptive cruise control following the release of the brake operation. The reference time is set, for example, to a value that can determine whether the duration of the brake operation is excessively long.

[0088]

[0085] As described above, the duration of the braking operation in the second operation may be longer than that in the first operation.

[0089]

[0086] Also, for example, the specific brake operation (i.e., the second operation) may be a brake operation in which the operation amount in the brake operation is greater than the reference operation amount.

[0090]

[0087] Here, if the amount of braking is excessively large, it is assumed that there is a high need to increase the braking force using the hydraulic control unit 13, and a low need to resume adaptive cruise control, in which the increase in braking force is performed using the drive source 11 rather than the hydraulic control unit 13. Therefore, if a braking operation is performed with an amount of braking operation greater than the reference amount of braking operation, the control unit 22 may prohibit automatic resumption of adaptive cruise control following release of the braking operation. The reference amount of braking operation is set, for example, to a value that can determine whether the amount of braking operation is excessively large.

[0091] The control unit 22 can determine the amount of braking operation based on the detection result of a sensor that detects the amount of braking operation. However, the control unit 22 may estimate the amount of braking operation based on the detection result of a sensor that detects the pressure of the brake fluid in the master cylinder 51.

[0092] As described above, the second operation may involve a larger amount of braking operation than the first operation. However, the second operation may involve a larger rate of change in the amount of braking operation than the first operation. Even when the rate of change in the amount of braking operation is excessively large, it can be assumed that there is a high need to increase the braking force using the hydraulic control unit 13 and a low need to resume adaptive cruise control, in which the increase in braking force is performed using the drive source 11 rather than the hydraulic control unit 13. Therefore, even in this case, the control unit 22 may prohibit automatic resumption of adaptive cruise control following release of the brake operation. Furthermore, the second operation may involve a larger amount of braking operation and a larger rate of change in the amount of braking operation than the first operation. In other words, in the second operation, at least one of the operating amount and the rate of change of the operating amount in the brake operation may be larger than in the first operation.

[0093]

[0090] If it is determined that the brake operation being performed is not a specific brake operation (i.e., the brake operation being performed is the first operation) (Step S!04 / NO), proceed to Step S105. On the other hand, if it is determined that the brake operation being performed is a specific brake operation (i.e., the brake operation being performed is the second operation) (Step S!04 / YES), proceed to Step S108, where the control unit 22 switches the control mode from the suspend state ST_SUS to the standby state ST_STB.

[0094]

[0091] If the result of step S104 is NO, in step S105, the control unit 22 determines whether the transition conditions to the standby state ST_STB are met.

[0095]

[0092] As described above, if the brake operation being performed is a brake operation other than the specific brake operation (i.e., the first operation), and the brake operation is released, the adaptive cruise control generally automatically resumes. However, as will be described later, if a brake operation other than the specific brake operation (i.e., the first operation) is being performed and the transition condition to the standby state ST_STB is met, the control mode switches from the suspend state ST_SUS to the standby state ST_STB. As a result, the adaptive cruise control will not automatically resume when the brake operation is released. In other words, the control unit 22 prohibits the automatic resumption of the adaptive cruise control when the brake operation is released if the above transition condition is met.

[0096] For example, the transition condition may be that the deceleration occurring in the saddle-ride type vehicle 1 is greater than the reference deceleration. Here, if the deceleration occurring in the saddle-ride type vehicle 1 is excessively large, it can be assumed that there is a high need to increase the braking force using the hydraulic control unit 13 and a low need to resume adaptive cruise control, in which the increase in braking force is performed using the drive source 11 rather than the hydraulic control unit 13. Therefore, if the deceleration occurring in the saddle-ride type vehicle 1 is greater than the reference deceleration, the control unit 22 may prohibit the automatic resumption of adaptive cruise control associated with release of the brake operation. The reference deceleration is set to a value that can determine whether the deceleration occurring in the saddle-ride type vehicle 1 is excessively large, for example.

[0097]

[0094] The control unit 22 can determine the deceleration occurring in the saddle-ride type vehicle 1 based on, for example, information on the change in the vehicle speed of the saddle-ride type vehicle 1 acquired based on the wheel speed of the front wheel 2 and the wheel speed of the rear wheel 3.

