Saddle-riding-type vehicle
Patent Information
- Application Number
- PCT/JP2025/012975
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- Filing Date
- 2025-03-28
- Publication Date
- 2026-10-01
Smart Images
Figure JP2025012975_01102026_PF_FP_ABST
Abstract
Description
Saddle-ride type vehicle
[0001] The present invention relates to a saddle-ride type vehicle.
[0002] Technologies for automatically accelerating and decelerating a vehicle while following a preceding vehicle, such as adaptive cruise control (ACC), are known. In such following control, the vehicle is controlled so as to maintain a target inter-vehicle distance from the preceding vehicle. Patent Document 1 discloses a technology for setting a target inter-vehicle distance based on the jerk of the preceding vehicle.
[0003] Chinese Patent Publication No. 115583240A
[0004] In a saddle-ride type vehicle, the riding operation of the rider is easily reflected in the behavior of the vehicle, and since the vehicle is lighter than a four-wheeled vehicle, it has high acceleration, but on the other hand, it has a characteristic that high jerk is also likely to occur in accordance with the rider's acceleration and deceleration operations. The magnitude of jerk affects riding comfort, and if there is a difference in jerk between when acceleration and deceleration are automated through following control and when the rider drives the vehicle by themself, the difference in riding comfort may give a sense of discomfort to the rider.
[0005] An object of the present invention is to provide a technology that prevents giving a sense of discomfort to the rider during following control.
[0006] According to the present invention, there is provided a saddle-ride type vehicle (1), comprising: a power unit (2) that generates driving force; brakes (19F, 19R) that generate braking force; external environment detection means (301) that detects a target object in front of the saddle-ride type vehicle (1); and control means (100) that performs following control for causing the saddle-ride type vehicle (1) to follow a preceding vehicle (PV) based on a detection result of the external environment detection means (301) such that an inter-vehicle distance (L) between the preceding vehicle (PV) and the saddle-ride type vehicle (1) is maintained at a target inter-vehicle distance, wherein the control means (100) specifies jerk of the preceding vehicle (PV) based on the detection result of the external environment detection means (301) in the following control, and controls at least one of the power unit (2) and the brakes (19F, 19R) based on the specified jerk. A saddle-ride type vehicle characterized by the above is provided.
[0007] According to the present invention, it is possible to provide a technology that prevents riders from feeling uncomfortable during follow-up control.
[0008] A right-side view of a saddle-type vehicle according to one embodiment of the present invention. A front view of the saddle-type vehicle in Figure 1. A block diagram of the control device. A flowchart showing an example of processing related to ACC setting. A diagram showing an example of stopping and starting when ACC is set. A diagram showing an example of a shift schedule. A flowchart showing an example of processing during follow control. A flowchart showing another example of processing during follow control. A flowchart showing yet another example of processing during follow control. A timing chart showing an example of changes in the speed, acceleration, and jerk of the preceding vehicle. A flowchart showing yet another example of processing during follow control. A flowchart showing an example of processing to determine the type of preceding vehicle. A flowchart showing yet another example of processing during follow control. A flowchart showing yet another example of processing during follow control. A diagram showing an example of a table for setting target braking force and correction coefficient. A flowchart showing yet another example of processing during follow control. A timing chart showing an example of acceleration and deceleration timing.
[0009] The embodiments will be described in detail below with reference to the attached drawings. Note that the following embodiments do not limit the invention as defined in the claims, and not all combinations of features described in the embodiments are essential to the invention. Two or more features from the multiple features described in the embodiments may be combined arbitrarily. Furthermore, identical or similar configurations will be given the same reference numeral, and redundant descriptions will be omitted.
[0010] <First Embodiment> <Overview of Saddle-Type Vehicle> Figure 1 is a right-side view of a saddle-type vehicle 1 according to one embodiment of the present invention, and Figure 2 is a front view of the saddle-type vehicle 1. In the figures, arrow D1 indicates the front-rear direction of the vehicle 1, arrow D2 indicates the width direction (left-right direction) of the vehicle 1, and arrow D3 indicates the up-down direction. F indicates the front side, and B indicates the rear side. R indicates the right side when moving forward, and L indicates the left side when moving forward. U indicates the upper side, and D indicates the lower side.
[0011] The saddle-type vehicle 1 is a touring-type motorcycle suitable for long-distance travel, but the present invention is applicable to various types of saddle-type vehicles, including other types of motorcycles. Hereinafter, the saddle-type vehicle 1 may be referred to as vehicle 1.
[0012] Vehicle 1 is equipped with a power unit 2 between the front wheels FW and the rear wheels RW. In this embodiment, the power unit 2 includes a horizontally opposed six-cylinder engine 21 and an automatic transmission 22 that shifts the output of the engine 21 to produce the output. The driving force of the automatic transmission 22 is transmitted to the rear wheels RW via a drive shaft (not shown), causing the rear wheels RW to rotate. The automatic transmission 22 in this embodiment is a dual-clutch transmission (DCT) and has gear ratios from 1st to 6th forward gear. The automatic transmission 22 may be an automated manual transmission (AMT) or a torque converter type automatic transmission instead of a DCT, or it may be a continuously variable transmission such as a CVT.
[0013] The power unit 2 is supported by the vehicle frame 3. The vehicle frame 3 includes a pair of left and right main frames 31 extending in the D1 direction. Above the main frames 31 are a shelter case 5 and an air cleaner box (not shown). In front of the shelter case 5 is a meter panel MP that displays various information to the rider.
[0014] The front end of the main frame 31 is provided with a head pipe 32 that rotatably supports a steering shaft (not shown) that is rotated by the handle 8. The rear end of the main frame 31 is provided with a pair of left and right pivot plates 33. The power unit 2 is supported by the main frame 31. The rear end of the main frame 31 is provided with a pair of left and right seat rails (not shown) that extend to the rear, and the seat rails support the seat 4a on which the rider sits, the seat 4b on which a passenger sits, and the rear trunk 7b, etc.
[0015] The pivot plate 33 supports the front end of a rear swing arm (not shown) that extends in the front-rear direction, allowing it to swing freely. The rear swing arm is capable of swinging up and down, and the rear wheel RW is supported at its rear end. An exhaust muffler 6, which silences the exhaust from the engine 21, extends in the direction D1 from the lower side of the rear wheel RW. Left and right saddlebags 7a are provided on the upper side of the rear wheel RW.
[0016] The front end of the main frame 31 is configured with a front suspension mechanism 9 that supports the front wheel FW. The front suspension mechanism 9 includes an upper link 91, a lower link 92, a fork support 93, a cushion unit 94, and a pair of left and right front forks 95.
[0017] The upper link 91 and the lower link 92 are each positioned at the front end of the main frame 31 with a vertical gap between them. The rear ends of the upper link 91 and the lower link 92 are pivotably connected to the front end of the main frame 31. The upper link 91 and the lower link 92 each extend in the front-rear direction and are positioned substantially parallel to each other.
