Control device and control method

Abstract

The present invention provides a control device and a control method, the control device executing a control mode in which a positional relationship adjustment is executed to adjust the positional relationship between a vehicle and a vehicle ahead to a target positional relationship. While in said control mode, the control device and the control method can minimize a situation where braking using the pressure of a brake fluid cannot be performed normally when the vehicle is traveling on a downward slope. In a control mode in which a positional relationship adjustment is executed to adjust the positional relationship between a saddle-type vehicle and a vehicle ahead to a target positional relationship, if passing time difference information, which is information on a passing time difference between the saddle-type vehicle and the vehicle ahead, indicates that the passing time difference is short, the control device carries out a deceleration increasing control to increase deceleration to be generated in the saddle-type vehicle, and in a situation where the saddle-type vehicle is traveling on a downward slope, the control device executes a suppression operation to suppress the execution of first braking to brake the saddle-type vehicle by automatically increasing the pressure of a brake fluid in a wheel cylinder as part of the deceleration increasing control.

Description

[0001] [Document name] Statement

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

[0003] [Technical Field]

[0004]

[001] This disclosure relates to a control device and a control method for controlling the behavior of a saddle-ride type vehicle.

[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] One technology for assisting vehicle driving is a positional relationship adjustment operation that adjusts the positional relationship between a vehicle and a preceding vehicle to a target positional relationship. It is conceivable to apply the positional relationship adjustment operation to a saddle-ride vehicle. In a control mode in which the positional relationship adjustment operation is performed, braking of the saddle-ride vehicle may be performed by automatically increasing the brake fluid pressure in the wheel cylinder, or by using the drive source of the saddle-ride vehicle without automatically increasing the pressure. Here, when the vehicle is traveling downhill, it is expected that braking using brake fluid pressure will be performed for a long period of time in the control mode in which the positional relationship adjustment operation is performed, in order to prevent the vehicle from approaching the preceding vehicle more easily due to the influence of gravitational acceleration. If braking using brake fluid pressure is performed for a long period of time, a vapor lock phenomenon or a brake fade phenomenon may occur, making it difficult to properly perform braking using brake fluid pressure in the control mode.

[0014]

[0005] The present invention has been made against the background of the above-mentioned problems, and provides a control device and control method that executes a control mode in which a positional relationship adjustment operation is performed to adjust the positional relationship between the host vehicle and a preceding vehicle to a target positional relationship, and that, in the control mode, can prevent a situation from occurring in which braking using brake fluid pressure cannot be performed normally when the host vehicle is traveling on a downhill road.

[0015] [Means for solving the problem]

[0016]

[0006] A control device according to the present invention is a control device for controlling the behavior of a saddle-ride type vehicle, and includes an execution unit that executes a control mode in which a positional relationship adjustment operation is executed to adjust the positional relationship between the saddle-ride type vehicle and a vehicle preceding the saddle-ride type vehicle to a target positional relationship, and in the control mode, when passing time difference information, which is information on the passing time difference between the saddle-ride type vehicle and the preceding vehicle, is information indicating that the passing time difference is short, the execution unit executes deceleration increase control that increases the deceleration caused in the saddle-ride type vehicle when braking the saddle-ride type vehicle compared to when the passing time difference information is information indicating that the passing time difference is long, and the execution unit performs the deceleration increase control in two ways: a first braking that brakes the saddle-ride type vehicle by automatically increasing the pressure of brake fluid in a wheel cylinder of the saddle-ride type vehicle, and a second braking that brakes the saddle-ride type vehicle using a drive source of the saddle-ride type vehicle without automatically increasing the pressure. Further, the execution unit executes a suppression operation to suppress the execution of the first braking in the deceleration increase control when the saddle-ride type vehicle is traveling downhill.

[0007] A control method according to the present invention is a control method for controlling the behavior of a saddle-ride type vehicle, wherein an execution unit of a control device executes a control mode in which a positional relationship adjustment operation is executed to adjust the positional relationship between the saddle-ride type vehicle and a vehicle preceding the saddle-ride type vehicle to a target positional relationship, and the execution unit, in the control mode, executes deceleration increase control to increase the deceleration caused in the saddle-ride type vehicle when braking the saddle-ride type vehicle when passing time difference information, which is information on the passing time difference between the saddle-ride type vehicle and the preceding vehicle, is information indicating that the passing time difference is short, compared to when the passing time difference information is information indicating that the passing time difference is long, and the execution unit performs the deceleration increase control in two ways: a first braking in which the saddle-ride type vehicle is braked by automatically increasing the pressure of brake fluid in a wheel cylinder of the saddle-ride type vehicle, and a second braking in which the saddle-ride type vehicle is braked using a drive source of the saddle-ride type vehicle without automatically increasing the pressure. The deceleration increase control can be performed by either one of the first and second braking methods, and further, the execution unit executes a suppression operation to suppress the execution of the first braking method in the deceleration increase control when the saddle-ride type vehicle is traveling downhill.

[0017] [Effects of the Invention]

[0018]

[0008] In the control device and control method according to the present invention, an execution unit of the control device executes a control mode in which a positional relationship adjustment operation is executed to adjust the positional relationship between the saddle-ride type vehicle and a vehicle preceding the saddle-ride type vehicle to a target positional relationship, and in the control mode, the execution unit executes deceleration increase control to increase the deceleration caused in the saddle-ride type vehicle when braking the saddle-ride type vehicle when passing time difference information, which is information on the passing time difference between the saddle-ride type vehicle and the preceding vehicle, is information indicating a short passing time difference, compared to when the passing time difference information is information indicating a long passing time difference, and the execution unit can execute the deceleration increase control by either a first braking that brakes the saddle-ride type vehicle by automatically increasing the pressure of brake fluid in a wheel cylinder of the saddle-ride type vehicle, or a second braking that brakes the saddle-ride type vehicle using a drive source of the saddle-ride type vehicle without automatically increasing the pressure, and further, the execution unit When the saddle-ride type vehicle is traveling downhill, a suppression operation is executed to suppress the execution of the first braking in the deceleration increase control. This prevents the first braking from being performed for a long period of time in a control mode in which a positional relationship adjustment operation is executed when the saddle-ride type vehicle is traveling downhill, thereby suppressing the occurrence of vapor lock and fade. Therefore, when the vehicle is traveling downhill in this control mode, it is possible to prevent a situation in which braking using brake fluid pressure cannot be performed normally.

[0019] [Brief explanation of the drawings] The transmission 12 converts the rotational speed of the output of the drive source 11 (i.e., the 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 of the drive source 11 (specifically, the rotational power) is transmitted to the rear wheels 3 via the transmission 12. For example, the transmission 12 is a manual transmission installed in a manual transmission vehicle.

[0020]

[0018] 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.

[0021]

[0019] The display device 14 has a display function of 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.

[0022]

[0020] 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.

[0023]

[0021] The ambient environment sensor 16 detects ambient environment information relating to the environment around the saddle-ride type vehicle 1. Specifically, the ambient environment sensor 16 is provided at the front of the saddle-ride type vehicle 1 and detects ambient environment information ahead of the saddle-ride type vehicle 1. The ambient environment information detected by the ambient environment sensor 16 is output to the control device 20.

