CN115700198A

CN115700198A - Vehicle, vehicle control device, and vehicle control method

Info

Publication number: CN115700198A
Application number: CN202210815266.6A
Authority: CN
Inventors: 黑羽由幸; 赤见和纪
Original assignee: Honda Motor Co Ltd
Current assignee: Honda Motor Co Ltd
Priority date: 2021-07-16
Filing date: 2022-07-08
Publication date: 2023-02-07
Also published as: JP7509722B2; JP2023013722A

Abstract

The invention provides a vehicle, a vehicle control device, and a vehicle control method, which improve the safety of the vehicle by a simpler system. The vehicle is provided with: an impact sensor that detects an impact applied to the vehicle; and a setting unit that sets a limit of a predetermined function of the vehicle based on the degree of impact detected by the impact degree sensor.

Description

Vehicle, vehicle control device, and vehicle control method

Technical Field

The invention relates to a vehicle, a vehicle control device, and a vehicle control method.

Background

Techniques are known to detect faults of a vehicle. For example, patent document 1 discloses a vehicle that detects a plurality of failure items, determines a failure level of the vehicle, and performs operation restriction according to the determined failure level.

Documents of the prior art

Patent document

Patent document 1: japanese patent laid-open publication No. 2016-107836

Disclosure of Invention

Problems to be solved by the invention

The failure diagnosis is necessary when the result of the failure diagnosis is taken as a reference. However, the complexity of the conventional system becomes an important factor of cost increase, and a system capable of determining whether or not a function restriction is necessary with a simpler configuration is required.

The purpose of the present invention is to provide a technique for improving the safety of a vehicle by a simpler system.

Means for solving the problems

According to the present invention, there is provided a vehicle characterized in that,

the vehicle is provided with:

an impact sensor that detects an impact applied to the vehicle; and

and a setting unit that sets a limit of a predetermined function of the vehicle based on the degree of impact detected by the impact degree sensor.

Further, according to the present invention, there is provided a vehicle control device characterized in that,

the vehicle control device includes:

a detection means for detecting the degree of impact applied to the vehicle; and

and a setting unit that sets a limit of a predetermined function of the vehicle based on the degree of impact detected by the detection unit.

Further, according to the present invention, there is provided a control method of a vehicle,

the control method of the vehicle includes:

a detection step of detecting an impact degree to which the vehicle is subjected; and

a setting step of setting a limit of a predetermined function of the vehicle based on the degree of impact detected in the detecting step.

Effects of the invention

According to the present invention, a technique for improving the safety of a vehicle by a simpler system can be provided.

Drawings

Fig. 1 is a side view of a right side of a straddle-type vehicle according to an embodiment of the present invention.

Fig. 2 is a front view of the straddle-type vehicle of fig. 1.

Fig. 3 is a block diagram of the control device.

Fig. 4 is a flowchart showing an example of processing by the control unit.

Fig. 5A is a flowchart showing an example of processing by the control unit, and fig. 5B is a map showing a relationship between the impact degree and the function limit.

Fig. 6 is another map showing the relationship between the impact degree and the functional limit.

Fig. 7 is still another map showing the relationship between the impact degree and the functional limit.

Description of the reference numerals

1: a vehicle; 19F and 19R: a brake device; 30: a control device; 34: an inertial sensor unit; 35: an oil pressure control device.

Detailed Description

Hereinafter, embodiments will be described in detail with reference to the drawings. The following embodiments do not limit the invention according to the patent claims, and all combinations of features described in the embodiments are not essential to the invention. Two or more of the plurality of features described in the embodiments may be arbitrarily combined. The same or similar components are denoted by the same reference numerals, and redundant description thereof is omitted.

< overview of straddle-type vehicle >

Fig. 1 is a side view of a right side of a vehicle 1 according to an embodiment of the present invention, and fig. 2 is a front view of the vehicle 1. In each figure, arrows X, Y, Z indicate mutually orthogonal directions, the X direction indicates the front-rear direction of the vehicle, the Y direction indicates the vehicle width direction (left-right direction) of the vehicle, and the Z direction indicates the up-down direction. The left and right of the vehicle are left and right in the case of viewing in the forward direction. Hereinafter, the front or rear of the vehicle in the front-rear direction may be referred to simply as the front or rear. The inner side or the outer side in the vehicle width direction (left-right direction) of the vehicle may be simply referred to as the inner side or the outer side.