[0018] The cushion unit 94 has a structure in which a shock absorber is inserted through a coil spring, and its upper end is pivotably supported by the main frame 31. The lower end of the cushion unit 94 is pivotably supported by the lower link 92.
[0019] The fork support 93 is cylindrical and tilted backward. The front end of the upper link 21 is rotatably connected to the upper front part of the fork support 93. The front end of the lower link 92 is rotatably connected to the lower rear part of the fork support 93.
[0020] A steering shaft 96 is rotatably supported on a fork support 93. The steering shaft 96 has a shaft portion (not shown) that passes through the fork support 93. A bridge (not shown) is provided at the lower end of the steering shaft 96, and a pair of left and right front forks 95 are supported on this bridge. The front wheel FW is rotatably supported on the front forks 95. The upper end of the steering shaft 96 is connected via a link 97 to a steering shaft (not shown) that is rotated by a handle 8. The steering shaft 96 rotates when the handle 8 is turned, and the front wheel FW is steered. The upper part of the front wheel FW is covered by a fender 10, which is supported by the front forks 95.
[0021] Vehicle 1 is equipped with a brake device 19F for braking the front wheel FW and a brake device 19R for braking the rear wheel RW. The brake devices 19F and 19R are configured to be operable by the rider's operation of the brake lever 8a or brake pedal 18 and the operation of the brake control device. The brake devices 19F and 19R are, for example, hydraulic disc brakes.
[0022] A headlight unit 11 that illuminates the front of the vehicle 1 is positioned at the front of the vehicle 1. The headlight unit 11 in this embodiment is a two-lens type headlight unit that has a right-side light-emitting section 11R and a left-side light-emitting section 11L arranged symmetrically. However, a single-lens type, a triple-lens type headlight unit, or an asymmetrical two-lens type headlight unit can also be used.
[0023] The front of the vehicle 1 is covered by a front cover 12, and the front sides of the vehicle 1 are covered by a pair of left and right side covers 14. A screen 13 is positioned above the front cover 12. The screen 13 is a windbreak that reduces the wind pressure experienced by the rider while riding, and is made of, for example, a transparent resin material. A pair of left and right side mirror units 15 are positioned on the sides of the front cover 12. The side mirror units 15 support side mirrors (not shown) for the rider to see behind them.
[0024] The front cover 12 includes cowl members 121 to 123, which together constitute the front cowl. Cowl member 121 extends in the D2 direction and forms the main body of the front cover 12, while cowl member 122 forms the upper part of cowl member 121. Cowl member 123 is positioned spaced downward from cowl member 121.
[0025] An opening is formed between cowl member 121 and cowl member 123, and between the pair of left and right side covers 14, exposing the headlight unit 11. The upper edge of this opening is defined by cowl member 121, the lower edge by cowl member 123, and the left and right side edges are defined by the side covers 14.
[0026] A detection unit 301 is located behind the front cover 12. The detection unit 301 is an external sensor that detects targets for the vehicle 1. Hereinafter, the detection unit 301 will also be referred to as the external sensor 301. In this embodiment, the external sensor 301 is a radar (for example, a millimeter-wave radar) and is capable of detecting the presence or absence of a preceding vehicle traveling in front of the vehicle 1 and the distance to the preceding vehicle. The external sensor 301 may be a camera or other type of sensor, or it may be a combination of multiple sensors such as a radar and a camera.
[0027] <Control Device> Figure 3 is a block diagram of the control device 100 of the vehicle 1, and only the necessary components are shown in relation to the explanation described later. The control device 100 is an electronic circuit that controls the saddle-type vehicle 1 in response to the detection results of each sensor in the sensor group 300 and the rider's instructions via the input unit 200. The control device 100 includes a driving control unit 110, an engine control unit 120, and a gear shift control unit 130.
[0028] The driving control unit 110 controls the driving of the brake devices 19F and 19R, as well as driving assistance. Driving assistance includes, as an example, driving control that automatically accelerates and decelerates the saddle-type vehicle 1. More specifically, it includes adaptive cruise control (ACC). With ACC, the driving control unit 110 maintains the distance between the saddle-type vehicle 1 and the preceding vehicle detected by the external sensor 301 at a target distance, and automatically accelerates and decelerates the saddle-type vehicle 1 so that it follows the preceding vehicle within the range of the target vehicle speed set by the rider. The target distance can be set by the rider. If there is no preceding vehicle, the driving control unit 1 automatically accelerates and decelerates the saddle-type vehicle 1 so that its speed is maintained at the target vehicle speed set by the rider.
[0029] The engine control unit 120 controls the drive of the engine 21. The transmission control unit 130 controls the clutches for odd and even gears and the automatic transmission 22.
[0030] Each control unit 110 to 130 includes processing units 111, 121, and 131, storage units 112, 122, and 132, and interfaces (I / F) 113, 123, and 133. The processing units 111, 121, and 131 are processors, such as CPUs. The storage units 112, 122, and 132 are storage devices such as semiconductor memory. The I / F 113, 123, and 133 include input / output interfaces with external devices or communication interfaces for communication between control units 110 to 130. The storage units 112, 122, and 132 store programs executed by the processing units 111, 121, and 131, as well as data used by the processing units 111, 121, and 131 for processing.
[0031] The sensor group 300 includes an external sensor 301, a vehicle speed sensor 302, a throttle opening sensor 303, and a shift position sensor 304. The vehicle speed sensor 302 detects the vehicle speed of vehicle 1. The vehicle speed sensor 302 is, for example, a sensor that detects the rotational speed of the output shaft of the automatic transmission 22. The vehicle speed sensor 302 may also be a sensor that detects the amount of rotation of the front wheel FW or the rear wheel RW. The throttle opening sensor 303 detects the throttle opening of the engine 21. The shift position sensor 304 detects the selected shift position. The input unit 200 is a switch or touch panel that can be operated by the rider, and the rider can perform actions such as ACC execution, setting the target distance between vehicles, and setting the target vehicle speed via the input unit 200.
[0032] <ACC Settings and Operation Examples> ACC is executed when the rider sets it to run, and terminates when the setting is canceled. Figure 4 is a flowchart showing an example of the process for setting and canceling ACC, which is executed by the driving control unit 110.
[0033] In step S1, processing related to the acceptance of the ACC selection is performed. The Writer can set the execution of ACC via the input unit 200. If the Writer selects the execution of ACC, the execution of ACC is set in step S2 and ACC is started.
[0034] In step S3, it is determined whether the release condition has been met. If it is determined that the release condition has been met, the process proceeds to step S4. Examples of release conditions include when the rider cancels the ACC execution setting via the input unit 200, when the rider applies a brake, or when the automatic stop by the ACC exceeds a predetermined time. In step S4, the ACC setting is canceled. This terminates the ACC.