[0024]

[0022] The surrounding environment information detected by the surrounding environment sensor 16 may be information related to the distance or direction to an object located around the saddle 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 type vehicle 1 (for example, the type of object, the shape of the object itself, a mark attached to the object, etc.). The surrounding environment sensor 16 is, for example, a radar, a lidar sensor, an ultrasonic sensor, a camera, etc.

[0025]

[0023] 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.

[0026]

[0024] The front wheel speed sensor 17 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 17 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 17 is provided on the front wheel 2.

[0027]

[0025] The rear wheel speed sensor 18 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 18 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 18 is provided on the rear wheel 3.

[0028]

[0026] The inertial measurement unit 19 is equipped with a three-axis gyro sensor and a three-directional acceleration sensor, and detects the attitude of the saddle-ride type vehicle 1. The inertial measurement unit 19 is provided, for example, on the body of the saddle-ride type vehicle 1. For example, the inertial measurement unit 19 detects the pitch angle of the saddle-ride type vehicle 1 relative to the horizontal direction and outputs the detection result. The inertial measurement unit 19 may also detect other physical quantities that can be substantially converted into the pitch angle of the saddle-ride type vehicle 1 relative to the horizontal direction. The pitch angle corresponds to an angle that represents the vertical inclination of the body of the saddle-ride type vehicle 1. Therefore, the pitch angle of the saddle-ride type vehicle 1 relative to the horizontal direction corresponds to an angle that represents how much the body of the saddle-ride type vehicle 1 has rotated relative to the horizontal direction in the pitch direction, which is the direction of rotation around the left-right axis of the vehicle. The inertial measurement unit 19 may include only a portion of the three-axis gyro sensor and three-direction acceleration sensor.

[0029]

[0027] The control device 20 controls the behavior of the saddle-ride type vehicle 1. For example, part or all of the control device 20 is configured with a microcomputer, a microprocessor unit, or the like. Also, for example, part or all of the control device 20 may be configured with updatable firmware, or may be a program module executed by commands from a CPU, or the like. The control device 20 may be, for example, a single device, or may be divided into multiple devices. Details of the control device 20 will be described later.

[0030]

[0028] Fig. 2 is a schematic diagram showing the general 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.

[0031]

[0029] 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, a main flow path 55 for circulating brake fluid from the master cylinder 51 to the wheel cylinder 54, a sub-flow path 56 for releasing brake fluid from the wheel cylinder 54, and a supply flow path 57 for supplying brake fluid from the master cylinder 51 to the sub-flow path 56.

[0032]

[0030] 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. A first valve (USV) 65 is provided between the end of main flow path 55 on the master cylinder 51 side and the point where the downstream end of sub-flow path 56 is connected. Supply flow path 57 communicates between the master cylinder 51 and the suction side of pump 64 of sub-flow path 56. A second valve (HSV) 66 is provided in the supply flow path 57. Also, a motor 71 that drives a pump 64 is provided in the hydraulic control unit 13.

[0033]

[0031] 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. The first valve 65 is, for example, a solenoid valve that opens when de-energized and closes when energized. The second valve 66 is, for example, a solenoid valve that closes when de-energized and opens when energized.

[0034]

[0032] The hydraulic pressure control unit 13 includes components for controlling brake hydraulic pressure, including an inlet valve 61, a release valve 62, an accumulator 63, a pump 64, a first valve 65, and a second valve 66; a base 13a on which these components are provided and in which flow paths for forming a main flow path 55, a sub-flow path 56, and a supply flow path 57 are formed; and a motor 71.

[0035]

[0033] 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.

[0036]

[0034] The operation of the above components of the hydraulic control unit 13 and the motor 71 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.

[0037]

[0035] Under normal circumstances (i.e., when the system is set to generate a braking force on the wheel in response to the rider's brake operation), the control device 20 opens the inlet valve 61, closes the release valve 62, opens the first valve 65, and closes the second valve 66. 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 hydraulic 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 hydraulic 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.

[0038]

[0036] 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.

[0039]

[0037] Fig. 3 is a block diagram showing an example of the functional configuration of the control device 20. As shown in Fig. 3, the control device 20 includes, for example, an acquisition unit 21 and an execution unit 22. The control device 20 communicates with each device of the saddle-ride type vehicle 1.

[0040]

[0038] The acquisition unit 21 acquires information from each device of the saddle-ride type vehicle 1 and outputs it to the execution unit 22. For example, the acquisition unit 21 acquires information from the input device 15, the ambient environment sensor 16, the front wheel speed sensor 17, the rear wheel speed sensor 18, and the inertial measurement unit 19. In this specification, acquisition of information may include extraction or generation of information (for example, calculation), etc.

[0041]

[0039] The execution unit 22 executes various controls by controlling the operation of each device of the saddle-ride type vehicle 1. The execution unit 22 controls the operation of, for example, the drive source 11, the hydraulic control unit 13, and the display device 14.

[0042]

[0040] In particular, the execution unit 22 can execute a positional relationship adjustment operation. The positional relationship adjustment operation is an operation for adjusting the positional relationship between the saddle-ride type vehicle 1 and a preceding vehicle of the saddle-ride type vehicle 1 (see preceding vehicle 4 in Figure 4 described later) to a target positional relationship. Note that in the positional relationship adjustment operation, the execution unit 22 may also adjust the positional relationship between the saddle-ride type vehicle 1 and an object other than a vehicle (for example, a traffic light, etc.) to a target positional relationship.

[0043]

[0041] 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 preceding vehicle 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. Furthermore, adaptive cruise control includes, in addition to the positional relationship adjustment operation, an operation in which the saddle riding type vehicle 1 travels at a target speed set by the rider. Unless otherwise specified, the following describes adaptive cruise control as a positional relationship adjustment operation.

[0044]

[0042] Specifically, the execution unit 22 can execute a control mode in which adaptive cruise control is performed. In such a control mode, the execution unit 22 can execute adaptive cruise control. For example, when the power supply of the saddle-ride type vehicle 1 is turned on, the above control mode is not executed, and when the rider operates a switch using the input device 15, the control mode is executed.

[0045]

[0043] Here, during the execution of the control mode, the state of the control mode can transition between a state in which the positional relationship adjustment operation is actually being performed and a state in which the positional relationship adjustment operation is temporarily suspended and not being performed. Specifically, during the execution of the control mode, if a preceding vehicle to be adjusted for the positional relationship is detected, the execution unit 22 executes the positional relationship adjustment operation. On the other hand, during the execution of the control mode, if a preceding vehicle to be adjusted for the positional relationship is not detected, the execution unit 22 temporarily suspends the positional relationship adjustment operation.

[0046]

[0044] Fig. 4 is a schematic diagram showing a following-travel state of the saddle-ride type vehicle 1. In the example of Fig. 4, a preceding vehicle 4 traveling ahead of the saddle-ride type vehicle 1 in the same lane as the saddle-ride type vehicle 1 is detected by, for example, an ambient environment sensor 16. Therefore, the positional relationship between the saddle-ride type vehicle 1 and the preceding vehicle 4 is adjusted to a target positional relationship by adaptive cruise control. This allows the saddle-ride type vehicle 1 to achieve following-travel travel in which the saddle-ride type vehicle 1 follows the preceding vehicle 4.