The vehicle 1 of the present embodiment is a straddle-type vehicle, and is particularly suitable for a two-wheeled motor vehicle for traveling that moves over a long distance, but the present invention can be applied to various straddle-type vehicles including other types of two-wheeled motor vehicles, as well as a four-wheeled motor vehicle, and can also be applied to a vehicle using an internal combustion engine as a drive source, as well as to an electric vehicle using a motor as a drive source.

The vehicle 1 includes a power unit 2 between front wheels FW and rear wheels RW. In the present embodiment, the power unit 2 includes an engine 21 and a transmission 22 having six horizontally opposed cylinders. The driving force of the transmission 22 is transmitted to the rear wheels RW via a propeller shaft, not shown, to rotate the rear wheels RW.

The power unit 2 is supported by a vehicle body frame 3. The vehicle body frame 3 includes a pair of right and left main frames 31 extending in the X direction. A fuel tank 5 and an air cleaner box (not shown) are disposed above the main frame 31. An instrument panel MP having an electronic image display device for displaying various information to a rider is provided in front of the fuel tank 5.

A head pipe 32 that rotatably supports a direction control shaft (not shown) that is rotated by the handle 8 is provided at a front end of the main frame 31. A pair of left and right pivot plates 33 are provided at the rear end of the main frame 31. The lower end of the pivot plate 33 is connected to the front end of the main frame 31 by a pair of left and right lower arms (not shown), and the power unit 2 is supported by the main frame 31 and the lower arms. A pair of left and right seat rails (not shown) extending rearward are provided at the rear end of the main frame 31, and support the seat 4a on which the rider sits, the seat 4b on which the fellow passenger sits, the trunk 7b, and the like.

The pivot plate 33 supports a front end portion of a rear swing arm (not shown) extending in the front-rear direction to be swingable. The rear swing arm is swingable in the up-down direction, and a rear wheel RW is supported at a rear end portion thereof. An exhaust muffler 6 for muffling exhaust gas of the engine 21 extends in the X direction on a lower side of the rear wheel RW. Left and right saddlebags 7a are provided laterally on the upper portion of the rear wheel RW.

A front suspension mechanism 9 for supporting front wheels FW is formed at a front end of the main frame 31. 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.

The upper link 91 and the lower link 92 are disposed at the front end of the main frame 31 with a vertical gap therebetween. The rear end portions of the upper link 91 and the lower link 92 are swingably connected to the front end portion of the main frame 31. The front end portions of the upper link 91 and the lower link 92 are swingably coupled to a fork support 93. The upper link 91 and the lower link 92 extend in the front-rear direction and are arranged substantially in parallel.

The damper unit 94 has a structure in which a damper is inserted into a coil spring, and an upper end portion thereof is swingably supported by the main frame 31. The lower end of the cushion unit 94 is supported by the lower link 92 so as to be freely swingable.

The fork support 93 is formed in a cylindrical shape and is inclined rearward. A front end portion of the upper link 91 is rotatably coupled to an upper front portion of the fork support 93. The front end of the lower link 92 is rotatably connected to the lower rear portion of the fork support 93.

The fork support 93 supports the steering shaft 96 rotatably about its axis. The steering shaft 96 has a shaft portion (not shown) through which the fork support 93 is inserted. A bridge (not shown) is provided at a lower end portion of the steering shaft 96, and a pair of left and right front forks 95 are supported by the bridge. The front wheel FW is rotatably supported by the front fork 95. The upper end of the steering shaft 96 is coupled to a direction control shaft (not shown) that is rotated by the handlebar 8 via a link 97. By the steering of the handlebar 8, the steering shaft 96 is rotated and the front wheels FW are steered.

