JP2020203653A - Control apparatus and control method - Google Patents

Abstract

To provide a control apparatus capable of properly performing an automatic emergency deceleration operation of a saddle-riding type vehicle while securing a rider's comfort, and a control method.SOLUTION: In a control apparatus and a control method according to the present invention, braking force distribution of front and rear wheels is put into an initial state in which a braking force generated for the rear wheel becomes higher than a braking force generated for the front wheel, at a starting point of time when the braking force starts to be generated for the wheel, in the case where an automatic emergency deceleration operation of a saddle-riding type vehicle is performed. A distribution ratio of the front wheel in the braking force distribution of the front and rear wheels is increased with time.SELECTED DRAWING: Figure 4

Description

The disclosure relates to a control device and a control method capable of appropriately performing an automatic emergency deceleration operation of a saddle-riding vehicle while ensuring rider comfort.

As a technology related to a conventional saddle-riding vehicle, there is a technology for assisting a rider's driving.

For example, in Patent Document 1, based on the information detected by the sensor device that detects an obstacle in the traveling direction or substantially in the traveling direction, the rider of the motorcycle is informed that the obstacle is improperly approached. A driver assistance system that warns is disclosed.

JP-A-2009-116882

By the way, as a technique for assisting a rider's driving, it is possible to apply a control for causing a vehicle to execute an automatic emergency deceleration operation when a vehicle has a possibility of collision to a saddle-riding vehicle such as a motorcycle. Conceivable. Here, the posture of the saddle-riding vehicle tends to be unstable as compared with, for example, a vehicle having four wheels. Therefore, during the execution of the control, the saddle-riding vehicle behaves unintentionally due to the braking force being automatically applied to the saddle-riding vehicle, which greatly impairs the rider's comfort. There is a risk of

The present invention has been made in the background of the above-mentioned problems, and obtains a control device and a control method capable of appropriately performing an automatic emergency deceleration operation of a saddle-riding vehicle while ensuring rider comfort. Is.

The control device according to the present invention is a control device that controls the running of a saddle-riding vehicle, and includes an acquisition unit that acquires an index value indicating a collision possibility of the saddle-riding vehicle and an automatic operation of the saddle-riding vehicle. The execution unit includes an execution unit that starts the emergency deceleration operation according to the index value, and the execution unit starts to generate a braking force on the wheels of the saddle-riding vehicle when the automatic emergency deceleration operation is performed. In the above, the braking force distribution of the front and rear wheels is set to an initial state in which the braking force generated in the rear wheels is higher than the braking force generated in the front wheels, and the distribution ratio of the front wheels in the braking force distribution is increased with the passage of time.

The control method according to the present invention is a control method for controlling the running of a saddle-riding vehicle, and includes an acquisition step in which an acquisition unit of the control device acquires an index value indicating a collision possibility of the saddle-riding vehicle. The execution unit of the control device includes an execution step of starting the automatic emergency deceleration operation of the saddle-riding vehicle according to the index value. In the execution step, the execution unit performs the automatic emergency deceleration operation. At the time of starting braking when the wheels of the saddle-riding vehicle start to generate braking force, the braking force distribution of the front and rear wheels is set to an initial state in which the braking force generated in the rear wheels is higher than the braking force generated in the front wheels. With the passage of time, the distribution ratio of the front wheels in the braking force distribution is increased.

In the control device and control method according to the present invention, when an automatic emergency deceleration operation of a saddle-riding vehicle is performed, the braking force distribution of the front and rear wheels is distributed to the rear wheels at the start of braking when braking force is started to be generated on the wheels. It is in the initial state where the braking force generated is higher than the braking force generated on the front wheels. As a result, it is possible to suppress the occurrence of pitching, which is a behavior in which the saddle-riding vehicle tilts in the pitch direction at the start of braking. Then, after the braking force distribution of the front and rear wheels is in the initial state, the distribution ratio of the front wheels in the braking force distribution of the front and rear wheels increases with the passage of time. As a result, it is possible to suppress the occurrence of pitching due to a steep change in the braking force distribution, and to prevent the rear wheel braking mechanism for braking the rear wheels from becoming excessively burdened. Therefore, it is possible to appropriately execute the automatic emergency deceleration operation of the saddle-riding vehicle while ensuring the rider's comfort.

It is a schematic diagram which shows the schematic structure of the motorcycle which mounts the control device which concerns on embodiment of this invention. It is a schematic diagram which shows the schematic structure of the brake system which concerns on embodiment of this invention. It is a block diagram which shows an example of the functional structure of the control device which concerns on embodiment of this invention. It is a flowchart which shows an example of the flow of the process performed by the control device which concerns on embodiment of this invention.

Hereinafter, the control device according to the present invention will be described with reference to the drawings. In the following, a control device used for a two-wheeled motorcycle will be described, but the control device according to the present invention is a saddle-mounted vehicle other than a two-wheeled motorcycle (for example, a three-wheeled motorcycle, a buggy vehicle, etc.). It may be used for bicycles, etc.). The saddle-riding type vehicle means a vehicle on which a rider straddles. Further, in the following, the case where the engine is mounted as a drive source capable of outputting the power for driving the wheels of the motorcycle is described, but the drive source other than the engine as the drive source of the motorcycle ( For example, a motor) may be mounted, or a plurality of drive sources may be mounted.

Further, the configurations and operations described below are examples, and the control device and control method according to the present invention are not limited to such configurations and operations.

