Patent Description:
As a conventional technique for a saddled vehicle, one for improving safety is known.

For example, <CIT> describes a driver support system which warns a driver of a motorcycle that the driver is improperly approaching an obstacle based on information detected by a sensor device detecting an obstacle in a traveling direction or substantially a traveling direction.

Incidentally, as a technique of improving safety of a vehicle, there is known a driving support mode capable of amplifying a braking force generated in a vehicle while a driver performs a braking operation. Here, even in a saddled vehicle, it is conceivable to use the above-described driving support mode in order to improve safety. In this case, it is desirable to properly improve the safety of the saddled vehicle.

The present invention addresses the above-described issues. Thus, it is an objective of the present invention to provide a controller and a control method that improve safety of saddled vehicle appropriately.

As one aspect of the present invention, a controller maneuvers a saddled vehicle is provided, as defined by independent claim <NUM>. The saddled vehicle includes a braking operation unit and a detector. The braking operation unit is operated by a rider. The detector detects a state quantity of the braking operation unit during a service braking. The controller includes a determination unit and an execution unit. The determination unit determines, based on an output from the detector, whether the braking operation unit is in operation. The execution unit executes a driving support mode when the determination unit determines that the braking operation unit is in operation. The driving support mode is a mode in which a braking force generated in the saddled vehicle is amplified. The execution unit, in the driving support mode: amplifies the braking force based on a surrounding environment information that is information about environment around the saddled vehicle; and changes, based on a degree of change in the output from the detector, a degree of reduction in the braking force at the end of the amplification of the braking force generated in the saddled vehicle.

As one aspect of the present invention, a control method maneuvers a saddled vehicle including a braking operation unit and a detector is provided as defined by independent claim <NUM>. The braking operation unit is operated by a rider. The detector detects a state quantity of the braking operation unit during a service braking. The control method includes: determining, using a determination unit of a controller, whether the braking operation unit is in operation, based on an output from the detector; and executing, using an execution unit of the controller, a driving support mode when the determination unit determines that the braking operation unit is in operation, the driving support mode in which a braking force generated in the saddled vehicle is amplified. The execution unit, in the driving support mode: amplifies the braking force based on a surrounding environment information that is information about environment around the saddled vehicle; and changes, based on a degree of change in the output from the detector, a degree of reduction in the braking force at the end of the amplification of the braking force generated in the saddled vehicle. Advantageous Effects of Invention.

According to the controller and the control method, a determination unit determines whether a braking operation unit is in operation, based on an output from a detector configured to detect a state quantity of the braking operation unit. An execution unit executes a driving support mode, in which a braking force generated in the saddled vehicle is amplified, when the determination unit determines that the braking operation unit is in operation. The execution unit, in the driving support mode: amplifies the braking force based on a surrounding environment information that is information about environment around the saddled vehicle; and changes, based on a degree of change in the output from the detector, a degree of reduction in the braking force at the end of the amplification of the braking force generated in the saddled vehicle. Accordingly, it is possible to suppress the braking force generated in the saddled vehicle from decreasing to a degree that greatly deviates from the rider's intension at the end of the amplification of the braking force generated in the saddled vehicle. Therefore, it is possible to properly improve the safety of the saddled vehicle.

Hereinafter, a controller according to the present invention will be described with reference to the drawings.

Additionally, hereinafter, although a controller used for a two-wheeled motorcycle is described (see a saddled vehicle <NUM> in <FIG>), a vehicle to be controlled by the controller according to the present invention may be a saddled vehicle or may be a saddled vehicle other than the two-wheeled motorcycle. The saddled vehicle means a vehicle on which a rider straddles. The saddled vehicle includes, for example, motorcycles (auto bicycle, auto tribicycle), bicycles, buggies, and the like. Motorcycles include vehicles powered by engines, vehicles powered by electric motors, and the like. Motorcycles include, for example, motorcycles, scooters, electric scooters, and the like. Bicycle means a vehicle that can be propelled on a road by a rider's pedaling force applied to a pedal. Bicycles include ordinary bicycles, electrically assisted bicycles, electric bicycles, and the like.

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

Further, hereinafter, the same or similar explanations are properly simplified or omitted. Further, in each drawing, the same or similar members or parts are omitted or given the same reference numerals. Further, the illustration of the fine structure is simplified or omitted as appropriate.

Referring to <FIG>, a configuration of the saddled vehicle <NUM> according to the embodiment of the present invention will be described.

<FIG> is a schematic diagram showing a schematic configuration of the saddled vehicle <NUM>. <FIG> is a schematic diagram showing a schematic configuration of a brake system <NUM>.

The saddled vehicle <NUM> is a two-wheeled motorcycle corresponding to an example of the saddled vehicle according to the present invention. The saddled vehicle <NUM> includes, as shown in <FIG> and <FIG>, a body <NUM>, a handle <NUM> which is rotatably held to the body <NUM>, a front wheel <NUM> which is rotatably held to the body <NUM> together with the handle <NUM>, a rear wheel <NUM> which is rotatably held to the body <NUM>, the brake system <NUM>, a hydraulic pressure control unit <NUM> which is provided to the brake system <NUM>, and a controller (ECU) <NUM> which is provided to the hydraulic pressure control unit <NUM>. Further, the saddled vehicle <NUM> is provided with a front wheel speed sensor <NUM>, a rear wheel speed sensor <NUM>, a surrounding environment sensor <NUM>, an inertia measuring device <NUM>, a first master cylinder pressure sensor 45a (see <FIG>), and a second master cylinder pressure sensor 45b (see <FIG>) as sensors. Additionally, the saddled vehicle <NUM> includes a drive source such as an engine or an electric motor, and travels using the power output from the drive source.