[0035] Figure 5 shows an example of ACC operation. State ST1 indicates the state of vehicle 1 while driving. When the external sensor 301 detects the preceding vehicle PV, the driving control unit 110 performs follow control to make vehicle 1 follow the preceding vehicle PV. In follow control, vehicle 1 is automatically accelerated and decelerated to maintain the distance L between vehicle 1 and the preceding vehicle PV at a preset target distance.
[0036] State ST2 describes the state of vehicle 1 when the preceding vehicle PV stops at an intersection or the like. In response to the deceleration of the preceding vehicle PV as it stops, vehicle 1 also automatically activates the brake devices 19F and 19R to decelerate, and when the preceding vehicle PV stops, vehicle 1 also automatically stops at a predetermined distance from the preceding vehicle PV. State ST3 describes the state of vehicle 1 when the preceding vehicle PV starts moving. When the rider performs a predetermined operation on the input unit 200, vehicle 1 starts moving. In addition, if the external sensor 301 detects the preceding vehicle PV starting, or if the stopping time is shorter than a predetermined time, vehicle 1 may be automatically started.
[0037] <Shift Control> An example of control of the automatic transmission 22 by the shift control unit 130 will be described. The control of changing the gear ratio of the automatic transmission 22 is performed based on the driving state information of the vehicle 1 and a predetermined shift schedule. The driving state information includes vehicle speed information, throttle opening information, and shift position information.
[0038] Vehicle speed information is information used to identify the vehicle speed of vehicle 1. Vehicle speed information is, for example, the detection result of vehicle speed sensor 302. The detection result of vehicle speed sensor 302 may be received directly by the transmission control unit 130 from vehicle speed sensor 302, or it may be received via another control unit 110 or 120. Throttle opening information is information used to identify the opening degree of the throttle valve of engine 21. Throttle opening information is, for example, the detection result of throttle opening sensor 303. The detection result of throttle opening sensor 303 may be received directly by the transmission control unit 130 from throttle opening sensor 303, or it may be received via another control unit 110 or 120. Throttle opening information may also be the command value of the throttle opening that engine control unit 120 outputs to engine 21. Alternatively, as throttle opening information, throttle grip opening information when the rider operates a throttle grip (not shown) provided on the handle 8 may be used. In other words, since the throttle valve opens and closes in response to the rider's operation of the throttle grip, the throttle grip opening information is indirectly information for determining the opening degree of the throttle valve. Hereafter, the terms "throttle opening information" and "throttle opening degree" may be interpreted as either the opening degree of the throttle valve or the opening degree of the throttle grip.
[0039] Shift position information is information used to identify the gear ratio (one of 1st to 6th gear) of the automatic transmission 22. Shift position information is, for example, the detection result of the shift position sensor 304.
[0040] The shift schedule is a map that defines the gear ratio according to the driving conditions and defines the timing for switching gear ratios. The shift schedule can be stored in the memory unit 132. Multiple types of shift schedules may be prepared, and one shift schedule to be used for controlling the gear ratio switching may be selected from among the multiple types of shift schedules according to the driving conditions of the vehicle 1, etc.
[0041] FIG. 6 shows an example of a shift schedule. In the illustrated example, the horizontal axis represents vehicle speed V, and the vertical axis represents throttle opening θ. Vehicle speeds V1 to V4 satisfy the relationship of V1 < V2 < V3 < V4. Vehicle speed V1 is, for example, a low vehicle speed within the range of 10 to 30 km / h, vehicle speeds V2 and V3 are, for example, intermediate vehicle speeds within the range of 20 km / h to 70 km / h, and vehicle speed V4 is, for example, a high vehicle speed within the range of 70 to 90 km / h. A throttle opening of 0 means that the throttle is fully closed, and a large throttle opening means that the throttle is opened to a greater degree.
[0042] The shift-up lines SU1 to SU5 indicate, with solid lines, the shift-up timings accompanying acceleration of the vehicle. The shift-up line SU1 indicates the switching timing from 1st gear to 2nd gear, the shift-up line SU2 indicates the switching timing from 2nd gear to 3rd gear, and the shift-up line SU3 indicates the switching timing from 3rd gear to 4th gear. Similarly, the shift-up line SU4 indicates the switching timing from 4th gear to 5th gear, and the shift-up line SU5 indicates the switching timing from 5th gear to 6th gear, respectively. When the position of the combination of vehicle speed V and throttle opening θ crosses a shift-up line, the gear ratio is shifted up by one. As an example, when the position of the combination of vehicle speed V and throttle opening θ changes so as to cross the shift-up line SU3 as indicated by arrow P1, the gear ratio is switched from 3rd gear to 4th gear.
[0043] The shift-down lines SD1 to SD5 indicate, with broken lines, the shift-down timings accompanying deceleration of the vehicle. The shift-down line SD1 indicates the switching timing from 2nd gear to 1st gear, the shift-down line SD2 indicates the switching timing from 3rd gear to 2nd gear, and the shift-down line SD3 indicates the switching timing from 4th gear to 3rd gear. Similarly, the shift-down line SD4 indicates the switching timing from 5th gear to 4th gear, and the shift-down line SD5 indicates the switching timing from 6th gear to 5th gear, respectively. When the position of the combination of vehicle speed V and throttle opening θ crosses a shift-down line, the gear ratio is shifted down by one. As an example, when the position of the combination of vehicle speed V and throttle opening θ changes so as to cross the shift-down line SD5 as indicated by arrow P2, the gear ratio is switched from 6th gear to 5th gear.
[0044] In shift control, whether a shift change is necessary is determined based on traveling state information and a shift schedule. If it is determined to be necessary, shift change control is performed on the automatic transmission 22. For example, when changing the gear ratio from an even-numbered gear to an odd-numbered gear, after setting the odd-numbered gear while the clutch on the odd-numbered gear side is released, the clutch on the even-numbered gear side is released and the clutch on the odd-numbered gear side is engaged.
[0045] <Control Based on Jerk of Preceding Vehicle> An example of processing performed by the control device 100 during ACC follow-up control will be described. The vehicle 1 is a two-wheeled vehicle, and can start at a higher acceleration than a four-wheeled vehicle. In follow-up control, acceleration and deceleration of the vehicle 1 are automatically performed, and if acceleration is slower compared to when a rider drives the vehicle, the rider may feel discomfort. Therefore, in the present embodiment, when the preceding vehicle PV accelerates, control is performed in consideration of the jerk of the preceding vehicle PV.
[0046] FIG. 7 is a flowchart illustrating an example of processing periodically executed by the travel control unit 110 during ACC follow-up control. In this processing example, the power unit 2 is controlled according to the jerk of the preceding vehicle PV. More specifically, when a predetermined condition is satisfied, forced downshifting of the automatic transmission 22 is performed. In the case of the present embodiment, the predetermined condition is that the jerk of the preceding vehicle exceeds a threshold value. This prevents the vehicle 1 from suffering insufficient driving force when the preceding vehicle PV performs strong acceleration.