Further, in the following, the same or similar description is appropriately simplified or omitted. Further, in each figure, the same or similar members or parts are omitted from being given a reference mark or are given the same reference numerals. Further, for the detailed structure, the illustration is simplified or omitted as appropriate.

<Motorcycle configuration>
The configuration of the motorcycle 100 on which the control device 60 according to the embodiment of the present invention is mounted will be described with reference to FIGS. 1 to 3.

FIG. 1 is a schematic view showing a schematic configuration of a motorcycle 100 on which a control device 60 is mounted. FIG. 2 is a schematic view showing a schematic configuration of the brake system 10. FIG. 3 is a block diagram showing an example of the functional configuration of the control device 60.

As shown in FIG. 1, the motorcycle 100 includes a body 1, a handle 2 rotatably held by the body 1, a front wheel 3 rotatably held by the body 1 together with the handle 2, and a body 1. It includes a rear wheel 4, an engine 5, and a brake system 10 that are rotatably held. In the present embodiment, the control device (ECU) 60 is provided in the hydraulic pressure control unit 50 of the brake system 10 described later. Further, as shown in FIGS. 1 and 2, the motorcycle 100 includes an ambient environment sensor 41, an input device 42, an inertial measurement unit (IMU) 43, a master cylinder pressure sensor 48, and a wheel cylinder pressure sensor 49. And. The motorcycle 100 corresponds to an example of the "saddle-riding vehicle" of the present invention.

The engine 5 corresponds to an example of a drive source of a motorcycle 100, and can output power for driving wheels (specifically, rear wheels 4). For example, the engine 5 is provided with one or a plurality of cylinders having a combustion chamber formed therein, a fuel injection valve for injecting fuel toward the combustion chamber, and a spark plug. When fuel is injected from the fuel injection valve, an air-fuel mixture containing air and fuel is formed in the combustion chamber, and the air-fuel mixture is ignited by a spark plug and burned. As a result, the piston provided in the cylinder reciprocates and the crankshaft rotates. Further, the intake pipe of the engine 5 is provided with a throttle valve, and the amount of intake air to the combustion chamber changes according to the throttle opening degree which is the opening degree of the throttle valve.

As shown in FIGS. 1 and 2, the brake system 10 includes a first brake operation unit 11, a front wheel braking mechanism 12 that brakes the front wheels 3 in conjunction with at least the first brake operation unit 11, and a second brake operation. A rear wheel braking mechanism 14 that brakes the rear wheel 4 in conjunction with at least the second brake operating portion 13 is provided. Further, the brake system 10 includes a hydraulic pressure control unit 50, and a part of the front wheel braking mechanism 12 and a part of the rear wheel braking mechanism 14 are included in the hydraulic pressure control unit 50. The hydraulic pressure control unit 50 is a unit that has a function of controlling the braking force generated on the front wheels 3 by the front wheel braking mechanism 12 and the braking force generated on the rear wheels 4 by the rear wheel braking mechanism 14.

The first brake operation unit 11 is provided on the handle 2 and is operated by the rider's hand. The first brake operation unit 11 is, for example, a brake lever. The second brake operating unit 13 is provided at the lower part of the body 1 and is operated by the foot of the rider. The second brake operation unit 13 is, for example, a brake pedal.

Each of the front wheel braking mechanism 12 and the rear wheel braking mechanism 14 is held by a master cylinder 21 having a built-in piston (not shown), a reservoir 22 attached to the master cylinder 21, and a brake pad (not shown). A brake caliper 23 having (not shown), a wheel cylinder 24 provided on the brake caliper 23, a main flow path 25 for circulating the brake liquid of the master cylinder 21 to the wheel cylinder 24, and a brake liquid of the wheel cylinder 24. A sub-flow path 26 for releasing the brake liquid and a supply flow path 27 for supplying the brake liquid of the master cylinder 21 to the sub-flow path 26.

A filling valve (EV) 31 is provided in the main flow path 25. The sub-flow path 26 bypasses between the wheel cylinder 24 side and the master cylinder 21 side with respect to the filling valve 31 in the main flow path 25. The auxiliary flow path 26 is provided with a release valve (AV) 32, an accumulator 33, and a pump 34 in this order from the upstream side. A first valve (USV) 35 is provided between the end of the main flow path 25 on the master cylinder 21 side and the portion to which the downstream end of the sub flow path 26 is connected. The supply flow path 27 communicates between the master cylinder 21 and the suction side of the pump 34 in the sub flow path 26. A second valve (HSV) 36 is provided in the supply flow path 27.

The filling valve 31 is, for example, a solenoid valve that opens in a non-energized state and closes in an energized state. The release valve 32 is, for example, a solenoid valve that closes in a non-energized state and opens in an energized state. The first valve 35 is, for example, a solenoid valve that opens in a non-energized state and closes in an energized state. The second valve 36 is, for example, a solenoid valve that closes in a non-energized state and opens in an energized state.

The hydraulic pressure control unit 50 is provided with a component for controlling the brake fluid pressure including the filling valve 31, the release valve 32, the accumulator 33, the pump 34, the first valve 35 and the second valve 36, and the components thereof. , The base 51 in which the main flow path 25, the sub-flow path 26, and the flow path for forming the supply flow path 27 are formed therein, and the control device 60.

The substrate 51 may be formed of one member or may be formed of a plurality of members. Further, when the substrate 51 is formed of a plurality of members, each component may be provided separately in different members.

