Transmission system and transmission method

Abstract

The present invention makes it possible to transmit transmission information including impact information to a communication device even under circumstances where a CAN communication error has occurred. A transmission system (300) comprises: a braking force control unit (5) that includes a control circuit (53a); CAN communication lines (L6, L7) that electrically connect a CAN port (P4) of the control circuit (53a) and a communication device (9); and a sub-communication line (L8) that electrically connects a sub-port (P5), which is a port other than the CAN port (P4) of the control circuit (53a), and the communication device (9), wherein a first transmission process via CAN communication using the CAN communication lines (L6, L7) and a second transmission process via sub-communication using the sub communication line (L8) can be performed as transmission processes for transmitting transmission information including impact information to the communication device (9), and the second transmission process is performed under circumstances where a CAN communication error has occurred when performing a transmission process.

Description

[0001] [Document name] Statement

[0002] [Title of invention] Transmission system and transmission method

[0003] [Technical Field]

[0004]

[0001] This disclosure relates to a transmission system and a transmission method that can transmit transmission information including impact information to a communication device even in a situation where an abnormality occurs in CAN communication.

[0005] [Background technology]

[0006]

[002] A saddle-ride type vehicle is provided with a brake control unit for controlling the braking force applied to the wheels of the saddle-ride type vehicle. For example, as disclosed in Patent Document 1, an example of such a brake control unit is a hydraulic control unit including a hydraulic control mechanism that controls the pressure of brake fluid.

[0007] [Prior art documents]

[0008] [Patent documents]

[0009]

〇 0 0 3

[0010] [Patent Document 1] Japanese Patent Application Laid-Open No. 2018-8674

[0011] Summary of the Invention

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

[0013]

[0004] In some cases, a transmission system is installed in a saddle-ride type vehicle, which transmits transmission information including impact information, which is information about an impact acting on the saddle-ride type vehicle, to a communication device in order to notify outside the saddle-ride type vehicle of an accident involving the saddle-ride type vehicle. In such a transmission system, when a control circuit on a control board of a brake control unit detects an event in which a large impact acts on the saddle-ride type vehicle (for example, a collision or fall of the saddle-ride type vehicle), the transmission information including the impact information is transmitted to the communication device by CAN communication using a CAN communication line. Then, information indicating that an accident involving the saddle-ride type vehicle has occurred is transmitted by the communication device to a device outside the saddle-ride type vehicle (for example, a hospital terminal). This facilitates rescue efforts, such as sending an ambulance to the accident scene.

[0014] [0 0 0 5] However, when the saddle-ride vehicle crashes or falls, the CAN communication line may be disconnected, causing the CAN communication to stop functioning. In particular, in saddle-ride vehicles, the body protection is weaker than in four-wheeled automobiles, and communication lines are more likely to be disconnected. Thus, it is desirable to transmit transmission information including impact information to the communication device even when an abnormality in CAN communication occurs.

[0015] [0 0 0 6] The present invention has been made against the background of the above-mentioned problems, and provides a transmission system and a transmission method that can transmit transmission information including impact information to a communication device even in a situation where an abnormality occurs in CAN communication.

[0016] [Means for solving the problem]

[0017]

[0007] A transmission system according to the present invention is a transmission system that is mounted on a saddle-ride type vehicle and transmits transmission information including impact information that is information about an impact acting on the saddle-ride type vehicle to a communication device, and comprises: a brake force control unit including a brake force control mechanism that controls the braking force on wheels of the saddle-ride type vehicle; and a control board including a control circuit that controls the operation of the brake force control mechanism; a CAN port provided in the control circuit that transmits and receives CAN communication signals; and a CAN communication line that electrically connects the communication device; and the transmission system further comprises a sub-port that is a port other than the CAN port provided in the control circuit, and a sub-communication line that electrically connects the communication device; and the control circuit is capable of executing, as a transmission process for transmitting the transmission information to the communication device, a first transmission process for transmitting the transmission information to the communication device by CAN communication using the CAN communication line, and a second transmission process for transmitting the transmission information to the communication device by sub-communication using the sub-communication line, and when executing the transmission process, in a situation where an abnormality has occurred in the CAN communication, 2. Execute the transmission process.

[0018]

[0008] A transmission method according to the present invention is a transmission method for a transmission system that is mounted on a saddle-ride type vehicle and transmits transmission information including impact information that is information about an impact acting on the saddle-ride type vehicle to a communication device, the transmission system comprising: a brake force control unit including a brake force control mechanism that controls braking forces on wheels of the saddle-ride type vehicle; and a control board including a control circuit that controls operation of the brake force control mechanism; a CAN port provided in the control circuit for sending and receiving CAN communication signals; and a CAN communication line that electrically connects the communication device; the transmission system further comprises a sub-port that is a port other than the CAN port provided in the control circuit; and a sub-communication line that electrically connects the communication device; and the control circuit is capable of executing, as a transmission process for transmitting the transmission information to the communication device, a first transmission process for transmitting the transmission information to the communication device by CAN communication using the CAN communication line, and a second transmission process for transmitting the transmission information to the communication device by sub-communication using the sub-communication line, and when executing the transmission process, The second transmission process is executed under the condition that a communication abnormality occurs.

[0019] [Effects of the Invention]

[0020]

[0009] In the transmission system and transmission method according to the present invention, the transmission system comprises: a brake control unit including a brake control mechanism that controls the braking force applied to wheels of a saddle-ride type vehicle; and a control board including a control circuit that controls the operation of the brake control mechanism; a CAN port provided in the control circuit for sending and receiving CAN communication signals; and a CAN communication line that electrically connects the control circuit to a communication device; and the transmission system further comprises a sub-port that is a port other than the CAN port provided in the control circuit, and a sub-communication line that electrically connects the control circuit to the communication device; and the control circuit is capable of executing, as a transmission process for transmitting transmission information to the communication device, a first transmission process for transmitting transmission information to the communication device by CAN communication using the CAN communication line, and a second transmission process for transmitting transmission information to the communication device by sub-communication using the sub-communication line, and when executing the transmission process, the second transmission process is executed in a situation where an abnormality in CAN communication occurs. As a result, even when an abnormality occurs in the CAN communication, the transmission information can be transmitted to the communication device via sub-communication using a sub-communication line different from the CAN communication line, and therefore the transmission information including the impact information can be transmitted to the communication device even when an abnormality occurs in the CAN communication.

[0021] [Brief explanation of the drawings] "Bicycle" means a vehicle that can be propelled along the road by the rider's pedaling force applied to the pedals. "Bicycle" means a standard bicycle, an electrically assisted bicycle, an electric bicycle, etc.

[0022]

[0013] Furthermore, the configurations and operations described below are merely examples, and the transmission system and transmission method according to the present invention are not limited to such configurations and operations.