The vehicle 1 includes a brake device 19F for braking the front wheels FW and a brake device 19R for braking the rear wheels RW. The

brake devices

19F and 19R are configured to be operated by the rider operating the brake lever 8a or the brake pedal 8 b. The

brake devices

19F and 19R are disc brakes in the present embodiment.

A headlight unit 11 that irradiates light to the front of the vehicle 1 is disposed in the front of the vehicle 1. The headlight unit 11 of the present embodiment is a binocular type headlight unit including right light irradiators 11R and left light irradiators 11L in bilateral symmetry. However, a monocular type or a trinocular type headlamp unit, or a binocular type headlamp unit that is asymmetric in left and right can be employed.

The front portion of the vehicle 1 is covered with a front cover 12, and the side portion of the front side of the vehicle 1 is covered with a pair of left and right side covers 14. A wind deflector 13 is disposed above the front cover 12. The wind deflector 13 is a wind deflector that relieves the wind pressure to which the rider is subjected during running, and is formed of, for example, a transparent resin member.

A pair of left and right side mirror units 15 are disposed laterally of the front cover 12. A side mirror (not shown) for a rider to visually recognize the rear is supported by the side mirror unit 15.

In the present embodiment, the front cover 12 is constituted by cover members 121 to 123. The cover member 121 extends in the Y direction and constitutes a main body of the front cover 12, and the cover member 122 constitutes an upper portion of the cover member 121. The cover member 123 is disposed to be separated from the cover member 121 in the downward direction.

An opening for exposing the headlight unit 11 is formed between the cowl member 121 and the cowl member 123 and between the pair of left and right side cowls 14, and the upper edge of the opening is defined by the cowl member 121, the lower edge is defined by the cowl member 123, and the left and right side edges are defined by the side cowls 14.

The vehicle 1 is provided with a detection device that acquires at least any one of the environmental conditions of the front, rear, and side of the vehicle. As an example of such detection devices, in the present embodiment, an imaging unit 16A and a radar 16B, which are detection devices for detecting a situation in front of the vehicle 1, are disposed behind the front cover 12. The radar 16B is, for example, a millimeter-wave radar. The imaging unit 16A includes an imaging element such as a CCD image sensor or a CMOS image sensor, and an optical system such as a lens, and captures an image in front of the vehicle 1. The imaging unit 16A is disposed behind a cover member 122 that constitutes an upper portion of the front cover 12. The cover member 122 has an opening 122a formed therethrough, and the imaging unit 16A images the front of the vehicle 1 through the opening 122 a.

The radar 16B is disposed behind the cover member 121. By the presence of the cover member 121, the presence of the detection unit 16 can be made inconspicuous in the front view of the vehicle 1, and deterioration in the appearance of the vehicle 1 can be avoided. The cover member 121 is made of a material that can transmit electromagnetic waves, such as resin.

< control device >

Fig. 3 is a block diagram of control device 30 of vehicle 1, and illustrates only the configuration necessary for the relationship with the description to be given later. The vehicle 1 includes a control unit (ECU) 31. The control unit 31 includes a processor typified by a CPU, a storage device such as a semiconductor memory, and an input/output interface or a communication interface with an external device. The storage device stores a program executed by the processor, data used for processing by the processor, and the like. The control unit 31 may include a plurality of sets of processors, storage devices, interfaces, and the like corresponding to the respective functions of the vehicle 1.

The control unit 31 acquires the detection results of the imaging unit 16A and the radar 16B, and constantly recognizes the target object around the vehicle 1. The control unit 31 can acquire detection results of the rotation amount sensors 32 of the front wheels FW1 and the rotation amount sensors 33 of the rear wheels RW 2. The vehicle speed of the vehicle 1 can be calculated from the detection results of these

rotation amount sensors

32 and 33, and in the present embodiment, the

rotation amount sensor

32 or 33 functions as a sensor for detecting the vehicle speed of the vehicle 1.