The brake system <NUM> includes, as shown in <FIG> and <FIG>, a first braking operation unit <NUM>, a front wheel brake mechanism <NUM> which brakes the front wheel <NUM> in synchronization with at least the first braking operation unit <NUM>, a second braking operation unit <NUM>, and a rear wheel brake mechanism <NUM> which brakes the rear wheel <NUM> in synchronization with at least the second braking operation unit <NUM>. Further, the brake system <NUM> includes the hydraulic pressure control unit <NUM> and a part of the front wheel brake mechanism <NUM> and a part of the rear wheel brake mechanism <NUM> are included in the hydraulic pressure control unit <NUM>. The hydraulic pressure control unit <NUM> is a unit having a function of controlling a braking force generated on the front wheel <NUM> by the front wheel brake mechanism <NUM> and a braking force generated on the rear wheel <NUM> by the rear wheel brake mechanism <NUM>.

The first braking operation unit <NUM> is provided to the handle <NUM> and is operated (i.e., is in operation) by the rider's hand. The first braking operation unit <NUM> is, for example, a brake lever. The second braking operation unit <NUM> is provided to the lower portion of the body <NUM> and is in operation by the rider's foot. The second braking operation unit <NUM> is, for example, a brake pedal. However, both the first braking operation unit <NUM> and the second braking operation unit <NUM> may be brake levers operated by the rider's hand like a braking operation unit of a scooter or the like.

The front wheel brake mechanism <NUM> includes a first master cylinder 21a which is provided to the first braking operation unit <NUM>, a first reservoir 22a which is provided to the first master cylinder 21a, a first brake caliper 23a which is held to the body <NUM> and includes a brake pad (not shown), a first wheel cylinder 24a which is provided to the first brake caliper 23a, a main flow path 25a which circulates a braking liquid of the first master cylinder 21a to the first wheel cylinder 24a, a sub-flow path 26a which releases the braking liquid of the first wheel cylinder 24a, and a supply flow path 27a which supplies the braking liquid of the first master cylinder 21a to the sub-flow path 26a.

The main flow path 25a is provided with an inlet valve (EV) 31a. The sub-flow path 26a bypasses between the side of the first wheel cylinder 24a and the side of the first master cylinder 21a with respect to the inlet valve 31a in the main flow path 25a. An outlet valve (AV) 32a, an accumulator 33a, and a pump 34a are provided to the sub-flow path 26a in order from the upstream side. A first valve (USV) 35a is provided between positions in which the end on the side of the first master cylinder 21a and the downstream end of the sub-flow path 26a are connected to the main flow path 25a. The supply flow path 27a communicates between the first master cylinder 21a and the suction side of the pump 34a in the sub-flow path 26a. The supply flow path 27a is provided with a second valve (HSV) 36a.

The rear wheel brake mechanism <NUM> includes a second master cylinder 21b which is provided to the second braking operation unit <NUM>, a second reservoir 22b which is provided to the second master cylinder 21b, a second brake caliper 23b which is held to the body <NUM> and includes a brake pad (not shown), a second wheel cylinder 24b which is provided to the second brake caliper 23b, a main flow path 25b which circulates a braking liquid of the second master cylinder 21b to the second wheel cylinder 24b, a sub-flow path 26b which releases the braking liquid of the second wheel cylinder 24b, and a supply flow path 27b which supplies the braking liquid of the second master cylinder 21b to the sub-flow path 26b.

The main flow path 25b is provided with an inlet valve (EV) 31b. The sub-flow path 26b bypasses between the side of the second wheel cylinder 24b and the side of the second master cylinder 21b with respect to the inlet valve 31b in the main flow path 25b. An outlet valve (AV) 32b, an accumulator 33b, and a pump 34b are provided to the sub-flow path 26b in order from the upstream side. A first valve (USV) 35b is provided between positions in which the end on the side of the second master cylinder 21b and the downstream end of the sub-flow path 26b are connected to the main flow path 25b. The supply flow path 27b communicates between the second master cylinder 21b and the suction side of the pump 34b in the sub-flow path 26b. The supply flow path 27b is provided with a second valve (HSV) 36b.

In the brake system <NUM>, the first wheel cylinder 24a is a wheel cylinder of the front wheel <NUM>. The second wheel cylinder 24b is a wheel cylinder of the rear wheel <NUM>. Hereinafter, the pressure of the braking liquid of the wheel cylinder is referred to as the wheel cylinder pressure. The first braking operation unit <NUM> is a braking operation unit which changes a first wheel cylinder pressure corresponding to the pressure of the braking liquid of the first wheel cylinder 24a. The second braking operation unit <NUM> is a braking operation unit which changes a second wheel cylinder pressure corresponding to the pressure of the braking liquid of the second wheel cylinder 24b. The first master cylinder 21a is a master cylinder which is provided to the first braking operation unit <NUM>. The second master cylinder 21b is a master cylinder which is provided to the second braking operation unit <NUM>. Hereinafter, the pressure of the braking liquid of the master cylinder is referred to as a master cylinder pressure.

Additionally, hereinafter, the main flow path 25a and the main flow path 25b are simply referred to as a main flow path <NUM> when they are not particularly distinguished from each other. The sub-flow path 26a and the sub-flow path 26b are simply referred to as a sub-flow path <NUM> when they are not particularly distinguished from each other. The supply flow path 27a and the supply flow path 27b are simply referred to as a supply flow path <NUM> when they are not particularly distinguished from each other. The inlet valve 31a and the inlet valve 31b are simply referred to as an inlet valve <NUM> when they are not particularly distinguished from each other. The outlet valve 32a and the outlet valve 32b are simply referred to as an outlet valve <NUM> when they are not particularly distinguished from each other. The accumulator 33a and the accumulator 33b are simply referred to as an accumulator <NUM> when they are not particularly distinguished from each other. The pump 34a and the pump 34b are simply referred to as a pump <NUM> when they are not particularly distinguished from each other. The first valve 35a and the first valve 35b are simply referred to as a first valve <NUM> when they are not particularly distinguished from each other. The second valve 36a and the second valve 36b are simply referred to as a second valve <NUM> when they are not particularly distinguished from each other.

