JP7376980B2 - Control device and control method - Google Patents

Description

This disclosure relates to a control device and a control method that can appropriately decelerate a saddle-ride type vehicle during execution of adaptive cruise control of the saddle-ride type vehicle.

2. Description of the Related Art There are technologies for supporting a driver's driving as a conventional technology related to a saddle-ride type vehicle.

For example, in Patent Document 1, based on information detected by a sensor device that detects obstacles in the traveling direction or substantially in the traveling direction, a motorcycle driver is notified that the motorcycle driver is inappropriately approaching an obstacle. A driver assistance system is disclosed that provides a warning.

Japanese Patent Application Publication No. 2009-116882

By the way, adaptive cruise control, which allows the vehicle to travel according to the distance from the vehicle to the vehicle in front, the movement of the vehicle, and the driver's instructions, is a technology to support the driver's driving. It is possible to apply it to vehicles. Specifically, adaptive cruise control for a saddle type vehicle decelerates the saddle type vehicle by automatically generating a braking force on the wheels of the saddle type vehicle. This prevents the saddle-ride type vehicle from getting too close to the vehicle in front, and the safety of the driver is appropriately ensured. Therefore, it is important to appropriately decelerate the saddle type vehicle during execution of the adaptive cruise control of the saddle type vehicle.

The present invention has been made against the background of the above-mentioned problems, and is an object of the present invention to provide a control device and a control method that can appropriately decelerate a saddle-ride type vehicle during execution of adaptive cruise control of the saddle-ride type vehicle. .

The control device according to the present invention is a control device for controlling the running of a saddle-riding type vehicle, and the control device controls the traveling of a saddle-riding type vehicle, and the control device controls the distance of the saddle-riding type vehicle from the saddle-riding type vehicle to the vehicle in front, and the movement of the saddle-riding type vehicle. and a control unit capable of executing adaptive cruise control to cause the vehicle to travel in accordance with instructions from a driver, and the control unit generates a braking force on the wheels of the saddle-ride type vehicle while executing the adaptive cruise control. Sometimes, the braking force distribution between the front and rear wheels is controlled based on the degree of slip of the wheels of the saddle type vehicle.

A control method according to the present invention is a control method for controlling the running of a saddle-ride type vehicle, and the control method controls the distance of the saddle-type vehicle from the saddle-type vehicle to the vehicle in front, the movement of the saddle-type vehicle, and the distance from the saddle-type vehicle to the vehicle in front. During execution of adaptive cruise control for driving in accordance with a driver's instruction, when a control device is generating a braking force on the wheels of the saddle-ride type vehicle, based on the degree of slip of the wheels of the saddle-ride type vehicle, , controls the distribution of braking force between the front and rear wheels.

A control device and a control method according to the present invention employ adaptive cruise control that causes a saddle-ride type vehicle to travel according to the distance from the saddle-type vehicle to the vehicle in front, the movement of the saddle-type vehicle, and instructions from the driver. During execution, when braking force is generated on the wheels of the saddle type vehicle, the distribution of braking force between the front and rear wheels is controlled based on the degree of slip of the wheels of the saddle type vehicle. As a result, the braking force distribution can be appropriately controlled according to changes in the upper limit of the braking force that can be generated by each wheel, thereby preventing the total value of the braking force generated by each wheel from falling below the required braking force. can do. Therefore, the saddle type vehicle can be appropriately decelerated while the adaptive cruise control of the saddle type vehicle is being executed.

1 is a schematic diagram showing a schematic configuration of a motorcycle equipped with a control device according to an embodiment of the present invention. 1 is a schematic diagram showing a schematic configuration of a brake system according to an embodiment of the present invention. 1 is a block diagram showing an example of a functional configuration of a control device according to an embodiment of the present invention. It is a flowchart which shows an example of the flow of processing performed by a control device concerning an embodiment of the present invention.

Below, a control device according to the present invention will be explained using the drawings. Note that although a control device used for a two-wheeled motorcycle is described below, the control device according to the present invention is applicable to a saddle-riding type vehicle other than a two-wheeled motorcycle (for example, a three-wheeled motorcycle, a buggy, It may also be used for bicycles, etc.). Note that the term "saddle type vehicle" refers to a vehicle on which a driver rides astride. In addition, although the case where an engine is installed as a drive source capable of outputting power to drive the wheels of a motorcycle is explained below, other drive sources other than the engine ( For example, a motor) or a plurality of drive sources may be mounted.

