Patent Description:
As a technique related to a motorcycle (a two-wheeled motor vehicle or a three-wheeled motor vehicle), a technique of improving occupant safety has been available. For example, a driver-assistance system is disclosed in PTL <NUM>. The driver-assistance system warns a occupant of the motorcycle on the basis of a detection result of a peripheral environment detector that detects peripheral environment (for example, an obstacle, a preceding vehicle, or the like) of the motorcycle during travel.

PTL <NUM>: <CIT> <CIT> (<NUM>-<NUM>-<NUM>), relates to a driver assistance system for longitudinal control of a vehicle. <CIT> (<NUM>-<NUM>-<NUM>), relates to a seat occupancy detection device. <CIT> (<NUM>-<NUM>-<NUM>), relates to a method for executing emergency brake of emergency breaking system in two-wheeler in event of hazardous situations. <CIT> (<NUM>-<NUM>-<NUM>), relates to a method for determining the angle of inclination of a two wheeled vehicle.

By the way, in order to improve the occupant safety, it is considered to be effective that a vehicle body behavior control system capable of executing an automatic brake operation is adopted for the motorcycle and automatically controls behavior of the motorcycle in accordance with the peripheral environment. The automatic brake operation is an operation to automatically decelerate the motorcycle by generating a braking force in the motorcycle without an operation by the occupant. For example, in regard to a four-wheeled vehicle and the like, a ratio of occupant weight to vehicle body weight is low. Thus, it is not assumed that the occupant weight has a significantly impact on vehicle body behavior in the automatic brake operation. However, in regard to the motorcycle, because the ratio of the occupant weight to the vehicle body weight is high, the automatic brake operation has to be executed in consideration of the occupant weight. Otherwise, it may be difficult to secure safety, comfort, and the like of the occupant.

The present invention has been made with the above-described problem as the background and therefore obtains a controller and a control method capable of improving safety of a motorcycle. The present invention also obtains a vehicle body behavior control system that includes such a controller. The present invention further obtains a motorcycle that has such a vehicle body behavior control system.

A controller according to the present invention is a controller comprising the features of claim <NUM>.

A vehicle body behavior control system according to the present invention is a vehicle body behavior control system comprising the features of claim <NUM>.

A motorcycle according to the present invention includes the above-described vehicle body behavior control system, comprising the features of claim <NUM>.

A control method according to the present invention is a control method comprising the features of claim <NUM>.

In the controller, the vehicle body behavior control system, the motorcycle, and the control method according to the present invention, the control mode that makes the motorcycle execute the automatic brake operation is initiated in accordance with the trigger information that is generated in accordance with the peripheral environment of the motorcycle. In addition, the automatic brake operation, which is executed in the control mode, is changed in accordance with the seat load information that is the information of the load received by the seat of the motorcycle. Accordingly, a situation where it is possibly difficult to secure safety, comfort, and the like of an occupant can be handled. Thus, usefulness of the automatic brake operation is improved, and safety of the motorcycle is improved.

A description will hereinafter be made on a controller, a vehicle body behavior control system, a motorcycle, and a control method according to the present invention by using the drawings.

Note that each of a configuration, an operation, and the like, which will be described below, is merely one example, and the controller, the vehicle body behavior control system, the motorcycle, and the control method according to the present invention are not limited to a case with such a configuration, such an operation, and the like.

For example, a description will hereinafter be made on a case where the motorcycle is a two-wheeled motor vehicle; however, the motorcycle may be another motorcycle (a three-wheeled motor vehicle). In addition, a description will hereinafter be made on a case where a braking force that is generated in each wheel is controlled by using a hydraulic pressure control unit; however, another mechanism may be used to control the braking force that is generated in each of the wheels. Furthermore, a description will hereinafter be made on a case where the controller executes an automatic brake operation by controlling the braking force that is generated in each of the wheels; however, the controller may execute the automatic brake operation by controlling a braking force that is generated in an engine. Moreover, a description will hereinafter be made on a case where each of a front-wheel brake mechanism and a rear-wheel brake mechanism is provided in one unit; however, at least one of the front-wheel brake mechanism and the rear-wheel brake mechanism may be provided in multiple units. Lastly, a description will hereinafter be made on a case where a peripheral environment detector that detects environment in front of the motorcycle is used and the automatic brake operation is executed in regard to a target (for example, an obstacle, a preceding vehicle, or the like) located in front of the motorcycle; however, a peripheral environment detector that detects environment in another direction (for example, a lateral direction or the like) of the motorcycle may be used, and the automatic brake operation may be executed in regard to the target located in this direction of the motorcycle.