The inlet valve <NUM> is, for example, an electromagnetic valve which is opened in a non-energized state and is closed in an energized state. The outlet valve <NUM> is, for example, an electromagnetic valve which is closed in a non-energized state and is opened in an energized state. The first valve <NUM> is, for example, an electromagnetic valve which is opened in a non-energized state and is closed in an energized state. The second valve <NUM> is, for example, an electromagnetic valve which is closed in a non-energized state and is opened in an energized state.

The hydraulic pressure control unit <NUM> includes components which include the inlet valve <NUM>, the outlet valve <NUM>, the accumulator <NUM>, the pump <NUM>, the first valve <NUM>, and the second valve <NUM> and control the brake hydraulic pressure, a base body <NUM> which is provided with such components and forms a flow path constituting the main flow path <NUM>, the sub-flow path <NUM>, and the supply flow path <NUM> therein, and the controller <NUM>.

Additionally, the base body <NUM> may be formed by one member or may be formed by a plurality of members. Further, when the base body <NUM> is formed by a plurality of members, each component may be provided separately in different members.

The operation of the components of the hydraulic pressure control unit <NUM> is controlled by the controller <NUM>. Accordingly, the braking force generated in the front wheel <NUM> by the front wheel brake mechanism <NUM> and the braking force generated in the rear wheel <NUM> by the rear wheel brake mechanism <NUM> are controlled.

In a normal state (that is, when it is set to generate a braking force in the wheel according to the braking operation by the rider), the controller <NUM> opens the inlet valve <NUM>, closes the outlet valve <NUM>, opens the first valve <NUM>, and closes the second valve <NUM>. In that state, when the first braking operation unit <NUM> is in operation, a piston (not shown) of the first master cylinder 21a is pressed in to increase the first wheel cylinder pressure of the first wheel cylinder 24a in the front wheel brake mechanism <NUM> and a brake pad (not shown) of the first brake caliper 23a is pressed against a rotor 3a of the front wheel <NUM> to generate a braking force in the front wheel <NUM>. Further, when the second braking operation unit <NUM> is in operation, a piston (not shown) of the second master cylinder 21b is pressed in to increase the second wheel cylinder pressure of the second wheel cylinder 24b in the rear wheel brake mechanism <NUM> and a brake pad (not shown) of the second brake caliper 23b is pressed against a rotor 4a of the rear wheel <NUM> to generate a braking force in the rear wheel <NUM>.

The front wheel speed sensor <NUM> is a wheel speed sensor that detects the wheel speed of the front wheel <NUM> (for example, the number of rotations [rpm] per unit time or the distance traveled [km/h] per unit time of the front wheel <NUM>) and outputs the detection result. The front wheel speed sensor <NUM> may detect other physical quantities that can be substantially converted into the wheel speed of the front wheel <NUM>. The front wheel speed sensor <NUM> is provided to the front wheel <NUM>.

The rear wheel speed sensor <NUM> is a wheel speed sensor that detects the wheel speed of the rear wheel <NUM> (for example, the number of rotations [rpm] per unit time or the distance traveled [km/h] per unit time of the rear wheel <NUM>) and outputs the detection result. The rear wheel speed sensor <NUM> may detect other physical quantities that can be substantially converted into the wheel speed of the rear wheel <NUM>. The rear wheel speed sensor <NUM> is provided to the rear wheel <NUM>.

The surrounding environment sensor <NUM> detects a surrounding environment information about the environment around the saddled vehicle <NUM>. For example, the surrounding environment sensor <NUM> is provided to the front part of the body of the saddled vehicle <NUM> and detects surrounding environment information in front of the saddled vehicle <NUM>. The surrounding environment information detected by the surrounding environment sensor <NUM> is output to the controller <NUM>.

The surrounding environment information detected by the surrounding environment sensor <NUM> may be information related to the distance or orientation to a subject located around the saddled vehicle <NUM> (for example, relative position, relative distance, relative speed, relative acceleration, etc.) and a feature of the subject located around the saddled vehicle <NUM> (for example, the type of the subject, the shape of the subject itself, the mark attached to the subject, etc.). The surrounding environment sensor <NUM> is, for example, a radar, a Lidar sensor, an ultrasonic sensor, a camera, or the like.

Additionally, the surrounding environment information can also be detected by the surrounding environment sensor mounted to the other vehicle or the infrastructure equipment. That is, the controller <NUM> can also acquire the surrounding environment information via wireless communication with the other vehicle or infrastructure equipment.

The inertia measuring device <NUM> includes a three-axis gyro sensor and a three-direction acceleration sensor, and detects the posture of the saddled vehicle <NUM>. The inertia measuring device <NUM> is provided to, for example, the body of the saddled vehicle <NUM>. For example, the inertia measuring device <NUM> detects the lean angle, pitch angle, and yaw angle of the saddled vehicle <NUM>, and outputs the detection result. The inertia measuring device <NUM> may detect other physical quantities that can be substantially converted into the lean angle, pitch angle, and yaw angle of the saddled vehicle <NUM>. The inertia measuring device <NUM> may include only a part of the three-axis gyro sensor and the three-direction acceleration sensor.

The first master cylinder pressure sensor 45a detects a first master cylinder pressure which is a pressure of the braking liquid of the first master cylinder 21a and outputs the detection result. The first master cylinder pressure sensor 45a may detect other physical quantities that can be substantially converted into the first master cylinder pressure.

The second master cylinder pressure sensor 45b detects a second master cylinder pressure which is a pressure of the braking liquid of the second master cylinder 21b and outputs the detection result. The second master cylinder pressure sensor 45b may detect other physical quantities that can be substantially converted into the second master cylinder pressure.

The first master cylinder pressure sensor 45a and the second master cylinder pressure sensor 45b correspond to an example of the detector according to the present invention that detects the state quantity of the braking operation unit operated by the rider during a service braking. The state quantity of the braking operation unit is an amount indicating the state such as the displacement amount of the braking operation unit. The first master cylinder pressure sensor 45a detects the first master cylinder pressure of the first master cylinder 21a as the state quantity of the first braking operation unit <NUM> during the service braking. The second master cylinder pressure sensor 45b detects the second master cylinder pressure of the second master cylinder 21b as the state quantity of the second braking operation unit <NUM> during the service braking.