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

Further, below, the same or similar explanations are simplified or omitted as appropriate. Furthermore, in each figure, the same or similar members or portions are omitted or given the same reference numerals. Further, detailed structures are simplified or omitted as appropriate.

<Motorcycle configuration>
The configuration of a motorcycle 100 equipped with a control device 60 according to an embodiment of the present invention will be described with reference to FIGS. 1 to 3.

FIG. 1 is a schematic diagram showing a schematic configuration of a motorcycle 100 on which a control device 60 is mounted. FIG. 2 is a schematic diagram 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 on the body 1, a front wheel 3 rotatably held on the body 1 together with the handle 2, and a body 1. The vehicle includes a rear wheel 4 rotatably held at the rear wheel 4, an engine 5, and a brake system 10. In this embodiment, a control device (ECU) 60 is provided in a hydraulic pressure control unit 50 of a brake system 10, which will be described later. Furthermore, as shown in FIGS. 1 and 2, the motorcycle 100 includes an inter-vehicle distance sensor 41, an input device 42, a front wheel rotation speed sensor 43, a rear wheel rotation speed sensor 44, and a master cylinder pressure sensor 48. , and a wheel cylinder pressure sensor 49.

The engine 5 corresponds to an example of a drive source of the motorcycle 100, and can output power for driving wheels (specifically, the rear wheels 4). For example, the engine 5 is provided with one or more cylinders each having a combustion chamber formed therein, a fuel injection valve that injects 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 a combustion chamber, and the air-fuel mixture is ignited by a spark plug and combusts. As a result, the piston provided within the cylinder reciprocates, causing the crankshaft to rotate. Further, a throttle valve is provided in the intake pipe of the engine 5, and the amount of air taken into the combustion chamber changes depending on the throttle opening, which is the opening of the throttle valve.

As shown in FIGS. 1 and 2, the brake system 10 includes a first brake operating section 11, a front wheel braking mechanism 12 that brakes the front wheels 3 in conjunction with at least the first brake operating section 11, and a second brake operating section 11. 13, and a rear wheel braking mechanism 14 that brakes the rear wheels 4 in conjunction with at least the second brake operating section 13. The brake system 10 also includes a hydraulic pressure control unit 50, and a portion of the front wheel braking mechanism 12 and a portion 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 controls 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 operating section 11 is provided on the handle 2 and is operated by the driver's hand. The first brake operating section 11 is, for example, a brake lever. The second brake operating section 13 is provided at the lower part of the body 1 and is operated by the driver's foot. The second brake operating section 13 is, for example, a brake pedal.

Each of the front wheel braking mechanism 12 and the rear wheel braking mechanism 14 includes a master cylinder 21 containing a piston (not shown), a reservoir 22 attached to the master cylinder 21, and a brake pad ( a brake caliper 23 having a brake caliper (not shown), a wheel cylinder 24 provided on the brake caliper 23, a main channel 25 through which brake fluid from the master cylinder 21 flows to the wheel cylinder 24, and a brake fluid from the wheel cylinder 24. The sub-flow path 26 includes a sub-flow path 26 for releasing brake fluid from the master cylinder 21, and a supply flow path 27 for supplying brake fluid from the master cylinder 21 to the sub-flow path 26.

The main flow path 25 is provided with an entry valve (EV) 31 . The sub flow path 26 bypasses the main flow path 25 between the wheel cylinder 24 side and the master cylinder 21 side with respect to the filling valve 31. The sub 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 location where 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 channel 27 .

The filling valve 31 is, for example, an electromagnetic valve that opens in a non-energized state and closes in a energized state. The release valve 32 is, for example, a solenoid valve that closes when not energized and opens when energized. The first valve 35 is, for example, a solenoid valve that opens in a non-energized state and closes in a energized state. The second valve 36 is, for example, a solenoid valve that closes when not energized and opens when energized.