[0047] In step S11, detection results from the external sensor 301 and the vehicle speed sensor 302 are acquired. In step S12, traveling parameters of the preceding vehicle PV are calculated based on the detection results acquired in step S11. Examples of the traveling parameters include the vehicle speed, acceleration, and jerk of the preceding vehicle PV. Note that, acceleration and jerk are distinguished between positive (acceleration) and negative (deceleration) depending on whether speed is increasing or decreasing, and in this specification, when referring to the magnitude of acceleration or jerk, it means the absolute value thereof.
[0048] In step S13, it is determined whether the preceding vehicle PV is accelerating or not, based on the driving parameters calculated in step S12. For example, if the acceleration of the preceding vehicle PV exceeds a predetermined threshold, it is determined that the preceding vehicle PV is accelerating. If it is determined that the preceding vehicle PV is accelerating, the process proceeds to step S14; if it is determined that the preceding vehicle PV is not accelerating, the process ends.
[0049] In step S14, it is determined whether the magnitude of the jerk of the preceding vehicle PV calculated in step S12 exceeds a predetermined shift-down threshold (SD threshold). For example, if the preceding vehicle PV is a motorcycle, the magnitude of the jerk of the preceding vehicle PV may be larger than that of a four-wheeled vehicle. If this exceeds the SD threshold, the system will not be able to keep up with the normal acceleration request, and the preceding vehicle PV will be separated from the target vehicle speed by more than the measured distance before the target vehicle speed is reached. As a result, the speed of the saddle-type vehicle 1 will be maintained at the target vehicle speed set by the rider. Therefore, if the magnitude of the jerk exceeds the SD threshold, the process proceeds to step S15. If the magnitude of the jerk of the preceding vehicle PV is less than or equal to the SD threshold, the process proceeds to step S16. The SD threshold is, for example, 1.0 to 3.0 m / s². 3 It is a value within the range.
[0050] In step S15, an acceleration request is sent to the engine control unit 120 and a downshift request is sent to the transmission control unit 130. At this time, the target distance between vehicles is not changed. This prevents the rider from mistakenly believing that the target distance between vehicles has been set incorrectly.
[0051] Upon receiving an acceleration request, the engine control unit 120 increases the output of the engine 21, and upon receiving a downshift request, the transmission control unit 130 performs a downshift regardless of the shift schedule. This allows the saddle-type vehicle 1 to follow the preceding vehicle PV without hesitation during strong acceleration and maintain the following state. In step S16, an acceleration request is sent to the engine control unit 120, but no downshift request is sent. If the magnitude of the acceleration of the preceding vehicle PV is small, the vehicle can follow the preceding vehicle PV without needing to downshift, preventing the automatic transmission 22 from shifting unnecessarily.
[0052] As described above, in this embodiment, when the preceding vehicle PV is accelerating, the behavior of vehicle 1 in follow control can be made to closely resemble the behavior of vehicle 1 when the rider is driving. Therefore, it is possible to prevent the rider from feeling any discomfort during follow control.
[0053] <Second Embodiment> The conditions for sending a downshift request may include the current gear ratio of the automatic transmission 22. Figure 8 is a flowchart showing an example of processing that is periodically executed by the driving control unit 110 during ACC follow-up control in this embodiment, and shows an alternative processing example to the processing example in Figure 7. The differences from the processing example in Figure 7 will be explained below.
[0054] If it is determined in step S13 that the preceding vehicle PV is accelerating, the process proceeds to step S21. In step S21, it is determined whether the current gear ratio of the automatic transmission 22 is the minimum gear ratio. The automatic transmission 22 in this embodiment has gear ratios from 1st to 6th gear. The minimum gear ratio is 6th gear. If the automatic transmission 22 has selected 6th gear, it is determined in step S21 that it is the minimum gear ratio. Information on the gear ratio selected by the automatic transmission 22 can be obtained from the gear control unit 130.
[0055] If the current gear ratio is the minimum gear ratio, the process proceeds to step S14; otherwise, the process proceeds to step S16. The subsequent processes are the same as the example shown in Figure 7.
[0056] In this embodiment, a downshift request is sent not only when the magnitude of the acceleration of the preceding vehicle PV exceeds the SD threshold, but also when the current gear ratio of the automatic transmission 22 is the minimum gear ratio (step S15). A downshift is performed only when it is estimated that there is insufficient driving force to follow the preceding vehicle PV based on the gear ratio of the automatic transmission 22, thus preventing unnecessary downshifts.
[0057] <Third Embodiment> The SD threshold may be changed according to the acceleration pattern of the preceding vehicle PV. Figure 9 is a flowchart showing an example of processing that is periodically executed by the driving control unit 110 during ACC follow control in this embodiment, and shows an alternative processing example to the processing example in Figure 8. The differences from the processing example in Figure 8 will be explained below.
[0058] In step S21, if it is determined that the current gear ratio of the automatic transmission 22 is the minimum gear ratio, the process proceeds to step S22. If it is determined that the current gear ratio is not the minimum gear ratio, the process proceeds to step S16.
[0059] In step S22, it is determined whether the magnitude of the jerk of the preceding vehicle PV calculated in step S12 exceeds a determination threshold. The determination threshold is a threshold for selecting the SD threshold and is a threshold that distinguishes whether the acceleration pattern of the preceding vehicle PV is strong acceleration or not. If the magnitude of the jerk of the preceding vehicle PV exceeds the determination threshold, the process proceeds to step S23. If the magnitude of the jerk of the preceding vehicle PV is less than or equal to the determination threshold, the process proceeds to step S24.
[0060] In step S23, the SD threshold is set to the high SD threshold, and in step S24, the SD threshold is set to the low SD threshold. The high SD threshold, low SD threshold, and judgment threshold have the relationship high SD threshold > judgment threshold > low SD threshold. The high SD threshold is, for example, 3.0 to 5.0 m / s. 3 The value is within a certain range, and the threshold is, for example, 1.0 to 3.0 m / s. 3 The value is within this range, and the low SD threshold is, for example, 0.25 to 1.0 m / s 3 It is a value within the range.
[0061] In step S14, the high SD threshold or low SD threshold set in step S23 or step S24 is used as the SD threshold. The subsequent processing is the same as the processing example in Figure 7.
[0062] According to this embodiment, the vehicle 1 can be downshifted according to the acceleration pattern of the preceding vehicle PV. This point will be explained with reference to Figure 10. Figure 10 is a timing chart showing examples of changes in the vehicle speed, acceleration, and jerk of the preceding vehicle PV. The solid line shows an example of changes for a vehicle with high acceleration performance, such as a motorcycle (referred to as PV1), and the dashed line shows an example of changes for a vehicle with normal acceleration performance, such as a four-wheeled vehicle (referred to as PV2).