The controller <NUM> maneuvers the saddled vehicle <NUM>. For example, a part or all of the controller <NUM> is composed of a microcomputer, a microprocessor unit, and the like. Further, for example, a part or all of the controller <NUM> 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 controller <NUM> may be, for example, one or may be divided into a plurality of controllers <NUM>.

The controller <NUM> includes, as shown in <FIG>, for example, an acquisition unit <NUM>, an execution unit <NUM>, and a determination unit <NUM>.

The acquisition unit <NUM> acquires information from each device mounted to the saddled vehicle <NUM> and outputs the information to the execution unit <NUM> and the determination unit <NUM>. For example, the acquisition unit <NUM> acquires information from the front wheel speed sensor <NUM>, the rear wheel speed sensor <NUM>, the surrounding environment sensor <NUM>, the inertia measuring device <NUM>, the first master cylinder pressure sensor 45a, and the second master cylinder pressure sensor 45b. In addition, in this specification, the acquisition of information may include extraction or generation of information.

The execution unit <NUM> executes braking control for controlling the braking force generated in the saddled vehicle <NUM> in order to maneuver the saddled vehicle <NUM>. Specifically, the execution unit <NUM> controls the operation of each component of the hydraulic pressure control unit <NUM> of the brake system <NUM> in the braking control.

As described above, in a normal state, the execution unit <NUM> controls the operation of each component of the hydraulic pressure control unit <NUM> so that the braking force according to the rider's braking operation is generated in the vehicle wheel. On the other hand in a specific case, the execution unit <NUM> executes braking control different from the normal state.

For example, the execution unit <NUM> executes anti-lock brake control when the wheels are locked or may be locked. In the anti-lock brake control, the braking force generated in the wheels is adjusted to a braking force that can avoid locking.

When the anti-lock brake control is activated, the execution unit <NUM> drives the pump <NUM> while the execution unit <NUM> closes the inlet valve <NUM>, opens the outlet valve <NUM>, opens the first valve <NUM>, and closes the second valve <NUM>. Accordingly, the execution unit <NUM> reduces the braking force generated in the vehicle wheel by reducing the wheel cylinder pressure. Then, the execution unit <NUM> closes both the inlet valve <NUM> and the outlet valve <NUM> from the above state to maintain the wheel cylinder pressure and keep the braking force generated in the vehicle wheel. Then, the execution unit <NUM> opens the inlet valve <NUM> and closes the outlet valve <NUM> to increase the wheel cylinder pressure and increase the braking force generated in the vehicle wheel.

When the anti-lock brake control is activated, as described above, the braking force decreasing control for decreasing the braking force generated in the vehicle wheel, the braking force keeping control for keeping the braking force generated in the vehicle wheel, and the braking force increasing control for increasing the braking force generated in the vehicle wheel are repeated in this order.

Here, the execution unit <NUM> executes the driving support mode capable of amplifying the braking force generated in the saddled vehicle <NUM> in a state in which the rider of the saddled vehicle <NUM> performs the braking operation (that is, the operation of the braking operation unit). The amplification of the braking force generated in the saddled vehicle <NUM> means that the braking force generated in the saddled vehicle <NUM> becomes larger than the normal braking force according to the braking operation. Hereinafter, the driving support mode capable of amplifying the braking force generated in the saddled vehicle <NUM> is simply referred to as the driving support mode.

In the driving support mode, the execution unit <NUM> amplifies the braking force generated in the saddled vehicle <NUM> based on the surrounding environment information about the saddled vehicle <NUM>.

For example, the surrounding environment information includes a collision possibility information that is information about possibility of occurring a collision between the saddled vehicle <NUM> and an obstacle. The collision possibility information can be acquired based on, for example, a distance between the saddled vehicle <NUM> and the preceding vehicle and the relative speed of the saddled vehicle <NUM> with respect to the preceding vehicle. Since the braking force generated in the saddled vehicle <NUM> is amplified based on the collision possibility information, the possibility of avoiding the collision with the preceding vehicle or the like is improved and the safety is improved.

Further, for example, the surrounding environment information includes information about the distance between the saddled vehicle <NUM> and a target vehicle. As the target vehicle, for example, the preceding vehicle traveling in front of the saddled vehicle <NUM> can be set. Since the amplification of the braking force generated in the saddled vehicle <NUM> is executed based on the information about the distance between the saddled vehicle <NUM> and the target vehicle, the distance between the saddled vehicle <NUM> and the target vehicle such as the preceding vehicle is properly ensured and the safety is improved. Additionally, the distance between the saddled vehicle <NUM> and the target vehicle may mean a distance in a direction along a lane (specifically, a traveling lane of the saddled vehicle <NUM>) or may mean a straight-line distance. The information about the distance between the saddled vehicle <NUM> and the target vehicle may be the distance itself, one obtained by dividing the distance by the speed of the saddled vehicle <NUM>, that is, a difference in passage time between the saddled vehicle <NUM> and the target vehicle, and other physical quantities that can be substantially converted into them.

Since the pump <NUM> is driven while the execution unit <NUM> opens the inlet valve <NUM>, closes the outlet valve <NUM>, closes the first valve <NUM>, and opens the second valve <NUM> during the activation of the driving support mode, the wheel cylinder pressure is increased. Accordingly, the wheel cylinder pressure increases with respect to the normal pressure according to the braking operation. That is, the wheel cylinder pressure is amplified. Therefore, the braking force generated in the vehicle wheel increases with respect to the normal braking force according to the braking operation. Accordingly, the braking force generated in the saddled vehicle <NUM> can be amplified.