The hydraulic pressure control unit 50 is provided with components for controlling brake hydraulic pressure, including a filling valve 31, a releasing valve 32, an accumulator 33, a pump 34, a first valve 35, and a second valve 36, and these components. , a base body 51 in which channels for forming a main channel 25, a sub channel 26, and a supply channel 27 are formed, and a control device 60.

Note that the base body 51 may be formed of one member or may be formed of a plurality of members. Further, when the base body 51 is formed of a plurality of members, each component may be provided separately from different members.

The operation of the above-mentioned components of the hydraulic control unit 50 is controlled by a control device 60. Thereby, 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, under normal conditions (that is, when neither adaptive cruise control nor anti-lock brake control, which will be described later, is being executed), the control device 60 opens the filling valve 31 and closes the releasing valve 32. The first valve 35 is opened and the second valve 36 is closed. In this state, when the first brake operation part 11 is operated, the piston (not shown) of the master cylinder 21 is pushed in in the front wheel braking mechanism 12, and the hydraulic pressure of the brake fluid in the wheel cylinder 24 increases, causing the brake caliper to move. Brake pad 23 (not shown) is pressed against the rotor 3a of the front wheel 3, and a braking force is generated on the front wheel 3. Furthermore, when the second brake operating section 13 is operated, the piston (not shown) of the master cylinder 21 is pushed in in the rear wheel braking mechanism 14, and the hydraulic pressure of the brake fluid in the wheel cylinder 24 increases, causing the brake caliper 23 to increase. 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.

Inter-vehicle distance sensor 41 detects the distance from motorcycle 100 to the vehicle in front. The inter-vehicle distance sensor 41 may detect another physical quantity that can be substantially converted into the distance from the motorcycle 100 to the vehicle in front. Here, the vehicle in front means a vehicle located in front of the motorcycle 100, and includes not only the vehicle closest to the motorcycle 100 on the same lane as the motorcycle 100, but also multiple vehicles from the motorcycle 100. It may also include a vehicle in front or a vehicle running on a lane adjacent to the lane in which the motorcycle 100 is traveling. For example, when there are multiple vehicles ahead of the motorcycle 100, the inter-vehicle distance sensor 41 determines the distance from the motorcycle 100 based on the estimated traveling trajectory of the motorcycle 100 and the behavior of the multiple vehicles. Select the vehicle in front to be detected. In this case, adaptive cruise control, which will be described later, is executed using the detection result of the distance from the motorcycle 100 to the vehicle in front selected in this way.

As the inter-vehicle distance sensor 41, for example, a camera that captures an image in front of the motorcycle 100 and a radar that can detect the distance from the motorcycle 100 to an object in front are used. In that case, for example, the distance from the motorcycle 100 to the vehicle in front is detected by recognizing the vehicle in front using an image captured by a camera, and using the recognition result of the vehicle in front and the detection result of the radar. can do. The inter-vehicle distance sensor 41 is provided, for example, at the front of the fuselage 1. Note that the configuration of the inter-vehicle distance sensor 41 is not limited to the above example, and a stereo camera may be used as the inter-vehicle distance sensor 41, for example.

The input device 42 accepts a drive mode selection operation by the driver, and outputs information indicating the drive mode selected by the driver. Here, in the motorcycle 100, adaptive cruise control can be executed by the control device 60, as will be described later. Adaptive cruise control is control that causes the motorcycle 100 to travel according to the distance from the motorcycle 100 to the vehicle in front, the movement of the motorcycle 100, and the driver's instructions. The driver can use the input device 42 to select a driving mode in which adaptive cruise control is executed. 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 front wheel rotational speed sensor 43 detects the rotational speed of the front wheel 3 and outputs the detection result. The front wheel rotational speed sensor 43 may detect another physical quantity that can be substantially converted into the rotational speed of the front wheel 3. The front wheel rotation speed sensor 43 is provided on the front wheel 3.

The rear wheel rotation speed sensor 44 detects the rotation speed of the rear wheel 4 and outputs the detection result. The rear wheel rotation speed sensor 44 may detect another physical quantity that can be substantially converted into the rotation speed of the rear wheel 4. The rear wheel rotation speed sensor 44 is provided on the rear wheel 4.