The operation of the above components of the hydraulic pressure control unit 50 is controlled by the control device 60. As a result, the braking force generated on the front wheels 3 by the front wheel braking mechanism 12 and the braking force generated on the rear wheels 4 by the rear wheel braking mechanism 14 are controlled.

For example, in the normal state (that is, when neither the automatic emergency deceleration operation described later nor the anti-lock brake control is executed), the control device 60 opens the filling valve 31 and closes the loosening valve 32. , The first valve 35 is opened and the second valve 36 is closed. When the first brake operating unit 11 is operated in this state, the piston (not shown) of the master cylinder 21 is pushed in the front wheel braking mechanism 12, the hydraulic fluid pressure of the wheel cylinder 24 increases, and the brake caliper The brake pad (not shown) of 23 is pressed against the rotor 3a of the front wheel 3, and a braking force is generated on the front wheel 3. When the second brake operation unit 13 is operated, the piston (not shown) of the master cylinder 21 is pushed into the rear wheel braking mechanism 14, the hydraulic fluid pressure of the wheel cylinder 24 increases, and the brake caliper 23 The brake pad (not shown) is pressed against the rotor 4a of the rear wheel 4, and a braking force is generated on the rear wheel 4.

The ambient environment sensor 41 constantly detects an index value I indicating the possibility of collision of an object (obstacle, vehicle, person, animal, etc.) within the detection range with the motorcycle 100 while the motorcycle 100 is running.

The ambient environment sensor 41 includes, for example, a radar and a camera capable of detecting the relative distance Dr and the relative speed Vr of an object (obstacle, vehicle, person, animal, etc.) in the traveling direction of the motorcycle 100 with respect to the motorcycle 100. Etc. are used. The ambient environment sensor 41 is provided, for example, on the front portion of the body 1. The configuration of the ambient environment sensor 41 is not limited to the above example. For example, the ambient environment sensor 41 detects the relative distance Dr and the relative velocity Vr of the object predicted to enter the traveling direction of the motorcycle 100. It may be one that detects the relative distance Dr and the relative velocity Vr of an object that may collide with the side portion of the motorcycle 100. Further, the ambient environment sensor 41 may detect the relative acceleration Ar in addition to the relative distance Dr and the relative velocity Vr of the object. Further, the ambient environment sensor 41 may detect other physical quantities that can be substantially converted into the relative distance Dr, the relative velocity Vr, the relative acceleration Ar, and the like of the object.

In the ambient environment sensor 41, for example, the index value I representing the possibility of collision is derived by the value defined by the following formula 1 or formula 2. The larger the index value I, the higher the possibility of collision. Further, the index value I indicating the possibility of collision may be derived by the control device 60 described later.

The input device 42 accepts the operation of selecting the traveling mode by the rider, and outputs information indicating the traveling mode selected by the rider. Here, in the motorcycle 100, as will be described later, the control device 60 can execute a mode in which the motorcycle 100 executes an automatic emergency deceleration operation. The automatic emergency deceleration operation is an operation that automatically causes the motorcycle 100 to decelerate under a situation in which it is determined that the motorcycle 100 has a high possibility of collision with an object (obstacle, vehicle, person, animal, etc.). .. The rider can use the input device 42 to input whether or not he wants the motorcycle 100 to perform an automatic emergency deceleration operation. As the input device 42, for example, a lever, a button, a touch panel, or the like is used. The input device 42 is provided on the handle 2, for example.

The inertial measurement unit 43 includes a three-axis gyro sensor and a three-direction acceleration sensor, and detects the attitude of the motorcycle 100. For example, the inertial measurement unit 43 detects the pitch angle of the motorcycle 100 and outputs the detection result. The inertial measurement unit 43 may detect other physical quantities that are substantially convertible to the pitch angle of the motorcycle 100. The pitch angle corresponds to an angle indicating an inclination in the pitch direction (that is, the rotation direction P shown in FIG. 1 around the rotation axis along the vehicle width direction) with respect to the horizontal direction of the body 1 of the motorcycle 100. The inertial measurement unit 43 is provided on the body 1, for example. In the motorcycle 100, a sensor having only a function of detecting the pitch angle may be used instead of the inertial measurement unit 43.

The master cylinder pressure sensor 48 detects the hydraulic pressure of the brake fluid of the master cylinder 21 and outputs the detection result. The master cylinder pressure sensor 48 may detect other physical quantities that can be substantially converted into the hydraulic pressure of the brake fluid of the master cylinder 21. The master cylinder pressure sensor 48 is provided in each of the front wheel braking mechanism 12 and the rear wheel braking mechanism 14.

The wheel cylinder pressure sensor 49 detects the hydraulic pressure of the brake fluid of the wheel cylinder 24 and outputs the detection result. The wheel cylinder pressure sensor 49 may detect another physical quantity that can be substantially converted into the hydraulic pressure of the brake fluid of the wheel cylinder 24. The wheel cylinder pressure sensor 49 is provided in each of the front wheel braking mechanism 12 and the rear wheel braking mechanism 14.

The control device 60 controls the running of the motorcycle 100.

For example, a part or all of the control device 60 is composed of a microcomputer, a microprocessor unit, and the like. Further, for example, a part or all of the control device 60 may be configured by an updatable device such as firmware, or may be a program module or the like executed by a command from a CPU or the like. The control device 60 may be, for example, one or may be divided into a plurality of control devices 60.

As shown in FIG. 3, the control device 60 includes, for example, an acquisition unit 61 and an execution unit 62.

