[go: up one dir, main page]

WO2025202774A1 - Système d'aide au conducteur et procédé de commande - Google Patents

Système d'aide au conducteur et procédé de commande

Info

Publication number
WO2025202774A1
WO2025202774A1 PCT/IB2025/052065 IB2025052065W WO2025202774A1 WO 2025202774 A1 WO2025202774 A1 WO 2025202774A1 IB 2025052065 W IB2025052065 W IB 2025052065W WO 2025202774 A1 WO2025202774 A1 WO 2025202774A1
Authority
WO
WIPO (PCT)
Prior art keywords
rider
saddle
control unit
vehicle speed
type vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/IB2025/052065
Other languages
English (en)
Japanese (ja)
Inventor
マーティン ライナー フェルメート
トーマス マウラー
佳秀 井苅
ラース プファウ
ジェフリー リアッシュ
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of WO2025202774A1 publication Critical patent/WO2025202774A1/fr
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • 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
    • B60W30/14—Adaptive cruise control
    • B60W30/143—Speed control
    • 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
    • B60W50/10—Interpretation of driver requests or demands
    • 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
    • B60W2300/00—Indexing codes relating to the type of vehicle
    • B60W2300/36—Cycles; Motorcycles; Scooters
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/28—Wheel speed
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • 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
    • B60W2710/08—Electric propulsion units
    • 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
    • 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
    • B60W2710/182—Brake pressure, e.g. of fluid or between pad and disc
    • 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