The inertial sensor unit (IMU) 34 is a sensor unit that detects the behavior of the vehicle 1, and is disposed, for example, near the center of gravity of the vehicle 1. The IMU34 includes, for example, acceleration sensors for detecting acceleration in the front-rear direction, the left-right direction, and the up-down direction of the vehicle 1, and angular velocity sensors for detecting angular velocities in the roll direction, the pitch direction, and the yaw direction of the vehicle 1. The acceleration sensor is also used as a sensor that detects the degree of impact applied to the vehicle 1. In addition, an acceleration sensor or an angular velocity sensor is also used as a sensor that detects whether the vehicle 1 has fallen.

The control unit 31 can perform display control of the instrument panel MP and drive control of the actuators of the power unit 2 and the brake device 19. The control unit 31 can perform various alarm displays to the rider at the instrument panel MP. The brake device 19 is driven and controlled via the hydraulic control device 35. The hydraulic control device 35 includes a hydraulic pressure generating device 35a such as an electric pump, a control valve for switching a transmission path of hydraulic pressure, and the like.

The brake device 19F includes a brake disc 19a fixed to the front wheel FW and a caliper 19b, and generates a braking force by clamping the brake disc 19a between the caliper 19b by supplying hydraulic pressure to the caliper 19 b. Similarly, the brake device 19R includes a disc 19c fixed to the rear wheel RW and a caliper 19d, and the caliper 19d generates a braking force by applying hydraulic pressure to the caliper 19d to clamp the disc 19 c.

The master cylinder 20F generates an oil pressure corresponding to the operation amount of the brake lever 8 a. The master cylinder 20R generates a hydraulic pressure according to the amount of operation of the brake pedal 8 b. The hydraulic control device 35 supplies a hydraulic pressure corresponding to the hydraulic pressure of the

master cylinder

20F or 20R to the brake device 19, and causes the brake device 19 to generate a braking force. The hydraulic control device 35 is capable of supplying the hydraulic pressure generated by the hydraulic pressure generating device 35a to the braking device 19 and generating braking force in the braking device 19 even when the brake lever 8a and the brake pedal 8b are not operated.

< automatic braking function >

The vehicle 1 has an automatic braking function. The automatic braking function is a function of automatically operating the braking device 19 to avoid a collision when there is a possibility of a collision between an obstacle around the vehicle 1 and the vehicle 1. Fig. 4 is a flowchart showing a control example of the control unit 31, and particularly, a flowchart showing a control example related to the operation control of the automatic braking function. The control example of fig. 4 is periodically executed by the control unit 31.

In S1, detection results of the imaging unit 16A and the radar 16B are acquired. In S2, it is determined whether the vehicle 1 is likely to collide with the obstacle based on the detection result of S1. For example, when an obstacle located at the same position as the vehicle 1 after a predetermined time is detected, it is determined that there is a possibility of collision. If it is determined that a collision is possible, the process proceeds to S3, and if it is determined that a collision is not possible, the process is ended.

In S3, the setting of the function limit of the automatic braking function is acquired. The setting of the function restriction is stored in a storage device of the control unit 31, for example. The details of the setting of the function restriction will be described later. In S4, it is determined whether or not the function stop is set in the setting of the function restriction acquired in S3. If the function stop is set, the process ends, and if the function stop is not set, the process proceeds to S5. In S5, the brake device 19 is operated to decelerate the vehicle 1 regardless of the braking operation by the rider. This can avoid collision with an obstacle. In S5, the meter panel MP indicates that the automatic braking is in operation. Through this display, the rider can recognize that the automatic brake is operated.

< setting of function Limit >

In the case where the vehicle 1 is subjected to a strong impact due to a toppling or the like, performance degradation may occur in sensors and actuators of the vehicle 1. In a situation where such a performance degradation occurs, the function of the vehicle 1 automatically operating may not sufficiently exhibit the predetermined function, like the automatic braking function.

In contrast, in the present embodiment, the subsequent operation of the automatic braking function is restricted according to the degree of impact applied to the vehicle 1. The safety of the vehicle can be improved by a simpler system without the need for failure diagnosis. Fig. 5A is a flowchart showing an example of processing of the control unit 31, and particularly, a flowchart showing an example of setting processing of the function restriction. The control example of fig. 5A is periodically executed by the control unit 31.