The same or similar description will appropriately be simplified or will not be made below. In the drawings, the same or similar members or portions will be denoted by the same reference sign. In addition, a detailed structure will appropriately be depicted in a simplified manner or will not be depicted.

A description will hereinafter be made on a vehicle body behavior control system according to Embodiment <NUM>.

A description will hereinafter be made on a configuration of the vehicle body behavior control system according to Embodiment <NUM>.

<FIG> is a view of a state where the vehicle body behavior control system according to Embodiment <NUM> of the present invention is mounted on the motorcycle. <FIG> is a view of the schematic configuration of the vehicle body behavior control system according to Embodiment <NUM> of the present invention. <FIG> is a system configuration diagram of the vehicle body behavior control system according to Embodiment <NUM> of the present invention.

As depicted in <FIG> and <FIG>, a vehicle body behavior control system <NUM> is mounted on a motorcycle <NUM>. The motorcycle <NUM> includes: a trunk <NUM>; a handlebar <NUM> that is held by the trunk <NUM> in a freely turnable manner; a front wheel <NUM> that is held by the trunk <NUM> in the freely turnable manner with the handlebar <NUM>; and a rear wheel <NUM> that is held by the trunk <NUM> in a freely rotatable manner.

For example, the vehicle body behavior control system <NUM> includes: a first brake operation section <NUM>; a front-wheel brake mechanism <NUM> that brakes the front wheel <NUM> in an interlocking manner with at least the first brake operation section <NUM>; a second brake operation section <NUM>; and a rear-wheel brake mechanism <NUM> that brakes the rear wheel <NUM> in the interlocking manner with at least the second brake operation section <NUM>.

The first brake operation section <NUM> is provided on the handlebar <NUM> and is operated by a driver's hand. The first brake operation section <NUM> is a brake lever, for example. The second brake operation section <NUM> is provided in a lower portion of the trunk <NUM> and is operated by the driver's foot. The second brake operation section <NUM> is a brake pedal, for example.

Each of the front-wheel brake mechanism <NUM> and the rear-wheel brake mechanism <NUM> includes: a master cylinder <NUM> in which a piston (not depicted) is installed; a reservoir <NUM> that is attached to the master cylinder <NUM>; a brake caliper <NUM> that is held by the trunk <NUM> and has a brake pad (not depicted); a wheel cylinder <NUM> that is provided in the brake caliper <NUM>; a primary channel <NUM> through which brake fluid in the master cylinder <NUM> is delivered to the wheel cylinder <NUM>; a secondary channel <NUM> through which the brake fluid in the wheel cylinder <NUM> is released; and a supply channel <NUM> through which the brake fluid in the master cylinder <NUM> is supplied to the secondary channel <NUM>.

An inlet valve (EV) <NUM> is provided in the primary channel <NUM>. The secondary channel <NUM> bypasses a portion of the primary channel <NUM> between the wheel cylinder <NUM> side and the master cylinder <NUM> side of the inlet valve <NUM>. The secondary channel <NUM> is sequentially provided with an outlet valve (AV) <NUM>, an accumulator <NUM>, and a pump <NUM> from an upstream side. Between an end of the primary channel <NUM> on the master cylinder <NUM> side and a portion thereof to which a downstream end of the secondary channel <NUM> is connected, a first valve (USV) <NUM> is provided. The supply channel <NUM> communicates between the master cylinder <NUM> and a suction side of the pump <NUM> in the secondary channel <NUM>. A second valve (HSV) <NUM> is provided in the supply channel <NUM>.