  • This disclosure relates to a rider assistance system and control method that can improve rider operability while enabling vehicle speed control operations to be performed.
  • Patent Document 1 discloses a driver assistance system that warns a motorcycle rider that he or she is inappropriately approaching an obstacle based on information detected by a sensor device that detects obstacles in the direction of travel or substantially in the direction of travel.
  • the present invention has been made against the background of the above-mentioned problems, and provides a rider assistance system and control method that can improve the rider's operability while enabling vehicle speed control operations to be performed.
  • a rider assistance system is a rider assistance system that assists a rider of a saddle-ride type vehicle in driving, and includes a control unit that executes a control mode in which a vehicle speed control operation is performed in which the vehicle speed generated in the saddle-ride type vehicle is automatically controlled, and a hydraulic control unit that controls the pressure of brake fluid in a wheel cylinder of the saddle-ride type vehicle is not provided with a mechanism for increasing the pressure in a state in which the rider is not operating the brakes, and the control unit increases the braking force generated in the saddle-ride type vehicle without automatically increasing the pressure in a state in which the rider is not operating the brakes, during the vehicle speed control operation, and automatically resumes the vehicle speed control operation without the need for a switch operation by the rider when the rider releases a first operation, which is the braking operation performed by the rider during the execution of the vehicle speed control operation.
  • a control method is a control method for a rider assistance system that assists a rider of a saddle-ride type vehicle in driving, wherein a control unit of the rider assistance system executes a control mode in which a vehicle speed control operation is performed to automatically control the vehicle speed of the saddle-ride type vehicle, a hydraulic control unit that controls the pressure of brake fluid in a wheel cylinder of the saddle-ride type vehicle is not provided with a mechanism for increasing the pressure when the rider is not operating the brakes, and the control unit executes a control mode in which a vehicle speed control operation is performed to automatically control the vehicle speed of the saddle-ride type vehicle, When no key operation is being performed, the braking force generated in the saddle-ride type vehicle is increased without automatically increasing the pressure, and when the rider releases the first operation, which is the brake operation performed by the rider while the vehicle speed control operation is being performed, the vehicle speed control operation is automatically resumed without the rider needing to operate a switch.
  • the hydraulic control unit is not provided with a mechanism for automatically increasing the pressure of the brake fluid in the wheel cylinders, the function of automatically controlling the braking force acting on the saddle-ride type vehicle during the vehicle speed control operation can be ensured. Furthermore, if a brake operation is performed while the vehicle speed control operation is being performed, the vehicle speed control operation can be automatically resumed, thereby improving the rider's operability. As described above, the vehicle speed control operation can be performed while improving the rider's operability.
  • saddle-ride type vehicle 1 is equipped with a drive source 1, a hydraulic control unit 13, a display device 14, an input device 15, a peripheral front wheel speed sensor 17f, a rear wheel speed sensor 17r, an inertial measurement device, a brake lamp 19, and a control device (ECU) 20.
  • the rider assistance system 100 assists a rider of a saddle-ride type vehicle 1 in driving the vehicle.
  • the rider assistance system 100 includes the above-mentioned components (specifically, the hydraulic control unit 13, the display device 14, the input device 15, the peripheral wheel speed sensor 17f, the rear wheel speed sensor 17r, the inertial measurement unit 18, and the control device 20).
  • the surrounding environment information can also be detected by surrounding environment sensors or infrastructure equipment installed in other vehicles.
  • the control device 20 can also acquire the surrounding environment information via wireless communication with other vehicles or infrastructure equipment.
  • the front wheel speed sensor 17f is a wheel speed sensor that detects the wheel speed of the front wheel 2 (for example, the number of rotations per unit time of the front wheel 2 [rpm] or the distance traveled per unit time [km/h], etc.) and outputs the detection result.
  • the front wheel speed sensor 17f may also detect other physical quantities that can be substantially converted into the wheel speed of the front wheel 2.
  • the front wheel speed sensor 17f is provided on the front wheel 2.
  • the rear wheel speed sensor 17r is a wheel speed sensor that detects the wheel speed of the rear wheel 3 (for example, the number of rotations per unit time of the rear wheel 3 [rpm] or the distance traveled per unit time [km/h], etc.) and outputs the detection result.
  • the rear wheel speed sensor 17r may also detect other physical quantities that can be substantially converted into the wheel speed of the rear wheel 3.
  • the rear wheel speed sensor 17r is provided on the rear wheel 3.
  • the inertial measurement unit 18 is equipped with a three-axis gyro sensor and a three-directional acceleration sensor, and detects the attitude of the saddle-riding type vehicle 1.
  • the inertial measurement unit 18 is provided, for example, on the body of the saddle-riding type vehicle 1.
  • the inertial measurement unit 18 detects the lean angle of the saddle-riding type vehicle 1 and outputs the detection result.
  • the inertial measurement unit 18 may also detect other physical quantities that can be substantially converted into the lean angle of the saddle-riding type vehicle 1.
  • the lean angle corresponds to an angle that represents the inclination in the roll direction of the body (specifically, the body) of the saddle-riding type vehicle 1 relative to the vertically upward direction.