[0047]

[0045] Hereinafter, a state in which following-up traveling is being performed, as in the example of Fig. 4, will also be referred to as a following-up traveling state. The traveling position of the saddle-ride type vehicle 1 shown in Fig. 4 is a traveling position in which the positional relationship between the saddle-ride type vehicle 1 and the preceding vehicle 4 becomes a target positional relationship. The following-up traveling state can mean, for example, a state in which the traveling position of the saddle-ride type vehicle 1 is maintained within a reference range R1 that includes the traveling position of the saddle-ride type vehicle 1 shown in Fig. 4. The reference range R1 is, for example, a range having a width of a predetermined distance in the front-to-rear direction, centered on the traveling position of the saddle-ride type vehicle 1 shown in Fig. 4.

[0048]

[0046] In adaptive cruise control, for example, a target passing time difference is set, which is a target value for the passing time difference between the saddle-ride vehicle 1 and the preceding vehicle 4 (specifically, the time it takes for the saddle-ride vehicle 1 to pass the current position of the preceding vehicle 4 from the current time), and the execution unit 22 controls the speed of the saddle-ride vehicle 1 so that the passing time difference is maintained at the target passing time difference. In other words, the positional relationship where 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 execution unit 22 can control the speed of the saddle-ride vehicle 1 as described above based on the acquired passing time difference.

[0049]

[0047] However, in adaptive cruise control, for example, a target inter-vehicle distance, which is a target value for the inter-vehicle distance between the saddle-riding vehicle 1 and the preceding vehicle 4, is set, and the execution unit 22 may control the speed of the saddle-riding vehicle 1 so that the inter-vehicle distance is maintained at the target inter-vehicle distance. In this case, the positional relationship in which the inter-vehicle distance 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 driving lane of the saddle-riding vehicle 1) or may mean the straight-line distance. For example, the acquisition unit 21 acquires the inter-vehicle distance based on information about the surrounding environment of the saddle-riding vehicle 1, and the execution unit 22 can control the speed of the saddle-riding vehicle 1 as described above based on the acquired inter-vehicle distance.

[0050]

[0048] The execution unit 22 can control the speed of the saddle-ride type vehicle 1 based on information about the 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. For example, the execution unit 22 can control the driving force acting on the saddle-ride type vehicle 1 by controlling the operation of the drive source 11. Furthermore, for example, the execution unit 22 can control the braking force acting on the saddle-ride type vehicle 1 by controlling the operation of the hydraulic control unit 13. This allows the execution unit 22 to automatically control the speed of the saddle-ride type vehicle 1 in adaptive cruise control without relying on acceleration / deceleration operations (i.e., accelerator operation and brake operation) by the rider.

[0051]

[0049] Here, the driving state of the saddle-ride type vehicle 1 while adaptive cruise control is being performed includes a following driving state and an approaching driving state in which the saddle-ride type vehicle 1 approaches the preceding vehicle 4. Fig. 5 is a schematic diagram showing the approaching driving state of the saddle-ride type vehicle 1. In Fig. 5, the driving position of the saddle-ride type vehicle 1 shown in Fig. 4 is indicated by a two-dot chain line. In the example of Fig. 5, the preceding vehicle 4 is detected, but the driving position of the saddle-ride type vehicle 1 is located behind the example of Fig. 4. Specifically, in the example of Fig. 5, the driving position of the saddle-ride type vehicle 1 is located behind the reference range R1. In other words, the driving position of the saddle-ride type vehicle 1 is outside the reference range R1, and the saddle-ride type vehicle 1 is located farther away from the preceding vehicle 4 than in the target positional relationship. In this case, the adaptive cruise control adjusts the positional relationship between the saddle-ride type vehicle 1 and the preceding vehicle 4 to a target positional relationship, resulting in the saddle-ride type vehicle 1 approaching the preceding vehicle 4.

[0052]

[0050] When the execution unit 22 causes the saddle-ride type vehicle 1 to perform approaching travel using adaptive cruise control, first, the execution unit 22 controls the speed of the saddle-ride type vehicle 1 to a speed that allows the saddle-ride type vehicle 1 to approach the preceding vehicle 4. As a result, the saddle-ride type vehicle 1 approaches the preceding vehicle 4. Then, when the saddle-ride type vehicle 1 has approached the preceding vehicle 4 to a certain extent, the execution unit 22 decelerates the saddle-ride type vehicle 1. For example, when the saddle-ride type vehicle 1 enters the reference range R1 shown in Fig. 4, the execution unit 22 decelerates the saddle-ride type vehicle 1. As a result, the positional relationship between the saddle-ride type vehicle 1 and the preceding vehicle 4 is adjusted to the target positional relationship.

[0053]

[0051] Fig. 6 is a schematic diagram showing a state in which the saddle-riding type vehicle 1 is traveling alone. In the example of Fig. 6, there is no preceding vehicle 4 in front of the saddle-riding type vehicle 1 or within a predetermined range of the saddle-riding type vehicle 1, and the preceding vehicle 4 is not detected. In this way, when the saddle-riding type vehicle 1 is not traveling in a following manner but traveling alone, the positional relationship adjustment operation is temporarily suspended. In this case, the execution unit 22 adjusts the speed of the saddle-riding type vehicle 1 to the target speed. As a result, the saddle-riding type vehicle 1 travels at an approximately constant speed. The target speed is, for example, set in advance and stored in a memory element of the control device 20. It should be noted that the rider may be able to set the target speed manually.

[0054]

[0052] <Operation of the Control Device> The operation of the control device 20 according to the embodiment of the present invention will be described.

[0055]

[0053] As described above, the execution unit 22 of the control device 20 can execute a control mode in which adaptive cruise control is performed. Also, as described above, the execution unit 22 automatically controls the speed of the saddle-ride type vehicle 1 in the control mode. Here, the execution unit 22 can execute both a first braking operation in which the saddle-ride type vehicle 1 is braked by automatically increasing the pressure of the brake fluid in the wheel cylinder 54 of the saddle-ride type vehicle 1, and a second braking operation in which the saddle-ride type vehicle 1 is braked using the drive source 11 of the saddle-ride type vehicle 1 without automatically increasing the pressure.

[0056]

[0054] In the first braking, the execution unit 22 brakes the saddle-ride type vehicle 1 by controlling the operation of the hydraulic control unit 13. For example, the execution unit 22 opens the inlet valve 61, closes the release valve 62, closes the first valve 65, and opens the second valve 66, and operates the motor 71 to drive the pump 64. This increases the pressure of the brake fluid in the wheel cylinder 54, applying a braking force to the saddle-ride type vehicle 1 and causing deceleration.

[0057] In the second braking, the execution unit 22 brakes the saddle-ride type vehicle 1 by controlling the braking force generated by the drive source 11. For example, if the saddle-ride type vehicle 1 is provided with an engine as the drive source 11, the execution unit 22 brakes the saddle-ride type vehicle 1 by engine braking using the engine. The execution unit 22 can change the braking force by engine braking by changing the opening of a throttle valve provided in the engine intake flow path or the amount of fuel injected into the engine. Furthermore, for example, if the saddle-ride type vehicle 1 is provided with an electric motor as the drive source 11, the execution unit 22 brakes the saddle-ride type vehicle 1 by regenerative braking using the electric motor. Specifically, the execution unit 22 controls an inverter connected to the electric motor to cause the electric motor to perform regenerative power generation, thereby producing regenerative braking.

