JP2020015366A - Control device and control method - Google Patents

Abstract

To provide a control device and a control method which can appropriately deaccelerate a saddle-riding type vehicle during execution of adaptive cruise control of a saddle-riding type vehicle.SOLUTION: In a control device and a control method, during execution of adaptive cruise control of traveling a saddle-riding type vehicle according to a distance between the saddle-riding type vehicle to a preceding travel vehicle, movement of the saddle-riding type vehicle, and instruction of a driver, when a brake force is generated in the vehicle of the saddle-riding type vehicle, a brake force distribution of front-rear wheels is controlled based on a slip degree of the wheels of the saddle-riding type vehicle.SELECTED DRAWING: Figure 4

Description

  The present disclosure relates to a control device and a control method that can appropriately decelerate a saddle-ride type vehicle while performing adaptive cruise control of the saddle-ride type vehicle.

  As a technique related to a conventional saddle-ride type vehicle, there is a technique for assisting a driver in driving.

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

JP 2009-116882 A

  By the way, as a technique for assisting a driver's driving, adaptive cruise control that allows a vehicle to travel in accordance with the distance from the vehicle to the preceding vehicle, the movement of the vehicle, and the driver's instruction is a saddle-ride type such as a motorcycle. It can be applied to vehicles. In the adaptive cruise control of a saddle-ride type vehicle, specifically, the deceleration of the saddle-ride type vehicle is performed by automatically generating a braking force on wheels of the saddle-ride type vehicle. As a result, the saddle-ride type vehicle is prevented from excessively approaching the preceding vehicle, and the safety of the driver is appropriately secured. Therefore, it is important to appropriately decelerate the saddle-ride type vehicle while performing adaptive cruise control of the saddle-ride type vehicle.

  The present invention has been made in view of the above problems, and has as its object to obtain a control device and a control method capable of appropriately decelerating 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 that controls the traveling of the saddle-ride type vehicle, and controls the distance between the saddle-ride type vehicle and the preceding vehicle, the movement of the saddle-ride type vehicle. And a control unit capable of executing adaptive cruise control for driving the vehicle in accordance with an instruction of the driver, wherein the control unit generates a braking force on wheels of the saddle-ride type vehicle during execution of 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 traveling of a saddle-ride type vehicle, the distance between the saddle-ride type vehicle and a preceding vehicle, the movement of the saddle-ride type vehicle, and During the execution of adaptive cruise control for driving in accordance with the instruction of the driver, when a braking force is generated on the wheels of the saddle-ride type vehicle by the control device, based on the degree of slip of the wheels of the saddle-ride type vehicle. To control the distribution of braking force between the front and rear wheels.

  In the control device and the control method according to the present invention, the adaptive cruise control of the saddle-ride type vehicle that travels in accordance with the distance from the saddle-ride type vehicle to the preceding vehicle, the movement of the saddle-ride type vehicle, and a driver's instruction is performed. During execution, when a braking force is generated on the wheels of the saddle-ride type vehicle, the braking force distribution between the front and rear wheels is controlled based on the degree of slip of the wheels of the saddle-ride type vehicle. As a result, it is possible to appropriately control the braking force distribution according to the change in the upper limit value of the braking force that can be generated at each wheel, thereby suppressing the total value of the braking force generated at each wheel from falling below the required braking force. can do. Therefore, the saddle-ride type vehicle can be appropriately decelerated during the execution of the adaptive cruise control of the saddle-ride type vehicle.

1 is a schematic diagram illustrating a schematic configuration of a motorcycle on which a control device according to an embodiment of the present invention is mounted. 1 is a schematic diagram illustrating a schematic configuration of a brake system according to an embodiment of the present invention. It is a block diagram showing an example of the functional composition of the control device concerning the embodiment of the present invention. 6 is a flowchart illustrating an example of a flow of a process performed by a control device according to the embodiment of the present invention.

  Hereinafter, a control device according to the present invention will be described with reference to the drawings. In the following, a control device used for a two-wheel motorcycle is described. However, the control device according to the present invention is applied to a saddle-ride type vehicle other than the two-wheel motorcycle (for example, a three-wheel motorcycle, a buggy vehicle, Bicycles). Note that a saddle-ride type vehicle refers to a vehicle on which a driver rides. In the following, a case is described in which an engine is mounted as a drive source capable of outputting power for driving wheels of a motorcycle. However, as a drive source of the motorcycle, a drive source other than the engine ( For example, a motor may be mounted, or a plurality of drive sources may be mounted.