  • the inertial measurement unit 18 may also be equipped with only a part of the three-axis gyro sensor and the three-directional acceleration sensor.
  • the brake lamps 19 are lamps that light up in response to the brake operation by the rider of the saddle riding type vehicle 1.
  • the brake lamps 19 are provided at the rear of the saddle riding type vehicle 1 to alert vehicles around the saddle riding type vehicle 1 (mainly vehicles located behind the saddle riding type vehicle 1).
  • Drivers of vehicles around the saddle riding type vehicle 1 can recognize that the brakes are being applied on the saddle riding type vehicle 1 by looking at the brake lamps 19 that are lit.
  • the control device 20 controls the operation of the rider assistance system 100.
  • part or all of the control device 20 may be configured with a microcomputer, microprocessor unit, etc.
  • part or all of the control device 20 may be configured with updatable components such as firmware, or may be a program module executed by commands from a CPU, etc.
  • the control device 20 may be, for example, a single device, or may be divided into multiple devices. Details of the control device 20 will be described later.
  • Fig. 2 is a schematic diagram showing the general configuration of a brake system 10 of a saddle-ride type vehicle 1.
  • the brake system 10 includes a front wheel braking mechanism 31, a rear wheel braking mechanism 32, a first brake operating unit 41, and a second brake operating unit 42.
  • the first brake operating unit 41 is, for example, a brake lever.
  • the front wheel braking mechanism 31 brakes the front wheel 2 in conjunction with at least the first brake operating unit 41.
  • the second brake operating unit 42 is, for example, a brake pedal.
  • the rear wheel braking mechanism 32 brakes the rear wheel 3 in conjunction with at least the second brake operating unit 42.
  • a portion of the front wheel braking mechanism 31 and a portion of the rear wheel braking mechanism 32 are included in the hydraulic control unit 13.
  • Each of the front wheel braking mechanism 31 and the rear wheel braking mechanism 32 includes a master cylinder 51 incorporating a piston (not shown), a reservoir 52 attached to the master cylinder 51, a brake caliper 53 held on the body of the saddle-ride type vehicle 1 and having brake pads (not shown), a wheel cylinder 54 attached to the brake caliper 53, and brake fluid flow paths connecting the master cylinder 51 and the wheel cylinder 54, including a main flow path 55 for circulating the brake fluid from the master cylinder 51 to the wheel cylinder 54 and a sub-flow path 56 for discharging the brake fluid from the wheel cylinder 54.
  • Main flow path 55 is provided with an inlet valve (EV) 61.
  • Sub-flow path 56 bypasses the main flow path 55 between the wheel cylinder 54 side and the master cylinder 51 side of inlet valve 61.
  • Sub-flow path 56 is provided with, from upstream to downstream, a release valve (AV) 62, an accumulator 63, and a pump 64.
  • Hydraulic control unit 13 is also provided with a motor 65 that drives pump 64.
  • the control device 20 opens the inlet valve 61 and closes the release valve 62.
  • the piston (not shown) of the master cylinder 51 is pressed, increasing the pressure of the brake fluid in the wheel cylinder 54, and the brake pad (not shown) of the brake caliper 53 is pressed against the rotor 2a of the front wheel 2, generating a braking force on the front wheel 2.
  • the piston (not shown) of the master cylinder 51 is pressed, increasing the pressure of the brake fluid in the wheel cylinder 54, and the brake pad (not shown) of the brake caliper 53 is pressed against the rotor 3a of the rear wheel 3, generating a braking force on the rear wheel 3.
  • Antilock brake control is, for example, a system for preventing a wheel (specifically, a front wheel 2 or a rear wheel 3) from locking. This control is executed when there is a possibility of a brake lock or locking, and reduces the braking force applied to the wheel without the rider operating the brake operating unit.
  • the control device 20 closes the inlet valve 61 and opens the release valve 62. In this state, the control device 20 drives the motor 65 to drive the pump 64, thereby reducing the pressure of the brake fluid in the wheel cylinder 54 and reducing the braking force applied to the wheel.
  • the brake system 10 has been described above with reference to Fig. 2, the example of Fig. 2 is merely an example, and the configuration of the brake system 10 is not limited to the example of Fig. 2.
  • the hydraulic control unit 13 may control only the braking force generated on one of the front wheels 2 and the rear wheels 3.
  • Fig. 3 is a block diagram showing an example of the functional configuration of the control device 20.
  • the control device 20 includes, for example, an acquisition unit 21 and a control unit 22.
  • the control device 20 communicates with each device of the saddle-ride type vehicle 1.
  • An example of the vehicle speed control operation is adaptive cruise control.
  • the vehicle speed of the saddle-ride type vehicle 1 is not only controlled to approach a target vehicle speed, but can also be controlled to adjust the positional relationship between the saddle-ride type vehicle 1 and a target vehicle located ahead of the saddle-ride type vehicle 1.
  • the control unit 22 controls the vehicle speed of the saddle-ride type vehicle 1 so that the inter-vehicle distance between the saddle-ride type vehicle 1 and the target vehicle is maintained at the target inter-vehicle distance.
  • the vehicle speed of the saddle-ride type vehicle 1 may be controlled so that the passing time difference (specifically, the time it takes for the saddle-ride type vehicle 1 to pass the current position of the target vehicle) is maintained at the target passing time difference.
  • the vehicle speed control operation may be any operation that automatically controls the vehicle speed of the saddle-ride type vehicle 1, and may not be any operation other than adaptive cruise control (for example, the above-mentioned cruise control).
  • the control may be a control method.