[0098] As described above, the control unit 22 may determine whether to resume the vehicle speed control operation based on information about the deceleration occurring in the saddle-ride type vehicle 1. However, the control unit 22 may also determine whether to resume the vehicle speed control operation based on information about the rate of change of the deceleration occurring in the saddle-ride type vehicle 1. Even when the rate of change of the deceleration occurring in the saddle-ride type vehicle 1 is excessively large, it can be assumed that there is a high need to increase the braking force using the hydraulic control unit 13, and that there is a low need to resume adaptive cruise control, in which the increase in braking force is performed using the drive source 11 rather than the hydraulic control unit 13. Therefore, even in this case, the control unit 22 may prohibit the automatic resumption of adaptive cruise control associated with release of the brake operation. Furthermore, the control unit 22 may determine whether or not to resume the vehicle speed control operation based on information on both the deceleration and the rate of change of the deceleration occurring in the saddle-ride type vehicle 1. In other words, the control unit 22 may determine whether or not to resume the vehicle speed control operation based on information on at least one of the deceleration and the rate of change of the deceleration occurring in the saddle-ride type vehicle 1.

[0099]

[0096] The deceleration information may be information directly indicating the deceleration, other information that can be substantially converted into the deceleration, or information that roughly indicates the degree of the deceleration. The deceleration change rate information may be information directly indicating the rate of change of the deceleration, other information that can be substantially converted into the rate of change of the deceleration, or information that roughly indicates the degree of the rate of change of the deceleration.

[0100]

[0097] Furthermore, for example, the transition condition may be a condition that the probability of collision between the saddle-ride type vehicle 1 and an object (for example, a target vehicle) is higher than a reference probability. Here, if the probability of collision is higher than the reference probability, it can be assumed that there is a high need to increase the braking force using the hydraulic control unit 13, and a low need to resume adaptive cruise control, in which the increase in braking force is performed using the drive source 11 rather than the hydraulic control unit 13. Therefore, if the probability of collision is higher than the reference probability, the control unit 22 may prohibit automatic resumption of adaptive cruise control associated with release of the brake operation. The reference probability is set, for example, so as to be able to determine whether the probability of collision between the saddle-ride type vehicle 1 and an object is excessively high.

[0101]

[0098] 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 distance between the saddle-ride type vehicle 1 and the target vehicle by the relative speed of the saddle-ride type vehicle 1 with respect to 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.

[0102] As described above, the control unit 22 may determine whether to resume the vehicle speed control operation based on information about the possibility of a collision between the saddle-riding type vehicle 1 and the object. When the possibility of a collision between the saddle-riding type vehicle 1 and the object is higher than a standard, the control unit 22 may execute an operation to suppress a collision between the saddle-riding type vehicle 1 and the object. Examples of such an operation include an operation to issue a notification to warn the rider that the possibility of a collision between the saddle-riding type vehicle 1 and the object has exceeded a standard, or an operation to automatically increase the braking force acting on the saddle-riding type vehicle 1 (for example, an operation to increase the braking force generated by the drive source 11 to an upper limit). The condition that one of these operations to suppress a collision between the saddle-riding type vehicle 1 and the object is being executed may be used as the transition condition.

[0103]

[0100] Alternatively, for example, the transition condition may be that the braking force generated by the drive source 11 has not reached the maximum value (i.e., limit) of the braking force that can be generated by the drive source 11. Here, if a brake operation is performed even though the braking force generated by the drive source 11 has not reached its limit, it can be assumed that the rider wishes to cancel the adaptive cruise control and change the control mode to the standby state ST_STB. Therefore, if the braking force generated by the drive source 11 has not reached its limit, the control unit 22 may prohibit the adaptive cruise control from automatically resuming operation when the brake operation is released.

[0104] As described above, the control unit 22 may determine whether to resume the vehicle speed control operation based on information about the braking force that increases the brake fluid pressure in the wheel cylinder 54 without automatically increasing the pressure. 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.

[0105]

[0102] If it is determined that the transition conditions to the standby state ST_STB are not met (step S105 / NO), proceed to step S106. On the other hand, if it is determined that the transition conditions to the standby state ST_STB are met (step S105 / YES), proceed to step S108, and in step S108, the control unit 22 switches the control mode from the suspend state ST_SUS to the standby state ST_STB.

[0106]

[0103] If the result of step S105 is NO, in step S106, the control unit 22 determines whether the rider's brake operation has been released.