The execution unit <NUM> amplifies the braking force generated in the saddled vehicle <NUM> just by amplifying, for example, the first wheel cylinder pressure of the first wheel cylinder 24a in the driving support mode. However, in the driving support mode, the execution unit <NUM> may amplify both the first wheel cylinder pressure of the first wheel cylinder 24a and the second wheel cylinder pressure of the second wheel cylinder 24b or only the second wheel cylinder pressure of the second wheel cylinder 24b.

The determination unit <NUM> makes various determinations and outputs the determination result to the execution unit <NUM>. Particularly, the determination unit <NUM> determines whether or not the rider of the saddled vehicle <NUM> performs the braking operation based on an output from at least one of the first master cylinder pressure sensor 45a and the second master cylinder pressure sensor 45b which correspond to the detector. The execution unit <NUM> executes the driving support mode when the determination unit <NUM> determines that the braking operation is performed.

Additionally, in the present specification, an example in which the detector detecting the state quantity of the braking operation unit operated by the rider during the service braking corresponds to the first master cylinder pressure sensor 45a and the second master cylinder pressure sensor 45b will be mainly described. However, the detector according to the present invention is not limited to the first master cylinder pressure sensor 45a and the second master cylinder pressure sensor 45b and may be, for example, a displacement sensor that detects the displacement amount of the braking operation unit. In this case, the determination unit <NUM> determines whether or not the rider of the saddled vehicle <NUM> performs the braking operation based on the output from the displacement sensor.

An operation of the controller <NUM> according to the embodiment of the present invention will be described with reference to <FIG>.

As described above, in this embodiment, the execution unit <NUM> executes the driving support mode capable of amplifying the braking force generated in the saddled vehicle <NUM> in a state in which the rider of the saddled vehicle <NUM> performs the braking operation.

<FIG> is a schematic diagram showing an example of a relationship between the normal braking force according to the braking operation and the braking force generated in the saddled vehicle in the driving support mode. In <FIG>, the horizontal axis T indicates the time and the vertical axis B indicates the braking force. Further, in <FIG>, a dashed line L1 indicates the normal braking force according to the braking operation and a solid line L2 indicates the braking force generated in the saddled vehicle <NUM> in the driving support mode. As shown in <FIG>, the braking force generated in the saddled vehicle <NUM> indicated by the solid line L2 is controlled to be larger than the normal braking force indicated by the dashed line L1 in the driving support mode. That is, the braking force generated in the saddled vehicle <NUM> is amplified.

Incidentally, as described above, it is determined whether or not the rider of the saddled vehicle <NUM> performs the braking operation based on, for example, the master cylinder pressure. In this case, when the master cylinder pressure becomes lower than a reference pressure, it is determined that the braking operation is released. Then, as will be described later, the driving support mode ends and the amplification of the braking force generated in the saddled vehicle <NUM> ends. When a degree of reduction in the braking force at the end of the amplification of the braking force generated in the saddled vehicle <NUM> is not optimized in response to the operation state of the rider's braking operation, there is a risk that the braking force may be reduced to a degree that greatly deviates from the rider's intension at the end of the amplification of the braking force. Additionally, the degree of reduction in the braking force may include an amount of reduction in the braking force and a gradient of reduction in the braking force.

Here, in the driving support mode, when the first wheel cylinder pressure of the first wheel cylinder 24a is amplified when the rider performs the braking operation using the first braking operation unit <NUM>, the first master cylinder pressure of the first master cylinder 21a decreases. At this time, for example, when the first master cylinder pressure decreases excessively, the piston of the first master cylinder 21a is sucked so that the first braking operation unit <NUM> is not displaced even when the braking operation is released. This state is also called lever suction.

Further, in the driving support mode, when the second wheel cylinder pressure of the second wheel cylinder 24b is amplified while the rider performs the braking operation using the second braking operation unit <NUM>, the second master cylinder pressure of the second master cylinder 21b decreases. At this time, for example, when the second master cylinder pressure decreases excessively, the piston of the second master cylinder 21b is sucked so that the second braking operation unit <NUM> is not displaced even when the braking operation is released. This state is also called pedal suction.

For example, when lever suction or pedal suction occurs, the master cylinder pressure becomes lower than a reference pressure, the driving support mode ends, and the amplification of the braking force generated in the saddled vehicle <NUM> ends. In such a case, it is against the rider's intention to decrease the braking force to an excessively large degree at the end of the amplification of the braking force generated in the saddled vehicle <NUM>. On the other hand, when the rider intentionally releases the braking operation quickly and the driving support mode ends, it is against the rider's intention to decrease the braking force to an excessively small degree at the end of the amplification of the braking force generated in the saddled vehicle <NUM>.

In particular, as in this embodiment, in the driving support mode, when the braking force generated in the saddled vehicle <NUM> is amplified based on the surrounding environment information, it is assumed that the rider cannot recognize the amplification of the braking force. Accordingly, it is important to suppress the braking force generated in the saddled vehicle <NUM> from decreasing to a degree that greatly deviates from the rider's intention.

Here, in this embodiment, in the driving support mode, the execution unit <NUM> of the controller <NUM> optimizes the degree of reduction in the braking force at the end of the amplification of the braking force generated in the saddled vehicle <NUM> in response to the operation state of the rider's braking operation. Accordingly, the appropriate improvement in safety of the saddled vehicle <NUM> is realized. Hereinafter, a process related to the driving support mode executed by such a controller <NUM> will be described.

<FIG> is a flowchart showing an example of an overall flow of a process related to the driving support mode executed by the controller <NUM>. step S101 in <FIG> corresponds to the start of the control flow shown in <FIG>.

When the control flow shown in <FIG> is started, in step S102, the determination unit <NUM> determines whether or not the start condition of the driving support mode is satisfied. Here, whether or not to start the driving support mode is determined based on the surrounding environment information. The start condition of the driving support mode is different in accordance with the type of surrounding environment information used in the driving support mode.

For example, when the collision possibility information about the saddled vehicle <NUM> is used as the surrounding environment information, the condition that the rider performs the braking operation and the possibility of collision of the saddled vehicle <NUM> is above a reference value can be used as the start condition of the driving support mode.