The acquisition unit 61 acquires information output from each device mounted on the motorcycle 100 and outputs the information to the execution unit 62. For example, the acquisition unit 61 acquires information output from the ambient environment sensor 41, the input device 42, the inertial measurement unit 43, the master cylinder pressure sensor 48, and the wheel cylinder pressure sensor 49.

The execution unit 62 controls the driving force and the braking force applied to the motorcycle 100 by controlling the operation of each device mounted on the motorcycle 100.

Here, the execution unit 62 can execute the automatic emergency deceleration operation by controlling the operation of each device mounted on the motorcycle 100. Specifically, it is input to the input device 42 that the execution unit 62 wants the motorcycle 100 to execute the automatic emergency deceleration operation, and the object (obstacle, vehicle, person, animal, etc.) ), The automatic emergency deceleration operation is executed when it is determined that the possibility of collision of the motorcycle 100 is high. The execution unit 62 cancels the automatic emergency deceleration operation when it is determined that the possibility of collision of the motorcycle 100 with the object has decreased due to, for example, a change in the traveling direction by the rider, movement of the object, or the like. ..

In the automatic emergency deceleration operation, the motorcycle 100 is controlled so as to stop in front of an object (obstacle, vehicle, person, animal, etc.). The degree of deceleration may be limited to some extent or less.

Specifically, the execution unit 62 acquires the index value I representing the possibility of collision acquired by the acquisition unit 61, and when the index value I is larger than the reference index value, the deceleration is performed based on the index value I. The target value (hereinafter referred to as the target deceleration) is calculated, and the driving force and braking force applied to the motorcycle 100 are controlled based on the calculation result. For example, the execution unit 62 increases the target deceleration as the index value I increases. The target deceleration may be set at a fixed value.

The execution unit 62 includes, for example, a drive control unit 62a and a braking control unit 62b.

The drive control unit 62a controls the driving force transmitted to the wheels of the motorcycle 100 during the execution of the automatic emergency deceleration operation. Specifically, the drive control unit 62a is an engine control that outputs a signal for controlling the operation of each device (throttle valve, fuel injection valve, spark plug, etc.) of the engine 5 during the execution of the automatic emergency deceleration operation. The operation of the engine 5 is controlled by outputting a command to the device (not shown). Thereby, the driving force transmitted to the wheels during the execution of the automatic emergency deceleration operation is controlled.

Normally, the operation of the engine 5 is controlled by the engine control device so that the driving force is transmitted to the wheels in response to the accelerator operation of the rider.

On the other hand, during the execution of the automatic emergency deceleration operation, the drive control unit 62a controls the operation of the engine 5 so that the driving force is transmitted to the wheels without the accelerator operation of the rider. Specifically, the drive control unit 62a controls the operation of the engine 5 so that the driving force transmitted to the wheels is reduced during the execution of the automatic emergency deceleration operation, and controls the driving force transmitted to the wheels. To do.

The braking control unit 62b controls the braking force generated on the wheels of the motorcycle 100 by controlling the operation of each component of the hydraulic pressure control unit 50 of the braking system 10.

Normally, the braking control unit 62b controls the operation of each component of the hydraulic pressure control unit 50 so that a braking force is generated on the wheels in response to the brake operation of the rider, as described above.

On the other hand, during the execution of the automatic emergency deceleration operation, the braking control unit 62b controls the operation of each component so that the braking force is generated on the wheels regardless of the brake operation of the rider. Specifically, the braking control unit 62b liquid so that the deceleration of the motorcycle 100 becomes the target deceleration calculated based on the index value I indicating the possibility of collision during the execution of the automatic emergency deceleration operation. It controls the operation of each component of the pressure control unit 50 and controls the braking force generated on the wheels.

For example, during the execution of the automatic emergency deceleration operation, the braking control unit 62b is in a state where the filling valve 31 is opened, the loosening valve 32 is closed, the first valve 35 is closed, and the second valve 36 is opened. In that state, by driving the pump 34, the hydraulic pressure of the brake fluid of the wheel cylinder 24 is increased to generate a braking force on the wheels. Further, the braking control unit 62b can control the braking force generated on the wheels by adjusting the hydraulic pressure of the brake fluid of the wheel cylinder 24, for example, by controlling the opening degree of the first valve 35.

Here, the braking control unit 62b individually controls the operations of the front wheel braking mechanism 12 and the rear wheel braking mechanism 14 during the execution of the automatic emergency deceleration operation, whereby the front wheel braking mechanism 12 and the rear wheel braking mechanism 14 The hydraulic pressure of the brake fluid of the wheel cylinder 24 can be individually controlled to control the braking force distribution of the front and rear wheels (that is, the distribution of the braking force generated in the front wheels 3 and the braking force generated in the rear wheels 4). Specifically, in the braking control unit 62b, the total value of the target values of the braking force generated on each wheel is the required braking force according to the target deceleration (that is, the control required at the time of braking during the execution of the automatic emergency deceleration operation). The braking force distribution of the front and rear wheels is controlled so as to be power). Specifically, the required braking force is a braking force required to make the deceleration of the motorcycle 100 a target deceleration calculated based on the index value I representing the possibility of collision.

The braking control unit 62b may perform anti-lock braking control when the wheels are locked or there is a possibility of locking. Anti-lock braking control is a control that adjusts the braking force of a wheel that is locked or has a possibility of locking to a braking force that can avoid locking.