[0023]

[0014] In the following, the same or similar descriptions are appropriately simplified or omitted. In addition, in each drawing, the same or similar members or parts are either not labeled with a symbol or are labeled with the same symbol. In addition, the illustration of detailed structures is appropriately simplified or omitted.

[0024] [ 0 0 1 5 ]

[0025] <Configuration of saddle-ride type vehicle> With reference to Figures 1 to 4, the configuration of saddle-ride type vehicle 100 according to an embodiment of the present invention will be described.

[0026]

[0016] Fig. 1 is a schematic diagram showing the general configuration of a saddle-ride type vehicle 100. The saddle-ride type vehicle 100 is a two-wheeled motorcycle that corresponds to an example of a saddle-ride type vehicle according to the present invention. As shown in Fig. 1, the saddle-ride type vehicle 100 includes a body 1, a handlebar 2, a front wheel 3, a rear wheel 4, a brake control unit 5, a GPS receiver 6, a front wheel speed sensor 7, a rear wheel speed sensor 8, and a communication device 9.

[0027]

[0017] The saddle-ride type vehicle 100 also includes a brake system 200 for generating a braking force in the saddle-ride type vehicle 100, and a transmission system 300 for transmitting transmission information including impact information, which is information about an impact acting on the saddle-ride type vehicle 100, to the communication device 9. Details of the brake system 200 and the transmission system 300 will be described later.

[0028]

[0018] The handle 2 is rotatably held by the fuselage 1. The front wheel 3 is rotatably held by the fuselage 1 together with the handle 2. The rear wheel 4 is rotatably held by the fuselage 1.

[0029]

[0019] The brake control unit 5 is a unit for controlling the braking force applied to the wheels of the saddle-ride type vehicle 100. The brake control unit 5 is included in the brake system 200. Details of the brake control unit 5 will be described later.

[0030] [ 0 0 2 0 ]

[0031] The GPS receiver 6 receives information transmitted from GPS (Global Positioning System) satellites. The information received by the GPS receiver 6 is used to obtain position information of the saddle-ride type vehicle 100. The GPS receiver 6 is mounted on, for example, a navigation device.

[0032]

[0021] The front wheel speed sensor 7 is a wheel speed sensor that detects the wheel speed of the front wheel 3 (for example, the number of rotations per unit time [rpm] of the front wheel 3 or the distance traveled per unit time [km / h1, etc.]) and outputs the detection result. The front wheel speed sensor 7 may also detect other physical quantities that can be substantially converted into the wheel speed of the front wheel 3. The front wheel speed sensor 7 is provided on the front wheel 3.

[0033]

[0022] The rear wheel speed sensor 8 is a wheel speed sensor that detects the wheel speed of the rear wheel 4 (for example, the number of rotations per unit time [rpm] of the rear wheel 4 or the distance traveled per unit time [km / h], etc.) and outputs the detection result. The rear wheel speed sensor 8 may also detect other physical quantities that can be substantially converted into the wheel speed of the rear wheel 4. The rear wheel speed sensor 8 is provided on the rear wheel 4.

[0034]

[0023] The communication device 9 is capable of communicating with devices external to the saddle-ride type vehicle 100. Specifically, the communication device 9 communicates wirelessly with devices external to the saddle-ride type vehicle 100. As will be described later, according to the transmission system 300, when an accident involving the saddle-ride type vehicle 100 occurs, transmission information including impact information, which is information about the impact acting on the saddle-ride type vehicle 100, is transmitted to the communication device 9. Information indicating that an accident involving the saddle-ride type vehicle 100 has occurred is then transmitted by the communication device 9 to a device external to the saddle-ride type vehicle 100 (for example, a hospital terminal, etc.). This facilitates rescue efforts, such as sending an ambulance to the accident scene.

[0035]

[0024] However, the destination to which the communication device 9 transmits information is not limited to the above example. For example, the communication device 9 may transmit information indicating that an accident has occurred involving the saddle-ride type vehicle 100 to another vehicle (such as a following vehicle traveling behind the saddle-ride type vehicle 100). The communication device 9 may also transmit information indicating that an accident has occurred involving the saddle-ride type vehicle 100 to a device external to the saddle-ride type vehicle 100 via another device (such as a mobile terminal of the rider of the saddle-ride type vehicle 100).

[0036]

[0025] The following describes in detail the configuration of the brake system 200.

[0037]

[0026] The brake system 200 includes a first brake operating unit 11, a front wheel braking mechanism 12, a second brake operating unit 13, a rear wheel braking mechanism 14, and a brake control unit 5.

[0038]

[0027] The first brake operating unit 11 is provided, for example, on the handlebars 2 and is operated by the rider's hands. The first brake operating unit 11 is, for example, a brake lever. The front wheel braking mechanism 12 brakes the front wheel 3 in conjunction with at least the first brake operating unit 11.

[0039]

[0028] The second brake operating unit 13 is provided, for example, on the lower part of the body 1 and is operated by the rider's foot. The second brake operating unit 13 is, for example, a brake pedal. The rear wheel braking mechanism 14 brakes the rear wheel 4 in conjunction with at least the second brake operating unit 13.

[0040]

[0029] The brake control unit 5 is a unit that controls the braking force applied to the front wheels 3 by the front wheel braking mechanism 12 and the braking force applied to the rear wheels 4 by the rear wheel braking mechanism 14. In the following, an example will be described in which the brake control unit 5 is a hydraulic control unit that controls the braking force by controlling the pressure of the brake fluid. However, as will be described later, the brake control unit 5 may be a control unit that controls the braking force by a method other than controlling the pressure of the brake fluid.

[0041]

[0030] Fig. 2 is a schematic diagram showing the overall configuration of a brake system 200. As shown in Fig. 2, each of the front wheel braking mechanism 12 and the rear wheel braking mechanism 14 includes a master cylinder 21 incorporating a piston (not shown), a reservoir 22 attached to the master cylinder 21, a brake caliper 23 held in the body 1 and having brake pads (not shown), a wheel cylinder 24 provided with the brake caliper 23, a main flow path 25 for circulating brake fluid from the master cylinder 21 to the wheel cylinder 24, and a sub-flow path 26 for discharging the brake fluid from the wheel cylinder 24.

[0042]

[0031] In the brake system 200, a supply flow path may be additionally provided to supply brake fluid from the master cylinder 21 to the sub-flow path 26. In addition, in the brake system 200, one of the front wheel braking mechanism 12 and the rear wheel braking mechanism 14 may be omitted.

[0043]

[0032] Main flow path 25 is a flow path that connects master cylinder 21 and wheel cylinder 24. Main flow path 25 is provided with an inlet valve (EV) 31. Sub-flow path 26 bypasses the main flow path 25 between the wheel cylinder 24 side and the master cylinder 21 side of inlet valve 31. Sub-flow path 26 is provided with, in order from the upstream side, a release valve (AV) 32, an accumulator 33, and a pump 34.