Further, for example, when the information about the distance between the saddled vehicle <NUM> and the target vehicle is used as the surrounding environment information, the condition that the rider performs the braking operation and the distance between the saddled vehicle <NUM> and the target vehicle is shorter than a reference distance or the passage time difference is shorter than a reference time can be used as the start condition of the driving support mode.

When it is determined that the start condition of the driving support mode is not satisfied (step S102/NO), the process of step S102 is repeated. On the other hand when it is determined that the start condition of the driving support mode is satisfied (step S102/YES), the process proceeds to step S103.

When the determination is YES in step S102, in step S103, the execution unit <NUM> executes the driving support mode. As described above, in the driving support mode, the execution unit <NUM> amplifies the braking force generated in the saddled vehicle <NUM> based on the surrounding environment information about the saddled vehicle <NUM>.

For example, in the driving support mode, the execution unit <NUM> amplifies the braking force generated in the saddled vehicle <NUM> based on the collision possibility information so as to avoid the collision with the preceding vehicle. In this case, the execution unit <NUM> determines the deceleration capable of avoiding the collision with the preceding vehicle as a target deceleration. For example, the execution unit <NUM> determines a larger deceleration as the target deceleration as the possibility of collision increases. Then, the execution unit <NUM> amplifies the braking force generated in the saddled vehicle <NUM> so that the target deceleration is generated in the saddled vehicle <NUM>.

Further, for example, in the driving support mode, the execution unit <NUM> amplifies the braking force generated in the saddled vehicle <NUM> based on the information about the distance between the saddled vehicle <NUM> and the target vehicle so that the distance or the passage time difference between the saddled vehicle <NUM> and the target vehicle is maintained at a target value. In this case, the execution unit <NUM> determines a deceleration in which the distance between the saddled vehicle <NUM> and the target vehicle or the passage time difference between the saddled vehicle <NUM> and the target vehicle is maintained at the target value as the target deceleration. For example, the execution unit <NUM> determines a larger braking force as the target deceleration as the distance between the saddled vehicle <NUM> and the target vehicle or the passage time difference between the saddled vehicle <NUM> and the target vehicle becomes shorter. Then, the execution unit <NUM> amplifies the braking force generated in the saddled vehicle <NUM> so that the target deceleration is generated in the saddled vehicle <NUM>.

In step S104 after step S103, the determination unit <NUM> determines whether or not the end condition of the driving support mode is satisfied.

The end condition of the driving support mode is a condition that the start condition is not satisfied. For example, the condition that the rider's braking operation is released may correspond to the end condition. As described above, the determination unit <NUM> may determine that the braking operation is released, for example, when the master cylinder pressure is lower than the reference pressure. Further, for example, the condition that the possibility of collision of the saddled vehicle <NUM> is below the reference value may correspond to the end condition. Further, for example, the distance between the saddled vehicle <NUM> and the target vehicle is above the reference distance or the passage time difference is above the reference time may correspond to the end condition.

When it is determined that the end condition of the driving support mode is not satisfied (step S104/NO), the process returns to step S103. On the other hand, when it is determined that the end condition of the driving support mode is satisfied (step S104/YES), the process proceeds to step S105, the execution unit <NUM> ends the driving support mode, and the process returns to step S102.

<FIG> is a flowchart showing an example of a flow of an ending process of the driving support mode executed by the controller <NUM>. The control flow shown in <FIG> is executed in step S105 in the control flow shown in <FIG>. Step S201 in <FIG> corresponds to the start of the control flow shown in <FIG>. Step S208 in <FIG> corresponds to the end of the control flow shown in <FIG>.

Additionally, the control flow shown in <FIG> is an example of the flow of the process executed when the driving support mode ends due to the determination that the braking operation is released after the master cylinder pressure becomes lower than the reference pressure. Hereinafter, the master cylinder pressure of the master cylinder provided to the braking operation unit of which the braking operation is released is simply referred to as the master cylinder pressure.

When the control flow shown in <FIG> is started, in step S202, the determination unit <NUM> determines whether a change of a degree in the master cylinder pressure is smaller than a reference degree. Additionally, the degree of change in the master cylinder pressure in step S202 is, for example, the degree of change in the master cylinder pressure for a predetermined period including a time point in which the release of the braking operation is determined or at any time in the predetermined period. Additionally, the degree of change in the master cylinder pressure may include a master cylinder pressure change amount and a master cylinder pressure change gradient. The master cylinder pressure change amount means, for example, the total amount of the master cylinder pressure changing over a predetermined period and the master cylinder pressure change gradient means, for example, the change amount of the master cylinder pressure per unit time at a certain time point.

When it is determined that the degree of change in the master cylinder pressure is smaller than the reference degree (step S202/YES), the process proceeds to step S203. On the other hand, when it is determined that the degree of change in the master cylinder pressure is larger than the reference degree (step S202/NO), the process proceeds to step S204.

The reference degree is set to, for example, a value capable of distinguishing whether the occurrence of lever suction or pedal suction is a factor that ends the driving support mode or whether the releasing of the braking operation according to the rider's intention is the factor that ends the driving support mode. In this case, when the degree of change in the master cylinder pressure is smaller than the reference degree, the occurrence of lever suction or pedal suction can be determined as the factor that ends the driving support mode. On the other hand, when the degree of change in the master cylinder pressure is larger than the reference degree, the releasing of the braking operation according to the rider's intension can be determined as the factor that ends the driving support mode.

When the determination is YES in step S202, in step S203, the execution unit <NUM> sets a target value of the degree of reduction in the braking force at the end of the amplification of the braking force generated in the saddled vehicle <NUM> as a first target degree of reduction. On the other hand, when the determination is NO in S202, in step S204, the execution unit <NUM> sets the target value of the degree of reduction in the braking force at the end of the amplification of the braking force generated in the saddled vehicle <NUM> as a second target degree of reduction. The first target degree of reduction is smaller than the second target degree of reduction.