[0058]

[0056] The execution unit 22 controls the deceleration to be applied to the saddle-ride type vehicle 1 so that a braking force required to bring the speed of the saddle-ride type vehicle 1 closer to a target value is applied to the saddle-ride type vehicle 1. When a deceleration smaller than the maximum deceleration that can be applied by only the second braking is applied to the saddle-ride type vehicle 1, the execution unit 22 applies only the second braking without applying the first braking. On the other hand, when a deceleration greater than the maximum deceleration that can be applied by only the second braking is applied to the saddle-ride type vehicle 1, the execution unit 22 applies the first braking in addition to the second braking. In other words, when the deceleration to be applied to the saddle-ride type vehicle 1 is relatively large, the first braking using the brake fluid pressure is required.

[0059]

[0057] Here, in the control mode, when the passing time difference information, which is information about the passing time difference between the saddle-riding vehicle 1 and the preceding vehicle 4, indicates a short passing time difference, the execution unit 22 executes deceleration increase control to increase the deceleration caused to the saddle-riding vehicle 1 when braking the saddle-riding vehicle 1, compared to when the passing time difference information indicates a long passing time difference. Note that the passing time difference information may be information that directly indicates the passing time difference, or may be other information that can be substantially converted into the passing time difference. For example, the acquisition unit 21 can acquire the passing time difference information based on ambient environment information about the saddle-riding vehicle 1.

[0060]

[0058] Specifically, the execution unit 22 executes the deceleration increase control in the control mode when the adaptive cruise control is being executed as a positional relationship adjustment operation. For example, in the example of Fig. 4, as described above, the traveling position of the saddle-ride type vehicle 1 is a traveling position where the positional relationship between the saddle-ride type vehicle 1 and the preceding vehicle 4 becomes the target positional relationship. That is, in the example of Fig. 4, the passing time difference between the saddle-ride type vehicle 1 and the preceding vehicle 4 becomes the target passing time difference. Then, when the saddle-ride type vehicle 1 gets closer to the preceding vehicle 4 than the traveling position shown in Fig. 4, the passing time difference between the saddle-ride type vehicle 1 and the preceding vehicle 4 becomes shorter than the target passing time difference. In this case, the execution unit 22 decelerates the saddle-ride type vehicle 1 and brakes the saddle-ride type vehicle 1.

[0061]

[0059] When the saddle-ride type vehicle 1 approaches the preceding vehicle 4 closer than the traveling position shown in Fig. 4, the execution unit 22 increases the deceleration to be applied to the saddle-ride type vehicle 1 when braking the saddle-ride type vehicle 1, for example, as the passing time difference between the saddle-ride type vehicle 1 and the preceding vehicle 4 decreases. For example, this operation corresponds to deceleration increase control. The execution unit 22 may determine the deceleration to be applied to the saddle-ride type vehicle 1 based on, for example, a comparison result between the passing time difference and the target passing time difference, or a comparison result between the inter-vehicle distance and the target inter-vehicle distance. For example, the execution unit 22 may determine the deceleration to be applied to the saddle-ride type vehicle 1 so that it is proportional to a value obtained by dividing the target passing time difference by the passing time difference, or a value obtained by dividing the target inter-vehicle distance by the inter-vehicle distance.

[0062]

[0060] As described above, when braking the saddle-ride type vehicle 1, the execution unit 22 can execute either the first braking using the brake fluid pressure or the second braking using the drive source 11. Therefore, the execution unit 22 can execute the above-mentioned deceleration increase control by either the first braking using the brake fluid pressure or the second braking using the drive source 11. In the above-mentioned deceleration increase control, the smaller the passing time difference between the saddle-ride type vehicle 1 and the preceding vehicle 4, the greater the deceleration caused in the saddle-ride type vehicle 1, making it easier to execute the first braking using the brake fluid pressure.

[0063]

[0061] Here, if the first braking using the brake fluid pressure is performed for a long period of time, a vapor lock phenomenon or a fade phenomenon may occur, making it difficult to perform the first braking using the brake fluid pressure normally. Therefore, in this embodiment, the execution unit 22 executes a suppression operation to suppress the execution of the first braking in the deceleration increase control. As a result, as will be described later, it is possible to suppress the occurrence of a situation in which it becomes difficult to perform braking using the brake fluid pressure (i.e., the first braking) normally. Below, an example of processing performed by the control device 20 will be described with reference to FIG. 7.

[0064]

[0062] Fig. 7 is a flowchart showing an example of the flow of processing performed by the control device 20. The processing flow shown in Fig. 7 starts while the control mode is being executed. Step S101 in Fig. 7 corresponds to the start of the processing flow shown in Fig. 7.

[0065]

[0063] When the processing flow shown in FIG. 7 starts, in step S102, the execution unit 22 determines whether the saddle-ride type vehicle 1 is traveling downhill.

[0066] The execution unit 22 determines whether the saddle-ride type vehicle 1 is traveling downhill, for example, based on the gradient information of the road surface. The acquisition unit 21 can acquire, as gradient information, information that directly indicates the gradient of the road surface, or other information that can be substantially converted into the gradient of the road surface, for example, based on the detection result of the inertial measurement unit 19.

[0067] For example, if the gradient information indicates that the road surface on which the saddle-ride type vehicle 1 is traveling is a downward slope, the execution unit 22 determines that the saddle-ride type vehicle 1 is traveling on a downhill road. Note that the execution unit 22 may also determine that the saddle-ride type vehicle 1 is traveling on a downhill road if the gradient information indicates that the road surface on which the saddle-ride type vehicle 1 is traveling is a downward slope and continues for a predetermined time.

[0068]

[0066] As will be described later, the execution unit 22 executes a suppression operation to suppress the execution of the first braking in the deceleration increase control when the saddle-ride type vehicle 1 is traveling downhill. Here, when adaptive cruise control is executed as the positional relationship adjustment operation, if the preceding vehicle 4 decelerates, the saddle-ride type vehicle 1 decelerates with a delay relative to the deceleration of the preceding vehicle 4. Therefore, the positional relationship between the saddle-ride type vehicle 1 and the preceding vehicle 4 becomes a positional relationship in which the saddle-ride type vehicle 1 is closer to the preceding vehicle 4 compared to the target positional relationship. Therefore, the deceleration caused in the saddle-ride type vehicle 1 becomes larger.

[0069]

[0067] When the saddle-ride vehicle 1 is traveling downhill, the deceleration caused in the saddle-ride vehicle 1 is originally greater due to gravity acting on the saddle-ride vehicle 1 than when the saddle-ride vehicle 1 is traveling on a flat road, etc. Therefore, when the saddle-ride vehicle 1 is traveling downhill and approaches the leading vehicle 4 as the leading vehicle 4 decelerates, the deceleration caused in the saddle-ride vehicle 1 is likely to become particularly large, making it more likely that the first braking using brake fluid pressure will be performed. Therefore, by performing the suppression operation when the saddle-ride vehicle 1 is traveling downhill, it is possible to prevent the adaptive cruise control from performing the first braking for a long period of time, thereby suppressing the occurrence of vapor lock and fade. Therefore, it is possible to prevent the occurrence of situations in which it becomes difficult to properly perform braking using the pressure of the brake fluid.