[0044]

[0033] The inlet valve 31 is a solenoid valve that is open when not energized and closed when energized. The release valve 32 is a solenoid valve that is closed when not energized and open when energized.

[0045]

[0034] The brake control unit 5 includes a brake control mechanism 51 that controls the braking force applied to the wheels of the saddle-riding vehicle 100. Specifically, the brake control mechanism 51 is a hydraulic control mechanism that controls the braking force applied to the wheels of the saddle-riding vehicle 100 by controlling the pressure of the brake fluid. The brake control mechanism 51 includes components such as the inlet valve 31, release valve 32, accumulator 33, and pump 34 described above. The brake control mechanism 51 includes a base 51a in which flow paths such as the main flow path 25 and sub-flow path 26 described above are formed, and the above components are mounted on the base 51a.

[0046]

[0035] The base 51a may be formed of a single member or a plurality of members. When the base 51a is formed of a plurality of members, each component may be provided separately in a different member.

[0047]

[0036] The operation of the brake control mechanism 51 is controlled by a control circuit (see control circuit 53a in Figure 3 described later) included in the brake control unit 5. By controlling the operation of the brake control mechanism 51, the braking force generated on the front wheels 3 by the front wheel braking mechanism 12 and the braking force generated on the rear wheels 4 by the rear wheel braking mechanism 14 are controlled.

[0048]

[0037] For example, in a normal state (i.e., a state in which antilock brake control, which will be described later, etc., is not being executed), the inlet valve 31 is opened and the release valve 32 is closed. When the first brake operating unit 11 is operated in this state, the piston (not shown) of the master cylinder 21 in the front wheel braking mechanism 12 is pushed in, increasing the pressure of the brake fluid in the wheel cylinder 24, and the brake pad (not shown) of the brake caliper 23 is pressed against the rotor 3a of the front wheel 3, applying a braking force to the front wheel 3. Furthermore, when the second brake operating unit 13 is operated, in the rear wheel braking mechanism 14, the piston (not shown) of the master cylinder 21 is pushed in, increasing the pressure of the brake fluid in the wheel cylinder 24, and the brake pad (not shown) of the brake caliper 23 is pressed against the rotor 4a of the rear wheel 4, thereby applying a braking force to the rear wheel 4.

[0049]

[0038] Antilock brake control is executed, for example, when a wheel (specifically, the front wheel 3 or the rear wheel 4) locks or there is a possibility that the wheel may lock, and it is a control that reduces the braking force applied to the wheel without the rider operating the brake operating unit. For example, when antilock brake control is executed, the inlet valve 31 is closed and the release valve 32 is opened. In this state, the pump 34 is driven, thereby reducing the pressure of the brake fluid in the wheel cylinder 24 and reducing the braking force applied to the wheel. In particular, the pump 34 is driven by a motor that drives the pump 34.

[0050]

[0039] Fig. 3 is a perspective view showing the brake control unit 5. As shown in Fig. 3, the brake control unit 5 includes a brake control mechanism 51, a case 52, a control board 53, an inertial measurement unit (IMU) 54, and a connector unit 55.

[0051] As described above, the brake control mechanism 51 includes a base 51a having flow paths formed therein and on which components are mounted. The base 51a has, for example, a substantially rectangular parallelepiped shape and is made of a metal material. A plurality of ports 51b communicating with the respective flow paths are formed on the outer surface of the base 51a, and a brake fluid pipe connected to the master cylinder 21 or the wheel cylinder 24 is attached to each port 51b.

[0052]

[0041] The case 52 is attached to the base 51a. The case 52 has, for example, a hollow, generally rectangular cylindrical shape with an opening at one end and is made of resin. The case 52 is held by the base 51a with the opening of the case 52 closed by the base 51a. The case 52 may be held directly by the base 51a or indirectly by the base 51a via another member.

[0053]

[0042] The control board 53 is housed in the case 52. The control board 53 is provided with a control circuit 53a that controls the operation of the brake control mechanism 51. The control circuit 53a is, for example, an integrated circuit attached to the control board 53.

[0054]

[0043] The control circuit 53a controls the operation of components incorporated in the base 51a of the brake control mechanism 51, thereby controlling the braking force applied to the front wheels 3 by the front wheel braking mechanism 12 and the braking force applied to the rear wheels 4 by the rear wheel braking mechanism 14. For example, the control circuit 53a can perform the above-mentioned anti-lock brake control depending on the running state of the saddle-ride type vehicle 100.

[0055]

[0044] The inertial measurement unit 54 is housed in the case 52 and is attached to the control board 53, for example. The inertial measurement unit 54 detects acceleration in three axes and angular velocity around three axes. Specifically, the inertial measurement unit 54 is equipped with a three-axis gyro sensor and a three-axis acceleration sensor. For example, the output information of the inertial measurement unit 54 is used to determine the attitude of the saddle-ride type vehicle 100. As will be described later, the output information of the inertial measurement unit 54 is also used to obtain impact information, which is information about an impact acting on the saddle-ride type vehicle 100. In this specification, the output information of a sensor (inertial measurement unit 54 in the above example) may be the sensor output itself, or may be information extracted from the output.

[0056]

[0045] The connector portion 55 is a portion to which a cable that connects the brake control unit 5 to a device external to the brake control unit 5 is attached. The connector portion 55 includes a cylindrical portion 55a and a plurality of pins 55b. The cylindrical portion 55a is formed in the case 52 and is a cylindrical portion that connects the interior space of the case 52 with the exterior space. The plurality of pins 55b are located inside the cylindrical portion 55a and extend along the extension direction of the cylindrical portion 55a. The base ends of the plurality of pins 55b are connected to the control board 53. The control circuit 53a can communicate with an external device via the pin 55b and a cable attached to the pin 55b.

[0057]

[0046] The following describes in detail the configuration of the transmission system 300.

[0058]

[0047] Fig. 4 is a schematic diagram showing the general configuration of the transmission system 300. As described above, the transmission system 300 is a system for transmitting transmission information including impact information, which is information about an impact acting on the saddle-ride type vehicle 100, to the communication device 9. According to the transmission system 300, when an accident involving the saddle-ride type vehicle 100 occurs, transmission information including impact information, which is information about an impact acting on the saddle-ride type vehicle 100, is transmitted to the communication device 9.

[0059]

[0048] As shown in FIG. 4, the transmission system 300 includes a brake control unit 5 and various communication lines L1 to L8 electrically connected to a control circuit 53a of the brake control unit 5.