  The configuration and operation described below are merely examples, and the control device and the control method according to the present invention are not limited to such a configuration and operation.

  In the following, the same or similar description is simplified or omitted as appropriate. In addition, in each drawing, the same or similar members or portions are omitted from being denoted by reference numerals, or are denoted by the same reference numerals. In addition, the illustration of the detailed structure is simplified or omitted as appropriate.

<Motorcycle configuration>
With reference to FIGS. 1 to 3, a configuration of a motorcycle 100 in which a control device 60 according to an embodiment of the present invention is mounted will be described.

  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 illustrating a schematic configuration of the brake system 10. FIG. 3 is a block diagram illustrating an example of a functional configuration of the control device 60.

  As shown in FIG. 1, the motorcycle 100 includes a fuselage 1, a handle 2 that is rotatably held by the fuselage 1, a front wheel 3 that is rotatably held by the fuselage 1 together with the handle 2, and a fuselage 1. A rear wheel 4, an engine 5, and a brake system 10 that are rotatably held at the vehicle. In the present embodiment, the control device (ECU) 60 is provided in a hydraulic control unit 50 of the brake system 10 described later. Further, 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, a master cylinder pressure sensor 48, , 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 having a combustion chamber formed therein, a fuel injection valve for injecting fuel toward the combustion chamber, and a spark plug. By injecting fuel from the fuel injection valve, an air-fuel mixture containing air and fuel is formed in the combustion chamber, and the air-fuel mixture is ignited by an ignition plug and burns. Thereby, the piston provided in the cylinder reciprocates, and the crankshaft rotates. The intake pipe of the engine 5 is provided with a throttle valve, and the amount of intake air to the combustion chamber changes according to the throttle opening which is the opening of the throttle valve.

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

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

  Each of the front wheel braking mechanism 12 and the rear wheel braking mechanism 14 includes a master cylinder 21 having a built-in piston (not shown), a reservoir 22 attached to the master cylinder 21, and a brake pad ( (Not shown), a wheel cylinder 24 provided on the brake caliper 23, a main flow passage 25 for flowing the brake fluid of the master cylinder 21 to the wheel cylinder 24, and a brake fluid of the wheel cylinder 24. And a supply flow path 27 that supplies the brake fluid of the master cylinder 21 to the sub flow path 26.

  The main flow path 25 is provided with a filling 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 relaxation valve (AV) 32, an accumulator 33, and a pump 34 in order from the upstream side. A first valve (USV) 35 is provided between an end of the main flow path 25 on the master cylinder 21 side and a point where the downstream end of the sub flow path 26 is connected. The supply channel 27 communicates between the master cylinder 21 and the suction side of the pump 34 in the sub channel 26. The supply flow path 27 is provided with a second valve (HSV) 36.

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

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

  The base 51 may be formed by one member, or may be formed by a plurality of members. When the base 51 is formed by a plurality of members, each component may be provided separately from different members.

  The operation of the above components of the hydraulic control unit 50 is controlled by the controller 60. Thereby, the braking force generated on the front wheel 3 by the front wheel braking mechanism 12 and the braking force generated on the rear wheel 4 by the rear wheel braking mechanism 14 are controlled.

  For example, during normal times (that is, when neither adaptive cruise control nor antilock brake control described later is executed), the control device 60 opens the filling valve 31 and closes the release valve 32, The first valve 35 is opened, and the second valve 36 is closed. In this state, when the first brake operation unit 11 is operated, in the front wheel braking mechanism 12, the piston (not shown) of the master cylinder 21 is pushed in, the hydraulic pressure of the brake fluid in the wheel cylinder 24 increases, and the brake caliper 23 brake pads (not shown) are pressed against the rotor 3 a of the front wheel 3 to generate a braking force on the front wheel 3. When the second brake operation unit 13 is operated, the piston (not shown) of the master cylinder 21 is pushed in the rear wheel braking mechanism 14 to increase the hydraulic pressure of the brake fluid in the wheel cylinder 24, and the brake caliper 23 (Not shown) is pressed against the rotor 4 a of the rear wheel 4 to generate a braking force on the rear wheel 4.