  • control unit 22 of the control device 20 can perform adaptive cruise control. Specifically, the control unit 22 executes a control mode in which adaptive cruise control is performed in response to an operation by the rider. In such a control mode, the control unit 22 can perform adaptive cruise control.
  • Figure 4 is a diagram for explaining various states of the control mode. As shown in Figure 4, the control mode is switched between an off state ST_0FF and an on state ST_ON.
  • the off state ST_0FF corresponds to a state in which the control mode is not being executed.
  • the on state ST_0N corresponds to a state in which the control mode is being executed.
  • control mode When the control mode is switched from the off state ST_OFF to the on state ST_ON, the control mode becomes the standby state ST_STB. Then, when the rider performs a switch operation (for example, an operation using the input device 15) to switch the control mode from the standby state ST_STB to the active state ST_ACT while the control mode is in the standby state ST_STB, the control mode switches from the standby state ST_STB to the active state ST_ACT.
  • a switch operation for example, an operation using the input device 15
  • the control mode when the control mode is in the active state ST_ACT, if the rider performs a switch operation (for example, an operation using the input device 15) to switch the control mode from the active state ST_ACT to the standby state ST_STB, the control mode switches from the active state ST_ACT to the standby state ST_STB.
  • the switch operation performed to switch the control mode from the active state ST_ACT to the standby state ST_STB may be an operation other than an operation using the input device 15 (for example, pressing a button), and may be, for example, an operation to release the clutch that connects the drive source 11 and the transmission 12.
  • the control mode when the control mode is in the active state ST_ACT, the control mode also switches from the active state ST_ACT to the standby state ST_STB if other conditions are satisfied. Such state transitions will be described later.
  • the active state ST_ACT includes an executing state ST_EXE and a suspended state ST_SUS. That is, in the active state ST_ACT, the control mode is switched between the executing state ST_EXE and the suspended state ST_SUS.
  • the executing state ST_EXE corresponds to a state in which the adaptive cruise control is actually being executed.
  • the suspended state ST_SUS corresponds to a state in which the adaptive cruise control is temporarily suspended.
  • control unit 22 executes adaptive cruise control when the control mode is in the execution state ST_EXE.
  • the control unit 22 controls the vehicle speed of the saddle-ride type vehicle 1 by controlling the driving force and braking force acting on the saddle-ride type vehicle 1.
  • the saddle-ride type vehicle 1 is provided with a hydraulic pressure control unit 13.
  • the hydraulic pressure control unit 13 provided in the saddle-ride type vehicle 1 does not have a mechanism for increasing the pressure of the brake fluid in the wheel cylinder 54 when the rider is not applying the brakes.
  • adaptive cruise control requires a function for automatically controlling the braking force acting on the saddle-ride type vehicle 1.
  • the control unit 22 increases the braking force acting on the saddle-ride type vehicle 1 without automatically increasing the pressure of the brake fluid in the wheel cylinder 54. This ensures that the adaptive cruise control has the function of automatically controlling the braking force acting on the saddle-ride type vehicle 1. Therefore, adaptive cruise control can be performed.
  • the control unit 22 when the rider is not applying the brakes, the control unit 22 increases the braking force applied to the saddle-ride type vehicle 1 using the drive source 11. More specifically, the control unit 22 calculates a required braking force, which is the braking force required to bring the vehicle speed of the saddle-ride type vehicle 1 closer to a target value, and controls the braking force applied by the drive source 11 so that the required braking force acts on the saddle-ride type vehicle 1.
  • the control unit 22 can calculate the required braking force based on, for example, information about the environment surrounding the saddle-ride type vehicle 1.
  • control unit 22 can calculate the required braking force based on the difference between the inter-vehicle distance between the saddle-ride type vehicle 1 and a target vehicle and the target inter-vehicle distance (or the difference between the passing time difference between the saddle-ride type vehicle 1 and the target vehicle and the target passing time difference).
  • the control unit 22 can also calculate the required braking force based on turning state information, which is information about the turning state of the saddle-ride type vehicle 1.
  • the turning state information includes, for example, information about the lean angle of the saddle-ride type vehicle 1.
  • the acquisition unit 21 can acquire the lean angle information of the saddle-ride type vehicle 1 from, for example, the inertial measurement unit 18.
  • control unit 22 identifies a future trajectory of the saddle-ride type vehicle 1 based on turning state information such as lean angle information of the saddle-ride type vehicle 1, and selects a target vehicle based on the identification result of the future trajectory. Then, the control unit 22 can calculate a required braking force based on the selection result of the target vehicle.
  • the turning state information may be information other than information about the lean angle of the saddle-ride type vehicle 1.
  • the turning state information may be information about the yaw rate of the saddle-ride type vehicle 1, information about the lateral acceleration of the saddle-ride type vehicle 1, information about the steering angle of the saddle-ride type vehicle 1, or map information.
  • the acquisition unit 21 may be provided in the saddle-ride type vehicle 1 and may identify the turning state of the saddle-ride type vehicle 1 by performing image processing on an image captured by a camera that captures an image of the periphery of the saddle-ride type vehicle 1. Information identified in this way using an image captured by a camera may also be an example of turning state information.