[0070]

[0068] If it is determined that the saddle-ride type vehicle 1 is not traveling downhill (step S! 02 / NO), step S102 is repeated. On the other hand, if it is determined that the saddle-ride type vehicle 1 is traveling downhill (step S! 02 / YES), proceed to step S103.

[0071]

[0069] If the answer to step S102 is YES, then in step S103, the execution unit 22 determines whether adaptive cruise control is being executed as a positional relationship adjustment operation.

[0072]

[0070] If it is determined that adaptive cruise control is being executed as a positional relationship adjustment operation (step S!03 / YES), proceed to step S104. On the other hand, if it is determined that adaptive cruise control is not being executed as a positional relationship adjustment operation (i.e., the saddle-ride type vehicle 1 is in a standalone driving state) (step S!03 / NO), proceed to step S108. The processing of step S!08 will be described later.

[0073]

[0071] If the answer to step S103 is YES, then in step S104, the execution unit 22 determines whether the saddle-ride type vehicle 1 is in a following driving state.

[0074]

[0072] The execution unit 22 determines whether the saddle type vehicle 1 is in a following running state, for example, based on information about the positional relationship between the saddle type vehicle 1 and the preceding vehicle 4. The acquisition unit 21 can acquire, as the information about the positional relationship, information that directly indicates the positional relationship or other information that can be substantially converted into the positional relationship, for example, based on information about the surrounding environment of the saddle type vehicle 1.

[0075] For example, if the execution unit 22 determines based on the above positional relationship information that the traveling position of the saddle-ride type vehicle 1 has been maintained within the reference range R1 shown in Fig. 4 for a predetermined time, it determines that the saddle-ride type vehicle 1 is in a following traveling state. On the other hand, if the execution unit 22 determines based on the above positional relationship information that the traveling position of the saddle-ride type vehicle 1 is located behind the reference range R1 as in the example of Fig. 5, it determines that the saddle-ride type vehicle 1 is in an approaching traveling state.

[0076]

[0074] If it is determined that the saddle-riding vehicle 1 is in a following-travel state (step S104 / YES), proceed to step S105. On the other hand, if it is determined that the saddle-riding vehicle 1 is not in a following-travel state (i.e., the saddle-riding vehicle 1 is in an approaching travel state) (step S104 / NO), proceed to step S107. The processing of step S107 will be described later.

[0077]

[0075] If the determination in step S104 is YES (that is, if the saddle-ride type vehicle 1 is in a following running state as in the example of FIG. 4), in step S105, the execution unit 22 executes a first suppression operation as a suppression operation for suppressing the execution of the first braking in the deceleration increase control.

[0078]

[0076] The first suppression operation is, for example, an operation that lengthens the passing time difference compared to when the first suppression operation is not being performed. For example, the execution unit 22 lengthens the target passing time difference in the first suppression operation compared to when the first suppression operation is not being performed. Note that the execution unit 22 may lengthen the target inter-vehicle distance in the first suppression operation compared to when the first suppression operation is not being performed.

[0079]

[0077] According to the first suppression operation, the passing time difference becomes longer when the preceding vehicle 4 is traveling at a constant speed, and therefore, when the preceding vehicle 4 decelerates and the saddle-ride vehicle 1 decelerates later than the deceleration of the preceding vehicle 4, it is possible to prevent the passing time difference from becoming excessively short when the saddle-ride vehicle 1 approaches the preceding vehicle 4. In other words, according to the first suppression operation, the approach of the saddle-ride vehicle 1 to the preceding vehicle 4 is suppressed. As a result, it is possible to prevent the deceleration caused in the saddle-ride vehicle 1 from becoming large. Therefore, it is possible to suppress the first braking from being performed for a long period of time by the adaptive cruise control, and it is possible to suppress the occurrence of the vapor lock phenomenon and the fade phenomenon. As described above, the first suppression operation corresponds to an example of an approach suppression operation that suppresses the approach of the saddle-ride vehicle 1 to the preceding vehicle 4 compared to when the suppression operation is not performed.

[0080] 〇

[0081]

[0078] The first suppression operation of step S105 continues as long as the judgment results of step S102 are YES, step S103 are YES, and step S104 are YES, and is released if the judgment result is anything other than those mentioned above.

[0082]

[0079] Following step S105, in step S106, the execution unit 22 executes a second suppression operation as a suppression operation that suppresses the execution of the first braking in the deceleration increase control, and the process returns to step S102.

[0080] The second suppression operation is an operation that suppresses the acceleration of the saddle-riding type vehicle 1 compared to when the second suppression operation is not being executed. For example, in the second suppression operation, the execution unit 22 reduces at least one of the upper limit acceleration and upper limit jerk of the adaptive cruise control compared to when the second suppression operation is not being executed. In the adaptive cruise control, an upper limit acceleration and an upper limit jerk are set, and the execution unit 22 controls the acceleration of the saddle-riding type vehicle 1 to be equal to or less than the upper limit acceleration, and controls the jerk of the saddle-riding type vehicle 1 to be equal to or less than the upper limit jerk.

[0083]

[0081] According to the second suppression operation, the acceleration of the saddle-ride type vehicle 1 is suppressed, so when the preceding vehicle 4 accelerates and the passing time difference becomes longer than the target passing time difference, the passing time difference gradually returns to the target passing time difference as time passes. Therefore, when the preceding vehicle 4 accelerates, the passing time difference is likely to remain longer than the target passing time difference. Therefore, when the preceding vehicle 4 decelerates and the saddle-ride type vehicle 1 decelerates later than the deceleration of the preceding vehicle 4, it is possible to prevent the passing time difference from becoming excessively short when the saddle-ride type vehicle 1 approaches the preceding vehicle 4. In other words, according to the second suppression operation, the approach of the saddle-ride type vehicle 1 to the preceding vehicle 4 is suppressed. As a result, it is possible to prevent the deceleration caused in the saddle-ride type vehicle 1 from becoming too large. Therefore, adaptive cruise control can prevent the first braking from being performed for a long period of time, thereby preventing the vapor lock phenomenon and the fade phenomenon. As described above, the second suppression operation, like the above-mentioned first suppression operation, corresponds to an example of an approach suppression operation that suppresses the approach of the saddle type vehicle 1 to the preceding vehicle 4 compared to when the suppression operation is not being performed.

[0084]

[0082] The second suppression operation of step S106 continues as long as the judgment results of step S102 are YES, step S103 are YES, and step S104 are YES, and is released if the judgment result is anything other than those mentioned above.

[0085]

[0083] The above has described the case where the determination in step S104 is YES. Below, we will explain the case where the determination in step S104 is NO.

[0086]

[0084] If the result of step S104 is NO (i.e., if the saddle-ride type vehicle 1 is in an approaching traveling state as in the example of Figure 5), in step S107, the execution unit 22 executes the third suppression operation as a suppression operation to suppress the execution of the first braking in the deceleration increase control, and returns to step S102.

[0087]

[0085] The third suppression operation is an operation that advances the timing at which deceleration of the saddle-ride type vehicle 1 by the second braking begins compared to when the third suppression operation is not being performed. When the third suppression operation is not being performed, in the process in which the saddle-ride type vehicle 1 approaches the preceding vehicle 4 from behind the reference range R! as in the example of Fig. 5, the execution unit 22 starts decelerating the saddle-ride type vehicle 1 by the second braking when the saddle-ride type vehicle 1 enters the reference range R1, for example. On the other hand, when the third suppression operation is being executed, in the process in which the saddle-ride type vehicle 1 approaches the preceding vehicle 4 from behind the reference range R1, the execution unit 22 starts decelerating the saddle-ride type vehicle 1 by applying the second brake, for example, a predetermined time before the saddle-ride type vehicle 1 enters the reference range R1, or when the saddle-ride type vehicle 1 reaches a position a predetermined distance before the reference range R1.