[0107] For example, the control unit 22 can determine whether the rider's brake operation has been released based on the detection result of a sensor that detects the amount of brake operation. However, the control unit 22 may also determine whether the rider's brake operation has been released based on the detection result of a sensor that detects the pressure of the brake fluid in the master cylinder 51.

[0108]

[0105] If it is determined that the brake operation has not been released (step S106 / NO), return to step S104. On the other hand, if it is determined that the brake operation has been released (step S106 / YES), proceed to step S107.

[0109]

[0106] If the determination in step S106 is YES, in step S107, the control unit 22 switches the control mode to the execution state ST_EXE, and the control flow shown in Fig. 5 ends. In this case, the control unit 22 switches the control mode from the suspend state ST_SUS to the execution state ST_EXE. This restarts the adaptive cruise control.

[0110]

[0107] As described above, if the determination in step S104 is YES, or if the determination in step S105 is YES, the process proceeds to step S108, where the control mode is switched from the suspend state ST_S US to the standby state ST_S TB. Next, in step S109, the control unit 22 determines whether the rider has released the brake and performed a switch operation (specifically, a switch operation to switch the control mode from the standby state ST_S TB to the active state ST_ACT).

[0111]

[0108] If it is determined that the brake operation has not been released or the switch operation has not been performed (Step S109 / NO), Step S109 is repeated. On the other hand, if it is determined that the brake operation has been released and the switch operation has been performed (Step S109 / YES), proceed to Step S107. Then, the control mode switches from the standby state ST_ST_TB to the execution state ST_EXE, and adaptive cruise control resumes.

[0112]

[0109] 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.

[0113] For example, the control unit 22 may increase the gear ratio of the transmission 12 before resuming the adaptive cruise control. When the brakes are applied and the adaptive cruise control is temporarily suspended, the saddle-ride type vehicle 1 decelerates and the vehicle speed decreases. Therefore, by increasing the gear ratio of the transmission 12 while the adaptive cruise control is temporarily suspended, before resuming the adaptive cruise control, the adaptive cruise control resumes and the saddle-ride type vehicle 1 is accelerated by the drive source 11, allowing for smooth acceleration. Furthermore, if an engine is provided as the drive source 11, engine stall can be prevented when the adaptive cruise control is resumed.

[0114]

[0111] 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 performs the alert using the display device 14. However, the alerting to the rider may be performed using a device other than the display device 14. For example, the control unit 22 may perform the alert using a display device provided on clothing worn by the rider (for example, a helmet). Furthermore, for example, the control unit 22 may perform the 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.

[0115]

[0112] Here, the control unit 22 may perform 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.

[0116]

[0113] 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.

[0117]

[0114] For example, in the notification operation, the control unit 22 may notify the rider of information regarding whether the adaptive cruise control can be resumed. For example, in the example of FIG. 5 above, after the control mode changes to the suspended state ST_S US in response to the start of a brake operation, if the control mode is maintained in the suspended state ST_S US, automatic resumption of the adaptive cruise control is permitted, whereas if the control mode is switched to the standby state ST_S TB, automatic resumption of the adaptive cruise control is prohibited. Therefore, the control unit 22 may notify the rider of information indicating whether the control mode is in the suspended state ST_S US or the standby state ST_S TB while the brake is being applied. Note that the control unit 22 may notify the rider of information indicating the state of the control mode regardless of whether a brake operation is being performed.

[0118]

[0115] Furthermore, for example, in the notification operation, the control unit 22 may notify the rider of information used to determine whether or not to resume the adaptive cruise control. For example, in the example of FIG. 5 above, if the determination in step S104 is YES, or if the determination in step S105 is YES, the control mode is switched to the standby state ST_STB, and automatic resumption of the adaptive cruise control is prohibited. In other words, the information used in the determination in step S104 (specifically, information used to determine whether the brake operation being performed is a specific brake operation) and the information used in the determination in step S105 (specifically, information used to determine whether the transition condition to the standby state ST_STB is satisfied) correspond to the information used to determine whether or not to resume the adaptive cruise control.

[0119]

[0116] Fig. 6 is a diagram showing a display example in a notification operation. When determining whether to resume adaptive cruise control, in some of the above examples, if the determination parameter exceeds the minimum value TH, the control unit 22 determines to prohibit the resumption of adaptive cruise control and switches the control mode from the suspend state ST_S US to the standby state ST_S TB. In the display example of Fig. 6, the value of such a parameter within the range from ◯ to the minimum value TH is indicated by the length of the hatched bar. For example, the control unit 22 causes the display device 14 to display Fig. 6 while the brake operation is being performed.