  • the control unit 22 increases the braking force by engine braking using the engine when the rider is not operating the brakes. Specifically, the control unit 22 increases the braking force by engine braking by reducing the opening of a throttle valve provided in the intake flow path of the engine. Note that, in addition to or instead of controlling the opening of the throttle valve, the control unit 22 may increase the braking force by engine braking by reducing the amount of fuel injection into the engine (for example, by performing a fuel cut to stop fuel injection).
  • the saddle-ride type vehicle 1 may be driven by an electric motor. This corresponds to a case where the saddle-ride type vehicle 1 is provided with an electric motor as the drive source 11.
  • the control unit 22 increases braking force by regenerative braking using the electric motor when the rider is not operating the brakes. Specifically, the control unit 22 controls an inverter connected to the electric motor to cause the electric motor to perform regenerative power generation, thereby generating regenerative braking and increasing braking force.
  • control unit 22 may generate a braking force by the regenerative brake that is greater than the upper limit value of the braking force generated by the regenerative brake when the adaptive cruise control is not being executed.
  • the control unit 22 increases the gear ratio of the transmission 12 to increase the braking force when the rider is not applying the brakes.
  • the gear ratio is the ratio obtained by dividing the rotation speed of the drive source 11 by the rotation speed of the drive wheels.
  • the gear ratio increases, the rotation speed of the drive source 11 increases, and the resistance caused by the drive source 11 being rotated increases. This increases the braking force.
  • the control unit 22 controls the gear ratio of the transmission 12 based on the turning state information of the saddle-ride type vehicle 1.
  • the turning state information may include, for example, information on the lean angle of the saddle-ride type vehicle 1.
  • the control unit 22 determines that the saddle-ride type vehicle 1 is cornering based on the turning state information (for example, if the lean angle of the saddle-ride type vehicle 1 exceeds the reference lean angle), it prohibits the gear ratio of the transmission 12 from being increased. This makes it possible to prevent the saddle-ride type vehicle 1 from tipping over due to an instantaneous increase in deceleration of the saddle-ride type vehicle 1 while cornering.
  • the reference lean angle is set to a value that allows for proper determination of whether the saddle-type vehicle 1 is cornering or not.
  • the braking force is increased by the drive source 11 rather than the hydraulic control unit 13.
  • the hydraulic control unit 13 is provided with a mechanism for increasing the pressure of the brake fluid in the wheel cylinder 54 when the rider is not operating the brakes, and the braking force is automatically increased using this mechanism, the maximum braking force that can be generated is larger than when the braking force is automatically increased using the drive source 11.
  • the braking force is automatically increased using the drive source 11 without using the above mechanism, the maximum braking force that can be generated is not very large. Therefore, in the adaptive cruise control of this embodiment, in which the braking force is increased by the drive source 11 rather than the hydraulic control unit 13, the braking force may be insufficient. In such a case, the rider may apply the brakes and increase the braking force using the hydraulic control unit 13.
  • Fig. 5 is a flowchart showing an example of the flow of processing performed by the control device 20.
  • Step S101 in Fig. 5 corresponds to the start of the control flow shown in Fig. 5.
  • Step S11 ⁇ in Fig. 5 corresponds to the end of the control flow shown in Fig. 5.
  • the control flow shown in Fig. 5 starts when the control mode is in the execution state ST_EXE and adaptive cruise control is being executed. After the control flow shown in Fig. 5 ends, it starts again, for example, after a predetermined time has elapsed.
  • step S102 the control unit 22 determines whether or not the rider has applied the brakes.
  • control unit 22 can determine whether a brake operation has been performed based on the detection result of a sensor that detects the amount of braking. However, the control unit 22 may also determine whether a brake operation has been performed based on the detection result of a sensor that detects the pressure of the brake fluid in the master cylinder 51.
  • step S102 If it is determined that the brake operation has not been performed (step S102/NO), step S102 is repeated. On the other hand, if it is determined that the brake operation has been performed (step S102/NO), step S102 is repeated. S102/YES), proceed to step S103.
  • step S103 the control unit 22 switches the control mode from the execution state ST_EXE to the suspend state ST_SUS. This temporarily suspends the adaptive cruise control.
  • the control unit 22 may or may not control the braking force using the drive source 11.
  • the vehicle speed changes depending on the brakes, so the adaptive cruise control as a vehicle speed control operation is not executed and is suspended.
  • step S104 the control unit 22 determines whether the braking operation being performed is a specific braking operation.
  • the adaptive cruise control will not automatically resume.
  • This brake operation is also called a second operation.
  • the adaptive cruise control will generally resume automatically.
  • the brake operation being performed is a brake operation other than a specific brake operation and the brake operation is released, the adaptive cruise control will automatically resume.
  • This brake operation is also called a first operation.
  • the first operation and the second operation are different brake operations.
  • the control unit 22 can determine the amount of braking operation based on the detection result of a sensor that detects the amount of braking operation. However, the control unit 22 may estimate the amount of braking operation based on the detection result of a sensor that detects the pressure of the brake fluid in the master cylinder 51.