[0088]

[0086] According to the third suppression operation, as the saddle type vehicle 1 approaches the preceding vehicle 4, the timing at which deceleration of the saddle type vehicle 1 begins by the second braking is advanced, so the time until the passing time difference reaches the target passing time difference is lengthened. Therefore, as the saddle type vehicle 1 approaches the preceding vehicle 4, the passing time difference is likely to be maintained in a state longer than the target passing time difference. Therefore, when the saddle type vehicle 1 approaches the preceding vehicle 4, the passing time difference can be prevented from becoming excessively short due to the preceding vehicle 4 decelerating and the saddle type vehicle 1 decelerating later than the deceleration of the preceding vehicle 4. In other words, according to the third suppression operation, the approach of the saddle type vehicle 1 to the preceding vehicle 4 is suppressed. As a result, the deceleration caused in the saddle type vehicle 1 can be prevented from becoming too large. Therefore, adaptive cruise control can prevent the first braking from being performed for a long period of time, thereby preventing the vapor lock phenomenon and the fade phenomenon. As described above, the third suppression operation, like the first suppression operation and the second suppression operation described above, corresponds to an example of an approach suppression operation that suppresses the approach of the saddle type vehicle 1 to the leading vehicle 4 compared to when no suppression operation is being performed.

[0089]

[0087] The third suppression operation of step S107 continues as long as the judgment results of step S102 are YES, step S103 are YES, and step S104 are NO, and is released when the judgment result is anything other than those mentioned above.

[0090]

[0088] The above describes the case where the determination in step S103 is YES. Below, we will explain the case where the determination in step S103 is NO.

[0091]

[0089] If the result of step S103 is NO (i.e., if the saddle-ride type vehicle 1 is traveling alone as in the example of Figure 6), in step S108, the execution unit 22 determines whether the speed of the saddle-ride type vehicle 1 is lower than the minimum value.

[0092] The above-mentioned minimum value is a value obtained by adding a predetermined value to a target speed, which is a target for adjusting the speed when the vehicle is traveling alone. When the vehicle is traveling alone downhill, the gravity acting on the vehicle 1 may cause the vehicle 1 to accelerate, causing the speed of the vehicle 1 to exceed the target speed. The speed of the vehicle 1 may also exceed the target speed when the rider temporarily operates the accelerator. In step S108, assuming that the speed of the vehicle 1 may exceed the target speed in this way, it is determined whether the speed of the vehicle 1 is lower than a minimum value that is higher than the target speed.

[0093]

[0091] If the speed of the saddle-ride type vehicle 1 is determined to be lower than the minimum value (step S108 / YES), proceed to step S109. On the other hand, if the speed of the saddle-ride type vehicle 1 is determined to be higher than the minimum value (step S108 / NO), return to step S102.

[0094]

[0092] If the answer is YES in step S108, in step S109, the execution unit 22 executes a prohibition operation to prohibit the first braking.

[0095]

[0093] When the speed of the saddle-riding type vehicle 1 is lower than the minimum value and lower than the target speed, there is no need to decelerate the saddle-riding type vehicle 1. Therefore, the execution unit 22 does not perform either the first braking or the second braking. On the other hand, when the speed of the saddle-riding type vehicle 1 is lower than the minimum value but exceeds the target speed, there is a need to decelerate the saddle-riding type vehicle 1. Here, the execution unit 22 prohibits the first braking by prohibiting operation and performs only the second braking. This makes it possible to prevent the first braking from being performed for a long period of time when the vehicle is traveling alone on a downhill road, thereby suppressing the occurrence of vapor lock and fade.

[0096]

[0094] The prohibited operation of step S109 continues as long as the judgment results of step S102 are YES, step S103 are NO, and step S108 are YES, and is released when the judgment result is anything other than those mentioned above.

[0097]

[0095] As described above, if the speed of the saddle-ride type vehicle 1 is higher than the minimum value, the process does not proceed to step S!09, and the first braking is not prohibited. Therefore, the execution unit 22 can apply the first braking in addition to the second braking. In this way, if the speed of the saddle-ride type vehicle 1 is excessively high, safety is ensured by applying the first braking in addition to the second braking.

[0098]

[0096] After step S!09, in step S110, the execution unit 22 executes a notification operation to prompt the rider of the saddle-ride type vehicle 1 to increase the gear ratio of the transmission 12, and then returns to step S!02.

[0099]

[0097] In step S110, the execution unit 22, for example, performs the notification operation using the display device 14. However, the notification in the notification operation may be performed using a device other than the display device 14. For example, the execution unit 22 may perform the notification using a display device provided on equipment worn by the rider (for example, a helmet). Furthermore, for example, the execution unit 22 may perform the notification using a sound output device or vibration generating device provided on the saddle-ride type vehicle 1 or on equipment worn by the rider. Furthermore, for example, the execution unit 22 may perform the above notification by causing instantaneous acceleration or deceleration in the saddle-ride type vehicle 1. In this case, instantaneous acceleration / deceleration may be performed using the drive source 11 of the saddle-ride type vehicle 1, or may be performed using a control unit for the braking force generated at the wheels (e.g., a hydraulic control unit 13).

[0100]

[0098] The above-mentioned notification operation allows the rider to perform an operation to increase the gear ratio of the transmission 12. Increasing the gear ratio of the transmission 12 thereby increases the braking force of the saddle riding type vehicle 1. Therefore, the speed of the saddle riding type vehicle 1 can be returned to the target speed. Note that the gear ratio means 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 associated with the drive source 11 being rotated increases. This makes it possible to increase the braking force.

[0101]

[0099] The notification operation of step S110 continues, for example, for a predetermined time, or continues until the rider performs an operation to increase the gear ratio of the transmission 12.

[0102] As described above, the execution unit 22 of the control device 20 according to this embodiment executes a suppression operation to suppress the execution of the first braking in the deceleration increase control when the saddle-ride type vehicle 1 is traveling downhill. This prevents the first braking from being performed for a long period of time by the positional relationship adjustment operation (adaptive cruise control in the above example) when the saddle-ride type vehicle 1 is traveling downhill, thereby suppressing the occurrence of vapor lock and fade. This makes it possible to suppress the occurrence of a situation in which it becomes difficult to perform braking using brake fluid pressure normally.

[0103]

[0101] The above describes an example of the processing performed by the control device 20 with reference to the flowchart in Fig. 7. However, the processing performed by the control device 20 may be a processing in which the processing example described above has been modified.

[0104]

[0102] For example, in the above example, the first suppression operation (step S105), the second suppression operation (step S106), and the third suppression operation (step S107) are performed as the suppression operations for suppressing the execution of the first braking in the deceleration increase control. However, the execution unit 22 only needs to perform at least one type of suppression operation. For example, in the above example, any part of the suppression operations among the first suppression operation (step S105), the second suppression operation (step S106), and the third suppression operation (step S107) may not be performed.