[0120]

[0117] For example, the parameter may be the duration of a specific braking operation that is longer than a reference time in step S104. In this case, the threshold value TH is the reference time.

[0121]

[0118] For example, the above parameter may be the amount of braking operation used in determining whether a specific braking operation is being performed in step S104, the amount of braking operation being greater than the reference amount of braking operation. In this case, the threshold value TH is the reference amount of braking operation.

[0122]

[0119] For example, the parameter may be the deceleration when determining whether the transition condition is satisfied in step S105: the deceleration occurring in the saddle-ride type vehicle 1 is greater than the reference deceleration. In this case, the threshold value TH is the reference deceleration.

[0123]

[0120] For example, the above parameter may be the collision probability when determining whether the transition condition is satisfied in step S105, that is, the collision probability between the saddle-ride type vehicle 1 and the object is higher than the reference probability. In this case, the threshold value TH is the reference probability.

[0124] [0 1 2 1] In the example of Figure 6, the values ​​of the above parameters are indicated by the length of the bar. However, the example of Figure 6 is merely an example, and for example, the values ​​of the above parameters may be indicated by numbers indicating the values.

[0125]

[0122] 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 it, when the rider is not applying the brakes. 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 greater than x but close to x). This makes it possible to notify surrounding vehicles, etc. that the braking force is being applied.

[0126]

[0123] 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.

[0127]

[0124] For example, in the control mode, the control unit 22 may perform an automatic start operation to automatically start the saddle riding type vehicle 1. The control unit 22 may perform the automatic start operation by, for example, using the drive source 11 to apply a driving force to the saddle riding type vehicle 1. The control unit 22 may perform the automatic start operation in response to a switch operation by the rider, or may perform 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. The control unit 22 may perform the automatic start operation with adaptive cruise control being performed, or may perform the automatic start operation with adaptive cruise control not being performed.

[0128]

[0125] <Effects of the rider assistance system> The effects of the rider assistance system 1 according to the embodiment of the present invention will be described.

[0129]

[0126] The rider assistance system 100 includes a control unit 22 that executes a control mode in which a vehicle speed control operation (adaptive cruise control in the above example) is performed to automatically control the vehicle speed of the saddle-ride type vehicle 1. The hydraulic 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 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 during the vehicle speed control operation. Even if the hydraulic control unit 13 is not provided with a mechanism for automatically increasing the pressure, it is possible to ensure the function of automatically controlling the braking force acting on the saddle-ridden vehicle 1 during vehicle speed control operation. Also, when the rider releases the first operation, which is the braking operation performed by the rider during execution of the vehicle speed control operation, the control unit 22 automatically resumes the vehicle speed control operation without requiring the rider to operate a switch. This allows the vehicle speed control operation to be automatically resumed when a braking operation is performed during execution of the vehicle speed control operation, thereby improving rider operability. As described above, the rider assistance system io can improve rider operability while making it possible to execute vehicle speed control operation.

[0130]

[0127] 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 vehicle speed control 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 vehicle speed control operation. Therefore, it is appropriately realized that the vehicle speed control operation can be performed.

[0131]

[0128] 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 vehicle speed control 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 vehicle speed control operation. Therefore, it is appropriately realized that the vehicle speed control operation can be performed.

[0132]

[0129] 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-ride 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 vehicle speed control operation. This appropriately ensures the function of automatically controlling the braking force acting on the saddle-ride type vehicle 1 during vehicle speed control operation. Therefore, it is appropriately realized that the vehicle speed control operation can be performed.

[0133]

[0130] 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-ride type vehicle 1 via the transmission 12, and the control unit 22 increases the gear ratio of the transmission 12 before resuming the vehicle speed control operation. This enables smooth acceleration when the vehicle speed control operation is resumed and the saddle-ride type vehicle 1 is accelerated by the drive source 11. Furthermore, if an engine is provided as the drive source 11, the occurrence of engine stall can be suppressed when the vehicle speed control operation is resumed.

[0134]

[0131] Preferably, in the rider assistance system 100, when the rider releases a second braking operation performed by the rider during execution of the vehicle speed control operation, the second braking operation being different from the first braking operation, the control unit 22 does not automatically resume the vehicle speed control operation. This makes it possible to prohibit automatic resumption of the vehicle speed control operation following release of the brake operation, depending on the type of braking operation performed by the rider during execution of the vehicle speed control operation.