Master cylinder pressure sensor 48 detects the hydraulic pressure of brake fluid in master cylinder 21 and outputs the detection result. The master cylinder pressure sensor 48 may detect another physical quantity that can be substantially converted into the hydraulic pressure of the brake fluid in 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 in 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 in 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.

Control device 60 controls running of motorcycle 100.

For example, part or all of the control device 60 is composed of a microcomputer, a microprocessor unit, etc. Furthermore, for example, part or all of the control device 60 may be configured with something that can be updated, such as firmware, or may be a program module or the like that is executed by a command from a CPU or the like. For example, there may be one control device 60, or there may be a plurality of control devices 60.

The control device 60 includes, for example, an acquisition section 61 and a control section 62, as shown in FIG.

The acquisition unit 61 acquires information output from each device mounted on the motorcycle 100 and outputs it to the control unit 62. For example, the acquisition unit 61 acquires information output from the inter-vehicle distance sensor 41, the input device 42, the front wheel rotation speed sensor 43, the rear wheel rotation speed sensor 44, the master cylinder pressure sensor 48, and the wheel cylinder pressure sensor 49.

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

Here, the control unit 62 controls the motorcycle 100 by controlling the operation of each device mounted on the motorcycle 100 to determine the distance from the motorcycle 100 to the vehicle in front, the movement of the motorcycle 100, and the driver. It is possible to execute adaptive cruise control that allows the vehicle to travel according to instructions from the driver. Specifically, the control unit 62 executes adaptive cruise control when a driving mode in which adaptive cruise control is executed is selected by the driver. Note that the control unit 62 cancels the adaptive cruise control when the driver performs an accelerator operation or a brake operation while the adaptive cruise control is being executed.

In adaptive cruise control, the distance from motorcycle 100 to the vehicle in front is controlled so that it approaches a reference distance. The reference distance is set as the distance from the motorcycle 100 to the vehicle in front, and is set to a value that can ensure the safety of the driver. Note that if the vehicle in front is not recognized, the speed of the motorcycle 100 is controlled to a preset speed. Furthermore, with adaptive cruise control, the acceleration and deceleration of motorcycle 100 are limited to below an upper limit value that does not impair driver comfort.

Specifically, during execution of the adaptive cruise control, the control unit 62 uses the comparison result between the distance from the motorcycle 100 to the vehicle in front and the reference distance and the relative speed between the motorcycle 100 and the vehicle in front. A target value of acceleration (hereinafter referred to as target acceleration) or a target value of deceleration (hereinafter referred to as target deceleration) is calculated, and the driving force and braking force applied to the motorcycle 100 are controlled based on the calculation result. do.

For example, if the distance from the motorcycle 100 to the vehicle in front is longer than the reference distance, the control unit 62 calculates the target acceleration according to the difference between the distance from the motorcycle 100 to the vehicle in front and the reference distance. On the other hand, if the distance from the motorcycle 100 to the vehicle in front is shorter than the reference distance, the control unit 62 calculates a target deceleration according to the difference between the distance from the motorcycle 100 to the vehicle in front and the reference distance.

The control section 62 includes, for example, a drive control section 62a and a brake control section 62b.

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

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

On the other hand, while the adaptive cruise control is being executed, the drive control unit 62a controls the operation of the engine 5 so that the driving force is transmitted to the wheels without depending on the driver's accelerator operation. Specifically, the drive control unit 62a controls the acceleration of the motorcycle 100 based on the distance from the motorcycle 100 to the vehicle in front and the relative speed between the motorcycle 100 and the vehicle in front while executing the adaptive cruise control. The operation of the engine 5 is controlled so that the calculated target acceleration is achieved, and the driving force transmitted to the wheels is controlled.

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

In normal times, the brake control section 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 driver's brake operation, as described above.

On the other hand, while the adaptive cruise control is being executed, the braking control unit 62b controls the operation of each component so that braking force is generated on the wheels without depending on the driver's brake operation. Specifically, the braking control unit 62b controls the deceleration of the motorcycle 100 based on the distance from the motorcycle 100 to the vehicle in front and the relative speed between the motorcycle 100 and the vehicle in front while executing the adaptive cruise control. The operation of each component of the hydraulic pressure control unit 50 is controlled to achieve the target deceleration calculated by the brake control unit 50, and the braking force generated at the wheels is controlled.