The inlet valve <NUM> is an electromagnetic valve that is opened in an unenergized state and closed in an energized state, for example. The outlet valve <NUM> is an electromagnetic valve that is closed in an unenergized state and opened in an energized state, for example. The first valve <NUM> is an electromagnetic valve that is opened in an unenergized state and is closed in an energized state, for example. The second valve <NUM> is an electromagnetic valve that is closed in an unenergized state and is opened in an energized state, for example.

A hydraulic pressure control unit <NUM> is configured by including: members such as the inlet valves <NUM>, the outlet valves <NUM>, the accumulators <NUM>, the pumps <NUM>, the first valves <NUM>, and the second valves <NUM>; a base body <NUM> that is provided with those members and is formed with channels constituting the primary channels <NUM>, the secondary channels <NUM>, and the supply channels <NUM> therein; and a controller (ECU) <NUM>. In the vehicle body behavior control system <NUM>, the hydraulic pressure control unit <NUM> is a unit that has a function of controlling a hydraulic pressure of the brake fluid in each of the wheel cylinders <NUM>, that is, a braking force exerted on the front wheel <NUM> by the front-wheel brake mechanism <NUM> and a braking force exerted on the rear wheel <NUM> by the rear-wheel brake mechanism <NUM>.

The members may collectively be provided in the single base body <NUM> or may separately be provided in the multiple base bodies <NUM>. In addition, the controller <NUM> may be provided as one unit or may be divided into multiple units. Furthermore, the controller <NUM> may be attached to the base body <NUM> or may be attached to a member other than the base body <NUM>. Moreover, the controller <NUM> may partially or entirely be constructed of a microcomputer, a microprocessor unit, or the like, may be constructed of a member in which firmware or the like can be updated, or may be a program module or the like that is executed by a command from a CPU or the like, for example.

In a normal state, that is, in a state where the automatic brake operation, which will be described below, is not executed, the controller <NUM> opens the inlet valves <NUM>, closes the outlet valves <NUM>, opens the first valves <NUM>, and closes the second valves <NUM>. When the first brake operation section <NUM> is operated in such a state, in the front-wheel brake mechanism <NUM>, the piston (not depicted) in the master cylinder <NUM> is pressed to increase the hydraulic pressure of the brake fluid in the wheel cylinder <NUM>, the brake pad (not depicted) of the brake caliper <NUM> is then pressed against a rotor 3a of the front wheel <NUM>, and the braking force is thereby exerted on the front wheel <NUM>. Meanwhile, when the second brake operation section <NUM> is operated, in the rear-wheel brake mechanism <NUM>, the piston (not depicted) in the master cylinder <NUM> is pressed to increase the hydraulic pressure of the brake fluid in the wheel cylinder <NUM>, the brake pad (not depicted) of the brake caliper <NUM> is then pressed against a rotor 4a of the rear wheel <NUM>, and the braking force is thereby exerted on the rear wheel <NUM>.

As depicted in <FIG> and <FIG>, the vehicle body behavior control system <NUM> includes: various detectors including a peripheral environment detector <NUM> and an external force detector <NUM>; an input device <NUM>, and a warning device <NUM>. Each of the various detectors, the input device <NUM>, and the warning device <NUM> is communicable with the controller <NUM>.

The peripheral environment detector <NUM> detects peripheral environment of the motorcycle <NUM>. For example, the peripheral environment detector <NUM> detects a distance from the motorcycle <NUM> to a forward obstacle (for example, a structural object, a pedestrian crossing a road, a vehicle traveling on a crossing road, or the like) as the peripheral environment. The peripheral environment detector <NUM> may detect another physical quantity that can substantially be converted to the distance from the motorcycle <NUM> to the forward obstacle. More specifically, a camera that captures an image in front of the motorcycle <NUM> or a distance measurement sensor that can detect the distance from the motorcycle <NUM> to the forward obstacle is used as the peripheral environment detector <NUM>. The peripheral environment detector <NUM> is provided in a front portion of the trunk <NUM>.

In addition, the peripheral environment detector <NUM> generates trigger information in accordance with the peripheral environment and outputs the trigger information. The trigger information is used to determine initiation of a control mode, which will be described below. Furthermore, the peripheral environment detector <NUM> computes a target braking force in conjunction with generation of the trigger information and outputs a computation result. The target braking force is a target value of an automatic braking force that is the braking force exerted on the wheels of the motorcycle <NUM> by the automatic brake operation executed in the control mode.