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

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

  The input device 42 receives a driving mode selection operation by the driver, and outputs information indicating the driving mode selected by the driver. Here, in the motorcycle 100, the adaptive cruise control can be executed by the control device 60 as described later. Adaptive cruise control is control that causes the motorcycle 100 to travel according to the distance from the motorcycle 100 to the preceding vehicle, the movement of the motorcycle 100, and a driver's instruction. Using the input device 42, the driver can select a driving mode in which adaptive cruise control is executed as the driving mode. 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, for example, the handle 2.

  The front wheel rotation speed sensor 43 detects the rotation speed of the front wheel 3 and outputs a detection result. The front wheel rotation speed sensor 43 may detect another physical quantity that can be substantially converted to the rotation 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 a detection result. The rear wheel rotation speed sensor 44 may detect another physical quantity that can be substantially converted to 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 the brake fluid in master cylinder 21 and outputs a detection result. The master cylinder pressure sensor 48 may detect another physical quantity that can be substantially converted to 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 a detection result. The wheel cylinder pressure sensor 49 may detect another physical quantity that can be substantially converted to 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 the running of motorcycle 100.

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

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

  The acquisition unit 61 acquires information output from each device mounted on the motorcycle 100 and outputs the information to the control unit 62. For example, the acquisition unit 61 acquires information output from the following 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 the 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 operation of each device mounted on the motorcycle 100 so that the distance from the motorcycle 100 to the preceding vehicle, the movement of the motorcycle 100 and the driver Adaptive cruise control for driving the vehicle in accordance with the instruction is executable. Specifically, the control unit 62 executes the adaptive cruise control when the driving mode in which the adaptive cruise control is executed is selected by the driver. The control unit 62 releases the adaptive cruise control when the driver performs an accelerator operation or a brake operation during the execution of the adaptive cruise control.

  In adaptive cruise control, control is performed such that the distance from the motorcycle 100 to the preceding vehicle approaches the reference distance. The reference distance is set as a distance from the motorcycle 100 to the preceding vehicle so as to ensure the safety of the driver. If the preceding vehicle is not recognized, control is performed such that the speed of the motorcycle 100 becomes a preset speed. Further, in the adaptive cruise control, the acceleration and the deceleration of the motorcycle 100 are limited to an upper limit value that does not impair the driver's comfort.

  Specifically, during execution of the adaptive cruise control, control unit 62 determines whether the distance from motorcycle 100 to the preceding vehicle is compared with the reference distance and the relative speed between motorcycle 100 and the preceding vehicle. 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 the braking force applied to the motorcycle 100 are controlled based on the calculation result. I do.

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

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

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

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

  On the other hand, during the execution of the adaptive cruise control, 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 accelerator operation of the driver. Specifically, during the execution of the adaptive cruise control, the drive control unit 62a determines whether the acceleration of the motorcycle 100 is based on the distance from the motorcycle 100 to the preceding vehicle and the relative speed between the motorcycle 100 and the preceding vehicle. The operation of the engine 5 is controlled so as to achieve the calculated target acceleration, and the driving force transmitted to the wheels is controlled.

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

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

  On the other hand, during the execution of the adaptive cruise control, the operation of each component is controlled by the braking control unit 62b such that the braking force is generated on the wheels without depending on the driver's braking operation. Specifically, during execution of the adaptive cruise control, the braking control unit 62b determines whether the deceleration of the motorcycle 100 is based on the distance from the motorcycle 100 to the preceding vehicle and the relative speed between the motorcycle 100 and the preceding vehicle. The operation of each component of the hydraulic control unit 50 is controlled so that the target deceleration calculated by the above is obtained, and the braking force generated on the wheels is controlled.