In S11, the detection results of the IMU34, the rotation amount sensor 32, and the rotation amount sensor 33 are acquired. In S12, it is determined whether the vehicle 1 has fallen based on the detection result acquired in S11. Whether or not the vehicle has fallen down can be determined, for example, from the acceleration or angular velocity in the roll direction detected by the acceleration sensor or angular velocity sensor of the IMU 34. In this case, a change (rapid speed change) in the detection results of the rotation amount sensor 32 and the rotation amount sensor 33 can be considered. If it is determined that the container is tilted, the process proceeds to S13 for function restriction, and if it is determined that the container is not tilted, the process ends.

In S13, the degree of limitation and the function limitation are set. The limit degree is set to a degree corresponding to the degree of impact at the time of falling of the vehicle 1. The impact degree at the time of falling may be the maximum acceleration (G) detected by the IMU34, and may be, for example, the maximum acceleration (G) within a certain time period before and after the detection of falling. Fig. 5B shows an example showing the relationship between the degree of impact and the degree of restriction.

When the impact degree (G) is less than 1G, 50% is set as the degree of restriction. The limit level is, for example, deceleration at the time of automatic brake operation. If 50% is set as the limit level, the setting is obtained in S3 in the processing of fig. 4, and the brake is operated at a deceleration of 50% with respect to the normal deceleration at the time of the operation of the automatic brake in S5, and the braking force is weakened. The deceleration can be adjusted by, for example, the magnitude and the supply time of the hydraulic pressure supplied to the brake device 19 during the operation of the automatic brake.

In the example of fig. 5B, the restriction degree is restricted to be stronger according to the increase in the degree of impact. When the impact degree (G) is 20G or more and less than 30G, 20% is set as the degree of restriction. In the operation of the automatic brake in S5 of fig. 4, the brake is operated at a deceleration of 20% with respect to the normal deceleration, and the braking force is further reduced. In the example of fig. 5B, when the impact degree (G) is 50G or more, the function of setting the automatic braking function is stopped. When the set function is stopped, the automatic brake will not work in S4 of fig. 4.

In the example of fig. 5B, the limit degree is limited to the threshold TH1 of the impact degree, and the limit is increased in accordance with the increase in the impact degree. In the illustrated example, 10G is set as the threshold TH1, and when the impact degree is equal to or lower than the threshold TH1, the degree of restriction is constant at 50% regardless of the impact degree. When the degree of impact exceeds the threshold TH1, the degree of restriction becomes larger as the degree of impact becomes larger. Further, whether or not the function is stopped is set with a threshold TH2 larger than the threshold TH1 as a limit. In the illustrated example, 50G is set as the threshold TH2, and the setting function is stopped when the impact degree exceeds the threshold TH2.

In this manner, the function restriction and the restriction degree are set in S13. The setting contents are stored in a storage device of the control unit 31. When the function restriction is set in S13, the meter panel MP displays that the function restriction of the automatic brake is set. By this display, the rider can recognize whether or not the automatic brake is operated and the situation in which the automatic brake is operated more weakly than usual even if the automatic brake is operated.

< Another example of the relationship between the degree of impact and the degree of restriction >

In the example of fig. 5B, the degree of limitation is set only by the degree of impact, but the degree of performance degradation is often different depending on the vehicle speed of the vehicle 1 at the time of dumping, and when the vehicle 1 is dumped at a higher speed, the degree of impact experienced by the vehicle 1 is sometimes the same, but the performance degradation is large. Therefore, the degree of restriction can be set by the vehicle speed and the degree of impact of the vehicle 1 at the time of the toppling. Fig. 6 shows an example thereof. In the processing example of fig. 5A, in S11, the detection results of the rotation amount sensor 32 and the rotation amount sensor 33 are acquired, and the vehicle speed of the vehicle 1 at the time of the toppling can be calculated.

In the example of fig. 6, as a general tendency, if the vehicle speed is the same, the degree of limitation is increased as the degree of impact is larger, and if the vehicle speed is the same, the degree of limitation is increased as the degree of impact is faster.