For example, the peripheral environment detector <NUM> computes a body speed of the motorcycle <NUM> on the basis of rotational frequencies of the front wheel <NUM> and the rear wheel <NUM>, and estimates duration before arrival on the basis of the distance from the motorcycle <NUM> to the forward obstacle and the body speed. The duration before arrival is duration before the motorcycle <NUM> arrives at the forward obstacle. In the case where the duration before arrival is shorter than reference duration, the peripheral environment detector <NUM> generates the trigger information that is used to determine the initiation of the control mode in which an automatic emergency braking operation is executed as the automatic brake operation. The automatic emergency braking operation is the automatic brake operation that is executed to make the motorcycle <NUM> stop before arriving at the forward obstacle. The reference duration is set in accordance with estimated duration before the motorcycle <NUM> stops in the case where the motorcycle <NUM> executes the automatic emergency braking operation.

In this case, more specifically, the peripheral environment detector <NUM> computes the braking force with which the motorcycle <NUM> can stop before arriving at the forward obstacle by the automatic emergency braking operation as the target braking force. Such a target braking force is computed on the basis of the distance from the motorcycle <NUM> to the forward obstacle and the body speed, for example.

In addition, for example, in the case where a distance from the motorcycle <NUM> to a preceding vehicle falls below a distance reference value when the driver selects an autonomous cruise travel mode, which will be described below, the peripheral environment detector <NUM> generates the trigger information that is used to determine the initiation of the control mode in which an autonomous cruise braking operation is executed as the automatic brake operation. The autonomous cruise braking operation is the automatic brake operation that is executed to make the distance from the motorcycle <NUM> to the preceding vehicle approximate the distance reference value. As the distance from the motorcycle <NUM> to the preceding vehicle, the distance reference value is set to such a value that the occupant safety can be secured.

In this case, more specifically, the peripheral environment detector <NUM> computes the braking force with which the distance from the motorcycle <NUM> to the preceding vehicle can promptly approximate the distance reference value while a collision of the motorcycle <NUM> with the preceding vehicle is avoided by the autonomous cruise braking operation, and sets such a braking force as the target braking force. Such a target braking force is computed on the basis of the body speed and a difference between the distance from the motorcycle <NUM> to the preceding vehicle and the distance reference value, for example.

The external force detector <NUM> detects an external force that acts on a seat of the motorcycle <NUM>, and outputs a detection result. The external force detector <NUM> includes: a first sensor 42a that detects a magnitude of the external force acting on a driver's seat 1a of the motorcycle <NUM>; and a second sensor 42b that detects a magnitude of the external force acting on a tandem seat 1b of the motorcycle <NUM>, for example. Note that <FIG> depicts a case where the driver's seat 1a and the tandem seat 1b of the motorcycle <NUM> are integrated; however, the driver's seat 1a and the tandem seat 1b of the motorcycle <NUM> may be separate components.

The first sensor 42a is a strain gauge that is attached to the inside or an outer surface of the driver's seat 1a of the motorcycle <NUM>, for example. That is, the first sensor 42a is provided at a position that is suited to acquire information on a load received by the driver's seat 1a, that is, seat load information that is information related to weight of the occupant (the driver) who is seated on the driver's seat 1a. Note that the first sensor 42a may be another contact sensor or another non-contact sensor as long as the first sensor 42a detects the magnitude of the external force acting on the driver's seat 1a of the motorcycle <NUM>. In addition, the first sensor 42a may detect another physical quantity that can substantially be converted to the magnitude of the external force. Furthermore, the first sensor 42a may be constructed of a single detection element or may be constructed of multiple detection elements. That is, any mode can be adopted for the first sensor 42a as long as the first sensor 42a can detect total weight that acts on the driver's seat 1a.