[0060]

[0049] The control circuit 53a is provided with a plurality of ports that can be electrically connected to communication lines. In Fig. 4, the plurality of ports are indicated by white circles. In the example of Fig. 4, communication lines are electrically connected to ports P1 to P5 of the plurality of ports provided in the control circuit 53a. However, communication lines (not shown) may also be electrically connected to ports other than ports P1 to P5 of the plurality of ports provided in the control circuit 53a.

[0061]

[0050] The control circuit 53a communicates with the front wheel speed sensor 7 via port P1. Port P1 is a CAN port that sends and receives CAN communication signals. Hereinafter, port P1 will also be referred to as CAN port P1. CAN port P1 and the front wheel speed sensor 7 are electrically connected by communication lines L1 and L2. Specifically, within the brake control unit 5, communication lines L1 and L2 are electrically connected to CAN port P1 via a CAN circuit 56. Communication lines L1 and L2 are CAN communication lines that transmit CAN communication signals. Hereinafter, communication lines L1 and L2 will also be referred to as CAN communication lines L1 and L2. The CAN circuit 56, which is electrically connected to the CAN port P!, converts the signals input from the CAN communication line L1 and the CAN communication line L2 into a CAN status, which will be described later, and outputs it to the CAN port P!.

[0062] [ 00 5 1 ]

[0063] The CAN communication line L1 includes a cable C1. The cable C1 is attached to one of two pins 55b, of which one is provided in the connector portion 55 of the brake control unit 5, that are electrically connected to the CAN port P1 via the CAN circuit 56. The CAN communication line L2 includes a cable C2. The cable C2 is attached to the other of two pins 55b, of which one is provided in the connector portion 55 of the brake control unit 5, that are electrically connected to the CAN port P1 via the CAN circuit 56. Outside the brake control unit 5, the brake control unit 5 and the front wheel speed sensor 7 are electrically connected by cables C1 and C2.

[0064]

[0052] The control circuit 53a communicates with the rear wheel speed sensor 8 via port P2. Port P2 is a CAN port that sends and receives CAN communication signals. Hereinafter, port P2 will also be referred to as CAN port P2. The CAN port P2 and the rear wheel speed sensor 8 are electrically connected by communication lines L3 and L4. Specifically, within the brake control unit 5, the communication lines L3 and L4 are electrically connected to the CAN port P2 via a CAN circuit 56. The communication lines L3 and L4 are CAN communication lines that transmit CAN communication signals. Hereinafter, the communication lines L3 and L4 will also be referred to as CAN communication lines L3 and L4. The CAN circuit 56, which is electrically connected to the CAN port P2, converts the signals input from the CAN communication line L3 and the CAN communication line L4 into a CAN status described below and outputs it to the CAN port P2.

[0065] [ 00 5 3 ]

[0066] The CAN communication line L3 includes a cable C3. The cable C3 is attached to one of two pins 55b, of which multiple pins 55b are provided in the connector portion 55 of the brake control unit 5, that are electrically connected to the CAN port P2 via the CAN circuit 56. The CAN communication line L4 includes a cable C4. The cable C4 is attached to the other of two pins 55b, of which multiple pins 55b are provided in the connector portion 55 of the brake control unit 5, that are electrically connected to the CAN port P2 via the CAN circuit 56. Outside the brake control unit 5, the brake control unit 5 and the rear wheel speed sensor 8 are electrically connected by cables C3 and C4.

[0067]

[0054] The control circuit 53a can receive information (specifically, the detection result of the wheel speed of the front wheels 3) from the front wheel speed sensor 7 via CAN communication using the CAN communication lines L1 and L2. The control circuit 53a can also receive information (specifically, the detection result of the wheel speed of the rear wheels 4) from the rear wheel speed sensor 8 via CAN communication using the CAN communication lines L3 and L4. The control circuit 53a can acquire speed information, which is information about the speed of the saddle-riding type vehicle 100, based on the output information from the front wheel speed sensor 7 and the output information from the rear wheel speed sensor 8. As will be described later, the speed information is used as information for determining whether to perform transmission processing to transmit transmission information including impact information to the communication device 9.

[0068]

[0055] As described above, CAN communication is performed using two CAN communication lines. Specifically, in CAN communication, information is sent and received by using, as a digital signal, the transition of the CAN status according to the potential difference between the signal transmitted by one CAN communication line and the signal transmitted by the other CAN communication line. Specifically, when the potential difference is greater than the minimum value, the CAN status is called dominant, and when the potential difference is less than the minimum value, the CAN status is called recessive. The minimum value is set to a value that can appropriately determine whether the potential difference is small enough to be considered approximately 0 V. By adopting this two-wire differential voltage method, CAN communication has advantages such as strong resistance to external noise.

[0069]

[0056] In the above, an example has been described in which the control circuit 53a performs CAN communication with each of the wheel speed sensors, the front wheel speed sensor 7 and the rear wheel speed sensor 8. However, the control circuit 53a may perform communication with each wheel speed sensor using a method other than CAN communication. For example, the control circuit 53a and the front wheel speed sensor 7 may be electrically connected to each other via a communication line having the function of supplying power from the control circuit 53a to the front wheel speed sensor 7 and a communication line having the function of transmitting wheel speed information from the front wheel speed sensor 7 to the control circuit 53a, and communication may be performed using these communication lines. Also, for example, the control circuit 53a and the rear wheel speed sensor 8 may be electrically connected to each other via a communication line having the function of supplying power from the control circuit 53a to the rear wheel speed sensor 8, and a communication line having the function of transmitting wheel speed information from the rear wheel speed sensor 8 to the control circuit 53a, and communication may be carried out using these communication lines.

[0070]

[0057] The control circuit 53a communicates with the inertial measurement unit 54 via port P3. Port P3 and the inertial measurement unit 54 are electrically connected by a communication line L5.

[0071]

[0058] The control circuit 53a can receive information (specifically, the detection results of the acceleration in the three axes and the angular velocity around the three axes) from the inertial measurement unit 54 via communication using the communication line L5. Based on the output information of the inertial measurement unit 54, the control circuit 53a can acquire impact information, which is information about the impact acting on the saddle-type vehicle 1XX.

[0072]

[0059] The control circuit 53a can communicate with the communication device 9 via port P4. Port P4 is a CAN port that sends and receives CAN communication signals. Hereinafter, port P4 will also be referred to as CAN port P4. The CAN port P4 and the communication device 9 are electrically connected by communication lines L6 and L7. Specifically, within the brake control unit 5, the communication lines L6 and L7 are electrically connected to the CAN port P4 via the CAN circuit 56. The communication lines L6 and L7 are CAN communication lines that transmit CAN communication signals. Hereinafter, the communication lines L6 and L7 will also be referred to as CAN communication lines L6 and L7. The CAN circuit 56, electrically connected to the CAN port P4, outputs a signal corresponding to the CAN status to be sent to the communication device 9 to the CAN communication line L6 and the CAN communication line L7.