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

  Here, the brake control unit 62b controls the operations of the front wheel braking mechanism 12 and the rear wheel braking mechanism 14 individually by controlling the operations of the front wheel braking mechanism 12 and the rear wheel braking mechanism 14 during the execution of the adaptive cruise control. By individually controlling the hydraulic pressures of the brake fluid in the wheel cylinders 24, it is possible to control the distribution of the braking force between the front and rear wheels (that is, the distribution of the braking force generated on the front wheels 3 and the braking force generated on the rear wheels 4). Specifically, the braking control unit 62b determines that the sum of the target values of the braking force generated on each wheel is equal to the required braking force corresponding to the target deceleration (that is, the braking force required during braking during execution of adaptive cruise control). ), The distribution of the braking force between the front and rear wheels is controlled. Specifically, the required braking force is a target deceleration calculated based on the deceleration of the motorcycle 100 and the relative speed between the motorcycle 100 and the preceding vehicle and the distance from the motorcycle 100 to the preceding vehicle. Is the braking force necessary for

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

  For example, during the execution of the anti-lock brake control, the brake control unit 62b sets the state in which the filling valve 31 is closed, the release valve 32 is opened, the first valve 35 is opened, and the second valve 36 is closed. In this state, by driving the pump 34, the hydraulic pressure of the brake fluid in the wheel cylinder 24 is reduced, and the braking force generated on the wheels is reduced. Further, the brake control unit 62b holds the hydraulic pressure of the brake fluid in the wheel cylinder 24 and holds the braking force generated on the wheels, for example, by closing both the filling valve 31 and the release valve 32 from the above state. be able to. Further, the braking control unit 62b increases the hydraulic pressure of the brake fluid in the wheel cylinder 24 by opening the filling valve 31 and closing the release valve 32 from the above-described 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, during execution of the adaptive cruise control, the control unit 62 generates a braking force on the wheels of the motorcycle 100 based on the slip degree of the wheels of the motorcycle 100 (for example, the above-described slip rate). Thus, the braking force distribution between the front and rear wheels is controlled. Thereby, it is realized that the motorcycle 100 is appropriately decelerated during the execution of the adaptive cruise control of the motorcycle 100. The processing relating to the control of the braking force distribution during braking performed by the control device 60 during the execution of the adaptive cruise control will be described later in detail.

  In the above description, an example in which the drive control unit 62a controls the operation of the engine 5 via the engine control device has been described. However, the drive control unit 62a outputs a signal for controlling the operation of each device of the engine 5. , The operation of each device of the engine 5 may be directly controlled. In this case, the operation of the engine 5 in the normal state is also controlled by the drive control unit 62a, similarly to the operation of the engine 5 during the execution of the adaptive cruise control.

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

  FIG. 4 is a flowchart illustrating an example of the flow of a process performed by the control device 60. Specifically, the control flow shown in FIG. 4 corresponds to the flow of a process related to control of the braking force distribution during braking performed by the control unit 62 of the control device 60 during the execution of the adaptive cruise control. Is repeated during the execution of. Steps S510 and S590 in FIG. 4 correspond to the start and end of the control flow shown in FIG. 4, respectively.

  When the control flow illustrated 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. When it is determined that the braking of the wheels of the motorcycle 100 is being performed (step S511 / YES), the process proceeds to step S513. On the other hand, when it is determined that the braking of the wheels of the motorcycle 100 is not performed (step S511 / NO), the determination process of step S511 is repeated.

  When YES is determined in the step S511, in a step S513, the control unit 62 determines whether or not the anti-lock brake control is operating for one of the wheels. When it is determined that the anti-lock brake control is operating for one of the wheels (step S513 / YES), the process proceeds to step S515. On the other hand, when it is not determined that the anti-lock brake control is operating for one of the wheels (step S513 / NO), the process proceeds to step S519. Note that a case where it is not determined that the anti-lock brake control is operating on one of the wheels basically corresponds to a case where the anti-lock brake control is not operating on any of the wheels. .

  When YES is determined in the step S513, in a step S515, the control unit 62 determines whether or not the riding posture of the driver is inappropriate as the deceleration posture. When it is determined that the riding posture of the driver is appropriate as the posture during deceleration (step S515 / NO), the process proceeds to step S517. On the other hand, when it is determined that the boarding posture of the driver is inappropriate as the posture during deceleration (step S515 / YES), the process proceeds to step S519.

  Specifically, the riding posture that is inappropriate as the deceleration posture means a posture in which the driver is not prepared for the deceleration behavior of the motorcycle 100 and is likely to drop 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 riding posture of the driver is inappropriate as the deceleration posture. The determination as to whether or not the driver is gripping the steering wheel 2 can be realized, for example, by using a proximity sensor provided on the steering wheel 2.