  • the second operation may involve a larger amount of braking operation than the first operation.
  • the second operation may involve a larger rate of change in the amount of braking operation than the first operation.
  • the rate of change in the amount of braking operation is excessively large, it can be assumed that there is a high need to increase the braking force using the hydraulic control unit 13 and a low need to resume adaptive cruise control, in which the increase in braking force is performed using the drive source 11 rather than the hydraulic control unit 13. Therefore, even in this case, the control unit 22 may prohibit automatic resumption of adaptive cruise control following release of the brake operation.
  • the second operation may involve a larger amount of braking operation and a larger rate of change in the amount of braking operation than the first operation. In other words, in the second operation, at least one of the operating amount and the rate of change of the operating amount in the brake operation may be larger than in the first operation.
  • the braking operation being performed is not a specific braking operation (i.e., the braking If it is determined that the brake operation being performed is a specific brake operation (i.e., the brake operation being performed is the first operation) (step S! 04/NO), the process proceeds to step S105. On the other hand, if it is determined that the brake operation being performed is a specific brake operation (i.e., the brake operation being performed is the second operation) (step S! 04/YES), the process proceeds to step S108, where the control unit 22 switches the control mode from the suspend state ST_SUS to the standby state ST_STB.
  • step S105 the control unit 22 determines whether the transition conditions to the standby state ST_STB are met.
  • the adaptive cruise control generally automatically resumes.
  • the control mode switches from the suspended state ST_SUS to the standby state ST_STB.
  • the adaptive cruise control will not automatically resume when the brake operation is released.
  • the control unit 22 prohibits the automatic resumption of the adaptive cruise control when the brake operation is released if the above transition condition is met.
  • the control unit 22 can determine the deceleration occurring in the saddle-ride type vehicle 1 based on, for example, information on the change in the vehicle speed of the saddle-ride type vehicle 1 acquired based on the wheel speed of the front wheel 2 and the wheel speed of the rear wheel 3.
  • the transition condition may be a condition that the probability of collision between the saddle-ride type vehicle 1 and an object (for example, a target vehicle) is higher than a reference probability.
  • a reference probability is set, for example, so as to be able to determine whether the probability of collision between the saddle-ride type vehicle 1 and an object is excessively high.
  • the control unit 22 can determine the above-mentioned collision possibility based on, for example, the distance between the saddle-ride type vehicle 1 and the target vehicle, and the relative speed of the saddle-ride type vehicle 1 with respect to the target vehicle.
  • the above-mentioned collision possibility can be expressed, for example, by a value obtained by dividing the distance between the saddle-ride type vehicle 1 and the target vehicle by the relative speed of the saddle-ride type vehicle 1 with respect to the target vehicle.
  • the above-mentioned collision possibility may be expressed by a value that further takes into account the relative acceleration of the saddle-ride type vehicle 1 with respect to the target vehicle, in addition to the distance between the saddle-ride type vehicle 1 and the target vehicle and the relative speed of the saddle-ride type vehicle 1 with respect to the target vehicle.
  • the control unit 22 may determine whether to resume the vehicle speed control operation based on information about the possibility of a collision between the saddle-riding type vehicle 1 and the object.
  • the control unit 22 may execute an operation to suppress a collision between the saddle-riding type vehicle 1 and the object. Examples of such an operation include an operation to issue a notification to warn the rider that the possibility of a collision between the saddle-riding type vehicle 1 and the object has exceeded a standard, or an operation to automatically increase the braking force acting on the saddle-riding type vehicle 1 (for example, an operation to increase the braking force generated by the drive source 11 to an upper limit).
  • the condition that one of these operations to suppress a collision between the saddle-riding type vehicle 1 and the object is being executed may be used as the transition condition.
  • the transition condition may be that the braking force generated by the drive source 11 has not reached the maximum value (i.e., limit) of the braking force that can be generated by the drive source 11.
  • limit the maximum value of the braking force that can be generated by the drive source 11.
  • the control unit 22 may determine whether to resume the vehicle speed control operation based on information about the braking force that increases the brake fluid pressure in the wheel cylinder 54 without automatically increasing the pressure.
  • the braking force information may be information that directly indicates the braking force (for example, information that indicates the value of the required braking force), other information that can be substantially converted into the braking force, or information that roughly indicates the level of the braking force.
  • step S105/NO If it is determined that the transition condition to the standby state ST_STB is not satisfied (step S105/NO), proceed to step S106. On the other hand, if it is determined that the transition condition to the standby state ST_STB is satisfied (step S105/YES), proceed to step S108, and in step S108, the control unit 22 switches the control mode from the suspend state ST_SUS to the standby state ST_STB.
  • step S106 the control unit 22 determines whether the rider's brake operation has been released.