As will be described later, in the control flow shown in <FIG>, the execution unit <NUM> determines the target value of the degree of reduction in the braking force at the end of the amplification of the braking force generated in the saddled vehicle <NUM> and then reduces the braking force in such a way that the degree of reduction in the braking force has the determined target value. As described above, when the degree of change in the master cylinder pressure is smaller than the reference degree, the execution unit <NUM> sets the target value of the degree of reduction in the braking force at the end of the amplification of the braking force generated in the saddled vehicle <NUM> to a small value as compared to a case in which the degree of change in the master cylinder pressure is larger than the reference degree. That is, when the degree of change in the master cylinder pressure is smaller than the reference degree, the execution unit <NUM> reduces the braking force to a small degree of reduction at the end of the amplification of the braking force generated in the saddled vehicle <NUM> as compared to a case in which the degree of change in the master cylinder pressure is larger than the reference degree.

As described above, in this embodiment, in the driving support mode, the execution unit <NUM> changes the degree of reduction in the braking force at the end of the amplification of the braking force generated in the saddled vehicle <NUM> in response to the degree of change in output from at least one of the first master cylinder pressure sensor 45a and the second master cylinder pressure sensor 45b corresponding to the detector detecting the state quantity of the braking operation unit during the service braking. Accordingly, for example, when the driving support mode ends due to the occurrence of lever suction or pedal suction and the amplification of the braking force generated in the saddled vehicle <NUM> ends, it is suppressed that the braking force is reduced to an excessively large degree. Further, for example, when the driving support mode ends due to the quick releasing of the braking operation according to the rider's intension and the amplification of the braking force generated in the saddled vehicle <NUM> ends, it is suppressed that the braking force is reduced to an excessively small degree. Therefore, it is possible to suppress the braking force generated in the saddled vehicle <NUM> from decreasing to a degree that greatly deviates from the rider's intension at the end of the amplification of the braking force generated in the saddled vehicle <NUM>. Thus, it is possible to properly improve the safety of the saddled vehicle <NUM>.

Additionally, in the above example, in the driving support mode, the execution unit <NUM> changes the degree of reduction in the braking force at the end of the amplification of the braking force generated in the saddled vehicle <NUM> in two levels depending on whether the degree of change in the master cylinder pressure is smaller than the reference degree. However, in the driving support mode, the execution unit <NUM> may continuously change the degree of reduction in the braking force at the end of the amplification of the braking force generated in the saddled vehicle <NUM> in response to the degree of change in the master cylinder pressure. In this case, for example, in the driving support mode, the execution unit <NUM> reduces the degree of reduction in the braking force at the end of the amplification of the braking force generated in the saddled vehicle <NUM> as the degree of change in the master cylinder pressure decreases.

In step S205 after step S203 or step S204, the execution unit <NUM> changes the target value of the degree of reduction in the braking force at the end of the amplification of the braking force generated in the saddled vehicle <NUM> in response to the vehicle speed of the saddled vehicle <NUM>. The vehicle speed of the saddled vehicle <NUM> can be acquired based on the detection result of the front wheel speed sensor <NUM> and the detection result of the rear wheel speed sensor <NUM>.

As described above, in the control flow shown in <FIG>, in the driving support mode, the execution unit <NUM> changes the degree of reduction in the braking force at the end of the amplification of the braking force generated in the saddled vehicle <NUM> in response to the vehicle speed of the saddled vehicle <NUM>. Here, the stability of the posture of the saddled vehicle <NUM> changes in response to the vehicle speed of the saddled vehicle <NUM>. For example, the posture of the saddled vehicle <NUM> is more likely to be unstable as the vehicle speed becomes lower. Therefore, it is possible to suppress the unstable posture of the saddled vehicle <NUM> by changing the degree of reduction in the braking force at the end of the amplification of the braking force generated in the saddled vehicle <NUM> in response to the vehicle speed of the saddled vehicle <NUM>.

For example, in the driving support mode, the execution unit <NUM> may reduce the degree of reduction in the braking force at the end of the amplification of the braking force generated in the saddled vehicle <NUM> when the vehicle speed is lower than the reference vehicle speed as compared to a case in which the vehicle speed is higher than the reference vehicle speed. The reference vehicle speed is, for example, a vehicle speed immediately before the saddled vehicle <NUM> stops. The posture of the saddled vehicle <NUM> is likely to be unstable when the braking force generated in the saddled vehicle <NUM> is suddenly reduced immediately before the saddled vehicle <NUM> stops. Therefore, since the degree of reduction in the braking force at the end of the amplification of the braking force generated in the saddled vehicle <NUM> is reduced when the vehicle speed is lower than the reference vehicle speed as compared to a case in which the vehicle speed is higher than the reference vehicle speed, it is possible to suppress the degree of reduction in the braking force from increasing excessively immediately before the saddled vehicle <NUM> stops and to properly suppress the posture of the saddled vehicle <NUM> from becoming unstable.

In step S206 after step S205, the execution unit <NUM> changes the target value of the degree of reduction in the braking force at the end of the amplification of the braking force generated in the saddled vehicle <NUM> in response to information about the traveling posture of the saddled vehicle <NUM>.

The traveling posture information about the saddled vehicle <NUM> may include various kinds of information about the posture of the saddled vehicle <NUM> in the travel state. The traveling posture information may include, for example, information detected by the inertia measuring device <NUM>. However, the traveling posture information is not limited to the information detected by the inertia measuring device <NUM> and may include, for example, the stroke amount or the damping force of the front suspension of the saddled vehicle <NUM>.