The thresholds TH1 and TH2 of the degree of impact are set to different values according to the vehicle speed. The threshold values TH1 and TH2 of the impact strength can be set more accurately. When the vehicle speed is 10km/h or less, the threshold TH1 is 10G. In the case of an impact strength of 10G or less, the degree of restriction is constant at 50% regardless of the impact strength. When the impact degree exceeds 10G, the degree of restriction becomes larger as the impact degree becomes larger. When the vehicle speed exceeds 10km and is 60km or less, the threshold TH1 is 1G. In the case of an impact strength of 1G or less, the degree of restriction is constant at 50% regardless of the impact strength. When the impact degree exceeds 1G, the degree of restriction becomes larger as the impact degree becomes larger. When the vehicle speed exceeds 60km/h, the threshold TH1 is not particularly set, but may be set.

The threshold TH2 is 50G when the vehicle speed is 10km/h or less, and 30G when the vehicle speed exceeds 10km/h and is 20km/h or less. Similarly, the threshold TH2 is 20G when the vehicle speed exceeds 20km/h and is 40km/h or less, and the threshold TH2 is 15G when the vehicle speed exceeds 40km/h and is 60km/h or less. Similarly, the threshold TH2 is 10G when the vehicle speed exceeds 60km/h and is 80km/h or less, and the threshold TH2 is 1G when the vehicle speed exceeds 80km/h. When the vehicle speed is 80 or less, the degree of restriction increases as the degree of impact increases.

Fig. 7 shows yet another example. Also in the example of fig. 7, as a general tendency, if the vehicle speed is the same, the degree of limitation is increased as the degree of impact is larger, and if the vehicle speed is the same, the degree of limitation is increased as the degree of impact is faster. In the example of fig. 7, the threshold TH3 and the threshold TH4 of the vehicle speed are set, and the degrees of limitation of the vehicle speed are set to different trends with these thresholds as references. The threshold TH3 and the threshold TH4 of the vehicle speed may be the same value regardless of the degree of impact, but may be different values in the present embodiment.

In the example of fig. 7, the limit is strengthened in accordance with an increase in the vehicle speed, with a threshold TH3 of the vehicle speed as a limit. When the impact strength is 1G or less, the threshold TH3 is 60km/h. When the vehicle speed is 60km/h or less, the degree of limitation is constant at 50% regardless of the vehicle speed. In the case where the vehicle speed exceeds 60km/h, the degree of restriction becomes larger as the vehicle speed becomes faster. When the impact strength exceeds 1G and is 15G or less, the threshold TH3 is 40km/h. When the vehicle speed is 40km/h or less, the degree of restriction is constant at 50% (1 < G ≦ 10) or 40% (10 ≦ G ≦ 15) regardless of the vehicle speed. In the case where the vehicle speed exceeds 40km/h, the degree of restriction becomes larger as the vehicle speed becomes faster. Similarly, the threshold TH3 is 20km/h when the impact strength exceeds 15G and is not more than 30G, and the threshold TH3 is 10km/h when the impact strength exceeds 30G and is not more than 50G. When the impact strength exceeds 50G, the threshold TH3 is not particularly set, but may be set.

Whether or not the function is stopped is set with a threshold TH4, which is faster than the threshold TH3, as a limit. In the illustrated example, when the impact degree is 15G or less, the function stop is not set. When the impact strength exceeds 15G and is 20G or less, the threshold TH4 is 80km/h. When the impact strength exceeds 20G and is 30G or less, the threshold TH4 is 60km/h. When the impact strength exceeds 30G and is 50G or less, the threshold TH4 is 40km/h. In the case where the impact strength exceeds 50G, the threshold TH4 is 20km/h. The threshold TH4 is set to a lower vehicle speed as the degree of impact is larger.

< other embodiments >

In the above embodiment, the automatic braking function is exemplified as the restricted function, but is not limited thereto. Various functions that are automatically executed without depending on the operation of the rider can be set as the restriction target. For example, an ABS (antilock brake system) function, a rider warning function at the time of collision prediction and obstacle detection, a cruise function, a traction control function, a steering assist function, and the like can be subject to restrictions.