[0073] [ 0 0 6 0 ]

[0074] The CAN communication line L6 includes a cable C6. The cable C6 is attached to one of two pins 55b, of which multiple pins 55b are provided in the connector portion 55 of the brake control unit 5, that are electrically connected to the CAN port P4 via the CAN circuit 56. The CAN communication line L7 includes a cable C7. The cable C7 is attached to the other of two pins 55b, of which multiple pins 55b are provided in the connector portion 55 of the brake control unit 5, that are electrically connected to the CAN port P4 via the CAN circuit 56. Outside the brake control unit 5, the brake control unit 5 and the communication device 9 are electrically connected by the cables C6 and C7.

[0075]

[0061] The control circuit 53a can transmit information (specifically, transmission information including impact information, which is information about the impact acting on the saddle-ride type vehicle 100) to the communication device 9 via CAN communication using the CAN communication lines L6 and L7.

[0076]

[0062] Here, in addition to communication via CAN port P4, the control circuit 53a can also communicate with the communication device 9 via port P5. Port P5 is a port other than CAN port P4. For example, port P5 is one parallel port (e.g., a general-purpose input / output port (GPIO)) among multiple parallel ports provided in the control circuit 53a. Port P5 and the communication device 9 are electrically connected by a communication line L8.

[0077]

[0063] The communication line L8 includes a cable C8. The cable C8 is attached to a pin 55b electrically connected to the port P5 among multiple pins 55b provided in the connector portion 55 of the brake control unit 5. Outside the brake control unit 5, the brake control unit 5 and the communication device 9 are electrically connected by the cable C8.

[0078]

[0064] In addition to CAN communication using the CAN communication lines L6 and L7, the control circuit 53a can transmit information (specifically, transmission information including impact information, which is information about the impact acting on the saddle-ride type vehicle 100) to the communication device 9 by communication using the communication line L8.

[0079]

[0065] As will be described later, communication between the control circuit 53a and the communication device 9 is basically performed by CAN communication using the CAN communication lines L6 and L7. The communication line L8 is a backup communication line used when an abnormality occurs in the CAN communication using the CAN communication lines L6 and L7. The port P5 is also a backup port used in the above-mentioned situation. Hereinafter, the port P5 will also be referred to as the sub-port P5, the communication line L8 will also be referred to as the sub-communication line L8, and communication using the communication line L8 will also be referred to as the sub-communication. However, the sub-communication using the communication line L8 may be used when no abnormality occurs in the CAN communication using the CAN communication lines L6 and L7.

[0080]

[0066] As shown in FIG. 4, there are two CAN communication lines L6 and L7, but only one sub-communication line L8. This allows the sub-communication line L8, which is a backup communication line, to be implemented at low cost (for example, when using an existing ground line, the sub-communication line L8 can be formed by adding one communication line). A resistor R1 is connected to the sub-communication line L8 to prevent the sub-communication line L8 from becoming unstable and to maintain a reference potential. Examples of the resistor R1 include a pull-up resistor and a pull-down resistor. Since there is only one sub-communication line L8, providing the resistor R1 can prevent the sub-communication line L8 from becoming unstable and maintain a reference potential at low cost. In the example of FIG. 4, the resistor R1 is built into the brake control unit 5. However, resistor R1 may be built into communication device 9.

[0081]

[0067] Here, it is preferable that the cable C8 of the sub-communication line L8 and the cables C6, C7 of the CAN communication lines L6, L7 are not combined. The fact that the two cables are not combined means that the two cables are not bundled in the same protective covering formed by an insulator, but are each covered in separate protective coverings that are spaced apart from each other. In other words, the fact that the two cables are not combined means that the two cables are not integrated. For example, the cables C6, C7 of the CAN communication lines L6, L7 are combined and bundled in the same protective covering. On the other hand, the cable C8 of the sub-communication line L8 is not combined with the cables C6, C7 of the CAN communication lines L6, L7, but is covered with a protective covering that is different from the protective covering that covers the cables C6, C7. This prevents simultaneous disconnections in the CAN communication lines L6, L7 and the sub-communication line L8 when the saddle-ride type vehicle 100 collides or falls, making it easier to maintain a state in which at least one of CAN communication using the CAN communication lines L6, L7 and sub-communication using the sub-communication line L8 can be performed.

[0082] [ 0 0 6 8 ]

[0083] <Operation of Transmission System> The operation of the transmission system 300 according to the embodiment of the present invention will be described.

[0084]

[0069] As described above, the control circuit 53a of the brake control unit 5 can execute a transmission process to transmit transmission information including impact information, which is information about an impact acting on the saddle-ride type vehicle 100, to the communication device 9. Specifically, the control circuit 53a can transmit the transmission information to the communication device 9 by CAN communication using the CAN communication lines L6, L7. This allows information indicating that an accident has occurred involving the saddle-ride type vehicle 100 to be reported to an outside of the saddle-ride type vehicle 100 (for example, a hospital, etc.) by the communication device 9.

[0085]

[0070] Here, a collision or a fall of the saddle-ride type vehicle 100 may cause a break in the CAN communication lines L6, L7, which may cause the CAN communication using the CAN communication lines L6, L7 to stop functioning. In this way, it is desirable to transmit transmission information including impact information to the communication device 9 even in a situation where an abnormality occurs in the CAN communication using the CAN communication lines L6, L7.

[0086]

[0071] Therefore, in this embodiment, the control circuit 53a is configured to transmit transmission information to the communication device 9 by sub-communication using the sub-communication line L8 in addition to CAN communication using the CAN communication lines L6 and L7. As will be described later, this makes it possible to transmit transmission information including impact information to the communication device 9 even in a situation where an abnormality occurs in the CAN communication. Below, an example of processing performed by the control circuit 53a will be described in detail.

[0087]

[0072] Fig. 5 is a flowchart showing an example of the flow of processing performed by the control circuit 53a. Step S101 in Fig. 5 corresponds to the start of the control flow shown in Fig. 5. Step S107 in Fig. 5 corresponds to the end of the control flow shown in Fig. 5.

[0088]

[0073] When the control flow shown in FIG. 5 starts, in step S102, the control circuit 53a determines whether the speed of the saddle-ride type vehicle 100 is higher than a minimum value.

[0089]

[0074] The min value in step S102 is set to a speed (for example, a speed of about 7 km / h - 10 km / h) that allows for an appropriate determination of whether the saddle-ride type vehicle 100 is moving. If the speed of the saddle-ride type vehicle 100 is higher than the min value, it can be determined that the saddle-ride type vehicle 100 is moving. On the other hand, if the speed of the saddle-ride type vehicle 100 is lower than the min value, it can be determined that the saddle-ride type vehicle 100 is not moving.