[0105]

[0103] Furthermore, for example, in the above example, the notification operation (step S11 0) is performed when the adaptive cruise control is not being performed as the positional relationship adjustment operation. However, the notification operation may also be performed when the adaptive cruise control is being performed as the positional relationship adjustment operation (for example, when the saddle-riding type vehicle 1 is in a following running state as in the example of FIG. 4, or when the saddle-riding type vehicle 1 is in an approaching running state as in the example of FIG. 5). In this case, by performing the notification operation when the deceleration increase control is being performed, the rider is prompted to increase the gear ratio of the transmission 12, thereby increasing the braking force of the saddle-riding type vehicle 1 and suppressing the execution of the first braking. In other words, the notification operation can correspond to an example of a suppression operation that suppresses the execution of the first braking in the deceleration increase control.

[0106]

[0104] Furthermore, for example, the execution unit 22 may change the degree of suppression of the execution of the first braking by the suppression operation based on various information.

[0107]

[0105] The execution unit 22 may change the degree to which the execution of the first braking by the suppression operation is suppressed based on, for example, information about the gradient of the downhill road. For example, in the first suppression operation (step S105), the execution unit 22 may increase the degree to which the passing time difference is lengthened the greater the gradient of the downhill road (i.e., the steeper the downhill road). Also, for example, in the second suppression operation (step S106), the execution unit 22 may increase the degree to which the acceleration of the saddle type vehicle 1 is suppressed the greater the gradient of the downhill road. Also, for example, in the third suppression operation (step S10?), the execution unit 22 may increase the degree to which the timing to start deceleration of the saddle type vehicle 1 by the second braking is advanced the greater the gradient of the downhill road. As described above, the acquisition unit 21 can acquire, for example, information that directly indicates the gradient of a downhill road, or other information that can be substantially converted into the gradient of a downhill road, as information on the gradient of a downhill road, based on the detection results of the inertial measurement unit 19.

[0108]

[0106] Furthermore, the execution unit 22 may change the degree to which the execution of the first braking by the suppression operation is suppressed based on, for example, information on the duration of travel on a downhill road (i.e., the duration of time the saddle-riding type vehicle 1 is traveling on a downhill road). For example, in the first suppression operation (step S105), the execution unit 22 may increase the degree to which the passing time difference is lengthened, the longer the duration of travel on a downhill road. Also, for example, in the second suppression operation (step S106), the execution unit 22 may increase the degree to which the acceleration of the saddle-riding type vehicle 1 is suppressed, the longer the duration of travel on a downhill road. Furthermore, for example, in the third suppression operation (step S107), the execution unit 22 may increase the degree to which the timing of starting deceleration of the saddle riding type vehicle 1 by the second braking is advanced as the duration of traveling downhill becomes longer. Note that the acquisition unit 21 can acquire, for example, information that directly indicates the duration of traveling downhill or other information that can be substantially converted into the duration of traveling downhill, as information on the duration of traveling downhill, based on the detection result of the inertial measurement unit 19.

[0109]

[0107] <Effects of the Control Device> The effects of the control device 20 according to the embodiment of the present invention will be described.

[0110]

[0108] The control device 20 includes an execution unit 22 that executes a control mode in which a positional relationship adjustment operation (adaptive cruise control in the above example) is executed to adjust the positional relationship between the saddle-ride type vehicle 1 and the preceding vehicle 4 of the saddle-ride type vehicle 1 to a target positional relationship. In the control mode, when passing time difference information, which is information about the passing time difference between the saddle-ride type vehicle 1 and the preceding vehicle 4, indicates that the passing time difference is short, the execution unit 22 executes deceleration increase control that increases the deceleration caused in the saddle-ride type vehicle 1 when braking the saddle-ride type vehicle 1, compared to when the passing time difference information indicates that the passing time difference is long. The execution unit 22 can execute the deceleration increase control by either a first braking operation that brakes the saddle-ride type vehicle 1 by automatically increasing the pressure of the brake fluid in the wheel cylinder 54 of the saddle-ride type vehicle 1, or a second braking operation that brakes the saddle-ride type vehicle 1 by using the drive source 11 of the saddle-ride type vehicle 1 without automatically increasing the pressure. Furthermore, the execution unit 22 executes a suppression operation that suppresses the execution of the first braking operation in the deceleration increase control when the saddle-ride type vehicle 1 is traveling downhill. This makes it possible to prevent the first braking operation from being performed for a long period of time in a control mode in which a positional relationship adjustment operation is performed when the saddle-ride type vehicle 1 is traveling downhill, thereby suppressing the occurrence of vapor lock and fade. Therefore, in this control mode, when the vehicle is traveling downhill, it is possible to prevent a situation from occurring in which braking using brake fluid pressure cannot be performed normally.

[0111]

[0109] Preferably, in the control device 20, the suppression operation includes an approach suppression operation that suppresses the approach of the saddle-ride type vehicle 1 to the preceding vehicle 4 compared to when the suppression operation is not being performed. By performing the approach suppression operation, it is possible to prevent the deceleration caused in the saddle-ride type vehicle 1 from increasing. Therefore, it is possible to appropriately suppress the first braking from being performed by the adaptive cruise control for a long period of time, and to suppress the occurrence of the vapor lock phenomenon and the fade phenomenon.

[0112]

[0110] Preferably, in the control device 20, the approach suppression operation includes an operation (in the above example, the first suppression operation) that lengthens the passing time difference compared to when the approach suppression operation is not performed. By performing such an operation as the approach suppression operation, it is possible to appropriately suppress the approach of the saddle type vehicle 1 to the preceding vehicle 4 and to suppress an increase in the deceleration caused in the saddle type vehicle 1. Therefore, it is possible to more appropriately suppress the first braking from being performed by the adaptive cruise control for a long period of time and to suppress the occurrence of the vapor lock phenomenon and the fade phenomenon.

[0113]

[0111] Preferably, in the control device 20, the approach suppression operation includes an operation (in the above example, the second suppression operation) that suppresses acceleration of the saddle riding type vehicle 1 compared to when the approach suppression operation is not being performed. By performing such an operation as the approach suppression operation, it is possible to appropriately suppress the approach of the saddle riding type vehicle 1 to the preceding vehicle 4 and to suppress an increase in deceleration caused in the saddle riding type vehicle 1. Therefore, it is possible to more appropriately suppress the first braking from being performed by the adaptive cruise control for a long period of time and to suppress the occurrence of the vapor lock phenomenon and the fade phenomenon.

[0114]

[0112] Preferably, in the control device 20, the approach suppression operation includes an operation (in the above example, the third suppression operation) that advances the timing at which deceleration of the saddle-ride type vehicle 1 by the second braking is started compared to when the approach suppression operation is not being performed. By performing such an operation as the approach suppression operation, it is possible to appropriately suppress the approach of the saddle-ride type vehicle 1 to the preceding vehicle 4 and to suppress an increase in the deceleration caused in the saddle-ride type vehicle 1. Therefore, it is possible to more appropriately suppress the first braking from being performed by the adaptive cruise control for a long period of time and to suppress the occurrence of the vapor lock phenomenon and the fade phenomenon.