  • control unit 22 can determine whether the rider's brake operation has been released based on the detection result of a sensor that detects the amount of brake operation. However, the control unit 22 may also determine whether the rider's brake operation has been released based on the detection result of a sensor that detects the pressure of the brake fluid in the master cylinder 51.
  • step S106/NO If it is determined that the brake operation has not been released (step S106/NO), return to step S104. On the other hand, if it is determined that the brake operation has been released (step S106/YES), proceed to step S107.
  • step S107 the control unit 22 switches the control mode to the execution state ST_EXE, and the control flow shown in Fig. 5 ends. In this case, the control unit 22 switches the control mode from the suspend state ST_SUS to the execution state ST_EXE. This restarts the adaptive cruise control.
  • step S104 determines whether the rider has released the brake and performed a switch operation (specifically, a switch operation to switch the control mode from the standby state ST_STB to the active state ST_ACT).
  • step S109 the control unit 22 determines whether the rider has released the brake and performed a switch operation (specifically, a switch operation to switch the control mode from the standby state ST_STB to the active state ST_ACT).
  • Step S109/NO If it is determined that the brake operation has not been released or the switch operation has not been performed (Step S109/NO), Step S109 is repeated. On the other hand, if it is determined that the brake operation has been released and the switch operation has been performed (Step S109/YES), the process proceeds to Step S107. Then, the control mode switches from the standby state ST_STB to the execution state ST_EXE, and adaptive cruise control resumes.
  • control device 20 The above describes an example of the processing performed by the control device 20.
  • the processing performed by the control device 20 may be a processing in which the processing example described above is modified.
  • the control unit 22 may increase the gear ratio of the transmission 12 before resuming the adaptive cruise control.
  • the brakes are applied and the adaptive cruise control is temporarily suspended, the saddle-ride type vehicle 1 decelerates and the vehicle speed decreases. Therefore, by increasing the gear ratio of the transmission 12 while the adaptive cruise control is temporarily suspended, before resuming the adaptive cruise control, the adaptive cruise control resumes and the saddle-ride type vehicle 1 is accelerated by the drive source 11, allowing for smooth acceleration. Furthermore, if an engine is provided as the drive source 11, engine stall can be prevented when the adaptive cruise control is resumed.
  • the control unit 22 may perform a notification operation for the rider of the saddle-ride type vehicle 1.
  • the notification operation is an operation of notifying the rider of the saddle-ride type vehicle 1.
  • the control unit 22 performs the notification using the display device 14.
  • the notification to the rider may be performed using a device other than the display device 14.
  • the control unit 22 may perform the notification using a display device provided on the rider's equipment (for example, a helmet).
  • the control unit 22 may perform the notification using a display device provided on the saddle-ride type vehicle 1 or the rider's equipment.
  • the notification may be made using a sound output device or a vibration generating device provided.
  • the control unit 22 may perform the notification operation by momentarily increasing the braking force without automatically increasing the pressure of the brake fluid in the wheel cylinder 54.
  • the control unit 22 may, in the notification operation, momentarily increase the braking force by engine braking by controlling at least one of the opening of the throttle valve and the amount of fuel injection of the engine.
  • the control unit 22 may, in the notification operation, momentarily increase the braking force by regenerative braking using the electric motor.
  • the control unit 22 may, in the notification operation, momentarily increase the braking force by increasing the gear ratio of the transmission 12.
  • the information used in the determination in step S104 (specifically, information used to determine whether the brake operation being performed is a specific brake operation) and the information used in the determination in step S105 (specifically, information used to determine whether the transition condition to the standby state ST_STB is satisfied) correspond to the information used to determine whether or not to resume the adaptive cruise control.
  • the hydraulic control unit 13 is not provided with a mechanism that automatically increases the pressure, it is possible to ensure the function of automatically controlling the braking force acting on the saddle-ride type vehicle 1 during vehicle speed control operation. Furthermore, when the rider releases the first operation, which is the braking operation performed by the rider during execution of the vehicle speed control operation, the control unit 22 automatically resumes the vehicle speed control operation without the rider needing to operate a switch. As a result, the vehicle speed control operation can be automatically resumed when a brake operation is performed during execution of the vehicle speed control operation, which can also improve operability for the rider. As described above, the rider assistance system io ⁇ can improve the rider's operability while enabling vehicle speed control operations to be performed.
  • the control unit 22 when the rider releases a second braking operation performed by the rider during execution of the vehicle speed control operation, the second braking operation being different from the first braking operation, the control unit 22 does not automatically resume the vehicle speed control operation. This makes it possible to prohibit automatic resumption of the vehicle speed control operation following release of the brake operation, depending on the type of braking operation performed by the rider during execution of the vehicle speed control operation.