[0063] The example in Figure 10 shows the acceleration pattern of each preceding vehicle PV1 and PV2 from time T until they reach approximately the same speed. At the start of acceleration, the jerk is large for preceding vehicle PV1 and small for preceding vehicle PV2. If the SD threshold is set to TH_L, the timing of the downshift will be appropriate when vehicle 1 follows preceding vehicle PV2, but the timing of the downshift will be too early when vehicle 1 follows preceding vehicle PV1. If the SD threshold is set to TH_H, the timing of the downshift will be appropriate when vehicle 1 follows preceding vehicle PV1, but no downshift will occur when vehicle 1 follows preceding vehicle PV2.
[0064] In this embodiment, by switching the SD threshold between a high SD threshold and a low SD threshold, it is possible to downshift at a timing that corresponds to the different acceleration performance of the preceding vehicle PV.
[0065] Furthermore, the high SD threshold and low SD threshold may be increased or decreased depending on the speed of the preceding vehicle PV. For example, if the preceding vehicle PV is moving at a high speed, the threshold value may be relatively increased, and if it is moving at a low speed, the threshold value may be relatively decreased.
[0066] <Fourth Embodiment> In the third embodiment, the SD threshold was switched between a high SD threshold and a low SD threshold using a determination threshold, but the SD threshold may also be switched between a high SD threshold and a low SD threshold using the determination result of the vehicle type of the preceding vehicle PV. Figure 11 is a flowchart showing an example of processing that is periodically executed by the driving control unit 110 during ACC follow control in this embodiment, and shows an alternative processing example to the processing example in Figure 9. The differences from the processing example in Figure 9 will be explained.
[0067] In step S21, if it is determined that the current gear ratio of the automatic transmission 22 is the minimum gear ratio, the process proceeds to step S30. If it is determined that the current gear ratio is not the minimum gear ratio, the process proceeds to step S16.
[0068] Step S30 determines the type of the preceding vehicle's PV. Figure 12 is a flowchart showing an example of this process.
[0069] In step S31, it is determined whether the magnitude of the jerk of the preceding vehicle PV, calculated in step S12, exceeds a determination threshold. The determination threshold is the same value as the determination threshold in step S22 of the processing example in Figure 9. If the magnitude of the jerk of the preceding vehicle PV exceeds the determination threshold, the process proceeds to step S32, assuming that the preceding vehicle PV may be a two-wheeled vehicle. If the magnitude of the jerk of the preceding vehicle PV is less than or equal to the determination threshold, the process proceeds to step S34, assuming that the preceding vehicle PV is a four-wheeled vehicle.
[0070] In step S32, it is confirmed that the preceding vehicle PV is a motorcycle. In this embodiment, as an example, the area of the preceding vehicle PV detected in step S11 is compared with a threshold to determine whether or not it is a motorcycle. The area of the preceding vehicle PV can be calculated, for example, by imaging the detection result of the external sensor 301 and calculating from that image. Motorcycles have a smaller rear view area compared to four-wheeled vehicles. If it is determined in step S32 that the area of the preceding vehicle PV exceeds the threshold, it is considered highly likely to be a four-wheeled vehicle, and the process proceeds to step S34. If it is determined that the area of the preceding vehicle PV is below the threshold, it is estimated that the preceding vehicle PV is a motorcycle, and the process proceeds to step S33.
[0071] In step S33, a motorcycle is set as the result of determining the type of the preceding vehicle PV, and in step S34, a four-wheeled vehicle is set. In this embodiment, the area of the preceding vehicle PV was used as the basis in step S32, but the width of the preceding vehicle PV may also be used as the basis. In addition, in the confirmation process in step S32, the detection result of a sensor other than the sensor that detects jerk may be used. For example, as the external sensor 301, the jerk of the preceding vehicle PV may be detected by radar, and the type may be detected by a camera.
[0072] Return to Figure 11. In step S41, it is determined whether the result of the determination in step S30 is a motorcycle or not. If the determination result is a motorcycle, the process proceeds to step S23; if it is a four-wheeled vehicle, the process proceeds to step S24. Because motorcycles have high acceleration performance, if the preceding vehicle PV is determined to be a motorcycle, a high SD threshold is selected as the SD threshold. If the preceding vehicle PV is determined to be a four-wheeled vehicle, a low SD threshold is selected as the SD threshold. The subsequent processing is the same as the processing examples in Figures 9 and 7.
[0073] While motorcycles and four-wheeled vehicles generally have different acceleration performance, this embodiment allows for downshifting at an appropriate timing according to the type of preceding vehicle PV. Furthermore, the accuracy of the determination of the type of preceding vehicle PV can be improved by performing a two-stage determination (steps S31 and S32).
[0074] Similar to the third embodiment, in this embodiment as well, the high SD threshold and low SD threshold may be further increased or decreased according to the vehicle speed of the preceding vehicle PV. For example, if the vehicle speed of the preceding vehicle PV is high, the threshold value may be relatively increased, and if the vehicle speed is low, the threshold value may be relatively decreased.
[0075] <Fifth Embodiment> In the first to fourth embodiments, examples were given in which the power unit 2 is controlled to accelerate the vehicle while considering the jerk of the preceding vehicle PV. However, during ACC, deceleration control may be performed by changing the braking force distribution of the brake devices 19F and 19R while considering the negative jerk of the preceding vehicle PV.
[0076] Figure 13 is a flowchart showing an example of processing periodically executed by the driving control unit 110 during ACC follow-up control. In this example, the brake devices 19F and 19R are controlled in accordance with the acceleration of the preceding vehicle PV.
[0077] In step S51, the detection results from the external sensor 301 and the vehicle speed sensor 302 are acquired, and in step S52, the driving parameters of the preceding vehicle PV are calculated based on the detection results acquired in step S11. This is the same process as steps S11 and S12 in the processing example in Figure 7.
[0078] In step S53, it is determined whether the preceding vehicle PV is decelerating or not based on the driving parameters calculated in step S52. For example, if the magnitude of the acceleration (deceleration) of the preceding vehicle PV exceeds a predetermined threshold, it is determined that the preceding vehicle PV is decelerating. If it is determined that the preceding vehicle PV is decelerating, the process proceeds to step S54. If it is determined that the preceding vehicle PV is not decelerating, the process ends.
[0079] In step S54, the deceleration of vehicle 1 required to maintain the distance between vehicle 1 and the preceding vehicle PV at the target distance is calculated. The required deceleration is derived, for example, from a pre-set map MP. Map MP has the magnitude of the deceleration of the preceding vehicle PV on the horizontal axis and the distance between vehicle 1 and the preceding vehicle PV on the vertical axis, with the required deceleration set according to each of these axes. When the magnitude of the deceleration of the preceding vehicle PV is large and the distance is small, the required deceleration is set relatively high, and when the magnitude of the deceleration of the preceding vehicle PV is small and the distance is large, the required deceleration is set relatively low.