The second sensor 42b is a strain gauge that is attached to the inside or an outer surface of the tandem seat 1b of the motorcycle <NUM>, for example. That is, the second sensor 42b is provided at a position that is suited to acquire information on a load received by the tandem seat 1b, that is, the seat load information that is information related to weight of the occupant who is seated on the tandem seat 1b. Note that the second sensor 42b may be another contact sensor or another non-contact sensor as long as the second sensor 42b detects the magnitude of the external force acting on the tandem seat 1b of the motorcycle <NUM>. In addition, the second sensor 42b may detect another physical quantity that can substantially be converted to the magnitude of the external force. Furthermore, the second sensor 42b may be constructed of a single detection element or may be constructed of multiple detection elements. That is, any mode can be adopted for the second sensor 42b as long as the second sensor 42b can detect total weight that acts on the tandem seat 1b.

The input device <NUM> receives a travel mode selection operation by the driver and outputs a signal that corresponds to the received operation. The input device <NUM> at least receives the selection operation to select the autonomous cruise travel mode as the travel mode. The autonomous cruise travel mode is a travel mode in which the motorcycle <NUM> continues traveling with behavior thereof being automatically and at least partially controlled. In the autonomous cruise travel mode, the motorcycle <NUM> is controlled such that the distance therefrom to the preceding vehicle approximates the distance reference value. For example, a lever, a button, or a touch screen is possibly used as the input device <NUM>. The input device <NUM> is provided on the handlebar <NUM>, for example.

The warning device <NUM> may warn the occupant by sound, may warn the occupant by a display, may warn the occupant by vibrations, or may warn the occupant by a combination of any of those. More specifically, the warning device <NUM> is a speaker, a display, a lamp, a vibrator, or the like, may be provided on the motorcycle <NUM>, or may be provided in an accessory such as a helmet that is associated with the motorcycle <NUM>. The warning device <NUM> outputs a warning that informs the occupant of the execution of the automatic brake operation.

The controller <NUM> controls vehicle body behavior of the motorcycle <NUM>. The controller <NUM> includes an acquisition section <NUM> and an execution section <NUM>, for example. The acquisition section <NUM> acquires the information that is output from each of the various detectors and the input device <NUM>, and outputs the acquired information to the execution section <NUM>. The execution section <NUM> includes a trigger determination section 62a, a seat load determination section 62b, a control command setting section 62c, and a control section 62d, for example.

In accordance with a determination result by the trigger determination section 62a, the execution section <NUM> initiates the control mode that makes the motorcycle <NUM> execute the automatic brake operation. In addition, in the case where the seat load determination section 62b determines that the seat load information generated in accordance with the detection result of the external force detector <NUM> is information that is acquired in a state where the occupant weight is heavy, the execution section <NUM> makes the control command setting section 62c change a control command to be output in the control mode. The determination is made by comparing a value as the seat load information and a threshold value. The control command setting section 62c sets the braking force that is generated in the motorcycle <NUM> by the automatic brake operation, initiation timing of the automatic brake operation, and the like, for example. The control section 62d outputs the control command that governs the operations of the inlet valves <NUM>, the outlet valves <NUM>, the pumps <NUM>, the first valves <NUM>, the second valves <NUM>, and the like in accordance with the above settings, so as to generate the braking force in each of the wheels of the motorcycle <NUM> and execute the automatic brake operation. In addition, the control section 62d outputs the control command that governs the operation of the warning device <NUM> in accordance with the above settings.

In a state where the automatic brake operation is executed, the controller <NUM> opens the inlet valves <NUM>, closes the outlet valves <NUM>, closes the first valves <NUM>, and opens the second valves <NUM>. In the case where each of the pumps <NUM> is driven in such a state, the hydraulic pressure of the brake fluid in each of the wheel cylinders <NUM> is increased, and the braking force is exerted on each of the wheels (the front wheel <NUM> and the rear wheel <NUM>).

The controller <NUM> may include a memory element, and the information such as the threshold value used in each processing executed by the controller <NUM> may be stored in the memory element in advance.

A description will be made on an operation of the vehicle body behavior control system according to Embodiment <NUM>.

<FIG> is a flowchart of the operation of the vehicle body behavior control system according to Embodiment <NUM> of the present invention.

The controller <NUM> executes an operation flow depicted in <FIG> during travel of the motorcycle <NUM>.