For example, during the execution of the anti-lock brake control, the braking control unit 62b is in a state where the filling valve 31 is closed, the loosening valve 32 is opened, the first valve 35 is opened, and the second valve 36 is closed. In that state, by driving the pump 34, the hydraulic pressure of the brake fluid of the wheel cylinder 24 is reduced to reduce the braking force generated on the wheels. Further, the braking control unit 62b holds the hydraulic pressure of the brake fluid of the wheel cylinder 24 and holds the braking force generated in the wheel by closing both the filling valve 31 and the loosening valve 32 from the above state, for example. be able to. Further, the braking control unit 62b increases the hydraulic pressure of the brake fluid of the wheel cylinder 24 by opening the filling valve 31 and closing the release valve 32 from the above state, for example, to apply the braking force generated to the wheel. Can be increased.

As described above, in the control device 60, the execution unit 62 can execute the automatic emergency deceleration operation. Here, when the execution unit 62 performs the automatic emergency deceleration operation, the braking force generated in the rear wheels 4 is generated in the front wheels 3 at the time when the braking force is started to be generated in the wheels. The initial state is set to be higher than the above, and the distribution ratio of the front wheels 3 in the braking force distribution is increased with the passage of time. As a result, it is possible to appropriately execute the automatic emergency deceleration operation of the motorcycle 100 while ensuring the comfort of the rider. The process related to the control of wheel braking during the execution of the automatic emergency deceleration operation performed by the control device 60 will be described in detail later.

In the above description, an example in which the drive control unit 62a controls the operation of the engine 5 via the engine control device has been described, but the drive control unit 62a outputs a signal for controlling the operation of each device of the engine 5. , The operation of each device of the engine 5 may be directly controlled. In that case, the operation of the engine 5 in the normal state is also controlled by the drive control unit 62a in the same manner as the operation of the engine 5 during the execution of the automatic emergency deceleration operation.

<Operation of control device>
The operation of the control device 60 according to the embodiment of the present invention will be described with reference to FIG.

FIG. 4 is a flowchart showing an example of the flow of processing performed by the control device 60. Specifically, the control flow shown in FIG. 4 is repeated when it is input to the input device 42 that the motorcycle 100 wants to execute the automatic emergency deceleration operation. Further, steps S510 and S590 in FIG. 4 correspond to the start and end of the control flow shown in FIG. 4, respectively.

When the control flow shown in FIG. 4 is started, in step S511, after the acquisition unit 61 executes the acquisition step of acquiring the index value I indicating the collision possibility of the motorcycle 100, the execution unit 62 executes the acquisition step. Based on the index value I, it is determined whether or not there is a request to start the automatic emergency deceleration operation of the motorcycle 100. If it is determined that a request to start the automatic emergency deceleration operation of the motorcycle 100 has occurred (step S511 / YES), the process proceeds to step S513. On the other hand, when it is determined that the request to start the deceleration of the motorcycle 100 has not occurred (step S511 / NO), the determination process of step S511 is repeated.

For example, the execution unit 62 determines that a request to start deceleration of the motorcycle 100 has occurred when it is determined that the index value I is larger than the reference index value. The reference index value may be a fixed value, or may be a variable value that changes according to the traveling state of the motorcycle 100, the road surface condition, and the like.

If YES is determined in step S511, in step S513, the drive control unit 62a reduces the driving force transmitted to the wheels, if any. Further, the braking control unit 62b starts braking the wheels of the motorcycle 100. Specifically, when braking the wheels, the braking control unit 62b sets the deceleration of the motorcycle 100 to be the target deceleration calculated based on the index value I indicating the possibility of collision, as described above. Controls the braking force generated on the wheels.

Here, the braking control unit 62b sets the braking force distribution of the front and rear wheels to an initial state in which the braking force generated in the rear wheels 4 is higher than the braking force generated in the front wheels 3 at the start of braking when the braking force is started to be generated in the wheels. To do.

When braking the wheels, an inertial force acts on the motorcycle 100 in the forward direction, which is the traveling direction of the motorcycle 100. Therefore, the larger the distribution ratio of the front wheels 3 in the braking force distribution, the easier it is for the motorcycle 100 to tilt in the pitch direction so that the rear portion of the motorcycle 100 rises. Here, pitching, which is a behavior in which the motorcycle 100 is tilted in the pitch direction, is an unintended behavior of the rider and causes a decrease in rider comfort. Therefore, the pitching of the motorcycle 100 is suppressed at the start of braking by setting the braking force distribution to the initial state in which the braking force generated in the rear wheels 4 is higher than the braking force generated in the front wheels 3 at the start of braking. Can be done. Further, from the viewpoint of more effectively suppressing pitching at the start of braking, it is preferable that the braking control unit 62b generates a braking force only on the rear wheels 4 in the above initial state.

Next, in step S515, the execution unit 62 determines whether or not the rider's boarding posture is inappropriate as the posture during deceleration. If it is determined that the rider's boarding posture is appropriate as the posture during deceleration (step S515 / NO), the process proceeds to step S517. On the other hand, if it is determined that the rider's boarding posture is inappropriate as the posture during deceleration (step S515 / YES), the process proceeds to step S519.

An inappropriate boarding posture as a deceleration posture specifically means a posture in which the rider is not prepared for the behavior of the motorcycle 100 during deceleration and is likely to fall from the motorcycle 100.

For example, when it is determined that the rider does not hold the steering wheel 2, the execution unit 62 determines that the rider's boarding posture is inappropriate as the posture during deceleration. The determination as to whether or not the rider is holding the steering wheel 2 can be realized by using, for example, a proximity sensor provided on the steering wheel 2.