[0080] In step S55, the distribution of the required deceleration calculated in step S54 to the brake devices 19F and 19R is set. This distribution is set based on the magnitude of the jerk of the preceding vehicle PV calculated in step S52. For example, if the magnitude of the jerk of the preceding vehicle PV is large, the distribution to the front wheel brake device 19F is increased compared to when it is small.
[0081] For example, when the braking force distribution of brake devices 19F and 19R is normally 5:5, it is set to 7:3 when the acceleration of the preceding vehicle PV is large, and to 6:4 when the acceleration of the preceding vehicle PV is small. When the acceleration of the preceding vehicle PV is large, increasing the braking force of the front wheel FW allows vehicle 1 to decelerate in response to the strong deceleration of the preceding vehicle PV, preventing the distance between vehicles from suddenly closing and causing anxiety to the rider. Also, when the acceleration of the preceding vehicle PV is small, slightly increasing the braking force of the front wheel FW ensures vehicle stability while applying braking force, preventing vehicle 1 from wobbling and causing anxiety to the rider.
[0082] In step S56, the target braking forces of brake devices 19F and 19R are set based on the required deceleration set in step S54 and the front-to-rear distribution set in step S55. In step S57, brake devices 19F and 19R are activated according to the target braking forces set in step S56. At this time, the target distance between vehicles is not changed. This prevents the rider from mistakenly believing that the target distance between vehicles has been set incorrectly.
[0083] As described above, in this embodiment, when the preceding vehicle PV is decelerating, the behavior of vehicle 1 in follow control can be made to closely resemble the behavior of vehicle 1 when the rider is driving. Therefore, it is possible to prevent the rider from feeling any discomfort during follow control.
[0084] <Sixth Embodiment> In the fifth embodiment, when the preceding vehicle PV was decelerating, the distribution of the brake devices 19F and 19R was controlled according to the magnitude of the acceleration of the preceding vehicle PV, but the braking force of the brake device 19F may be increased.
[0085] Figure 14 is a flowchart showing an example of processing periodically executed by the driving control unit 110 during ACC follow-up control, and shows an alternative processing example to the one in Figure 13. The differences from the processing example in Figure 13 will be explained below.
[0086] After the required deceleration is calculated in step S54, the process proceeds to step S61. In step S61, the target braking forces of brake devices 19F and 19R are set based on the required deceleration calculated in step S54. In step S62, a correction coefficient is set to correct the target braking force of brake device 19F. The correction coefficient is set according to the magnitude of the jerk of the preceding vehicle PV calculated in step S52.
[0087] Figure 15 shows examples of setting target braking forces and correction coefficients for brake devices 19F and 19R. Table TB1 shows a table for setting the target braking force of brake device 19F, and Table TB2 shows a table for setting the target braking force of brake device 19R. In these examples, when the required deceleration is low, only brake device 19R, which brakes the rear wheels RW, is used. This has the effect of decelerating vehicle 1 while suppressing changes in the behavior of vehicle 1. On the other hand, when the required deceleration is high, the braking force of brake device 19F, which brakes the front wheels FW, is increased to increase the braking force of vehicle 1. Tables TB1 and TB2 specify the upper limits of the target braking forces for brake devices 19F and 19R.
[0088] Table TB3 in Figure 15 shows a table for setting the correction coefficient. In this embodiment, the correction coefficient is a coefficient that is multiplied by the target braking force of the brake device 19F. The correction coefficient is 1.0 until the jerk of the preceding vehicle PV reaches J1, increases proportionally to the jerk from J1 to J2, and remains constant above J2. Thus, in Table TB3, the value of the correction coefficient is set to increase as the magnitude of the jerk of the preceding vehicle PV increases.
[0089] Return to Figure 14. In step S63, the target braking force of the brake device 19F that brakes the front wheels FW is corrected. Here, the corrected target braking force is obtained by multiplying the target braking force of the brake device 19F set in step S61 by the correction coefficient set in step S62. The correction is made so that the target braking force of the brake device 19F increases as the magnitude of the acceleration of the preceding vehicle PV increases.
[0090] In step S57, the brake device 19R is activated according to the target braking force set in step S61, and the brake device 19F is activated according to the target braking force corrected in step S63. At this time, the target distance between vehicles is not changed. This prevents the rider from mistakenly believing that the target distance between vehicles has been set incorrectly.
[0091] Through the above control, when the acceleration of the preceding vehicle PV is large, the braking force of the front wheel FW is increased, thereby decelerating vehicle 1 in accordance with the strong deceleration of the preceding vehicle PV, preventing the distance between vehicles from suddenly closing and causing anxiety to the rider. Furthermore, when the acceleration of the preceding vehicle PV is small, the braking force of the rear wheel RW is prioritized, ensuring vehicle stability while applying braking force, preventing vehicle 1 from wobbling and causing anxiety to the rider.
[0092] <Seventh Embodiment> The acceleration and deceleration timing of vehicle 1 may be changed to take into account the jerk of the preceding vehicle PV. Figure 16 is a flowchart showing an example of processing that is periodically executed by the driving control unit 110 during ACC follow control. In this example, it is determined whether or not the road the vehicle 1 is traveling on is congested based on the jerk of the preceding vehicle PV, and the acceleration and deceleration timing of vehicle 1 is changed according to the determination result. By changing the acceleration and deceleration timing for following the preceding vehicle PV depending on whether or not vehicle 1 is on a congested road, follow control suitable for the driving conditions of vehicle 1 becomes possible.
[0093] In step S71, the detection results from the external sensor 301 and the vehicle speed sensor 302 are acquired. In step 72, the driving parameters of the preceding vehicle PV are calculated based on the detection results acquired in step S71. This is the same process as steps S11 and S12 in the processing example in Figure 7.
[0094] In step S73, it is determined whether the vehicle speed of vehicle 1, based on the detection result of the vehicle speed sensor 302 obtained in step S71, is below the vehicle speed threshold. The vehicle speed threshold is, for example, a value within the range of 0 to 30 km / h. If the vehicle speed of vehicle 1 is below the vehicle speed threshold, the process proceeds to step S74. If the vehicle speed of vehicle 1 exceeds the vehicle speed threshold, the process proceeds to step S79.
[0095] In step S74, it is determined whether the magnitude of the acceleration of the preceding vehicle PV calculated in step S72 is below the congestion threshold. The congestion threshold is, for example, 0.25 to 0.5 m / s². 3The value is within the specified range. If the speed of vehicle 1 is below the vehicle speed threshold and the magnitude of the acceleration of the preceding vehicle PV is below the congestion threshold, the process proceeds to step S75, assuming that the road on which vehicle 1 is traveling may be congested. If the magnitude of the acceleration of the preceding vehicle PV exceeds the congestion threshold, the road on which vehicle 1 is traveling is not congested, and the process proceeds to step S79.