In step S101, the acquisition section <NUM> acquires the trigger information that is generated in accordance with the detection result of the peripheral environment detector <NUM>.

In step S102, the trigger determination section 62a of the execution section <NUM> determines whether to initiate the control mode to make the motorcycle <NUM> execute the automatic brake operation on the basis of the trigger information acquired in step S101. If Yes, the processing proceeds to step S103. If No, the processing returns to step S101.

In step S103, the acquisition section <NUM> acquires the seat load information that corresponds to the detection result of the external force detector <NUM>.

In step S104, the seat load determination section 62b of the execution section <NUM> determines whether the seat load information acquired in step S103 is the information that is acquired in a state where the occupant weight is light. If Yes, the processing proceeds to step S105. If No, the processing proceeds to step S106.

In the case where the magnitude of the external force that acts on the driver's seat 1a of the motorcycle <NUM> is acquired as the seat load information in step S103, the seat load determination section 62b determines a case where the external force is equal to or smaller than the threshold value as the state where the occupant weight is light, and determines a case where the external force is larger than the threshold value as the state where the occupant weight is heavy.

In the case where the magnitude of the external force that acts on the tandem seat 1b of the motorcycle <NUM> is acquired as the seat load information in step S103, the seat load determination section 62b determines the case where the external force is equal to or smaller than the threshold value as the state where the occupant weight is light, and determines the case where the external force is larger than the threshold value as the state where the occupant weight is heavy.

In the case where both of the magnitude of the external force that acts on the driver's seat 1a of the motorcycle <NUM> and the magnitude of the external force that acts on the tandem seat 1b of the motorcycle <NUM> are acquired as the seat load information in step S103, the seat load determination section 62b determines a case where a sum of the external forces is equal to or smaller than the threshold value as the state where the occupants' weight is light, and determines a case where the sum of the external forces is larger than the threshold value as the state where the occupants' weight is heavy.

In step S105, the control command setting section 62c of the execution section <NUM> sets the braking force that is generated in the motorcycle <NUM> by the automatic brake operation to the normal target braking force. In addition, the control command setting section 62c of the execution section <NUM> sets the initiation timing of the automatic brake operation to normal timing. The control section 62d of the execution section <NUM> outputs the control command that corresponds to such settings and operates the hydraulic pressure control unit <NUM>.

In step S106, the control command setting section 62c of the execution section <NUM> sets the braking force that is generated in the motorcycle <NUM> by the automatic brake operation to a larger value than the normal target braking force. In addition, the control command setting section 62c of the execution section <NUM> sets the initiation timing of the automatic brake operation to earlier timing than the normal timing. The control section 62d of the execution section <NUM> outputs the control command that corresponds to such settings and operates the hydraulic pressure control unit <NUM>.

Note that the description has been made so far on the case where the braking force generated in the motorcycle <NUM> and the initiation timing of the automatic brake operation are switched at two stages in accordance with the seat load information acquired in step S103; however, they may be switched at three or more stages. In addition, only one of switching of the braking force generated in the motorcycle <NUM> and switching of the initiation timing of the automatic brake operation may be conducted.

The description has been made so far on the case where the automatic brake operation is set on the basis of the sum of the external force in the case where both of the magnitude of the external force that acts on the driver's seat 1a of the motorcycle <NUM> and the magnitude of the external force that acts on the tandem seat 1b of the motorcycle <NUM> are acquired as the seat load information in step S103; however, the automatic brake operation may be set on the basis of a value of each of the external forces. That is, the seat load information on the driver's seat 1a and the seat load information on the tandem seat 1b may be acquired, and the setting of the automatic brake operation may be changed in accordance with each of the seat load information on the driver's seat 1a and the seat load information on the tandem seat 1b. In addition, the magnitude of the external force that acts on the driver's seat 1a of the motorcycle <NUM> and the magnitude of the external force that acts on the tandem seat 1b of the motorcycle <NUM> may be weighed and added.

A description will be made on effects of the vehicle body behavior control system according to Embodiment <NUM>.