Further, for example, when it is determined that the rider does not grip the body 1 with both feet, the execution unit 62 determines that the rider's boarding posture is inappropriate as the posture during deceleration. The determination as to whether or not the rider is holding the torso 1 with both feet can be realized, for example, by using a proximity sensor provided on the torso 1.

Further, for example, when it is determined that the rider's line of sight is not facing forward, the execution unit 62 determines that the rider's boarding posture is inappropriate as the posture during deceleration. Judgment as to whether or not the rider's line of sight is facing forward is realized, for example, by using a device that detects the rider's line of sight by imaging the rider's face and performing image processing on the obtained image. obtain.

If NO is determined in step S515, in step S517, the braking control unit 62b increases the distribution ratio of the front wheels 3 in the braking force distribution of the front and rear wheels with the passage of time.

Here, from the viewpoint of further stabilizing the posture of the motorcycle 100 after the braking force distribution is set to the initial state, the braking control unit 62b is the front wheel 3 in the braking force distribution after the braking force distribution is set to the initial state. It is preferable to control the increase start time point at which the allocation ratio starts to increase based on the behavior information of the motorcycle 100.

For example, the braking control unit 62b sets the time when the slip degree generated in the rear wheels 4 exceeds the reference value as the increase start time when the distribution ratio of the front wheels 3 in the braking force distribution starts to increase. The reference value may correspond to a limit slip degree that does not cause the rear wheel 4 to lock or lock, and also corresponds to a slip degree lower than the limit slip degree. It may be. Further, the braking control unit 62b may set a time point at which the rate of change of the slip degree of the rear wheels 4 exceeds the reference value as an increase start time point at which the distribution ratio of the front wheels 3 in the braking force distribution starts to increase.

Further, the braking control unit 62b starts increasing the distribution ratio of the front wheels 3 in the braking force distribution at the time when the target deceleration calculated based on the index value I indicating the possibility of collision at that time exceeds the reference value. The increase start time may be set, and the time at which the period determined according to the level of the target deceleration used in step S513 has elapsed from the braking start time may be set as the increase start time. The period should be determined shorter when the target deceleration is high than when the target deceleration is low. Further, the braking control unit 62b may set a time point at which the vehicle body deceleration occurring in the motorcycle 100 exceeds the reference value as an increase start time point at which the distribution ratio of the front wheels 3 in the braking force distribution starts to increase.

Further, the braking control unit 62b may control the increase start time point at which the distribution ratio of the front wheels 3 in the braking force distribution starts to be increased based on the pitch angle of the motorcycle 100 at that time point. For example, the braking control unit 62b determines a time when it is determined that the change in pitch angle is stable as an increase start time, and at such an increase start time, increases the distribution ratio of the front wheels 3 in the braking force distribution. You may start. The braking control unit 62b determines that the change in the pitch angle is stable, for example, when the state in which the pitch angle is smaller than the reference pitch angle continues for the reference time. Specifically, the reference pitch angle and the reference time change to such an extent that it can be judged that the possibility of pitching occurring due to the start of increasing the distribution ratio of the front wheels 3 in the braking force distribution is sufficiently low. Is appropriately set to a value that can appropriately determine that is stable.

Further, the braking control unit 62b may set a time when the elapsed time from the braking start time exceeds a reference value preset as a fixed value as an increase start time when the distribution ratio of the front wheels 3 in the braking force distribution starts to be increased. ..

In the process of increasing the distribution ratio of the front wheels 3 in the braking force distribution of the front and rear wheels, the braking force distribution of the front and rear wheels is such that the total value of the target values of the braking force generated in each wheel becomes the required braking force. Is controlled to be. Therefore, for example, under a situation where the deceleration of the motorcycle 100 is constant (that is, the required braking force is constant) from the start of braking to a predetermined period, the braking force generated in the front wheels 3 elapses over time in the predetermined period. The braking force generated in the rear wheel 4 decreases with the passage of time.

If the braking force distribution is continuously maintained in the initial state, the load on the rear wheel braking mechanism 14 for braking the rear wheels 4 tends to be excessive. Therefore, it is conceivable to change the braking force distribution from the initial state, but if the braking force distribution is changed sharply at this time, pitching of the motorcycle 100 is likely to occur. Therefore, as described above, after the braking force distribution is in the initial state, the distribution ratio of the front wheels 3 is increased with the passage of time to suppress the occurrence of pitching due to a sudden change in the braking force distribution. On the other hand, it is possible to prevent the rear wheel braking mechanism 14 for braking the rear wheels 4 from becoming excessively burdened.

Here, from the viewpoint of further stabilizing the posture of the motorcycle 100 after the braking force distribution is set to the initial state, the braking control unit 62b determines the braking force distribution of the front and rear wheels after the braking force distribution is set to the initial state. It is preferable to control the rate of change based on the behavior information of the motorcycle 100.

For example, the braking control unit 62b may control the change speed of the braking force distribution based on the pitch angle of the motorcycle 100 after the braking force distribution is set to the initial state. For example, the braking control unit 62b may make the change speed of the braking force distribution smaller when the pitch angle is large than when the pitch angle is small. Further, for example, the braking control unit 62b may set the changing speed of the braking force distribution to be smaller when the rate of change of the pitch angle is large than when the rate of change of the pitch angle is small.