[0135]

[0132] Preferably, in the rider assistance system 100, different brake operation units of the saddle riding type vehicle 1 are used for the first operation and the second operation. This makes it possible to prohibit automatic resumption of the vehicle speed control operation following release of the brake operation when it is assumed that the rider wishes to release the vehicle speed control operation.

[0136]

[0133] Preferably, in the rider assistance system 100, the duration of the brake operation in the second operation is longer than that in the first operation. Therefore, when it is assumed that there is little need to resume the vehicle speed control operation, or when it is assumed that the rider wants to cancel the vehicle speed control operation, automatic resumption of the vehicle speed control operation following release of the brake operation can be prohibited.

[0137]

[0134] Preferably, in the rider assistance system 100, the second operation has a larger brake operation amount and / or a larger rate of change in the brake operation than the first operation. This makes it possible to prohibit automatic resumption of vehicle speed control operation following release of the brake operation when it is assumed that there is little need to resume vehicle speed control operation.

[0138]

[0135] Preferably, in the rider assistance system 100, the control unit 22 determines whether or not to resume the vehicle speed control operation based on at least one of information on the deceleration and the rate of change of the deceleration occurring in the saddle riding type vehicle 1. As a result, it can be assumed that there is little need to resume the speed control operation. 6. Fill valve, 62. Release valve, 63. Accumulator, 64. Pump, 65. Motor, 10.0. Rider assistance system, S.T._ACT. Active state, S.T._EX. Running state, S.T._FF. Off state, S.T._N. On state, S.T._ST. Standby state, S.T._US. Suspend state, TH. Min value.

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 vehicle speed control operation is performed to automatically control the vehicle speed of the saddle-ride type vehicle (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 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 vehicle speed control operation, and automatically resumes the vehicle speed control operation without the need for a switch operation by the rider when the rider releases the brake operation (1) performed by the rider during the execution of the vehicle speed control 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 vehicle speed control 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 vehicle speed control 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 vehicle speed control operation when the rider is not operating the brake.

5. 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 gear ratio of the transmission (12) prior to resuming the vehicle speed control operation.

6. The rider assistance system according to any one of claims 1 to 3, wherein the control unit (22) does not automatically resume the vehicle speed control operation when the rider releases a second operation, which is a brake operation different from the first operation, performed by the rider during execution of the vehicle speed control operation.

7. In the first operation and the second operation, different brake operating parts of the saddle-ride type vehicle (1) are used. A rider assistance system according to claim 6.

8. A rider assistance system as described in claim 6, wherein the duration of the brake operation in the second operation is longer than that in the first operation.

9. The rider assistance system of claim 6, wherein the second operation has a larger amount of braking operation and / or a larger rate of change in the amount of braking operation than the first operation. [Claim 1 ○] A rider assistance system as described in any one of claims 1 to 3, wherein the control unit (22) determines whether or not to resume the vehicle speed control operation based on information on at least one of the deceleration occurring in the saddle-ride type vehicle (1) and the rate of change of the deceleration.

11. A rider assistance system as described in any one of claims 1 to 3, wherein the control unit (22) determines whether or not to resume the vehicle speed control operation based on information on the possibility of a collision between the saddle-ride type vehicle (1) and an object.

12. A rider assistance system described in any one of claims 1 to 3, wherein the control unit (22) determines whether or not to resume the vehicle speed control operation based on information about the braking force that increases the pressure without automatically increasing it.

13. A rider assistance system as claimed in any one of claims 1 to 3, wherein the control unit (22) executes a notification operation to notify the rider of whether or not the vehicle speed control operation can be resumed.

14. A rider assistance system as claimed in any one of claims 1 to 3, wherein the control unit (22) performs a notification operation to notify the rider of information used in determining whether or not to resume the vehicle speed control operation.

15. A control method for a rider assistance system (100) that assists a rider of a saddle-ride type vehicle (1) in driving, wherein a control unit (22) of the rider assistance system (100) executes a control mode in which a vehicle speed control operation is performed to automatically control the vehicle speed of the saddle-ride type vehicle (1), 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 performing a brake operation, 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 performing the brake operation, and when the rider releases the brake operation (1) performed by the rider during the execution of the vehicle speed control operation, The vehicle speed control operation is automatically resumed without requiring a switch operation by the rider.

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