The controller <NUM> includes: the acquisition section <NUM> that acquires the trigger information generated in accordance with the peripheral environment of the motorcycle <NUM>; and the execution section <NUM> that initiates the control mode, in which the motorcycle <NUM> executes the automatic brake operation, in accordance with the trigger information acquired by the acquisition section <NUM> and makes the motorcycle <NUM> generate the braking force. In addition, the acquisition section <NUM> further acquires the seat load information that is the information of the load received by the seat (the driver's seat 1a, the tandem seat 1b) of the motorcycle <NUM>, and the execution section <NUM> changes the automatic brake operation, which is executed in the control mode, in accordance with the seat load information acquired by the acquisition section <NUM>. Accordingly, a situation where it is possibly difficult to secure safety, comfort, and the like of the occupant can be handled. Thus, usefulness of the automatic brake operation is improved, and safety of the motorcycle <NUM> is improved.

The execution section <NUM> preferably changes the braking force, which is generated in the motorcycle <NUM> by the automatic brake operation executed in the control mode, in accordance with the seat load information acquired by the acquisition section <NUM>. In addition, the execution section <NUM> preferably changes the initiation timing of the automatic brake operation executed in the control mode in accordance with the seat load information acquired by the acquisition section <NUM>. In any of these cases, safety, comfort, and the like of the automatic brake operation is reliably secured.

The acquisition section <NUM> preferably acquires the seat load information on the basis of the detection result of the external force detector <NUM> that detects the external force acting on the seat (the driver's seat 1a, the tandem seat 1b) of the motorcycle <NUM>. Thus, the safety, the comfort, and the like of the automatic brake operation are reliably secured.

In particular, the external force detector <NUM> preferably includes the first sensor 42a that detects the magnitude of the external force acting on the driver's seat 1a of the motorcycle <NUM>. In such a case, the automatic brake operation can be switched in accordance with the weight of the occupant who is seated on the driver's seat 1a. Thus, the safety, the comfort, and the like of the automatic brake operation are reliably secured.

In particular, the external force detector <NUM> preferably includes the second sensor 42b that detects the magnitude of the external force acting on the tandem seat 1b of the motorcycle <NUM>. In such a case, the automatic brake operation can be switched in accordance with the weight of the occupant who is seated on the tandem seat 1b. Thus, the safety, the comfort, and the like of the automatic brake operation are reliably secured.

The execution section <NUM> preferably changes the automatic brake operation, which is executed in the control mode, in accordance with a result of the comparison between the value that is acquired as the seat load information and the threshold value. Accordingly, the processing by the controller <NUM> is simplified, and thus throughput can be improved. Therefore, the safety, the comfort, and the like of the automatic brake operation are further reliably secured.

Note that the overlapping or similar description to that on the vehicle body behavior control system according to Embodiment <NUM> will appropriately be simplified or omitted.

<FIG> is a system configuration diagram of the vehicle body behavior control system according to Embodiment <NUM> of the present invention. <FIG> is a view that defines a bank angle.

As depicted in <FIG>, the vehicle body behavior control system <NUM> includes various detectors including the peripheral environment detector <NUM>, the external force detector <NUM>, and a vehicle body posture detector <NUM>, the input device <NUM>, and the warning device <NUM>. Each of the various detectors, the input device <NUM>, and the warning device <NUM> is communicable with the controller <NUM>.

The vehicle body posture detector <NUM> detects information related to a bank angle of the motorcycle <NUM> and outputs a detection result. The bank angle corresponds to a tilt angle θ of the motorcycle <NUM> in a rolling direction with respect to an upper vertical direction depicted in <FIG>. The vehicle body posture detector <NUM> may detect the bank angle of the motorcycle <NUM> itself or may detect another physical quantity that can substantially be converted to the bank angle. In addition, the vehicle body posture detector <NUM> may detect an angular velocity of the bank angle of the motorcycle <NUM> itself or may detect another physical quantity that can substantially be converted to the angular velocity of the bank angle. The vehicle body posture detector <NUM> is provided in the trunk <NUM>.

Because the step S201, step S202, step S205, and step S206 depicted in <FIG> are respectively similar to step S101, step S102, step S105, and step S106 depicted in <FIG>, the description will only be made on step S203 and step S204.