Next, in the above-described embodiment, a method using the maps (tables) illustrated in fig. 5B, 6, and 7 is exemplified as a method of setting the degree of restriction, but the degree of restriction may be calculated from an arithmetic expression.

< summary of the embodiments >

The above embodiment discloses at least the following vehicle, vehicle control device, and vehicle control method.

1. The vehicle (1) of the above embodiment includes:

an impact degree sensor (34) that detects the degree of impact applied to the vehicle; and

and a setting means (31, S13) for setting a limit for a predetermined function of the vehicle on the basis of the degree of impact detected by the impact degree sensor.

According to this embodiment, a technique for improving the safety of a vehicle by a simpler system can be provided.

2. In the above-described embodiments of the present invention,

when the degree of impact detected by the impact degree sensor exceeds a first threshold value (TH 1), the setting means (31, S13) increases the degree of restriction of the predetermined function as the degree of impact detected by the impact degree sensor increases.

According to this embodiment, when the degree of impact exceeds the first threshold value, by increasing the degree of restriction, it is possible to improve safety by adopting functional restriction according to the degree of performance degradation caused by application of an impact of a certain or more magnitude to the vehicle.

3. In the above-described embodiments of the present invention,

the setting means (31, S13) increases the degree of restriction of the predetermined function as the degree of impact detected by the impact degree sensor becomes larger,

the setting means (31, S13) stops the predetermined function when the degree of impact detected by the impact degree sensor exceeds a second threshold value (TH 2).

According to this embodiment, by stopping the operation of the predetermined function when the degree of impact exceeds the second threshold value, it is possible to improve safety by stopping the function against a reduction in performance caused by the application of a very strong impact to the vehicle.

4. The vehicle (1) of the above embodiment is provided with vehicle speed sensors (32, 33), the vehicle speed sensors (32, 33) detecting the speed of the vehicle,

the setting means (31, S13) sets the limit of the predetermined function based on the vehicle speed detected by the vehicle speed sensor and the degree of impact detected by the degree of impact sensor.

According to this embodiment, the function restriction is set in consideration of the vehicle speed, and thus the function restriction can be appropriately performed on the performance deterioration without the need for the failure diagnosis.

5. In the above-described embodiments of the present invention,

when the vehicle speed detected by the vehicle speed sensor exceeds a third threshold value (TH 3), the setting means (31, S13) increases the degree of limitation of the predetermined function as the degree of impact detected by the impact sensor increases.

According to this embodiment, when the vehicle receives an impact while the vehicle speed exceeds the third threshold value, the degree of restriction is increased, so that the function restriction according to the degree of performance degradation can be performed, and safety can be improved.

6. In the above-described embodiments of the present invention,

the setting means (31, S13) increases the degree of limitation of the predetermined function as the vehicle speed becomes faster,

the setting means (31, S13) stops the predetermined function when the vehicle speed detected by the vehicle speed sensor exceeds a fourth threshold value (TH 4).

According to this embodiment, when the vehicle receives an impact while the vehicle speed exceeds the fourth threshold value, the function can be stopped to improve safety.

7. In the above-described embodiments of the present invention,

the threshold values (TH 1, TH 2) are different depending on the vehicle speed detected by the vehicle speed sensor (FIG. 6).

According to this embodiment, the threshold value can be set as appropriate.

8. In the above-described embodiments of the present invention,

the threshold values (TH 3, TH 4) are different depending on the degree of impact detected by the impact degree sensor (FIG. 7).

According to this embodiment, the threshold value can be set as appropriate.

9. In the above-described embodiments of the present invention,

when the degree of impact detected by the impact degree sensor is equal to or less than the first threshold value (TH 1), the setting means (31, S13) makes the degree of limitation of the predetermined function constant regardless of the degree of impact.

According to this embodiment, when a low performance degradation is expected, the safety can be improved with minimum function restrictions, and the function can be used by allowing the operation of the function.

10. In the above-described embodiments of the present invention,

the predetermined function is an automatic braking function.