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

Here, the braking control unit 62b individually controls the operation of the front wheel braking mechanism 12 and the rear wheel braking mechanism 14 during execution of the adaptive cruise control. By individually controlling the hydraulic pressure of the brake fluid in the wheel cylinders 24, it is possible to control the distribution of braking force between 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, the braking control unit 62b determines that the total value of the target value of the braking force generated at each wheel is the required braking force according to the target deceleration (that is, the braking force required during braking during execution of the adaptive cruise control). ), the braking force distribution between the front and rear wheels is controlled. Specifically, the required braking force sets the deceleration of the motorcycle 100 to a target deceleration calculated based on the distance from the motorcycle 100 to the vehicle in front and the relative speed between the motorcycle 100 and the vehicle in front. This is the braking force necessary for this purpose.

Further, the brake control unit 62b performs anti-lock brake control when the wheels are locked or there is a possibility of locking. Anti-lock brake control is control that adjusts the braking force of a wheel that is locked or has the possibility of locking to a braking force that can avoid the lock. For example, the braking control unit 62b calculates the vehicle speed of the motorcycle 100 based on the rotational speeds of the front wheels 3 and the rear wheels 4, and locks or locks each wheel based on the comparison result between the rotational speed of each wheel and the vehicle speed. Determine whether the possibility of has occurred. For example, if the slip ratio obtained by dividing the difference between the vehicle speed and the rotational speed of each wheel by the vehicle speed exceeds a threshold value, the brake control unit 62b determines that each wheel is locked or has a possibility of locking. It is determined that The slip rate corresponds to an example of the slip degree, which is an index indicating the degree to which the wheels are slipping on the road surface.

For example, during execution of anti-lock brake control, the brake control unit 62b is in a state in which the filling valve 31 is closed, the releasing valve 32 is opened, the first valve 35 is opened, and the second valve 36 is closed. In this state, the pump 34 is driven to reduce the hydraulic pressure of the brake fluid in the wheel cylinder 24, thereby reducing the braking force generated on the wheel. Further, the brake control unit 62b maintains the hydraulic pressure of the brake fluid in the wheel cylinder 24 and maintains the braking force generated at the wheels by, for example, closing both the filling valve 31 and the releasing valve 32 from the above state. be able to. Further, the brake control unit 62b increases the hydraulic pressure of the brake fluid in the wheel cylinder 24 by, for example, opening the filling valve 31 and closing the releasing valve 32 from the above state, thereby reducing the braking force generated on the wheels. can be increased.

As described above, in the control device 60, the control unit 62 can execute adaptive cruise control. Here, while the adaptive cruise control is being executed, the control unit 62 generates a braking force on the wheels of the motorcycle 100 based on the degree of slip of the wheels of the motorcycle 100 (for example, the slip rate described above). control the braking force distribution between the front and rear wheels. Thereby, it is possible to appropriately decelerate the motorcycle 100 while executing the adaptive cruise control of the motorcycle 100. Processing performed by the control device 60 regarding control of braking force distribution during braking during execution of adaptive cruise control will be described in detail later.

Note that although the example in which the drive control unit 62a controls the operation of the engine 5 via the engine control device has been described above, the drive control unit 62a may output signals 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 during normal times is also controlled by the drive control unit 62a, similar to the operation of the engine 5 during execution of adaptive cruise control.

<Operation of control device>
Referring to FIG. 4, the operation of the control device 60 according to the embodiment of the present invention will be described.

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 corresponds to the flow of processing related to control of braking force distribution during braking during execution of adaptive cruise control, which is performed by the control unit 62 of the control device 60. is repeated during execution. Further, step S510 and step 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, the control unit 62 determines whether or not the wheels of the motorcycle 100 are being braked. If it is determined that the wheels of the motorcycle 100 are being braked (step S511/YES), the process advances to step S513. On the other hand, if it is determined that the wheels of the motorcycle 100 are not braked (step S511/NO), the determination process of step S511 is repeated.