[0090]

[0075] If it is determined that the speed of the saddle-ride type vehicle 100 is lower than the minimum value (step S!O2 / NO), the control flow shown in Fig. 5 ends. On the other hand, if it is determined that the speed of the saddle-ride type vehicle 100 is higher than the minimum value (step S!O2 / YESS), the control flow proceeds to step S103.

[0091]

[0076] If the answer to step S102 is YES, then in step S103, the control circuit 53a determines whether the impact information indicates that the magnitude of the impact acting on the saddle-ride type vehicle 100 exceeds a standard.

[0092]

[0077] As described above, the control circuit 53a can acquire impact information based on, for example, output information from the inertial measurement unit 54. The impact information acquired in this manner includes, for example, information indicating the magnitude of acceleration acting on the saddle-ride type vehicle 100. Then, for example, if the magnitude of the acceleration indicated by the impact information is large enough to be expected in the event of a collision or tip-over of the saddle-ride type vehicle 100 (in other words, an event in which a large impact acts on the saddle-ride type vehicle 100), the control circuit 53a determines that the impact information is information indicating that the magnitude of the impact acting on the saddle-ride type vehicle 100 exceeds a standard.

[0093]

[0078] If it is determined that the impact information does not indicate that the magnitude of the impact acting on the saddle-ride type vehicle 100 exceeds the standard (step S!03 / NO), return to step S102. On the other hand, if it is determined that the impact information indicates that the magnitude of the impact acting on the saddle-ride type vehicle 100 exceeds the standard (step S!03 / YESS), proceed to step S104.

[0094]

[0079] If the answer to step S103 is YES, then in step S104, the control circuit 53a determines whether an abnormality has occurred in the CAN communication using the CAN communication lines L6 and L7.

[0095] As described above, an abnormality in CAN communication using the CAN communication lines L6, L7 occurs due to, for example, a break in the CAN communication lines L6, L7. However, the cause of the CAN communication abnormality is not limited to this example. For example, the cause of the CAN communication abnormality may be a physical factor other than a break (for example, a short circuit in the CAN communication lines L6, L7), or a software malfunction. For example, the control circuit 53a can determine that the CAN communication abnormality has occurred if it determines that a break or short circuit in the CAN communication lines L6, L7 is likely to occur based on the current or voltage values ​​of the CAN communication lines L6, L7. Furthermore, for example, the control circuit 53a can determine that the CAN communication abnormality has occurred if it determines that a software malfunction is likely to occur based on the results of communication with the communication device 9 via the CAN communication lines L6, L7.

[0096] [ 0 0 8 1 ]

[0097] If it is determined that no abnormality has occurred in the CAN communication using the CAN communication lines L6 and L7 (step S104 / NO), the process proceeds to step S105. Then, in step S105, the control circuit 53a executes a first transmission process to transmit the transmission information to the communication device 9 by CAN communication using the CAN communication lines L6 and L7, and the control flow shown in FIG. 5 ends.

[0098]

[0082] On the other hand, if it is determined that an abnormality has occurred in the CAN communication using the CAN communication lines L6, L7 (step S104 / YES), the process proceeds to step S106. Then, in step S106, the control circuit 53a executes a second transmission process to transmit the transmission information to the communication device 9 by sub-communication using the sub-communication line L8 as a transmission process to transmit the transmission information to the communication device 9, and the control flow shown in Fig. 5 ends.

[0099]

[0083] As described above, when the determinations in steps S102 and S103 are YES, the control circuit 53a executes a transmission process to transmit transmission information including the impact information to the communication device 9. In other words, the control circuit 53a executes the transmission process when the impact information indicates that the magnitude of the impact acting on the saddle-ride type vehicle 100 exceeds a standard, and in the transmission process, transmits information about the impact acting on the saddle-ride type vehicle 100 while the saddle-ride type vehicle 100 is traveling as impact information to the communication device 9. This allows the communication device 9 to report information indicating that an accident involving the saddle-ride type vehicle 100 has occurred to an outside of the saddle-ride type vehicle 100 (for example, a hospital).

[0100]

[0084] In the transmission process, the control circuit 53a may transmit other information in addition to the impact information as transmission information to the communication device 9. That is, the transmission information may include other information in addition to the impact information. For example, the transmission information may include position information of the saddle-ride type vehicle 100 in addition to the impact information. In this case, for example, the control circuit 53a may transmit position information of the saddle-ride type vehicle 100 at the time when the magnitude of the impact acting on the saddle-ride type vehicle 100 exceeded a standard to the communication device 9 as transmission information. This makes it possible for information indicating the position where the accident involving the saddle-ride type vehicle 100 occurred to be reported to an outside of the saddle-ride type vehicle 100 (for example, a hospital, etc.) by the communication device 9. The control circuit 53a can obtain the position information of the saddle-ride type vehicle 100 based on the output information of the GPS receiver 6, for example.

[0101] As described above, in the transmission system 300 according to this embodiment, the control circuit 53a of the brake control unit 5 is capable of performing two transmission processes to transmit transmission information including impact information, which is information about an impact acting on the saddle-ride type vehicle 100, to the communication device 9: a first transmission process to transmit the transmission information to the communication device 9 by CAN communication using the CAN communication lines L6 and L7, and a second transmission process to transmit the transmission information to the communication device 9 by sub-communication using the sub-communication line L8. When performing the transmission process, the control circuit 53a performs the second transmission process in a situation where an abnormality in the CAN communication occurs. As a result, in a situation where an abnormality in the CAN communication occurs, the transmission information can be transmitted to the communication device 9 by sub-communication using the sub-communication line L8, which is different from the CAN communication lines L6 and L7. Therefore, even when an abnormality occurs in CAN communication, transmission information including impact information can be transmitted to communication device 9.

[0102] [ 0 0 8 6 ]

[0103] <Effects of the Transmission System> The effects of the transmission system 300 according to the embodiment of the present invention will be described.

[0104]

[0087] The transmission system 300 includes a brake control mechanism 51 that controls the braking force applied to the wheels of the saddle-ride type vehicle 100, a control board 53 that includes a control circuit 53a that controls the operation of the brake control mechanism 51, a brake control unit 5 that includes a CAN port P4 provided in the control circuit 53a for sending and receiving CAN communication signals, and CAN communication lines L6, L7 that electrically connect the communication device 9. The transmission system 300 also includes a sub-port P5 that is a port other than the CAN port P4 provided in the control circuit 53a, and a sub-communication line L8 that electrically connects the communication device 9. Furthermore, the control circuit 53 a can execute, as a transmission process for transmitting transmission information to the communication device 9, a first transmission process for transmitting the transmission information to the communication device 9 by CAN communication using the CAN communication lines L6 and L7, and a second transmission process for transmitting the transmission information to the communication device 9 by sub-communication using the sub-communication line L8. When executing the transmission process, the control circuit 53 a executes the second transmission process in a situation where the above-mentioned CAN communication abnormality is occurring. As a result, in a situation where the above-mentioned CAN communication abnormality is occurring, the transmission information can be transmitted to the communication device 9 by sub-communication using the sub-communication line L8, which is different from the CAN communication lines L6 and L7. Therefore, it is possible to transmit transmission information including impact information to the communication device 9 even in a situation where the CAN communication abnormality is occurring. In particular, in saddle-type vehicles 100, which have weaker protection for the body than four-wheeled automobiles and are more susceptible to communication line breakage, transmission information including impact information can be sent to communication device 9 even when an abnormality occurs in CAN communication.