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

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

  If NO is determined in step S515, in step S517, the braking control unit 62b limits the distribution of the braking force to one of the wheels on which the antilock brake control is operating, and the braking force for the limited amount is reduced. The distribution of the braking force between the front and rear wheels is controlled so as to be distributed to the other wheel.

  For example, when the anti-lock brake control is operating on the rear wheels 4, the braking control unit 62 b limits the distribution of the braking force to the rear wheels 4, and distributes the limited braking force to the front wheels 3. The braking force distribution of the front and rear wheels is controlled in such a manner as to be performed.

  When the anti-lock brake control is activated, the braking force generated on one of the wheels 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 the antilock brake control is not operating. As described above, the upper limit value of the braking force that can be generated by the one wheel changes according to the degree of slip of the one wheel, and the braking force of the one wheel is reduced due to the smaller upper limit value. Is likely to exceed the upper limit of the braking force that can be generated by the one wheel. This makes it easier for the total value of the braking forces generated on the wheels to fall below the required braking force.

  Therefore, specifically, the braking control unit 62b limits the distribution of the braking force to the one wheel in the distribution of the braking force to be equal to or less than the upper limit value of the braking force that can be generated by the wheel when the antilock brake control is activated. . Then, the braking force distribution is controlled so that the limited braking force is distributed to the other wheel. Thereby, it is effectively realized that the total value of the braking forces generated in the respective wheels is prevented from falling below the required braking force.

  Here, from the viewpoint of improving the driver's comfort, it is preferable that the braking control unit 62b maintain the braking force generated on one of the wheels on which the antilock brake control is operating at the reference braking force. The reference braking force is appropriately set to a value that can prevent the one wheel from being locked.

  When NO is determined in step S513 or YES is determined in step S515, in step S519, the brake control unit 62b determines whether the distribution ratio of each wheel in the distribution of the braking force of the front and rear wheels is set in advance. The braking force distribution is controlled so as to achieve the ratio. The set distribution ratio can be appropriately set based on, for example, the viewpoint of stabilizing the attitude of motorcycle 100.

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

  As described above, in the control flow illustrated in FIG. 4, control unit 62 generates a braking force on the wheels of motorcycle 100 during execution of adaptive cruise control (that is, during execution of adaptive cruise control). At the time of braking), when the anti-lock brake control is operating on one of the front and rear wheels, the distribution of the braking force to the one wheel is limited, and the limited amount of braking force is applied to the other wheel. The braking force distribution is controlled so as to be distributed to the wheels. As described above, the control unit 62 allocates the braking force to one of the front and rear wheels according to the slip degree (for example, the above-described slip rate) of one of the front and rear wheels during braking during the execution of the adaptive cruise control. The braking force distribution is controlled such that the braking force is limited and the limited amount of braking force is distributed to the other wheel.

  The control unit 62 controls the braking force distribution as described above according to the slip degree of one wheel, regardless of the determination result of whether the antilock brake control is operating on one wheel. May be. For example, the control unit 62 calculates the upper limit value of the braking force that can be generated on 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 limited to the upper limit or less, and the braking force distribution may be controlled so that the restricted braking force is distributed to the other wheel.

  In addition, as described above, in the control flow illustrated in FIG. 4, when it is determined that the driver's riding posture is inappropriate as the deceleration posture, the control unit 62 responds to the slip degree of one of the front and rear wheels. Further, the control of the distribution of the braking force with the restriction of the distribution of the braking force to the one wheel is prohibited.

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

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

  Preferably, in control device 60, control unit 62 performs the adaptive cruise control according to the degree of slip of one of the front and rear wheels when a braking force is generated on the wheels of motorcycle 100 during execution of the adaptive cruise control. The distribution of the braking force to one wheel is limited, and the distribution of the braking force is controlled so that the limited amount of the braking force is distributed to the other wheel. Thereby, the braking force distribution can be more appropriately controlled in accordance with the change in the upper limit value of the braking force that can be generated by the one wheel, so that the total value of the braking forces generated on each wheel falls below the required braking force. This 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 performed.

  Preferably, in control device 60, control unit 62 performs anti-lock brake control on one of the front and rear wheels when a braking force is generated on the wheels of motorcycle 100 during the execution of the adaptive cruise control. Is operating, the distribution of the braking force to the one wheel is limited, and the distribution of the braking force is controlled such that the limited amount of the braking force is distributed to the other wheel. Thereby, it is possible to effectively realize that the total value of the braking forces generated in the respective wheels is not reduced below the required braking force.