If the determination in step S511 is YES, in step S513, the control unit 62 determines whether anti-lock brake control is activated for one wheel. If it is determined that anti-lock brake control is operating for one wheel (step S513/YES), the process advances to step S515. On the other hand, if it is not determined that anti-lock brake control is operating for one wheel (step S513/NO), the process advances to step S519. Furthermore, if it is not determined that anti-lock brake control is operating for one wheel, this basically corresponds to the case that anti-lock brake control is not operating for either wheel. .

If YES is determined in step S513, the control unit 62 determines in step S515 whether the riding posture of the driver is inappropriate as a posture during deceleration. If it is determined that the driver's riding posture is appropriate for deceleration (step S515/NO), the process advances to step S517. On the other hand, if it is determined that the driver's riding posture is inappropriate as a posture during deceleration (step S515/YES), the process advances to step S519.

Specifically, a riding posture that is inappropriate as a posture during deceleration means a posture in which the driver 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 driver is not gripping the steering wheel 2, the control unit 62 determines that the driver's riding posture is inappropriate as a posture during deceleration. The determination as to whether the driver is holding the handle 2 can be realized, for example, by using a proximity sensor provided on the handle 2.

Further, for example, when it is determined that the driver is not gripping the body 1 with both feet, the control unit 62 determines that the driver's riding posture is inappropriate as a posture during deceleration. The determination as to whether or not the driver is gripping the body 1 with both feet can be realized, for example, by using a proximity sensor provided on the body 1.

Further, for example, when it is determined that the driver's line of sight is not facing forward, the control unit 62 determines that the driver's riding posture is inappropriate as a posture during deceleration. Determination as to whether the driver's line of sight is directed forward can be realized, for example, by using a device that detects the driver's line of sight by capturing an image of the driver's face and performing image processing on the obtained image. obtain.

If the determination in step S515 is NO, in step S517, the braking control unit 62b limits the distribution of braking force to the one wheel on which anti-lock brake control is activated, so that the limited braking force is Controls the distribution of braking force between the front and rear wheels so that it is distributed to the other wheel.

For example, when anti-lock brake control is activated for the rear wheels 4, the brake control unit 62b limits the distribution of braking force to the rear wheels 4, and distributes the limited braking force to the front wheels 3. The braking force distribution between the front and rear wheels is controlled so that the

When the anti-lock brake control is activated, the braking force generated at one wheel on which the anti-lock brake control is activated is adjusted by the brake system 10 to a braking force that can avoid locking, as described above. Therefore, the upper limit value of the braking force that can be generated by the one wheel is smaller than when anti-lock brake control is not activated. In this way, the upper limit of the braking force that can be generated by one wheel changes depending on the degree of slip of the one wheel, and as the upper limit becomes smaller, the braking force of the one wheel changes. becomes likely to exceed the upper limit of the braking force that can be generated by that one wheel. This makes it easier for the total value of the braking forces generated at each wheel to fall below the required braking force.

Therefore, the brake control unit 62b specifically limits the distribution of the braking force to the one wheel in the braking force distribution to below the upper limit of the braking force that can be generated by the wheel when the anti-lock brake control is activated. . Then, the braking force distribution is controlled so that the limited braking force is distributed to the other wheel. As a result, it is effectively possible to prevent the total value of the braking forces generated at each wheel from falling below the required braking force.

Here, from the viewpoint of improving the comfort of the driver, it is preferable that the brake control section 62b maintains the braking force generated at one wheel where the anti-lock brake control is activated at the reference braking force. The reference braking force is appropriately set to a value that can avoid locking of the one wheel.

If the determination in step S513 is NO, or if the determination in step S515 is YES, in step S519, the braking control unit 62b performs a set distribution in which the distribution ratio of each wheel in the braking force distribution between the front and rear wheels is set in advance. The braking force distribution is controlled to match the ratio. The set distribution ratio may be appropriately set, for example, based on the viewpoint of stabilizing the posture of the motorcycle 100.

After step S517 or step S519, the control flow shown in FIG. 4 ends.