[0096] In step S75, the counter is incremented by one. This counter counts the number of times it has been continuously determined that the road traveled by vehicle 1 may be congested. The count value is stored, for example, in the storage unit 112. In step S79, the counter is reset to 0, and the process proceeds to step S80.
[0097] In step S76, it is determined whether the counter's count value is equal to or greater than the switching threshold. The switching threshold is determined in relation to the processing cycle in Figure 16, and is, for example, a value corresponding to 5 to 10 per minute. If the count value is equal to or greater than the switching threshold, it is determined that the road of vehicle 1 is congested, and the process proceeds to step S78. If the count value is less than the switching threshold, it is not determined that the road of vehicle 1 is congested, and the process proceeds to step S80.
[0098] In step S78, a congestion-specific acceleration / deceleration timing is set for vehicle 1 to follow the acceleration / deceleration of the preceding vehicle PV. In step S80, a normal acceleration / deceleration timing is set for vehicle 1 to follow the acceleration / deceleration of the preceding vehicle PV.
[0099] Figure 17 is a timing chart showing the change in vehicle speed of vehicle 1 in response to a change in the vehicle speed of the preceding vehicle PV. Chart TC1 shows the change in the vehicle speed of the preceding vehicle PV, illustrating an example where acceleration begins at time T1 and deceleration begins at time T2.
[0100] Chart TC2 shows the change in vehicle speed of vehicle 1 following the preceding vehicle PV when normal acceleration and deceleration timings are set. Acceleration begins at time T11, which is approximately synchronized with time T1, and deceleration begins at time T12, which is approximately synchronized with time T2.
[0101] Chart TC3 shows the change in vehicle speed of vehicle 1 following the preceding vehicle PV when acceleration and deceleration timing for congestion is set. Acceleration begins at time T21, which is delayed from time T1, and deceleration begins at time T22, which is delayed from time T2.
[0102] Thus, according to this embodiment, during traffic congestion, the vehicle 1's ability to follow the preceding vehicle PV is made gentler, thereby preventing the rider from feeling any discomfort during follow-up control.
[0103] In this embodiment, an example was given in which the acceleration and deceleration timing in the follow control of vehicle 1 is delayed during traffic congestion. However, instead, control without acceleration or deceleration may be used. Also, the allowable range of the difference between the distance between the preceding vehicle PV and vehicle 1 and the target distance may be set to be larger.
[0104] <Summary of Embodiments> The above embodiments disclose at least the following saddle-type vehicles.
[0105] Item 1. A saddle-type vehicle (1) comprising: a power unit (2) that generates driving force; brakes (19F, 19R) that generate braking force; external detection means (301) that detects an object in front of the saddle-type vehicle (1); and control means (100) that performs follow control to make the saddle-type vehicle (1) follow the preceding vehicle (PV) so that the distance (L) between the preceding vehicle (PV) and the saddle-type vehicle (1) is maintained at a target distance, wherein the control means (100) in the follow control specifies the jerk of the preceding vehicle (PV) based on the detection result of the external detection means (301), and controls at least one of the power unit (2) and the brakes (19F, 19R) based on the specified jerk. According to this embodiment, by controlling the acceleration or deceleration of the saddle-type vehicle in accordance with the jerk of the preceding vehicle, the behavior of the saddle-type vehicle in the follow-up control can be made to resemble the behavior of the saddle-type vehicle when the rider is driving it. Therefore, it is possible to provide a technology that prevents the rider from feeling uncomfortable during follow-up control.
[0106] Item 2. A saddle-type vehicle (1) according to claim 1, wherein the power unit (2) comprises an automatic transmission (22), and the control means (100) controls the gear ratio of the automatic transmission (22) based on a predetermined shift schedule, and during the follow-up control, if the preceding vehicle (PV) is accelerating and a predetermined condition is met, a downshift is performed regardless of the predetermined shift schedule, wherein the predetermined condition includes at least the magnitude of the acceleration exceeding a downshift threshold. According to this embodiment, the saddle-type vehicle can follow a preceding vehicle that is accelerating strongly without hesitation.
[0107] Item 3. A saddle-type vehicle (1) according to claim 2, wherein the predetermined condition includes the gear ratio of the automatic transmission (22) being the minimum. According to this embodiment, unnecessary downshifting can be prevented.
[0108] Item 4. A saddle-type vehicle (1) according to claim 2, wherein a first value or a second value smaller than the first value is selected as the downshift threshold, and the control means (100) selects the first value when the magnitude of the jerk exceeds a determination threshold, and selects the second value when the magnitude of the jerk is less than or equal to the determination threshold. According to this embodiment, downshifting can be performed at a timing corresponding to a preceding vehicle with different acceleration performance.
[0109] Item 5. A saddle-type vehicle (1) according to claim 2, wherein a first value or a second value smaller than the first value is selected as the shift-down threshold, and the control means (100) determines whether the preceding vehicle (PV) is a two-wheeled vehicle or a four-wheeled vehicle based on the detection result of the external environment detection means (301), selects the first value when it is determined that the preceding vehicle (PV) is a two-wheeled vehicle, and selects the second value when it is determined that the preceding vehicle (PV) is a four-wheeled vehicle. According to this embodiment, a shift-down can be performed at a timing corresponding to the type of preceding vehicle.
[0110] Item 6. A saddle-type vehicle (1) according to claim 5, wherein the control means (100) determines that the preceding vehicle (PV) is a motorcycle when it is estimated to be a motorcycle based on the acceleration determined from the detection result of the external detection means (301), and when it is also estimated to be a motorcycle based on vehicle type identification information other than the acceleration determined from the detection result of the external detection means. According to this embodiment, the accuracy of determining the type of preceding vehicle can be improved.
[0111] Item 7. A saddle-type vehicle (1) according to claim 1, wherein the brakes (19F, 19R) include a first brake (19F) for braking the front wheels and a second brake (19R) for braking the rear wheels, and the control means (100) controls the braking force of the first brake (19F) and the braking force of the second brake (19R) based on the jerk when performing control to decelerate the saddle-type vehicle in accordance with the deceleration of the preceding vehicle during the follow-up control. According to this embodiment, the first brake and the second brake can be controlled in accordance with the deceleration of the preceding vehicle.
[0112] Item 8. A saddle-type vehicle (1) according to claim 7, wherein the control means (100) controls the distribution of the braking force of the first brake (19F) and the braking force of the second brake (19R) based on the jerk. This embodiment prevents causing the rider to feel uneasy.
[0113] Item 9. A saddle-type vehicle (1) according to claim 7, wherein the control means (100) increases the braking force of the first brake (19F) based on the jerk. This embodiment prevents causing the rider to feel uneasy.