[0105]

[0088] Preferably, in the transmission system 300, the control circuit 53a executes at least the first transmission process when executing the transmission process if the above-mentioned CAN communication abnormality does not occur. As described above, CAN communication has advantages such as strong resistance to external noise. Therefore, by executing at least the first transmission process when the above-mentioned CAN communication abnormality does not occur, it is possible to execute the transmission process while enjoying the advantages of CAN communication.

[0106]

[0089] In addition, when the above-mentioned CAN communication abnormality does not occur, the control circuit 53a may execute a second transmission process in addition to the first transmission process.

[0107]

[0090] Preferably, in the transmission system 300, the number of sub-communication lines L8 is one. This allows the sub-communication line L8, which is a backup communication line, to be realized at low cost.

[0108]

[0091] The number of sub-communication lines L8 may be two or more. In that case, for example, sub-communication using the sub-communication lines L8 may be performed by parallel communication.

[0109]

[0092] Preferably, in the transmission system 300, the control circuit 53a includes a plurality of parallel ports, and the sub-port P5 is one of the plurality of parallel ports. ) can be used as the sub-port P5. Therefore, the sub-port P5 can be easily prepared without making any hardware changes to the control circuit 53a.

[0110]

[0093] Preferably, in the transmission system 300, a pull-up resistor or a pull-down resistor (resistor R1 in the above example) is connected to the sub-communication line L8. This makes it possible to prevent the sub-communication line L8 from becoming unstable and maintain a reference potential by providing a low-cost solution such as a pull-up resistor or a pull-down resistor.

[0111]

[0094] Other means may be adopted to prevent the sub-communication line L8 from becoming unstable.

[0112] Preferably, in the transmission system 300, the cable C8 of the sub-communication line L8 and the cables C6, C7 of the CAN communication lines L6, L7 are not combined. This makes it possible to prevent simultaneous disconnections in the CAN communication lines L6, L7 and the sub-communication line L8 when the saddle-ride type vehicle 100 collides or rolls over, and makes it easier to maintain a state in which at least one of CAN communication using the CAN communication lines L6, L7 and sub-communication using the sub-communication line L8 can be performed.

[0113]

[0096] The cable C8 of the sub-communication line L8 and the cables C6, C7 of the CAN communication lines L6, L7 may be combined.

[0114]

[0097] Preferably, in the transmission system 300, the control circuit 53a acquires the impact information based on output information from a sensor (inertial measurement unit 54 in the above example) that detects at least one of acceleration, angle, and angular velocity occurring in the saddle type vehicle 100. This allows the impact information to be acquired appropriately.

[0115]

[0098] In the above description, an example has been described in which the control circuit 53a acquires impact information based on output information from the inertial measurement unit 54. However, the control circuit 53a may acquire impact information based on output information from a sensor other than the inertial measurement unit 54 among the above sensors.

[0116]

[0099] Preferably, in the transmission system 300, the sensor (inertial measurement unit 54 in the above example) is built into the brake control unit 5. If the sensor is not built into the brake control unit 5, the sensor is electrically connected to the brake control unit 5 via a cable. Therefore, when the saddle-ride type vehicle 100 collides or falls over, the cable may break, and communication between the sensor and the control circuit 53a may be interrupted. On the other hand, if the sensor is built into the brake control unit 5, the above situation can be avoided, and impact information can be more appropriately acquired.

[0117]

[0100] Note that the above sensors do not have to be built into the brake control unit 5.

[0118]

[0101] Preferably, in the transmission system 300, the sensor is an inertial measurement unit 54 that detects acceleration in three axial directions and angular velocity around three axes. Thus, by using the inertial measurement unit 54, it is possible to more appropriately acquire impact information.

[0119]

[0102] Preferably, in the transmission system 300, the control circuit 53a executes transmission processing when the impact information indicates that the magnitude of the impact acting on the saddle-ride type vehicle 100 exceeds a standard. This enables transmission processing to be executed when a collision or fall of the saddle-ride type vehicle 100 occurs and a large impact acts on the saddle-ride type vehicle 100. Therefore, information indicating that an accident involving the saddle-ride type vehicle 100 has occurred can be reported to an outside of the saddle-ride type vehicle 100 (for example, a hospital) by the communication device 9.

[0120]

[0103] The control circuit 53a may execute the transmission process when the impact information does not indicate that the magnitude of the impact acting on the saddle-ride type vehicle 100 exceeds a standard. For example, the control circuit 53a may execute the transmission process regardless of the magnitude of the impact acting on the saddle-ride type vehicle 100 indicated by the impact information.

[0121]

[0104] Preferably, in the transmission system 300, the impact information is information about an impact that acts on the saddle-ride type vehicle 100 while the saddle-ride type vehicle 100 is traveling. Here, accidents involving the saddle-ride type vehicle 100 mainly occur when the saddle-ride type vehicle 100 is traveling. Therefore, in the transmission process, by transmitting information about an impact that acts on the saddle-ride type vehicle 100 while the saddle-ride type vehicle 100 is traveling to the communication device 9, information indicating that an accident involving the saddle-ride type vehicle 100 has occurred can be reported to an outside of the saddle-ride type vehicle 100 (for example, a hospital, etc.) by the communication device 9.

[0122]

[0105] In the transmission process, the control circuit 53a may transmit to the communication device 9 impact information other than information about an impact acting on the saddle-ride type vehicle 100 while the saddle-ride type vehicle 100 is traveling. For example, in the transmission process, the control circuit 53a may transmit to the communication device 9 information about an impact acting on the saddle-ride type vehicle 100 while the saddle-ride type vehicle 100 is stopped as impact information.

[0123]

[0106] Preferably, in the transmission system 300, the transmission information includes location information of the saddle-ride type vehicle 100 in addition to the impact information. This makes it possible, for example, to report information indicating the location where an accident involving the saddle-ride type vehicle 100 occurred to an outside of the saddle-ride type vehicle 100 (for example, a hospital) via the communication device 9.