As described above, in the control flow shown in FIG. When anti-lock brake control is activated for one of the front and rear wheels (during braking in Controls braking force distribution so that it is distributed to the wheels. In this manner, during braking during execution of adaptive cruise control, the control unit 62 distributes braking force to one of the front and rear wheels according to the degree of slip of the other wheel (for example, the above-mentioned slip rate). The braking force distribution is controlled so that the limited braking force is distributed to the other wheel.

Note that the control unit 62 controls the braking force distribution as described above according to the degree of slip of one wheel, regardless of the determination result of whether or not anti-lock brake control is activated for one wheel. You may. For example, the control unit 62 calculates the upper limit value of the braking force that can be generated by one wheel according to the degree of slip of the one wheel, and calculates the distribution of the braking force to the one wheel in the braking force distribution. The braking force distribution may be controlled so that the braking force is limited to the upper limit or less and the limited braking force is distributed to the other wheel.

Furthermore, as described above, in the control flow shown in FIG. 4, when the driver's riding position is determined to be inappropriate as a deceleration position, the control unit 62 controls the control unit 62 according to the degree of slip of one of the front and rear wheels. Control of braking force distribution that involves limiting the distribution of braking force to one of the wheels is prohibited.

<Effects of control device>
The effects of the control device 60 according to the embodiment of the present invention will be explained.

In the control device 60, the control unit 62 controls the braking of the front and rear wheels based on the degree of slip of the wheels of the motorcycle 100 while generating braking force on the wheels of the motorcycle 100 during execution of adaptive cruise control. Control power distribution. As a result, the braking force distribution can be appropriately controlled according to changes in the upper limit of the braking force that can be generated by each wheel, thereby preventing the total value of the braking force generated by each wheel from falling below the required braking force. can do. Therefore, the motorcycle 100 can be appropriately decelerated while the adaptive cruise control of the motorcycle 100 is being executed.

Preferably, in the control device 60, when the adaptive cruise control is being performed and the braking force is being generated in the wheels of the motorcycle 100, the control unit 62 controls the braking force according to the degree of slip of one of the front and rear wheels. The distribution of braking force to one wheel is restricted and the braking force distribution is controlled so that the limited braking force is distributed to the other wheel. As a result, it is possible to more appropriately control the braking force distribution according to changes in the upper limit of the braking force that can be generated by one wheel, so that the total value of the braking force generated at each wheel is less than the required braking force. can be more appropriately suppressed. Therefore, the motorcycle 100 can be more appropriately decelerated while the adaptive cruise control of the motorcycle 100 is being executed.

Preferably, in the control device 60, the control unit 62 performs anti-lock brake control on one of the front and rear wheels while generating braking force on the wheels of the motorcycle 100 during execution of the adaptive cruise control. is in operation, the distribution of braking force to that one wheel is limited, and the braking force distribution is controlled so that the limited braking force is distributed to the other wheel. Thereby, it is possible to effectively prevent the total value of the braking forces generated on each wheel from falling below the required braking force.

Preferably, in the control device 60, the control unit 62 performs anti-lock brake control on one of the front and rear wheels while generating braking force on the wheels of the motorcycle 100 during execution of the adaptive cruise control. is in operation, the braking force generated at that one wheel is maintained at the standard braking force. Thereby, each component of the hydraulic control unit 50 (specifically, the pump 34 and each electromagnetic valve described above) can be suppressed from operating in order to increase or decrease the braking force generated at the one wheel. Therefore, it is possible to suppress the occurrence of vibrations caused by the operation of each component of the hydraulic control unit 50, and thus it is possible to improve the driver's comfort.

Preferably, in the control device 60, when the riding posture of the driver is determined to be inappropriate as a posture during deceleration, the control unit 62 controls one of the front and rear wheels according to the degree of slip of the wheel. Control of braking force distribution that involves restriction of power distribution is prohibited. Thereby, it is possible to suppress a relatively large change in the braking force distribution and an increase in the braking force applied to the motorcycle 100 when the driver is not prepared for the behavior of the motorcycle 100 during deceleration. can. Here, 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, so a relatively large change in the braking force distribution means that the motorcycle 100 This is a cause of pitching, which is a behavior that tilts in the pitch direction (that is, the direction of rotation around the rotational axis along the vehicle width direction). Therefore, by prohibiting the control of braking force distribution according to the degree of slip of one of the wheels when the riding position of the driver is determined to be inappropriate for deceleration, pitching may occur and the motorcycle 100 may be affected. It is possible to suppress an increase in the applied braking force. Therefore, driver safety can be more appropriately ensured.