Landscapes

  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Human Computer Interaction (AREA)
  • Regulating Braking Force (AREA)

Abstract

La présente invention améliore l'exploitabilité pour un conducteur tout en permettant d'exécuter une opération de commande de vitesse de véhicule. Dans ce système d'aide au conducteur (100) et le procédé de commande selon la présente invention, une unité de commande du système d'aide au conducteur (100) exécute un mode de commande dans lequel l'opération de commande de vitesse de véhicule permettant de commander automatiquement la vitesse du véhicule générée dans un véhicule de type à selle (1) est effectuée. Un mécanisme permettant d'augmenter la pression alors qu'aucune opération de freinage n'est effectuée par le conducteur n'est pas fourni à une unité de commande de pression hydraulique (13) qui commande la pression d'un liquide de frein dans un cylindre de roue du véhicule de type à selle (1) et, pendant l'opération de commande de vitesse de véhicule, l'unité de commande augmente la force de freinage générée dans le véhicule de type à selle (1) sans augmenter automatiquement la pression pendant que l'opération de freinage n'est pas effectuée par le conducteur, et redémarre automatiquement l'opération de commande de vitesse de véhicule sans avoir besoin que le conducteur effectuer une opération de commutation lorsqu'il a réalisé une première opération qui est une opération de freinage pendant l'exécution de l'opération de commande de vitesse de véhicule.
PCT/IB2025/052065 2024-03-25 2025-02-26 Système d'aide au conducteur et procédé de commande Pending WO2025202774A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2024-047402 2024-03-25
JP2024047402 2024-03-25

Publications (1)

Publication Number Publication Date
WO2025202774A1 true WO2025202774A1 (fr) 2025-10-02

Family

ID=95446508

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/IB2025/052065 Pending WO2025202774A1 (fr) 2024-03-25 2025-02-26 Système d'aide au conducteur et procédé de commande

Country Status (1)

Country Link
WO (1) WO2025202774A1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014208185A1 (de) * 2014-04-30 2015-11-05 Conti Temic Microelectronic Gmbh Vorrichtung und Verfahren zur Regelung der Fahrzeuggeschwindigkeit eines Fahhrzeuges durch ein ACC-System
DE102016007187A1 (de) * 2015-12-19 2017-06-22 Daimler Ag Verfahren zum Deaktivieren einer automatisierten Fahrfunktion eines Fahrzeugs und Fahrerassistenzsystem zur Durchführung des Verfahrens
US20200290610A1 (en) * 2019-03-11 2020-09-17 GM Global Technology Operations LLC Eco-cruise: torque management
US20200307553A1 (en) * 2017-03-21 2020-10-01 Robert Bosch Gmbh Controller and control method

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014208185A1 (de) * 2014-04-30 2015-11-05 Conti Temic Microelectronic Gmbh Vorrichtung und Verfahren zur Regelung der Fahrzeuggeschwindigkeit eines Fahhrzeuges durch ein ACC-System
DE102016007187A1 (de) * 2015-12-19 2017-06-22 Daimler Ag Verfahren zum Deaktivieren einer automatisierten Fahrfunktion eines Fahrzeugs und Fahrerassistenzsystem zur Durchführung des Verfahrens
US20200307553A1 (en) * 2017-03-21 2020-10-01 Robert Bosch Gmbh Controller and control method
US20200290610A1 (en) * 2019-03-11 2020-09-17 GM Global Technology Operations LLC Eco-cruise: torque management

Similar Documents

Publication Publication Date Title
CN101626933B (zh) 车辆行驶辅助装置以及方法
JP7113898B2 (ja) 制御装置及び制御方法
WO2018185577A1 (fr) Dispositif de commande, procédé de commande, et système de freinage
WO2020021382A1 (fr) Dispositif de commande et procédé de commande
CN103523016A (zh) 用于在滑行期间运行车辆的方法
JP7162672B2 (ja) 制御装置及び制御方法
JP7179849B2 (ja) モータサイクルに用いられる運転支援システムの制御装置及び制御方法、及び、モータサイクルに用いられる運転支援システム
JPWO2020065435A1 (ja) 制御装置及び制御方法
JP7727742B2 (ja) 制御装置及び制御方法
JP7727741B2 (ja) 制御装置及び制御方法
JP2011131654A (ja) 車両速度制限装置
JPWO2020039289A1 (ja) 制御装置及び制御方法
JP7727743B2 (ja) 制御装置及び制御方法
WO2025202774A1 (fr) Système d'aide au conducteur et procédé de commande
US20240343232A1 (en) Controller and control method
JP2021066365A (ja) 制御装置及び制御方法
WO2025202761A1 (fr) Dispositif de commande et procédé de commande
WO2025202773A1 (fr) Système d'assistance au conducteur et procédé de commande
JP2021066364A (ja) 制御装置及び制御方法
WO2025248345A1 (fr) Dispositif de commande et procédé de commande
US20240343233A1 (en) Controller and control method
JP7656039B2 (ja) 制御装置及び制御方法
WO2024153997A1 (fr) Dispositif de commande et procédé de commande
WO2025210414A1 (fr) Dispositif de traitement et procédé de traitement
WO2025257628A1 (fr) Dispositif de commande et procédé de commande

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 25719456

Country of ref document: EP

Kind code of ref document: A1