Further, the braking control unit 62b may control the change speed of the braking force distribution based on the slip degree generated in the rear wheel 4 of the motorcycle 100 after the braking force distribution is set to the initial state. For example, the braking control unit 62b may increase the rate of change of the braking force distribution when the slip degree generated in the rear wheels 4 is large, as compared with the case where the slip degree generated in the rear wheels 4 is small. Further, for example, the braking control unit 62b determines the rate of change of the braking force distribution when the rate of change of the slip degree occurring in the rear wheels 4 is large and the rate of change of the slip degree occurring in the rear wheels 4 is small. May be larger than.

Further, the braking control unit 62b may control the change speed of the braking force distribution based on the slip degree generated in the front wheels 3 of the motorcycle 100 after the braking force distribution is set to the initial state. For example, the braking control unit 62b may set the rate of change of the braking force distribution to be smaller when the slip degree generated on the front wheels 3 is large than when the slip degree generated on the front wheels 3 is small. Further, for example, the braking control unit 62b determines the rate of change of the braking force distribution when the rate of change of the slip degree occurring in the front wheel 3 is large, as compared with the case where the rate of change of the slip degree occurring in the front wheel 3 is small. It may be made smaller.

The mode of increasing the distribution ratio of the front wheels 3 in the braking force distribution performed after the braking force distribution is set to the initial state is not particularly limited as long as it increases with the passage of time. For example, the braking control unit 62b may gradually increase the distribution ratio of the front wheels 3 with the passage of time. Further, for example, the braking control unit 62b may continuously increase the distribution ratio of the front wheels 3 with the passage of time. Further, for example, the braking control unit 62b may increase the distribution ratio of the front wheels 3 so that the moving average of the distribution ratio of the front wheels 3 in the braking force distribution increases with the passage of time. That is, the braking control unit 62b may change the distribution ratio of the front wheels 3 in the braking force distribution so as to increase with a temporary decrease.

If YES is determined after step S517 or in step S515, in step S519, the execution unit 62 determines whether or not there is a request to end the automatic emergency deceleration operation of the motorcycle 100. If it is determined that a request to end the automatic emergency deceleration operation of the motorcycle 100 has occurred (step S519 / YES), the process proceeds to step S521. On the other hand, when it is determined that the request to end the automatic emergency deceleration operation of the motorcycle 100 has not occurred (step S519 / NO), the determination process of step S519 is repeated.

For example, the execution unit 62 requests to end the automatic emergency deceleration operation of the motorcycle 100 when it is determined that the possibility of collision of the motorcycle 100 with an object (obstacle, vehicle, person, animal, etc.) is low. Is determined to have occurred.

If YES is determined in step S519, in step S521, the braking control unit 62b ends braking of the wheels of the motorcycle 100.

Next, the control flow shown in FIG. 4 ends.

Even if a request is made to end the automatic emergency deceleration operation of the motorcycle 100 during the process of increasing the distribution ratio of the front wheels 3 in the braking force distribution (that is, the process of step S517), the braking control unit 62b still uses the wheels. Braking is finished, and the control flow shown in FIG. 4 is finished.

As described above, in the control flow shown in FIG. 4, when the riding posture of the rider is determined to be inappropriate as the posture at the time of deceleration, the execution unit 62 after initializing the braking force distribution of the front and rear wheels. It is prohibited to increase the distribution ratio of the front wheels 3 with the passage of time. The control device 60 may not perform the determination in step S515, that is, may control the braking force distribution of the front and rear wheels regardless of the riding posture of the rider.

<Effect of control device>
The effect of the control device 60 according to the embodiment of the present invention will be described.

In the control device 60, when the execution unit 62 performs the automatic emergency deceleration operation of the motorcycle 100, the braking force generated in the rear wheels 4 distributes the braking force of the front and rear wheels at the start of braking when the braking force starts to be generated in the wheels. The initial state is set to be higher than the braking force generated on the front wheels 3, and the distribution ratio of the front wheels 3 in the braking force distribution is increased with the passage of time. As a result, it is possible to suppress the occurrence of pitching of the motorcycle 100 at the start of braking. Further, it is possible to suppress the occurrence of pitching due to a sudden change in the braking force distribution, and to prevent the rear wheel braking mechanism 14 for braking the rear wheels 4 from becoming excessively burdened. Therefore, the automatic emergency deceleration operation of the motorcycle 100 can be appropriately executed while ensuring the comfort of the rider.

Preferably, in the control device 60, the execution unit 62 generates a braking force only on the rear wheels 4 in the initial state. As a result, the pitching of the motorcycle 100 can be suppressed more effectively at the start of braking.

Preferably, in the control device 60, the execution unit 62 controls the braking force distribution based on the behavior information of the motorcycle 100 after the braking force distribution is set to the initial state. The behavior information includes, for example, the degree of slip occurring on the wheels (front wheels 3, rear wheels 4), the target deceleration in the automatic emergency deceleration operation, the vehicle body deceleration occurring in the motorcycle 100, and the behavior information occurring in the motorcycle 100. The pitch angle and the like are included. As a result, it is possible to prevent the behavior of the motorcycle 100 from becoming unstable due to the increase in the distribution ratio of the front wheels 3 after the braking force distribution is set to the initial state. Therefore, the posture of the motorcycle 100 after the braking force distribution is set to the initial state can be more stabilized, and the rider's comfort can be more appropriately ensured.

Preferably, in the control device 60, the execution unit 62 controls the change speed of the braking force distribution based on the behavior information of the motorcycle 100 after the braking force distribution is set to the initial state. As a result, it is possible to prevent the behavior of the motorcycle 100 from becoming unstable due to the change speed of the braking force distribution becoming excessively large after the braking force distribution is set to the initial state. Therefore, the posture of the motorcycle 100 after the braking force distribution is set to the initial state can be stabilized more effectively, so that the rider's comfort can be more appropriately ensured.