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

1 body, 2 handle, 3 front wheel, 3a rotor, 4 rear wheel, 4a rotor, 5 engine, 10 brake system, 11 first brake operating section, 12 front wheel braking mechanism, 13 second brake operating section, 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 charging valve, 32 release valve, 33 accumulator, 34 pump, 35 first valve, 36 second valve, 41 inter-vehicle distance sensor, 42 input device, 43 front wheel rotational speed sensor, 44 rear wheel rotational speed sensor, 48 master cylinder pressure sensor, 49 wheel cylinder pressure sensor, 50 hydraulic pressure control unit, 51 base, 60 control device, 61 acquisition unit, 62 control unit, 62a drive control unit, 62b brake control unit, 100 motorcycle.

Claims (6)

A control device (60) that controls traveling of a saddle-ride type vehicle (100),
Executing adaptive cruise control that causes the saddle-riding vehicle (100) to travel according to the distance from the saddle-riding vehicle (100) to the vehicle in front, the movement of the saddle-riding vehicle (100), and instructions from the driver. a control unit (62) capable of
The control unit (62)
When the braking force is automatically generated on the wheels (3, 4) of the saddle type vehicle (100) while the adaptive cruise control is being executed, the braking force is automatically generated during the execution of the adaptive cruise control. controlling the distribution of braking force between the front and rear wheels based on the degree of slip of the wheels (3, 4) of the saddle type vehicle (100 ) obtained in a state where
In controlling the distribution of braking force between the front and rear wheels based on the degree of slip, the distribution of braking force to one of the front and rear wheels is limited according to the degree of slip of one of the front and rear wheels, and the distribution of braking force to the other wheel is limited. increase the distribution of braking force,
Control device. In the control of the braking force distribution between the front and rear wheels, the control unit (62) limits the distribution of the braking force to one of the front and rear wheels according to the degree of slip of one of the wheels. controlling the braking force distribution so that the amount of braking force that has been applied is distributed to the other wheel;
The control device according to claim 1. In the control of the braking force distribution between the front and rear wheels, the control unit (62) controls the braking force distribution to the front and rear wheels when anti-lock brake control is activated for one of the front and rear wheels. limiting the distribution of power and controlling the braking force distribution so that the limited braking force is distributed to the other wheel;
The control device according to claim 2. In the control of the braking force distribution between the front and rear wheels , the control unit (62) is configured to control, when the anti-lock brake control is activated for one of the front and rear wheels, the control unit (62) Maintaining braking force at standard braking force,
The control device according to claim 3. If the riding position of the driver is determined to be inappropriate for deceleration, the control unit (62) applies a braking force to one of the front and rear wheels according to the degree of slip of the one wheel. prohibiting control of the braking force distribution that involves a restriction on the distribution;
The control device according to any one of claims 2 to 4. A control method for controlling traveling of a saddle type vehicle (100), comprising:
A control unit (62) of a control device (60) controls the saddle type vehicle (100) by controlling the distance from the saddle type vehicle (100) to the vehicle in front, the movement of the saddle type vehicle (100), and the driver. Executes adaptive cruise control that allows the vehicle to travel according to instructions from
The control unit (62) of the control device (60)
When the braking force is automatically generated on the wheels (3, 4) of the saddle type vehicle (100) while the adaptive cruise control is being executed, the braking force is automatically generated during the execution of the adaptive cruise control. controlling the distribution of braking force between the front and rear wheels based on the degree of slip of the wheels (3, 4) of the saddle type vehicle (100 ) obtained in a state where
In controlling the distribution of braking force between the front and rear wheels based on the degree of slip, the distribution of braking force to one of the front and rear wheels is limited according to the degree of slip of one of the front and rear wheels, and the distribution of braking force to the other wheel is limited. increase the distribution of braking force,
Control method.

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