According to this embodiment, the automatic braking function that greatly affects the riding posture of the rider (driver) is targeted for limitation, and this operation of an unpredetermined magnitude can be limited, thereby improving safety.

11. In the above-described embodiments of the present invention,

the vehicle (1) is a straddle-type vehicle.

According to this embodiment, safety and comfort can be improved in a saddle-ride type vehicle in which a rider is easily affected by riding postures and the like due to performance degradation of each function.

12. In the above-described embodiments of the present invention,

the setting means (31, S13) sets the limit of the predetermined function based on the degree of impact detected by the impact degree sensor when the vehicle falls (S12, S13).

According to this embodiment, the function restriction is adopted when the dump is likely to cause a performance degradation, whereby it is possible to avoid a situation in which the function restriction is unnecessarily adopted.

13. The vehicle control device (30) of the above embodiment includes:

a detection means (34) for detecting the degree of impact applied to the vehicle; and

and a setting means (31, S13) for setting a limit for a predetermined function of the vehicle on the basis of the impact degree detected by the detection means.

14. The control method of the vehicle of the above embodiment includes:

a detection step (S11) for detecting the degree of impact applied to the vehicle (1) in the detection step (S11); and

and a setting step (S13) for setting a limit of a predetermined function of the vehicle on the basis of the degree of impact detected in the detection step (S13).

The embodiments of the invention have been described above, but the invention is not limited to the above embodiments, and various modifications and changes can be made within the scope of the invention.

Claims

1. A vehicle, characterized in that,

the vehicle is provided with:

an impact sensor that detects an impact applied to the vehicle; and

2. The vehicle of claim 1,

the setting means increases the degree of limitation of the predetermined function as the degree of impact detected by the impact sensor increases when the degree of impact detected by the impact sensor exceeds a first threshold value.

3. The vehicle of claim 1,

the setting means increases the degree of restriction of the predetermined function as the degree of impact detected by the impact degree sensor becomes larger,

the setting means stops the predetermined function when the degree of impact detected by the impact degree sensor exceeds a second threshold value.

4. The vehicle of claim 1,

the vehicle is provided with a vehicle speed sensor that detects a speed of the vehicle,

the setting means sets the limit of the predetermined function based on the vehicle speed detected by the vehicle speed sensor and the impact detected by the impact sensor.

5. The vehicle of claim 4,

the setting means increases the degree of limitation of the predetermined function as the degree of impact detected by the impact sensor increases when the vehicle speed detected by the vehicle speed sensor exceeds a third threshold value.

6. The vehicle of claim 4,

the setting mechanism increases the degree of limitation of the predetermined function as the vehicle speed becomes faster,

the setting means stops the predetermined function when the vehicle speed detected by the vehicle speed sensor exceeds a fourth threshold value.

7. The vehicle of claim 2,

the setting means sets the limit of the predetermined function based on the vehicle speed detected by the vehicle speed sensor and the degree of impact detected by the degree of impact sensor,

the first threshold value differs depending on the vehicle speed detected by the vehicle speed sensor.

8. The vehicle of claim 3,

the second threshold value differs depending on the vehicle speed detected by the vehicle speed sensor.

9. The vehicle of claim 5,

the third threshold value is different depending on the degree of impact detected by the impact degree sensor.

10. The vehicle of claim 6,

the fourth threshold value is different depending on the degree of impact detected by the impact degree sensor.

11. The vehicle of claim 2,

the setting means may set the limit degree of the predetermined function to be constant regardless of the degree of impact when the degree of impact detected by the impact degree sensor is equal to or less than the first threshold value.

12. The vehicle of claim 1,

the predetermined function is an automatic braking function.

13. The vehicle of claim 1,

the vehicle is a straddle-type vehicle.

14. The vehicle of claim 1,

the setting means sets the limit of the predetermined function based on the degree of impact detected by the degree of impact sensor when the vehicle falls.

15. A control device for a vehicle, characterized in that,

the vehicle control device includes:

16. A control method of a vehicle, characterized in that,

the control method of the vehicle includes: