WO2015111168A1 - 鞍乗り型車両 - Google Patents
鞍乗り型車両 Download PDFInfo
- Publication number
- WO2015111168A1 WO2015111168A1 PCT/JP2014/051397 JP2014051397W WO2015111168A1 WO 2015111168 A1 WO2015111168 A1 WO 2015111168A1 JP 2014051397 W JP2014051397 W JP 2014051397W WO 2015111168 A1 WO2015111168 A1 WO 2015111168A1
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- WIPO (PCT)
- Prior art keywords
- deceleration
- target deceleration
- brake
- vehicle
- brake means
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- 238000001514 detection method Methods 0.000 claims abstract description 29
- 230000005540 biological transmission Effects 0.000 claims description 55
- 238000000034 method Methods 0.000 description 25
- 239000000446 fuel Substances 0.000 description 5
- 238000010586 diagram Methods 0.000 description 4
- 230000008929 regeneration Effects 0.000 description 4
- 238000011069 regeneration method Methods 0.000 description 4
- 230000000052 comparative effect Effects 0.000 description 3
- 238000005259 measurement Methods 0.000 description 2
- 230000007935 neutral effect Effects 0.000 description 2
- 230000009194 climbing Effects 0.000 description 1
- 238000007796 conventional method Methods 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005562 fading Methods 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 239000007858 starting material Substances 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
- B60T8/1706—Braking or traction control means specially adapted for particular types of vehicles for single-track vehicles, e.g. motorcycles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/26—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
- B60T8/261—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels specially adapted for use in motorcycles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
- B60T8/3225—Systems specially adapted for single-track vehicles, e.g. motorcycles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
- B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
- B60W50/12—Limiting control by the driver depending on vehicle state, e.g. interlocking means for the control input for preventing unsafe operation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
- B62K11/00—Motorcycles, engine-assisted cycles or motor scooters with one or two wheels
- B62K11/14—Handlebar constructions, or arrangements of controls thereon, specially adapted thereto
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
- B62K23/00—Rider-operated controls specially adapted for cycles, i.e. means for initiating control operations, e.g. levers, grips
- B62K23/02—Rider-operated controls specially adapted for cycles, i.e. means for initiating control operations, e.g. levers, grips hand actuated
- B62K23/04—Twist grips
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/10—Change speed gearings
- B60W2710/1005—Transmission ratio engaged
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/18—Braking system
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/10—Road Vehicles
- B60Y2200/12—Motorcycles, Trikes; Quads; Scooters
Definitions
- the present invention relates to a saddle-ride type vehicle in which a driver can travel by steering with a handlebar while sitting over a seating seat.
- Patent Document 1 discloses a technique for changing the gear ratio in accordance with the operating conditions of the two braking operation means. According to this conventional technique, the engine brake can be applied immediately because it can be shifted down by a brake operation.
- JP 2009-156448 A Japanese Patent Laid-Open No. 2-102969
- the engine brake can be applied immediately by shifting down by a brake operation.
- the engine brake is applied to such an extent that the vehicle does not accelerate on a long and steep downhill. If you want to run without brake fading (decrease in braking force), the gear ratio will be increased and controlled, but if the control is performed on a flat road, the deceleration will be greater than the driver's request. There was a problem that the engine deceleration was excessive (the engine brake was too effective) and the vehicle deceleration that the driver expected was not met.
- the present invention has been made in view of such circumstances, and can apply the engine brake immediately according to the driver's request and apply the engine brake even when the vehicle is running at the automatic shift. It is an object of the present invention to provide a straddle-type vehicle that can eliminate the need for separate dedicated operation means and a separate special operation.
- the invention described in claim 1 comprises a handlebar that can be gripped by a driver and a throttle grip that can be operated by an accelerator while holding the handlebar, and two operating means for performing a braking operation.
- the first brake means and the second brake means at least one of which is formed at the tip of the handlebar, the slope detection means that can detect the road gradient when the vehicle is traveling, and the slope detection means
- a saddle riding type that includes a deceleration adjusting means capable of automatically adjusting the deceleration of the vehicle according to the road gradient, and allows the driver to steer and ride with the handlebar while sitting over the seating seat
- the vehicle is requested by the driver according to the operation status of the first brake means and the second brake means and the road gradient detected by the gradient detection means.
- the deceleration adjusting means is characterized in that it may control the vehicle on the basis of the deceleration which is determined in the driver request determining means.
- the invention according to claim 2 comprises a target deceleration setting means capable of setting a target deceleration based on the deceleration determined by the driver request determination means in the saddle-ride type vehicle according to claim 1,
- the vehicle can be controlled to achieve the target deceleration set by the target deceleration setting means.
- the target deceleration setting means is configured to operate the first brake means or the second brake means when operating the first brake means or the second brake means.
- the target deceleration is set larger than that in the case where any one of the second brake means is operated.
- the target deceleration setting means is configured such that when the operation time of the first brake means or the second brake means is shorter than a predetermined time, the target deceleration setting means If the operation time of the first brake means or the second brake means is longer than a predetermined time without setting or updating the deceleration, the target deceleration is based on the deceleration determined by the driver request determination means. Or the set target deceleration is increased.
- the first brake means brakes a front wheel of the vehicle
- the second brake means brakes a rear wheel of the vehicle
- the predetermined time is set longer when the second brake means is operated than when the first brake means is operated.
- the target deceleration setting means is configured such that the deceleration increased by the operation of the first brake means or the second brake means is smaller than a predetermined value. Does not set or update the target deceleration, and if the deceleration increased by operating the first brake means or the second brake means is greater than a predetermined value, the deceleration determined by the driver request determination means The target deceleration setting or the set target deceleration is increased based on the speed.
- the first brake means brakes a front wheel of the vehicle
- the second brake means brakes a rear wheel of the vehicle
- the predetermined value is set smaller when the second brake means is operated than when the first brake means is operated.
- the invention according to claim 8 is the saddle type vehicle according to any one of claims 2 to 7, provided that the switch is operated when the vehicle is running and the accelerator operation is not performed. And a deceleration increasing switch capable of increasing the target deceleration set by the target deceleration setting means.
- the target deceleration set by the target deceleration setting means is based on a condition that an accelerator operation is performed. And the control based on the target deceleration is canceled.
- the target deceleration set by the target deceleration setting means is the first braking means or the second braking means. Even if the operation of the brake means is stopped, it is maintained.
- the invention according to claim 11 is the saddle-ride type vehicle according to any one of claims 2 to 10, wherein the target deceleration setting means is configured such that when the slope detected by the slope detection means is a descending slope, The target deceleration is reduced and set.
- the target deceleration setting means adjusts a shift ratio of a transmission mounted on the vehicle.
- the vehicle is controlled to achieve a set target deceleration.
- the target deceleration set by the target deceleration setting unit is the first brake unit and the second brake unit. It is set on the basis of a state where braking by operation of the brake means is not performed.
- a driver request determination means capable of determining the deceleration of the vehicle requested by the driver according to the operating conditions of the first brake means and the second brake means, and the driver request determination Since the vehicle can be controlled based on the deceleration determined by the means, the brake means is operated by using different operations of the first brake means and the second brake means specific to the saddle-ride type vehicle as compared with one vehicle. The user's deceleration request can be obtained more accurately. In addition, since the road gradient condition at the time of the operation is taken into consideration, the driver's request for deceleration can be obtained more accurately. As a result, the engine brake can be applied immediately in response to the driver's request even when the vehicle is running at an automatic shift, and a separate dedicated operation means and a separate special operation for applying the engine brake can be performed. It can be unnecessary.
- the vehicle includes the target deceleration setting means capable of setting the target deceleration based on the deceleration determined by the driver request determination means, and the target set by the target deceleration setting means. Since the vehicle can be controlled to be decelerated, it is possible to achieve decelerating according to the driver's request.
- the target deceleration setting means operates the first brake means or the second brake means when operating either the first brake means or the second brake means. Since the target deceleration is set to be larger than the deceleration, the deceleration more in line with the driver's request can be achieved.
- the target deceleration setting means does not set or update the target deceleration when the operation time of the first brake means or the second brake means is shorter than a predetermined time,
- the target deceleration setting or the set target deceleration is increased based on the deceleration determined by the driver request determination means. It is possible to prevent the deceleration from being adjusted differently from the request of the person.
- the first brake means brakes the front wheels of the vehicle
- the second brake means brakes the rear wheels of the vehicle
- the target deceleration setting means does not set or update the target deceleration when the deceleration increased by the operation of the first brake means or the second brake means is smaller than a predetermined value.
- the target deceleration is set based on the deceleration determined by the driver request determination means or the set target is set. Since the deceleration is increased, it is possible to prevent adjustment to a deceleration different from the driver's request.
- the first brake means brakes the front wheel of the vehicle
- the second brake means brakes the rear wheel of the vehicle
- the predetermined value operates the second brake means. Since the case is set smaller than the case where the first brake means is operated, it is possible to more reliably prevent the deceleration from being adjusted differently from the driver's request.
- the target deceleration set by the target deceleration setting means can be increased on condition that the switch is operated when the vehicle is running and the accelerator operation is not performed. Since the deceleration increasing switch is provided, the deceleration requested by the driver can be more appropriately set.
- the target deceleration set by the target deceleration setting means is invalidated on the condition that the accelerator operation is performed, and the control based on the target deceleration is canceled.
- the control based on the target deceleration can be ended by the operation, and a separate dedicated operation means and a separate special operation for ending the control can be eliminated.
- the target deceleration set by the target deceleration setting means is maintained even if the operation of the first brake means or the second brake means is stopped. You can get the deceleration you want.
- the target deceleration setting means sets the target deceleration by decreasing when the gradient detected by the gradient detection means is a descending gradient. It is possible to prevent a deceleration different from the demand of the person.
- the vehicle is controlled to achieve the target deceleration set by the target deceleration setting means by adjusting the shift ratio of the transmission mounted on the vehicle.
- the target deceleration can be achieved more accurately and quickly.
- the target deceleration set by the target deceleration setting means is set on the basis of a state in which braking by the operation of the first brake means and the second brake means is not performed. It is possible to set a target deceleration at which the engine brake shares the adjustment. As a result, the target deceleration is determined regardless of the presence or absence of braking by the operation of the first brake means or the second brake means, so that the engine brake adjustment control is facilitated.
- the schematic diagram which shows the concept of the saddle riding type vehicle which concerns on the 1st Embodiment of this invention Schematic diagram showing the overall configuration of the saddle-ride type vehicle Time chart showing the case where the target deceleration is set by the target deceleration setting means while traveling in the same type of vehicle
- the flowchart which shows the control content for detecting the gradient in the gradient detection means which concerns on a saddle-ride type vehicle The graph which shows the map for detecting the gradient by the gradient detection means which concerns on a saddle riding type vehicle
- the saddle-ride type vehicle includes a two-wheeled vehicle that can be driven by steering with a handlebar while a driver sits on a seating seat, and as shown in FIGS. Handlebar H, first brake means 2 and second brake means 3 comprising two operating means for performing a braking operation, transmission 1 comprising a continuously variable transmission, clutch K, and engine control means
- the engine ECU 11 includes a transmission ECU 4 and a gradient detection means 9.
- symbol ST in the figure has shown the starter for starting the engine E.
- the handlebar H is a steering grip with a grip grip Gb that can be gripped by the driver with a left hand and a throttle grip Ga that can be operated by an accelerator by rotating while gripping with the right hand.
- a shift operation means 10 for setting the transmission 1 (continuously variable transmission) to a desired mode is attached to the distal end portion (the position on the proximal end side of the gripping grip Gb) on which Gb is attached.
- the mode of the transmission 1 (N range and D range) can be arbitrarily switched by the driver arbitrarily operating the speed change operation means 10 with the hand holding the grip grip Gb.
- a deceleration increasing switch 8 (also referred to as “Fsw switch”) is disposed in the speed change operating means 10 according to the present embodiment.
- the deceleration increasing switch 8 is a target deceleration setting means 7 to be described later on condition that the switch is operated when the vehicle is running and the accelerator operation (rotation operation of the throttle grip Ga) is not performed.
- the set target deceleration can be increased.
- the throttle grip Ga can be operated by an accelerator by rotating by a predetermined angle while being gripped by a driver, and an engine throttle (fuel injection valve) is opened and closed according to the rotation angle to supply desired fuel to the engine E.
- the engine E can be driven at a desired rotational speed.
- a switch case capable of operating various electrical components of the two-wheeled vehicle is attached to the base end side of the throttle grip Ga in the handlebar H.
- the first brake means 2 is attached to the distal end of the handle bar H on the side where the throttle grip Ga is attached (extending from the base end side position of the throttle grip Ga).
- the first brake means 2 is composed of an operation lever that can be swung by the driver arbitrarily holding the throttle grip Ga, and when the swing operation is detected by the brake operation detection sensor S1, For example, a two-wheeled vehicle can be braked by operating a brake for a front wheel (not shown).
- the second brake means 3 is attached to the distal end of the handle bar H on the side where the grip grip Gb is attached (extending from the base end side position of the grip grip Gb). Similar to the first brake means 2, the second brake means 3 is composed of an operation lever that can be freely swung by a driver holding the grip grip Gb, and the swing operation is detected by a brake operation detection sensor. When detected in S2, for example, a rear wheel brake (not shown) can be operated to brake the two-wheeled vehicle.
- the two-wheeled vehicle includes a detection sensor S3 that detects whether or not the throttle grip Ga is held (non-contact with the throttle grip Ga), an engine rotation sensor S4 that is electrically connected to the engine ECU 11, and a vehicle speed. It has a detectable vehicle speed sensor S7.
- the detection sensors S3 and S7 can be electrically connected to the transmission ECU 4 to transmit a detection signal to the transmission ECU 4.
- the engine rotation sensor S4 is electrically connected to the engine ECU 11 and can detect the detection signal. It can be transmitted to the engine ECU 11.
- the clutch K and the transmission 1 are disposed in the middle of the power transmission system for the drive wheels D of the engine E.
- the transmission 1 according to the present embodiment includes a continuously variable transmission (CVT) that can be automatically set to a predetermined shift ratio according to the mode set by the shift operation means 10.
- the transmission 1 is controlled by the shift control means 5, and when set to the D range, the transmission force of the engine E is transmitted to the drive wheels D, and in the N range (neutral).
- the clutch K is turned off to interrupt the transmission of the driving force, so that the driving force of the engine E is not transmitted to the driving wheels D.
- the clutch K is disposed between the transmission 1 and the driving wheel D in the power transmission system, and can transmit or cut off the driving force of the engine E to the driving wheel D at an arbitrary timing.
- it is composed of a multi-plate clutch. Then, an ON state (the state in which the clutch plate is in pressure contact) where the driving force of the engine E is transmitted to the driving wheel D, and an OFF state (the state in which the clutch plate is pressed) where transmission of the driving force of the engine E is interrupted and not transmitted to the driving wheel D. The state can be changed over.
- the clutch K includes a clutch position angle sensor S5 and a clutch rotation sensor S6, and detection signals from the clutch position angle sensor S5 and the clutch rotation sensor S6 are transmitted to the transmission ECU 4. It has become. With this detection signal, the pressure contact state of the clutch plate can be grasped, and the clutch capacity (TC) of the clutch K can be detected.
- the engine ECU 11 (engine control means) is configured by a microcomputer or the like that can control the engine E, and is connected to a battery B mounted on the vehicle and supplied with power, and is also electrically connected to the transmission ECU 4. Therefore, it is possible to send and receive electrical signals.
- the engine ECU 11 according to the present embodiment is configured to automatically stop the engine and idle stop when a predetermined condition is satisfied. This idle stop refers to control that can stop idling (low rotation) of the engine E and suppress fuel consumption when a predetermined condition is satisfied.
- the transmission ECU 4 is composed of, for example, a microcomputer as in the engine ECU 11, and is electrically connected to the engine ECU 11 so as to be able to transmit and receive predetermined electrical signals, and also to the transmission 1 and the actuator of the clutch K, respectively.
- the transmission control means 5 for controlling the transmission 1 the driver request determination means 6, and the target deceleration setting means 7 are provided. Configured.
- the transmission ECU 4 may be provided with a clutch control means for controlling the clutch K.
- the transmission ECU 4 is connected to a gradient detecting means 9 that can detect a gradient when the vehicle is traveling.
- the gradient detecting means 9 comprises a detector that detects the gradient by control (calculation or the like) described later, or an inclination sensor that can detect the inclination angle of the vehicle, and determines the gradient at the time of traveling of the vehicle from the detected inclination angle. It may be detected. In addition, when detecting a gradient by calculation etc., you may make it form the gradient detection means 9 in transmission ECU4 or engine ECU11.
- the driver request determination means 6 can determine the deceleration of the vehicle requested by the driver according to the operating conditions of the first brake means 2 and the second brake means 3, and this is required. Based on the deceleration determined by the driver request determination means 6 (specifically, the target deceleration setting means 7 sets the target deceleration based on the gradient detection result and the deceleration determined by the driver request determination means 6). The vehicle is controlled so that the speed is set and the target deceleration set by the target deceleration setting means 7 is obtained.
- the target deceleration setting means 7 can set the target deceleration based on the deceleration determined by the driver request determination means 6, and in this embodiment is mounted on the vehicle as shown in FIG. By adjusting the gear ratio of the transmission 1, the vehicle is controlled so as to achieve the target deceleration set by the target deceleration setting means 7.
- the means and method for setting the target deceleration set by the target deceleration setting means 7 are not limited to adjusting the shift ratio of the transmission 1, but for example, changing the throttle opening during engine fuel cut. It is also possible to adjust the intake resistance, adjust the motor regeneration amount (regeneration during braking) in the hybrid vehicle, or combine them.
- the target deceleration setting means 7 is either the first brake means 2 or the second brake means 3 when both the first brake means 2 and the second brake means 3 are operated.
- the target deceleration is set larger than when one is operated. For example, as shown in FIG. 3, when both the first brake means 2 and the second brake means 3 are operated rather than the driver request determination (request level) when the second brake means 3 is operated alone.
- the driver request determination (request level) is set higher. Thereby, a driver
- the target deceleration setting means 7 is configured such that the operation time of the first brake means 2 or the second brake means 3 (the time when the continuous operation is performed) is a predetermined time ( If it is shorter than T1, T2), the target deceleration is not set or updated, and the operation time of the first brake means 2 or the second brake means 3 (the time when the continuous operation is performed) is a predetermined time (T1). , T2), the target deceleration setting or the set target deceleration is increased based on the deceleration determined by the driver request determination means 6.
- the short time operation (operation shorter than the predetermined time (T1, T2)) It is possible not to set or update the target deceleration. Thereby, a driver
- the first brake means 2 brakes the front wheels of the vehicle
- the second brake means 3 brakes the rear wheels of the vehicle, and for a predetermined time (the first brake means 2 or the first brake means). 2
- the operation time of the brake means 3 (the time for which the continuous operation is performed) is compared when the first brake means 2 is operated during a predetermined time T2 when the second brake means 3 is operated. Is set longer than the predetermined time T1.
- the brake operation only for a short time which is performed as a trigger for controlling the posture of the vehicle when the vehicle is going to turn right or left, is usually performed by the second brake means 3 (brake operation for the rear wheels). Therefore, by setting the predetermined time T2 in the second brake means 3 to be longer than the predetermined time T1 in the first brake means 2, the driver's request can be determined more accurately. What is the driver's request? It can prevent more reliably that it adjusts to a different deceleration.
- the target deceleration set by the target deceleration setting means 7 is configured to be maintained even if the operation of the first brake means 2 or the second brake means 3 is stopped, as shown in FIG.
- the engine brake is applied so that the set target deceleration is obtained even if the operation of the first brake means 2 or the second brake means 3 is stopped.
- the frequency of the brake operation can be reduced, and the deceleration required by the driver can be obtained more reliably.
- the target deceleration set by the target deceleration setting means 7 is invalidated on the condition that an accelerator operation is performed to increase the vehicle speed, and control based on the target deceleration is performed. Is to be cancelled. Thereby, the control based on the target deceleration can be ended by the accelerator operation, and the separate dedicated operation means and the separate special operation for ending the control can be made unnecessary.
- the target deceleration set means 7 sets the target on condition that the switch is operated when the vehicle is running and the accelerator operation is not performed. Since the deceleration increasing switch 8 capable of increasing the deceleration is provided, for example, when the deceleration automatically set by the target deceleration setting means 7 is insufficient, the deceleration is increased by operating the deceleration increasing switch 8. The speed can be increased, and the deceleration requested by the driver can be more appropriately achieved.
- the gradient detection unit 9 that can detect the gradient at the time of traveling of the vehicle
- the target deceleration setting unit 7 is configured so that the gradient detected by the gradient detection unit 9 is a descending gradient. Since the target deceleration is set to be lower than that when the gradient is flat, it is possible to prevent the vehicle from having a deceleration different from the driver's request while traveling on the road surface of the descending gradient. In other words, the target deceleration is set smaller for the descending slope, which is a driver's request when a large deceleration is not required, for example, when driving on a straight and relatively long distance descending road surface. Can be matched.
- the target deceleration set by the target deceleration setting means 7 is set with reference to a state in which braking by the operation of the first brake means 2 and the second brake means 3 is not performed. Therefore, an appropriate target deceleration can be set regardless of the degree of braking (the magnitude of the braking force) due to the operation of the first brake means 2 or the second brake means 3. That is, since the gear ratio is adjusted when the brake is turned on so that the target deceleration is the target deceleration when the brake is turned off by the first brake means 2 and the second brake means 3, even when the deceleration changes due to the brake operation, In addition, the gear ratio can be adjusted accurately.
- the target deceleration setting means 7 is configured such that the deceleration increased by the operation of the first brake means 2 or the second brake means 3 is smaller than a predetermined value (that is, the braking effectiveness). Is smaller than a predetermined value), the target deceleration is not set or updated, and the deceleration increased by the operation of the first brake means 2 or the second brake means 3 is larger than the predetermined value (that is, the braking effectiveness). Is greater than a predetermined value), the target deceleration may be set or the set target deceleration may be increased based on the deceleration determined by the driver request determination means 6. In this case, it is possible to more accurately determine the driver's request, and it is possible to prevent adjustment to a deceleration different from the driver's request.
- the first brake means 2 brakes the front wheels of the vehicle
- the second brake means 3 brakes the rear wheels of the vehicle
- a predetermined value (the first brake means 2 or The predetermined value compared with the deceleration increased by the operation of the second brake means 3 is preferably set smaller when the second brake means 3 is operated than when the first brake means 2 is operated. .
- the brake operation with weak braking effect performed as a trigger for controlling the posture of the vehicle when the vehicle is about to turn left or right is the first brake means 2 (front wheel brake operation), the second brake means. 3 (rear wheel brake operation) is performed in either one, and in either case, it is not necessary to set or update the target deceleration. Since the first brake means 2 is more effective than the second brake means 3, setting the predetermined value in the second brake means 3 to be smaller than the predetermined value in the first brake means 2 can further increase the driver's request. Therefore, it is possible to accurately determine and to more reliably prevent the vehicle from being adjusted to a deceleration different from the driver's request.
- the current deceleration (the value obtained by subtracting the vehicle speed at the current measurement from the vehicle speed at the previous measurement) is calculated at S7, and then the comparison deceleration (the reference deceleration obtained at S6 is obtained at S7) at S8. Value obtained by subtracting the obtained current deceleration). Then, in S9, it is determined whether or not the comparative deceleration is smaller than a predetermined value for climbing (for example, a predetermined value obtained from a map shown in FIG. 5B, for example). It is judged that.
- a predetermined value for climbing for example, a predetermined value obtained from a map shown in FIG. 5B, for example.
- the comparative deceleration is a predetermined value on the downhill (for example, a predetermined value obtained from a map or the like shown in FIG. 5B). If it is larger, it is determined in S12 that the road surface is a descending slope (downhill), and if it is not larger, it is determined in S13 that the road surface is flat.
- BRAKE1 1 is set in S16, and if it is determined in S14 that the first brake means 2 is not operated, the process proceeds to S17, where the brake operation is performed. In order to determine the increase deceleration at the time, the current deceleration is stored as the deceleration with both brakes off.
- the deceleration increasing switch 8 It is then determined whether or not the deceleration increasing switch 8 has been operated (that is, operated from OFF to ON).
- the driver's request determination (BRAKE1 + BRAKE2 + Fsw) is performed in S21.
- the predetermined value is set to a magnitude of A1> A2> A3 depending on the difference in brake effectiveness so that it can be determined whether there is a deceleration request as a driver's request from the deceleration increased by the brake (S15, S6, (See S18).
- the process proceeds to S4, and the target deceleration is obtained based on the target deceleration map shown in FIG.
- the target deceleration map is obtained when the road surface is flat (FIG. 11A), when the road surface is uphill (FIG. 11B), and when the road surface is downhill (FIG. c)), the target deceleration is determined based on the road gradient, the driver request, and the vehicle speed.
- the process proceeds to S5, where it is determined whether or not a predetermined time has elapsed from the start of the deceleration control. If the predetermined time has not elapsed, the process proceeds to S10 and the map shown in FIG.
- the target ratio (in this case, the initial ratio for target deceleration) is obtained from the (initial ratio map for target deceleration). As shown in FIG. 12, such an initial ratio map for target deceleration is obtained when the road surface is flat (FIG. 12A), when the road surface is uphill (FIG. 12B), and when the road surface is downhill ( In FIG. 5C, the target deceleration initial ratio is set based on the road gradient, the target deceleration, and the vehicle speed.
- the process proceeds to S6, where it is determined whether or not the first brake means 2 or the second brake means 3 has been operated, and the brake operation has been performed. If not, the process proceeds to S7, where it is determined whether or not the deceleration due to engine braking is greater than a value obtained by adding a preset minute value ( ⁇ deceleration) to the target deceleration. If it is determined in S7 that the deceleration due to engine braking is greater than the value obtained by adding ⁇ deceleration to the target deceleration, it is determined that the deceleration is excessive as shown in FIG.
- the target ratio is a value obtained by subtracting a preset minute value ( ⁇ ratio) from the current target ratio. Note that when the brake operation is performed in S6, the target ratio is not changed.
- the process proceeds to S8, and it is determined whether or not the deceleration is smaller than the target deceleration. If the deceleration is not smaller than the target deceleration, it is determined that the deceleration is an appropriate deceleration as shown in FIG. 10, and therefore, the process proceeds to S13 to perform feedback control based on the set target ratio. On the other hand, if it is determined in S8 that the deceleration is smaller than the target deceleration, it is determined that the vehicle does not decelerate as shown in FIG. 10. Therefore, the process proceeds to S9 and a minute value preset in the current target ratio is obtained. A value obtained by adding ( ⁇ ratio) is set as a target ratio.
- the target deceleration map of FIG. 13 and the initial ratio map for target deceleration of FIG. This will be explained based on.
- a target deceleration substantially 0 deceleration
- the target ratio indicated by the black circle in FIG. 14A is set as the initial ratio, and the subsequent feedback control is performed.
- the target deceleration is changed to a white circle (slightly accelerated) in FIG.
- the target ratio shown in FIG. 14C is changed from a black circle to a white circle so as to achieve this target deceleration, and the subsequent feedback control is performed.
- the target deceleration map of FIG. 15 and the initial ratio map for target deceleration of FIG. This will be explained based on.
- the driver request is changed from 0 to 2
- the target deceleration indicated by the black circle in FIG. 15 (c) is set to a white circle (slight deceleration).
- the target ratio shown in FIG. 16C is changed from a black circle to a white circle so as to achieve this target deceleration, and the subsequent feedback control is performed.
- the saddle-ride type vehicle according to the present embodiment is a two-wheeled vehicle that can be driven by a driver while steering over a seating seat and is driven by a handlebar.
- first brake means 2 and second brake means 12 comprising two operation means for performing a braking operation, transmission 1 ′ comprising a stepped transmission, clutch K, and engine as engine control means
- the ECU 11, the transmission ECU 4, and the gradient detection unit 9 are configured. Note that the same components as those in the first embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.
- the motorcycle according to the present embodiment is provided with second brake means 12 composed of operation means that can be operated by the driver's feet.
- the second brake means 12 is composed of a foot brake that can be operated with a foot of a driver who sits straddling the seat, and when the operation is detected by the brake operation detection sensor S2, for example, for a rear wheel (not shown)
- the brake can be activated to brake the motorcycle.
- the transmission 1 ′ and the clutch K are disposed as in the first embodiment.
- the transmission 1 ′ according to the present embodiment can be automatically set to a predetermined shift stage according to the mode set by the shift operation means 10, and includes a stepped transmission having a dog clutch. .
- the transmission 1 ′ is controlled by the shift control means 5 and is set to the D range (in this embodiment, 1st speed ⁇ ⁇ 2nd ⁇ ⁇ 3rd ⁇ ⁇ 4-speed automatic shift).
- the driving force of the engine E is transmitted to the driving wheel D, and the driving force of the engine E is not transmitted to the driving wheel D in the N range (neutral).
- the transmission ECU 4 changes the vehicle speed sensor S7 capable of detecting the vehicle speed and the state of the dog clutch of the transmission 1 ′ (power transmission state or power transmission is interrupted). It is electrically connected to a detectable shift drum angle sensor S8 so that the vehicle speed and the state of the dog clutch can be grasped.
- symbol S4 in the figure has shown the engine rotation sensor electrically connected with engine ECU11.
- the driver request determination unit 6 is a vehicle deceleration requested by the driver in accordance with the operation status of the first brake unit 2 and the second brake unit 12. Based on the deceleration determined by the driver request determination means 6 (specifically, the target deceleration based on the gradient detection result and the deceleration determined by the driver request determination means 6). A target deceleration is set by the speed setting means 7, and the vehicle can be controlled so that the target deceleration set by the target deceleration setting means 7 is obtained.
- the target deceleration setting means 7 can set the target deceleration based on the deceleration determined by the driver request determination means 6.
- the target deceleration setting means 7 is mounted on the vehicle as in the first embodiment.
- the vehicle is controlled so as to achieve the target deceleration set by the target deceleration setting means 7 by adjusting the shift ratio of the transmission 1 ′.
- the means and method for setting the target deceleration set by the target deceleration setting means 7 are not limited to adjusting the shift ratio of the transmission 1 ′, and for example, the throttle opening is set during engine fuel cut. It may be changed to adjust the intake resistance, adjust the motor regeneration amount (regeneration during braking) in the hybrid vehicle, or combine them.
- the vehicle deceleration requested by the driver can be determined according to the operating conditions of the first brake means 2 and the second brake means (3, 12). Since the driver request determination means 6 is provided and the vehicle can be controlled based on the deceleration determined by the driver request determination means, the brake means has a first characteristic peculiar to the saddle-ride type vehicle as compared with one vehicle. It is possible to more accurately obtain the driver's deceleration request from properly using the brake means 2 and the second brake means (3, 12). In addition, since the road gradient condition at the time of the operation is taken into consideration, the driver's request for deceleration can be obtained more accurately. As a result, the engine brake can be applied immediately in response to the driver's request even when the vehicle is running at an automatic shift, and a separate dedicated operation means and a separate special operation for applying the engine brake can be performed. It can be unnecessary.
- the vehicle includes the target deceleration setting means 7 that can set the target deceleration based on the deceleration determined by the driver request determination means 6. Since the vehicle can be controlled to achieve the target deceleration set by the target deceleration setting means 7, it is possible to achieve a deceleration in accordance with the driver's request. Further, the vehicle is controlled so as to achieve the target deceleration set by the target deceleration setting means 7 by adjusting the transmission ratio of the transmission (1, 1 ′) mounted on the vehicle. Thus, the target deceleration can be achieved more accurately and quickly.
- the saddle riding type vehicle according to the present embodiment has been described above.
- the present invention is not limited to these, and for example, the target deceleration setting unit 7 is not provided, and the operation state of the first brake unit and the second brake unit is determined.
- the engine brake may be applied by determining the vehicle deceleration requested by the driver by the driver request determining means 6 and changing the gear ratio.
- the first brake means 2 is not limited to the operation means formed at the distal end portion of the handle bar H on the side where the throttle grip Ga is attached, and is composed of operation means formed at other positions. It may be.
- the present invention may be applied to other types of vehicles instead of the two-wheeled vehicle, as long as it is a saddle type vehicle that can be driven by steering with a handlebar while sitting on a seating seat.
- a driver request determination unit that can determine the deceleration of the vehicle requested by the driver according to the operating conditions of the first brake unit and the second brake unit is provided, and based on the deceleration determined by the driver request determination unit As long as it is a saddle-ride type vehicle that can control the vehicle, the present invention can be applied to a vehicle having a different external shape or a vehicle to which other functions are added.
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Abstract
Description
第1の実施形態に係る鞍乗り型車両は、運転者が着座シートに跨って着座しつつハンドルバーで操舵して走行可能な二輪車から成り、図1、2に示すように、エンジンEと、ハンドルバーHと、制動操作を行うための2つの操作手段から成る第1ブレーキ手段2及び第2ブレーキ手段3と、無段変速機から成る変速機1と、クラッチKと、エンジン制御手段としてのエンジンECU11と、変速機ECU4、勾配検出手段9とを有して構成されている。なお、図中符号STは、エンジンEを始動させるためのスタータを示している。
先ず、変速操作手段10によって変速レンジがDレンジに設定されているか否かの判断(S1)、アクセル操作がなされているか否かの判断(S2)及び所定車速以上か否かの判断(S3)が行われ、Dレンジに設定されていない場合(すなわち、Nレンジに設定されている場合)、アクセル操作がなされている場合、及び所定車速以上でない場合は、いずれもS13に進んで路面が平坦であると判断される。
先ず、変速操作手段10によって変速レンジがDレンジに設定されているか否かの判断(S1)、アクセル操作がなされているか否かの判断(S2)及び所定車速以上か否かの判断(S3)が行われ、Dレンジに設定されていない場合(すなわち、Nレンジに設定されている場合)、アクセル操作がなされている場合、及び所定車速以上でない場合は、いずれもS11、S12、S13に進んでBRAKE1(第1ブレーキ手段2の操作の有無に関するパラメータ)=0、BRAKE2(第2ブレーキ手段3の操作の有無に関するパラメータ)=0、Fsw(減速度増大スイッチ8の操作の有無に関するパラメータ)=0として、運転者要求が判断(この場合、運転者の減速度の要求はない)される。
先ず、変速操作手段10によって変速レンジがDレンジに設定されているか否かの判断(S1)、アクセル操作がなされているか否かの判断(S2)及び所定車速以上か否かの判断(S3)が行われ、Dレンジに設定されていない場合(すなわち、Nレンジに設定されている場合)、アクセル操作がなされている場合、及び所定車速以上でない場合は、いずれもS11、S12、S13に進んでBRAKE1(第1ブレーキ手段2の操作の有無に関するパラメータ)=0、BRAKE2(第2ブレーキ手段3の操作の有無に関するパラメータ)=0、Fsw(減速度増大スイッチ8の操作の有無に関するパラメータ)=0として、運転者要求が判断(この場合、運転者の減速度の要求はない)される。
先ず、変速操作手段10によって変速レンジがDレンジに設定されているか否かの判断(S1)、アクセル操作がなされているか否かの判断(S2)及び所定車速以上か否かの判断(S3)が行われ、Dレンジに設定されていない場合(すなわち、Nレンジに設定されている場合)、アクセル操作がなされている場合、及び所定車速以上でない場合は、いずれもS12に進み、図9に示す自動変速マップによって目標レシオが設定される。
本実施形態に係る鞍乗り型車両は、運転者が着座シートに跨って着座しつつハンドルバーで操舵して走行可能な二輪車から成り、図17、18に示すように、エンジンEと、ハンドルバーHと、制動操作を行うための2つの操作手段から成る第1ブレーキ手段2及び第2ブレーキ手段12と、有段変速機から成る変速機1’と、クラッチKと、エンジン制御手段としてのエンジンECU11と、変速機ECU4と、勾配検出手段9とを有して構成されている。なお、第1の実施形態と同様の構成要素には同一の符号を付すこととし、それらの詳細な説明を省略する。
1’ 変速機(有段変速機)
2 第1ブレーキ手段
3 第2ブレーキ手段
4 変速機ECU
5 変速制御手段
6 運転者要求判断手段
7 目標減速度設定手段
8 減速度増大スイッチ
9 勾配検出手段
10 変速操作手段
11 エンジンECU(エンジン制御手段)
12 第2ブレーキ手段
H ハンドルバー
E エンジン
Claims (13)
- 運転者が把持し得る把持グリップ及び把持しつつアクセル操作可能なスロットルグリップがそれぞれ先端部に取り付けられたハンドルバーと、
制動操作を行うための2つの操作手段から成り、そのうち少なくとも何れか一方が前記ハンドルバーの先端部に形成された第1ブレーキ手段及び第2ブレーキ手段と、
車両の走行時の道路勾配を検出し得る勾配検出手段と、
該勾配検出手段で検出された道路勾配に応じて自動で車両の減速度を調整可能な減速度調整手段と、
を具備し、運転者が着座シートに跨って着座しつつ前記ハンドルバーで操舵して走行可能な鞍乗り型車両において、
前記第1ブレーキ手段及び第2ブレーキ手段の操作状況と、前記勾配検出手段で検出された道路勾配とに応じて運転者が要求する車両の減速度を判断し得る運転者要求判断手段を備え、前記減速度調整手段は、当該運転者要求判断手段で判断された減速度に基づいて車両を制御し得ることを特徴とする鞍乗り型車両。 - 前記運転者要求判断手段で判断された減速度に基づいて目標減速度を設定し得る目標減速度設定手段を具備し、当該目標減速度設定手段で設定された目標減速度になるように車両を制御し得ることを特徴とする請求項1記載の鞍乗り型車両。
- 前記目標減速度設定手段は、前記第1ブレーキ手段及び第2ブレーキ手段を操作する場合の方が当該第1ブレーキ手段又は第2ブレーキ手段の何れか一方を操作する場合よりも前記目標減速度を大きく設定することを特徴とする請求項2記載の鞍乗り型車両。
- 前記目標減速度設定手段は、前記第1ブレーキ手段又は第2ブレーキ手段の操作時間が所定時間より短い場合は、前記目標減速度の設定又は更新を行わず、当該第1ブレーキ手段又は第2ブレーキ手段の操作時間が所定時間より長い場合は、前記運転者要求判断手段で判断された減速度に基づいて前記目標減速度の設定又は設定された目標減速度を増大することを特徴とする請求項2記載の鞍乗り型車両。
- 前記第1ブレーキ手段は車両の前輪を制動させるとともに前記第2ブレーキ手段は車両の後輪を制動させるものとされ、且つ、前記所定時間は、前記第2ブレーキ手段を操作する場合の方が前記第1ブレーキ手段を操作する場合よりも長く設定されることを特徴とする請求項4記載の鞍乗り型車両。
- 前記目標減速度設定手段は、前記第1ブレーキ手段又は第2ブレーキ手段の操作により増加する減速度が所定値より小さい場合は、前記目標減速度の設定又は更新を行わず、当該第1ブレーキ手段又は第2ブレーキ手段の操作により増加する減速度が所定値より大きい場合は、前記運転者要求判断手段で判断された減速度に基づいて前記目標減速度の設定又は設定された目標減速度を増大することを特徴とする請求項2記載の鞍乗り型車両。
- 前記第1ブレーキ手段は車両の前輪を制動させるとともに前記第2ブレーキ手段は車両の後輪を制動させるものとされ、且つ、前記所定値は、前記第2ブレーキ手段を操作する場合の方が前記第1ブレーキ手段を操作する場合よりも小さく設定されることを特徴とする請求項6記載の鞍乗り型車両。
- 車両が走行中であってアクセル操作が行われていないときにスイッチ操作されることを条件として、前記目標減速度設定手段で設定された目標減速度を増大させ得る減速度増大スイッチを具備したことを特徴とする請求項2~7の何れか1つに記載の鞍乗り型車両。
- 前記目標減速度設定手段で設定された目標減速度は、アクセル操作が行われることを条件として無効化され、当該目標減速度に基づく制御がキャンセルされることを特徴とする請求項2~8の何れか1つに記載の鞍乗り型車両。
- 前記目標減速度設定手段で設定された目標減速度は、前記第1ブレーキ手段又は第2ブレーキ手段の操作を止めても維持されることを特徴とする請求項2~9の何れか1つに記載の鞍乗り型車両。
- 前記目標減速度設定手段は、前記勾配検出手段で検出された勾配が降り勾配の場合、目標減速度を減少して設定することを特徴とする請求項2~10の何れか1つに記載の鞍乗り型車両。
- 車両に搭載された変速機の変速レシオを調整することによって、前記目標減速度設定手段で設定された目標減速度になるよう車両を制御することを特徴とする請求項2~11の何れか1つに記載の鞍乗り型車両。
- 前記目標減速度設定手段で設定される目標減速度は、前記第1ブレーキ手段及び第2ブレーキ手段の操作による制動が行われていない状態を基準として設定されることを特徴とする請求項2~12の何れか1つに記載の鞍乗り型車両。
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CN201480073777.9A CN106415078B (zh) | 2014-01-23 | 2014-01-23 | 跨乘型车辆 |
JP2015558647A JP6185606B2 (ja) | 2014-01-23 | 2014-01-23 | 鞍乗り型車両 |
EP14879639.4A EP3098482B1 (en) | 2014-01-23 | 2014-01-23 | Saddled vehicle |
PCT/JP2014/051397 WO2015111168A1 (ja) | 2014-01-23 | 2014-01-23 | 鞍乗り型車両 |
US15/217,500 US9981661B2 (en) | 2014-01-23 | 2016-07-22 | Saddled vehicle |
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US (1) | US9981661B2 (ja) |
EP (1) | EP3098482B1 (ja) |
JP (1) | JP6185606B2 (ja) |
CN (1) | CN106415078B (ja) |
WO (1) | WO2015111168A1 (ja) |
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WO2022158162A1 (ja) * | 2021-01-22 | 2022-07-28 | 本田技研工業株式会社 | 鞍乗り型車両 |
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JP2018070080A (ja) * | 2016-11-04 | 2018-05-10 | ローベルト ボッシュ ゲゼルシャフト ミット ベシュレンクテル ハフツング | 車両のブレーキシステムが車輪に生じさせるブレーキ力を制御する制御装置、及び、制御方法 |
BR112020006938A2 (pt) * | 2017-12-28 | 2020-10-06 | Honda Motor Co., Ltd. | dispositivo de freio para veículos do tipo de montar em selim |
DE102018221720A1 (de) * | 2018-12-13 | 2020-06-18 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Durchführung einer autonomen Bremsung bei einem einspurigen Kraftfahrzeug |
JP7035995B2 (ja) * | 2018-12-25 | 2022-03-15 | トヨタ自動車株式会社 | 運転支援装置 |
DE102019209864A1 (de) | 2019-07-04 | 2021-01-07 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Durchführung einer autonomen Bremsung bei einem einspurigen Kraftfahrzeug |
JP2021128591A (ja) * | 2020-02-14 | 2021-09-02 | ロベルト・ボッシュ・ゲゼルシャフト・ミト・ベシュレンクテル・ハフツングRobert Bosch Gmbh | 制御装置及び制御方法 |
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CN106415078A (zh) | 2017-02-15 |
EP3098482B1 (en) | 2020-08-05 |
EP3098482A1 (en) | 2016-11-30 |
US9981661B2 (en) | 2018-05-29 |
CN106415078B (zh) | 2018-04-17 |
EP3098482A4 (en) | 2017-12-06 |
US20170057513A1 (en) | 2017-03-02 |
JP6185606B2 (ja) | 2017-08-23 |
JPWO2015111168A1 (ja) | 2017-03-23 |
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