In step S203, the acquisition section <NUM> acquires: the seat load information that corresponds to the detection result of the external force detector <NUM>; and vehicle body posture information that corresponds to the detection result of the vehicle body posture detector <NUM>.

In step S204, the seat load determination section 62b of the execution section <NUM> determines whether the seat load information acquired in step S203 is the information that is acquired in the state where the occupant weight is light on the basis of the comparison between the value as the seat load information and the threshold value. The threshold value is set in accordance with the vehicle body posture information acquired in step S203. If Yes, the processing proceeds to step S205. If No, the processing proceeds to step S206.

For example, in the case where the seat load determination section 62b determines whether the seat load information is the information that is acquired in the state where the occupant weight is light by comparing the magnitude of the external force acting on the seat (the driver's seat 1a, the tandem seat 1b) of the motorcycle <NUM> with the threshold value, the seat load determination section 62b changes the threshold value in accordance with the bank angle of the motorcycle <NUM> that is acquired as the vehicle body posture information. More specifically, the threshold value is reduced as the bank angle is increased.

For example, in the case where the seat load determination section 62b determines whether the seat load information is the information that is acquired in the state where the occupant weight is light by comparing the magnitude of the external force acting on the seat (the driver's seat 1a, the tandem seat 1b) of the motorcycle <NUM> with the threshold value, the seat load determination section 62b changes the threshold value in accordance with the angular velocity of the bank angle of the motorcycle <NUM> that is acquired as the vehicle body posture information. More specifically, the threshold value is reduced as the angular velocity of the bank angle is increased.

The execution section <NUM> preferably changes the automatic brake operation, which is executed in the control mode, in accordance with the result of the comparison between the value that is acquired as the seat load information and the threshold value. Then, the acquisition section <NUM> further acquires the vehicle body posture information that is related to the bank angle generated in the motorcycle <NUM>, and the execution section <NUM> changes the threshold value in accordance with the vehicle body posture information acquired by the acquisition section <NUM>. Therefore, even in a situation where the large bank angle or the high angular velocity of the bank angle is generated in the motorcycle <NUM> and the large bank angle or the high angular velocity of the bank angle increases an impact of the occupant weight on the vehicle body behavior, the safety of the motorcycle <NUM> can be improved.

The description has been made so far on Embodiment <NUM> and Embodiment <NUM>. However, the invention is not limited to the description of each of the embodiments.

Claim 1:
A controller (<NUM>) configured to control vehicle body behavior of a motorcycle (<NUM>), the controller (<NUM>) comprising:
an acquisition section (<NUM>) configured to acquire trigger information generated in accordance with peripheral environment of the motorcycle (<NUM>); and
an execution section (<NUM>) configured to initiate a control mode making the motorcycle (<NUM>) execute an automatic brake operation in accordance with the trigger information acquired by the acquisition section (<NUM>) and to make the motorcycle (<NUM>) generate a braking force,
wherein
the acquisition section (<NUM>) is further configured to acquire seat load information that is information of a load received by a seat (1a, 1b) of the motorcycle (<NUM>), and
the execution section (<NUM>) is configured to change the automatic brake operation, which is executed in the control mode, in accordance with the seat load information acquired by the acquisition section (<NUM>),
wherein
the acquisition section (<NUM>) is configured to acquire the seat load information on the basis of a detection result of an external force detector (<NUM>) configured to detect an external force acting on the seat (1a, 1b) of the motorcycle (<NUM>),
characterized in that
the external force detector (<NUM>) includes a sensor (42b) which is configured to detect the load received by a tandem seat (1b) of the motorcycle (<NUM>) and a sensor (42a) configured to detect the load received by the driver's seat (1a) of the motorcycle (<NUM>),
wherein the execution section (<NUM>) is configured to change the automatic brake operation, which is executed in the control mode, in accordance with a result of a comparison between a value that is acquired as the seat load information and a threshold value,
wherein a seat load determination section (62b) of the execution section (<NUM>) is configured to determine a case where a sum of the external forces is equal to or smaller than the threshold value as the state where an occupants' weight is light, and to determine a case where the sum of the external forces is larger than the threshold value as the state where the occupants' weight is heavy.