[0115]

[0113] Preferably, in the control device 20, the approach suppression operation (the third suppression operation in the above example) is executed when the saddle-ride type vehicle 1 is approaching the preceding vehicle 4. This appropriately suppresses the approach of the saddle-ride type vehicle 1 to the preceding vehicle 4 when the saddle-ride type vehicle 1 is approaching the preceding vehicle 4, and suppresses an increase in deceleration caused in the saddle-ride type vehicle 1. This more appropriately suppresses the first braking from being performed by the adaptive cruise control for a long period of time, and suppresses the occurrence of the vapor lock phenomenon and the fade phenomenon.

[0116]

[0114] Preferably, in the control device 20, the execution unit 22 further executes a prohibition operation that prohibits the first braking. This makes it possible to prevent the first braking from being performed for a long period of time by the prohibition operation in addition to the suppression operation, thereby more effectively suppressing the occurrence of vapor lock and fade.

[0117]

[0115] Preferably, in the control device 20, the prohibiting operation is performed when the positional relationship adjustment operation (adaptive cruise control in the above example) is not being performed. This appropriately prevents the first braking from being performed for a long period of time when the vehicle is traveling alone on a downhill road.

[0118]

[0116] Preferably, in the control device 20, the suppression operation includes a notification operation that prompts the rider of the saddle-ride type vehicle 1 to increase the gear ratio of the transmission 12 that is mounted on the saddle-ride type vehicle 1 and transmits the output of the drive source 11 to the drive wheels (in the above example, the rear wheel 3) of the saddle-ride type vehicle 1. By executing such a notification operation as the suppression operation, the rider can be made to perform an operation to increase the gear ratio of the transmission 12. In this way, by increasing the gear ratio of the transmission 12, the braking force of the saddle-ride type vehicle 1 can be increased, and the execution of the first braking can be suppressed.

[0119]

[0117] Preferably, in the control device 20, the suppression operation is performed while the positional relationship adjustment operation (adaptive cruise control in the above example) is being performed. This prevents the first braking from being performed for a long period of time due to the positional relationship adjustment operation while the saddle-ride type vehicle 1 is traveling downhill, thereby appropriately suppressing the occurrence of vapor lock and fade.

[0120]

[0118] Preferably, in the control device 20, the execution unit 22 changes the degree of suppression of the execution of the first braking by the suppression operation based on information about the gradient of the downhill road. This makes it possible to optimize the degree of suppression of the execution of the first braking according to the gradient of the downhill road. For example, when the gradient of the downhill road is steep and there is a particularly great need to suppress the execution of the first braking, the degree of suppression of the execution of the first braking can be increased.

[0121]

[0119] Preferably, in the control device 20, the execution unit 22 changes the degree of suppression of the execution of the first braking by the suppression operation based on information on the duration of traveling on a downhill road. This makes it possible to optimize the degree of suppression of the execution of the first braking according to the duration of traveling on a downhill road. For example, when the duration of traveling on a downhill road is long and there is a particularly great need to suppress the execution of the first braking,

Claims

[Document name] Scope of claims

1. A control device (20) for controlling the behavior of a saddle-ride type vehicle (1), comprising an execution unit (22) for executing a control mode in which a positional relationship adjustment operation is executed to adjust the positional relationship between the saddle-ride type vehicle (1) and a preceding vehicle (4) of the saddle-ride type vehicle (1) to a target positional relationship, wherein the execution unit (22) executes, in the control mode, when passing time difference information, which is information on the passing time difference between the saddle-ride type vehicle (1) and the preceding vehicle (4), indicates that the passing time difference is short, a deceleration increase control for increasing the deceleration caused in the saddle-ride type vehicle (1) when braking the saddle-ride type vehicle (1) compared to when the passing time difference information indicates that the passing time difference is long, and the execution unit (22) executes the deceleration increase control by adjusting a wheel cylinder (54) of the saddle-ride type vehicle (1). and a second braking operation that brakes the saddle-riding type vehicle (1) by using a drive source (11) of the saddle-riding type vehicle (1) without automatically increasing the pressure of the brake fluid in the drive source (11) of the saddle-riding type vehicle (1), and the execution unit (22) executes a suppression operation that suppresses the execution of the first braking operation in the deceleration increase control when the saddle-riding type vehicle (1) is traveling on a downhill road.

2. The control device according to claim 1, wherein the suppression operation includes an approach suppression operation that suppresses the approach of the saddle-ride type vehicle (1) to the preceding vehicle (4) more than when the suppression operation is not being performed.

3. The control device according to claim 2, wherein the approach suppression operation includes an operation that lengthens the passage time difference compared to when the approach suppression operation is not being performed.

4. The control device according to claim 2, wherein the approach suppression operation includes an operation of suppressing acceleration of the saddle-ride type vehicle (1) compared to a case where the approach suppression operation is not being performed.

5. The control device according to claim 2, wherein the approach suppression operation includes an operation of advancing the timing at which deceleration of the saddle-ride type vehicle (1) by the second brake begins compared to when the approach suppression operation is not being performed.

6. The control device according to claim 5, wherein the approach suppression operation is performed when the saddle-ride type vehicle (1) is approaching the leading vehicle (4).

7. The control device according to claim 1, wherein the execution unit (22) further executes a prohibition operation to prohibit the first braking.

8. A control device as described in claim ?, wherein the prohibition operation is performed when the positional relationship adjustment operation is not being performed.

9. The suppression operation includes a notification operation for prompting a rider of the saddle-riding type vehicle (1) to increase the gear ratio of a transmission (12) that is mounted on the saddle-riding type vehicle (1) and transmits the output of the drive source (11) to a driving wheel (3) of the saddle-riding type vehicle (1). The control device according to claim 1. [Claim 1 ○] A control device as described in claim 1, wherein the suppression operation is performed under conditions in which the positional relationship adjustment operation is being performed.

11. A control device as described in claim 1, wherein the execution unit (22) changes the degree of suppression of the execution of the first braking by the suppression operation based on information on the gradient of the downhill road.

12. A control device as described in claim 1, wherein the execution unit (22) changes the degree of suppression of the execution of the first braking by the suppression operation based on information on the duration of driving on the downhill road.

13. A control method for controlling the behavior of a saddle-ride type vehicle (1), wherein an execution unit (22) of a control device (20) executes a control mode in which a positional relationship adjustment operation is executed to adjust a positional relationship between the saddle-ride type vehicle (1) and a preceding vehicle (4) of the saddle-ride type vehicle (1) to a target positional relationship, and the execution unit (22) executes, in the control mode, when passing time difference information, which is information on a passing time difference between the saddle-ride type vehicle (1) and the preceding vehicle (4), indicates that the passing time difference is short, a deceleration increase control that increases the deceleration caused in the saddle-ride type vehicle (1) when braking the saddle-ride type vehicle (1) compared to when the passing time difference information indicates that the passing time difference is long, and the execution unit (22) executes the deceleration increase control by: The control method can be performed by either a first braking that brakes the saddle-riding type vehicle (1) by automatically increasing the pressure of the brake fluid in the wheel cylinder (54) of the saddle-riding type vehicle (1), or a second braking that brakes the saddle-riding type vehicle (1) by using the drive source (11) of the saddle-riding type vehicle (1) without automatically increasing the pressure, and further, the execution unit (22) executes a suppression operation that suppresses the execution of the first braking in the deceleration increase control when the saddle-riding type vehicle (1) is traveling on a downhill road.

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