[0114] Item 10. A saddle-type vehicle (1) according to claim 1, comprising a vehicle speed detection means (302) for detecting the vehicle speed of the saddle-type vehicle (1), wherein the control means (100) determines whether the road the saddle-type vehicle (1) is traveling on is congested or not, based on the detection result of the vehicle speed detection means (302) and the jerk of the preceding vehicle (PV). According to this embodiment, follow control can be performed according to the congestion status of the road the saddle-type vehicle is traveling on.
[0115] Item 11. A saddle-type vehicle (1) according to claim 10, wherein the control means (100) determines that the road the saddle-type vehicle (1) is traveling on is congested when the vehicle speed of the saddle-type vehicle (1) based on the vehicle speed detection means (302) is below a predetermined speed and the acceleration of the preceding vehicle falls below a threshold for a predetermined number of consecutive times. According to this embodiment, the congestion status of the road the saddle-type vehicle is traveling on can be appropriately determined.
[0116] Item 12. A saddle-type vehicle (1) according to claim 1, wherein the control means (100) determines that the road the saddle-type vehicle (1) is traveling on is congested during the follow-up control, and delays the timing of the acceleration and deceleration of the saddle-type vehicle (1) in response to the acceleration and deceleration of the preceding vehicle (PV) compared to when it is determined that the road is not congested. According to this embodiment, by making the followability of the saddle-type vehicle to the preceding vehicle slower during congested traffic, its behavior can be made gentler, and it is possible to prevent the rider from feeling uncomfortable during follow-up control.
[0117] Item 13. A saddle-type vehicle according to claim 1, wherein the control means (100) controls at least one of the power unit (2) and the brakes (19F, 19R) in the following control, based on the specified jerk, without changing the target inter-vehicle distance. According to this embodiment, since the target inter-vehicle distance is not changed, it is possible to prevent the rider from mistakenly believing that the target inter-vehicle distance has been set incorrectly.
[0118] Although embodiments of the invention have been described above, the invention is not limited to the above embodiments, and various modifications and changes are possible within the scope of the gist of the invention. Accordingly, in order to make the scope of the present invention public, the following claims are attached.
[0119] 1. Saddle-type vehicle, 19F brake, 19R brake, 21. Engine, 22. Automatic transmission, 100. Control device, 110. Driving control unit, 120. Engine control unit, 130. Transmission control unit, 111. Processing unit, 121. Processing unit, 131. Processing unit, 112. Memory unit, 122. Memory unit, 132. Memory unit, 113. Interface (I / F), 123. Interface (I / F), Interface (I / F), 133, 200. Input unit, 230. Clutch, 241. Actuator, 300. Sensor group, 301. External sensor, 302. Vehicle speed sensor, 303. Throttle opening sensor, 304. Shift position sensor
Claims
1. A saddle-type vehicle (1) comprising: a power unit (2) that generates driving force; brakes (19F, 19R) that generate braking force; external detection means (301) that detects an object in front of the saddle-type vehicle (1); and control means (100) that performs follow control to make the saddle-type vehicle (1) follow the preceding vehicle (PV) so that the distance (L) between the preceding vehicle (PV) and the saddle-type vehicle (1) is maintained at a target distance, wherein the control means (100) in the follow control specifies the jerk of the preceding vehicle (PV) based on the detection result of the external detection means (301), and controls at least one of the power unit (2) and the brakes (19F, 19R) based on the specified jerk.
2. A saddle-type vehicle (1) according to claim 1, wherein the power unit (2) comprises an automatic transmission (22), and the control means (100) controls the gear ratio of the automatic transmission (22) based on a predetermined shift schedule, and during the follow-up control, if the preceding vehicle (PV) is accelerating and a predetermined condition is met, a downshift is performed regardless of the predetermined shift schedule, wherein the predetermined condition includes at least the magnitude of the acceleration exceeding a downshift threshold.
3. A saddle-type vehicle (1) according to claim 2, wherein the predetermined condition includes the gear ratio of the automatic transmission (22) being the minimum.
4. A saddle-type vehicle (1) according to claim 2, wherein a first value or a second value smaller than the first value is selected as the shift-down threshold, and the control means (100) selects the first value when the magnitude of the jerk exceeds a determination threshold, and selects the second value when the magnitude of the jerk is less than or equal to the determination threshold.
5. A saddle-type vehicle (1) according to claim 2, wherein a first value or a second value smaller than the first value is selected as the downshift threshold, and the control means (100) determines whether the preceding vehicle (PV) is a two-wheeled vehicle or a four-wheeled vehicle based on the detection result of the external environment detection means (301), selects the first value when it is determined that the preceding vehicle (PV) is a two-wheeled vehicle, and selects the second value when it is determined that the preceding vehicle (PV) is a four-wheeled vehicle.
6. A saddle-type vehicle (1) according to claim 5, wherein the control means (100) determines that the preceding vehicle (PV) is a motorcycle when it is estimated to be a motorcycle based on the acceleration determined from the detection result of the external detection means (301), and when it is estimated to be a motorcycle based on vehicle type identification information other than the acceleration determined from the detection result of the external detection means.
7. A saddle-type vehicle (1) according to claim 1, wherein the brakes (19F, 19R) include a first brake (19F) for braking the front wheels and a second brake (19R) for braking the rear wheels, and the control means (100) controls the braking force of the first brake (19F) and the braking force of the second brake (19R) based on the jerk when performing control to decelerate the saddle-type vehicle in accordance with the deceleration of the preceding vehicle during the follow-up control.
8. A saddle-type vehicle (1) according to claim 7, wherein the control means (100) controls the distribution of the braking force of the first brake (19F) and the braking force of the second brake (19R) based on the jerk.
9. A saddle-type vehicle (1) according to claim 7, wherein the control means (100) increases the braking force of the first brake (19F) based on the jerk.
10. A saddle-type vehicle (1) according to claim 1, comprising a vehicle speed detection means (302) for detecting the vehicle speed of the saddle-type vehicle (1), wherein the control means (100) determines whether the road on which the saddle-type vehicle (1) is traveling is congested or not, based on the detection result of the vehicle speed detection means (302) and the accelerometer of the preceding vehicle (PV).
11. A saddle-type vehicle (1) according to claim 10, wherein the control means (100) determines that the road on which the saddle-type vehicle (1) is traveling is congested when the vehicle speed of the saddle-type vehicle (1) based on the vehicle speed detection means (302) is below a predetermined speed and the acceleration of the preceding vehicle falls below a threshold for a predetermined number of consecutive times.
12. A saddle-type vehicle (1) according to claim 1, wherein the control means (100) determines that the road the saddle-type vehicle (1) is traveling on is congested during the following control, and delays the timing of the acceleration and deceleration of the saddle-type vehicle (1) in response to the acceleration and deceleration of the preceding vehicle (PV) compared to when it is determined that the road is not congested.
13. A saddle-type vehicle according to claim 1, wherein the control means (100) controls at least one of the power unit (2) and the brakes (19F, 19R) in the following control, based on the specified jerk, without changing the target inter-vehicle distance.