Preferably, in the control device 60, the execution unit 62 sets the increase start time point at which the distribution ratio of the front wheels 3 in the braking force distribution starts to increase after the braking force distribution is set to the initial state, based on the behavior information of the motorcycle 100. Control. As a result, it is possible to prevent the behavior of the motorcycle 100 from becoming unstable due to the early increase in the distribution ratio of the front wheels 3 in the braking force distribution after the braking force distribution is set to the initial state. it can. Therefore, the posture of the motorcycle 100 after the braking force distribution is set to the initial state can be stabilized more effectively, so that the rider's comfort can be more appropriately ensured.

Preferably, in the control device 60, when the rider's boarding posture is determined to be inappropriate as the posture during deceleration, the execution unit 62 distributes the front wheels 3 with the passage of time after initializing the braking force distribution. Prohibit the increase of. As a result, it is possible to prevent the distribution ratio of the front wheels 3 in the braking force distribution from starting to increase when the rider is not prepared for the behavior of the motorcycle 100 during deceleration. Therefore, the safety of the rider can be ensured more appropriately.

The present invention is not limited to the description of embodiments. For example, only a part of the embodiment may be implemented, or a part of the embodiment may be combined with each other.

1 body, 2 handles, 3 front wheels, 3a rotor, 4 rear wheels, 4a rotor, 5 engine, 10 brake system, 11 1st brake operation unit, 12 front wheel braking mechanism, 13 2nd brake operation unit, 14 rear wheel braking mechanism , 21 Master cylinder, 22 Reservoir, 23 Brake caliper, 24 Wheel cylinder, 25 Main flow path, 26 Sub flow path, 27 Supply flow path, 31 Fill valve, 32 Loosening valve, 33 Accumulator, 34 Pump, 35 1st valve, 36 2nd valve, 41 Ambient environment sensor, 42 Input device, 43 Inertivity measuring device, 48 Master cylinder pressure sensor, 49 Wheel cylinder pressure sensor, 50 Hydraulic pressure control unit, 51 Base, 60 Control device, 61 Acquisition unit, 62 Execution Unit, 62a drive control unit, 62b braking control unit, 100 motorcycles.

Claims (11)

A control device (60) that controls the running of a saddle-riding vehicle (100).
The acquisition unit (61) that acquires the index value (I) indicating the collision possibility of the saddle-riding vehicle (100), and the acquisition unit (61).
An execution unit (62) that starts an automatic emergency deceleration operation of the saddle-riding vehicle (100) according to the index value (I), and
With
The execution unit (62) distributes the braking force of the front and rear wheels at the time when braking starts to generate braking force on the wheels (3, 4) of the saddle-riding vehicle (100) when the automatic emergency deceleration operation is performed. Is set to an initial state in which the braking force generated in the rear wheels (4) is higher than the braking force generated in the front wheels (3), and the distribution ratio of the front wheels (3) in the braking force distribution is increased with the passage of time.
Control device. In the initial state, the execution unit (62) generates a braking force only on the rear wheels (4).
The control device according to claim 1. The execution unit (62) controls the braking force distribution based on the behavior information of the saddle-riding vehicle (100) after the braking force distribution is set to the initial state.
The control device according to claim 1 or 2. The execution unit (62) controls the change speed of the braking force distribution based on the behavior information of the saddle-riding vehicle (100) after the braking force distribution is set to the initial state.
The control device according to claim 3. The execution unit (62) uses the behavior information of the saddle-riding vehicle (100) as the increase start time point at which the distribution ratio of the front wheels (3) starts to increase after the braking force distribution is set to the initial state. Control based on
The control device according to claim 3 or 4. The behavior information includes information on the degree of slip occurring on the wheels (3, 4).
The control device according to any one of claims 3 to 5. The behavior information includes information on the target deceleration in the automatic emergency deceleration operation.
The control device according to any one of claims 3 to 6. The behavior information includes information on vehicle body deceleration occurring in the saddle-riding vehicle (100).
The control device according to any one of claims 3 to 7. The behavior information includes information on the pitch angle generated in the saddle-riding vehicle (100).
The control device according to any one of claims 3 to 8. When the executive unit (62) determines that the rider's boarding posture is inappropriate as the posture during deceleration, the distribution ratio of the front wheels (3) with the passage of time after the braking force distribution is set to the initial state. Prohibit the increase of
The control device according to any one of claims 1 to 9. It is a control method for controlling the running of a saddle-riding vehicle (100).
The acquisition step (S511) in which the acquisition unit (61) of the control device (60) acquires the index value (I) indicating the collision possibility of the saddle-riding vehicle (100), and
An execution step (S513, 517) in which the execution unit (62) of the control device (60) starts the automatic emergency deceleration operation of the saddle-riding vehicle (100) according to the index value (I).
With
In the execution step (S513, 517), the execution unit (62) starts to generate a braking force on the wheels (3, 4) of the saddle-riding vehicle (100) when the automatic emergency deceleration operation is performed. At the start time, the braking force distribution of the front and rear wheels is set to an initial state in which the braking force generated in the rear wheels (4) is higher than the braking force generated in the front wheels (3), and with the passage of time, the front wheels in the braking force distribution are set. Increase the allocation ratio of (3),
Control method.

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