[0124]

[0107] In addition, the control circuit 53a does not have to transmit the position information of the saddle-ride type vehicle 100 to the communication device 9 in the transmission process.

[0125]

[0108] Preferably, in the transmission system 300, the brake control mechanism 51 is a hydraulic control mechanism that controls the braking force on the wheels of the saddle-ride type vehicle 100 by controlling the pressure of the brake fluid. As a result, when the brake control unit 5 is a hydraulic control unit including a hydraulic control mechanism, it is possible to transmit transmission information including impact information to the communication device 9 even in a situation where an abnormality occurs in the CAN communication.

[0126]

[0109] The brake control unit 5 may be a control unit that controls the braking force by a method other than controlling the pressure of the brake fluid. For example, the brake control unit 5 may be a control unit (so-called brake-by-wire) that includes a control mechanism that controls the position of the wheel braking unit itself by an electrical signal as the brake control mechanism 51.

[0127]

[0110] The present invention is not limited to the description of the embodiments. For example, only a part of the embodiments may be implemented.

[0128] [Explanation of symbols]

[0129] [ 0 1 1 1 ]

[0130] ! Fuselage, 2 Handle, 3 Front wheel, 3a Rotor, 4 Rear wheel, 4a Rotor, 5 Brake force control unit, 6 GPS receiver, 7 Front wheel speed sensor, 8 Rear wheel speed sensor, 9 Communication device, 11 First brake operating unit, 12 Front wheel braking mechanism, 13 Second brake operating unit, 14 Rear wheel braking mechanism, 21 Master cylinder, 22 Reservoir, 23 Brake caliper, 24 Wheel cylinder, 25 Main flow path, 26 Sub-flow path, 31 Fill valve, 32 Release valve, 33 Accumulator, 34 Pump, 51 Brake force control mechanism, 51a Base, 51b Port, 52 Case, 53 Control board, 53a Control circuit, 54 Inertial measurement unit, 55 Connector part, 55a Cylindrical part, 55 Pin, 56 CAN circuit, 10〇 Saddle-ride type vehicle, 200 Brake system, 300 Transmission system, C! Cable, C2 Cable, C3 Cable, C4 Cable, C6 Cable, C7 Cable, C8 Cable, L1 CAN communication line, L2 CAN communication line, L3 CAN communication line, L4 CAN communication line, L5 communication line, L6 CAN communication line, L7 CAN communication line, L8 Sub-communication line, P1 CAN port, P2 CAN port, P3 port, P4 CAN port, P5 Sub-port, R1 Resistor.

Claims

[Document name] Scope of claims

1. A transmission system (300) is mounted on a saddle-ride type vehicle (100) and transmits transmission information including impact information, which is information on an impact acting on the saddle-ride type vehicle (100), to a communication device (9), the transmission system (300) comprising: a brake control mechanism (51) that controls the braking force on a wheel of the saddle-ride type vehicle (100); a control board (53) that includes a control circuit (53a) that controls the operation of the brake control mechanism (51); a CAN port (P4) that is provided in the control circuit (53a) and that transmits and receives a CAN communication signal; and CAN communication lines (L6, L7) that electrically connect the transmission system (300) to the communication device (9), a sub-communication line (L8) electrically connecting the communication device (9) to a sub-port (P5) other than the CAN port (P4) provided on the CAN communication line (L6, L7), and the control circuit (53a) is capable of executing, as a transmission process for transmitting the transmission information to the communication device (9), a first transmission process for transmitting the transmission information to the communication device (9) by CAN communication using the CAN communication lines (L6, L7) and a second transmission process for transmitting the transmission information to the communication device (9) by sub-communication using the sub-communication line (L8), and when executing the transmission process, the second transmission process is executed under a situation where an abnormality occurs in the CAN communication.

2. The transmission system according to claim 1, wherein the control circuit (53a) executes at least the first transmission process when the abnormality does not occur during the execution of the transmission process.

3. A transmission system as claimed in claim 1, wherein the number of said sub-communication lines (L8) is one.

4. The transmission system according to claim 3, wherein the control circuit (53a) includes a plurality of parallel ports, and the sub-port (P5) is one of the plurality of parallel ports.

5. A transmission system according to claim 3, wherein a pull-up resistor or a pull-down resistor (R1) is connected to the sub-communication line (L8).

6. A cable (C8) of the sub-communication line (L8) and the CAN communication line (L6, L7 ) and the cables (C6, C7) are not combined.

7. The transmission system according to claim 1, wherein the control circuit (53a) acquires the impact information based on output information of a sensor (54) that detects at least one of acceleration, angle, and angular velocity occurring in the saddle-ride type vehicle (100).

8. The sensor (54) is built into the brake control unit (5). The transmission system according to claim 7.

9. The transmission system according to claim 7, wherein the sensor (54) is an inertial measurement device that detects acceleration in three axial directions and angular velocity around three axes.

10. A transmission system as described in any one of claims 1 to 8, wherein the control circuit (53a) executes the transmission process when the impact information indicates that the magnitude of the impact acting on the saddle-ride type vehicle (100) exceeds a standard.

11. A transmission system described in any one of claims 1 to 8, wherein the impact information is information about an impact acting on the saddle-ride type vehicle (100) while the saddle-ride type vehicle (100) is traveling.

12. A transmission system described in any one of claims 1 to 8, wherein the transmitted information includes, in addition to the impact information, position information of the saddle-ride type vehicle (100).

13. The transmission system according to any one of claims 1 to 8, wherein the brake force control mechanism (51) is a hydraulic control mechanism that controls the braking force on the wheels of the saddle-ride type vehicle (100) by controlling the pressure of the brake fluid.

14. A transmission method for a transmission system (300) mounted on a saddle-ride type vehicle (100) and transmitting transmission information including impact information, which is information on an impact acting on the saddle-ride type vehicle (100), to a communication device (9), wherein the transmission system (300) comprises: a brake control mechanism (51) that controls a braking force applied to a wheel of the saddle-ride type vehicle (100); a control board (53) that includes a control circuit (53a) that controls the operation of the brake control mechanism (51); a CAN port (P4) that is provided in the control circuit (53a) and that transmits and receives CAN communication signals; and CAN communication lines (L6, L7) that electrically connect the transmission system to the communication device (9), The control circuit (53a) further includes a sub-port (P5) other than the CAN port (P4) provided in the control circuit (53a) and a sub-communication line (L8) electrically connecting the communication device (9). The control circuit (53a) is capable of performing a first transmission process of transmitting the transmission information to the communication device (9) by CAN communication using the CAN communication lines (L6, L7) and a second transmission process of transmitting the transmission information to the communication device (9) by sub-communication using the sub-communication line (L8). The transmission method includes: when performing the transmission process, the second transmission process is performed under a condition where an abnormality occurs in the CAN communication.

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