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

  Preferably, in the control device 60, when it is determined that the riding posture of the driver is inappropriate as the deceleration posture, the control unit 62 controls the one of the front and rear wheels according to the degree of slip of the one wheel. Prohibit the control of the braking force distribution with the limitation of the power distribution. Thereby, when the driver is not prepared for the deceleration behavior of the motorcycle 100, 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. it can. Here, when the wheels are braked, the inertia force is acting on the motorcycle 100 in the forward direction, which is the traveling direction of the motorcycle 100, and therefore, the relatively large change in the braking force distribution means that the motorcycle 100 Pitching, which is a behavior that tilts in the pitch direction (that is, the rotation direction around the rotation axis along the vehicle width direction), is a factor. Therefore, when it is determined that the driver's riding posture is inappropriate as the deceleration posture, the control of the distribution of the braking force according to the degree of slip of the one wheel is prohibited, so that the occurrence of pitching and the motor cycle 100 are prevented. An increase in the applied braking force can be suppressed. Therefore, the safety of the driver can be more appropriately secured.

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

  REFERENCE SIGNS LIST 1 fuselage, 2 handles, 3 front wheels, 3 a rotor, 4 rear wheels, 4 a rotor, 5 engine, 10 brake system, 11 first brake operating unit, 12 front wheel braking mechanism, 13 second brake operating unit, 14 rear wheel braking mechanism , 21 master cylinder, 22 reservoir, 23 brake caliper, 24 wheel cylinder, 25 main flow path, 26 sub flow path, 27 supply flow path, 31 filling 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 control unit, 51 base, 60 control Device, 61 acquisition unit, 62 control unit, 62a drive control unit, 62b braking control Part, 100 motorcycles.

Claims (6)

A control device (60) for controlling traveling of a saddle type vehicle (100),
Executes adaptive cruise control for causing the saddle-ride type vehicle (100) to travel in accordance with the distance from the saddle-ride type vehicle (100) to the preceding vehicle, the movement of the saddle-ride type vehicle (100), and a driver's instruction. A possible control (62),
The control unit (62) is configured to generate the braking force on the wheels (3, 4) of the saddle-ride type vehicle (100) during the execution of the adaptive cruise control. ) Controlling the braking force distribution between the front and rear wheels based on the degree of slip of the wheels (3, 4).
Control device. The control unit (62) is configured to, when the braking force is applied to the wheels (3, 4) of the saddle-ride type vehicle (100) during the execution of the adaptive cruise control, to control one of the front and rear wheels. Limiting the distribution of the braking force to the one wheel according to the degree of slip, controlling the braking force distribution so that the limited amount of braking force is distributed to the other wheel,
The control device according to claim 1. The control unit (62) is configured to control one of the front and rear wheels when a braking force is applied to the wheels (3, 4) of the saddle-ride type vehicle (100) during the execution of the adaptive cruise control. On the other hand, when the antilock brake control is operating, the distribution of the braking force to the one wheel is limited, and the braking force distribution is controlled so that the limited amount of the braking force is distributed to the other wheel. Do
The control device according to claim 2. The control unit (62) is configured to control one of the front and rear wheels when a braking force is applied to the wheels (3, 4) of the saddle-ride type vehicle (100) during the execution of the adaptive cruise control. On the other hand, when the antilock brake control is operating, the braking force generated on the one wheel is maintained at the reference braking force,
The control device according to claim 3. When the driver's riding posture is determined to be inappropriate as the posture during deceleration, the control unit (62) restricts the distribution of the braking force to one of the front and rear wheels according to the degree of slip of the one wheel. Prohibiting the control of the braking force distribution with
The control device according to claim 2. A control method for controlling traveling of a saddle type vehicle (100),
During execution of adaptive cruise control for causing the saddle-ride type vehicle (100) to travel in accordance with the distance from the saddle-ride type vehicle (100) to the preceding vehicle, the movement of the saddle-ride type vehicle (100), and a driver's instruction. When a braking force is generated on the wheels (3, 4) of the saddle-ride type vehicle (100) by the control device (60), the wheels (3, 4) of the saddle-ride type vehicle (100) are Controlling the braking force distribution between the front and rear wheels based on the degree of slip,
Control method.

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