As described above, in the control flow shown in <FIG>, the execution unit <NUM> changes the degree of reduction in the braking force at the end of the amplification of the front braking force generated in the saddled vehicle <NUM> in response to the traveling posture information about the saddled vehicle <NUM>. For example, the posture of the saddled vehicle <NUM> is likely to change in the pitch direction as the damping force of the front suspension is reduced. Thus, the execution unit <NUM> may reduce the degree of reduction in the braking force at the end of the amplification of the braking force generated in the saddled vehicle <NUM> as the damping force of the front suspension decreases. Accordingly, it is possible to suppress the posture of the saddled vehicle <NUM> from becoming unstable. In this way, it is possible to suppress the posture of the saddled vehicle <NUM> from becoming unstable by changing the degree of reduction in the braking force at the end of the amplification of the braking force generated in the saddled vehicle <NUM> in response to the information about the traveling posture of the saddled vehicle <NUM>.

In step S207 after step S206, the execution unit <NUM> reduces the braking force so that the degree of reduction of the braking force generated in the saddled vehicle <NUM> becomes the target value determined by the above process and the control flow shown in <FIG> ends.

For example, the execution unit <NUM> can reduce the braking force generated in the vehicle wheel by opening the first valve <NUM> and the second valve <NUM> and driving the pump <NUM>. Then, the execution unit <NUM> can control the degree of reduction in the braking force generated in the vehicle wheel by controlling, for example, the rotation speed of the pump <NUM> in this state. Further, for example, the execution unit <NUM> can also control the degree of reduction in the braking force generated in the vehicle wheel by controlling the opening degree of the first valve <NUM>. Accordingly, it is possible to change the degree of reduction in the braking force at the end of the amplification of the braking force generated in the saddled vehicle <NUM>.

In the above description, an example of the process related to the driving support mode has been described with reference to <FIG> and <FIG>. However, the process executed by the controller <NUM> is not limited to the above-described example.

For example, in the driving support mode, the execution unit <NUM> may determine each of the degree of reduction in the braking force generated in the front wheel <NUM> and the degree of reduction in the braking force generated in the rear wheel <NUM> of the saddled vehicle <NUM> at the end of the amplification of the braking force generated in the saddled vehicle <NUM>. In this case, the execution unit <NUM> determines each of a target value of the degree of reduction in the braking force generated in the front wheel <NUM> and a target value of the degree of reduction in the braking force generated in the rear wheel <NUM> so that the total value of the target value of the degree of reduction in the braking force generated in the front wheel <NUM> and the target value of the degree of reduction in the braking force generated in the rear wheel <NUM> becomes the target value of the degree of reduction of the braking force generated in the saddled vehicle <NUM>, for example, at the end of the amplification of the braking force generated in the saddled vehicle <NUM>. Then, the execution unit <NUM> reduces the braking force generated in the front wheel <NUM> and the braking force generated in the rear wheel <NUM> so that each of the degree of reduction in the braking force generated in the front wheel <NUM> and the degree of reduction in the braking force generated in the rear wheel <NUM> at the end of the amplification of the braking force generated in the saddled vehicle <NUM> becomes the determined target value. The execution unit <NUM> can independently control the braking force generated in the front wheel <NUM> and the braking force generated in the rear wheel <NUM> by independently controlling the first wheel cylinder pressure of the first wheel cylinder 24a and the second wheel cylinder pressure of the second wheel cylinder 24b.

Here, in the driving support mode, the execution unit <NUM> may preferably increase the degree of reduction in the braking force generated in the rear wheel <NUM> more than the degree of reduction in the braking force generated in the front wheel <NUM> at the end of the amplification of the braking force generated in the saddled vehicle <NUM>. If the braking force generated in the front wheel <NUM> is quickly reduced while the saddled vehicle <NUM> is decelerated, the posture of the saddled vehicle <NUM> is likely to change in the pitch direction. Therefore, it is possible to suppress the posture of the saddled vehicle <NUM> from becoming unstable by increasing the degree of reduction in the braking force generated in the rear wheel <NUM> more than the degree of reduction in the braking force generated in the front wheel <NUM> at the end of the amplification of the braking force generated in the saddled vehicle <NUM>.

An effect of the controller <NUM> according to the embodiment of the present invention will be described.

In the controller <NUM>, in the driving support mode, the execution unit <NUM> changes the degree of reduction in the braking force at the end of the amplification of the braking force generated in the saddled vehicle <NUM> in response to the degree of change in output from the detector (for example, the first master cylinder pressure sensor 45a and the second master cylinder pressure sensor 45b). Accordingly, it is possible to suppress the braking force generated in the saddled vehicle <NUM> at the end of the amplification of the braking force generated in the saddled vehicle <NUM> from decreasing to a degree that greatly deviates from the rider's intension. Therefore, it is possible to properly improve the safety of the saddled vehicle <NUM>. Particularly, in the driving support mode, when the braking force generated in the saddled vehicle <NUM> is amplified based on the surrounding environment information, it is important to suppress a large fluctuation in the degree of reduction in the braking force generated in the braking force generated in the saddled vehicle <NUM> against the rider's intension.

Preferably, in the controller <NUM>, in the driving support mode, the execution unit <NUM> changes the degree of reduction in the braking force at the end of the amplification of the braking force generated in the saddled vehicle <NUM> in response to the vehicle speed of the saddled vehicle <NUM> in addition to the degree of change in output from the detector. Accordingly, it is possible to properly suppress the posture of the saddled vehicle <NUM> at the end of the amplification of the braking force generated in the saddled vehicle <NUM> from becoming unstable in response to the vehicle speed.

Preferably, in the controller <NUM>, in the driving support mode, the execution unit <NUM> reduces the degree of reduction in the braking force at the end of the amplification of the braking force generated in the saddled vehicle <NUM> when the vehicle speed is lower than the reference vehicle speed as compared to a case in which the vehicle speed is higher than the reference vehicle speed. Accordingly, it is possible to more properly suppress the posture of the saddled vehicle <NUM> at the end of the amplification of the braking force generated in the saddled vehicle <NUM> from becoming unstable in response to the vehicle speed.

Preferably, in the controller <NUM>, in the driving support mode, the execution unit <NUM> changes the degree of reduction in the braking force at the end of the amplification of the braking force generated in the saddled vehicle <NUM> in response to the traveling posture information about the saddled vehicle <NUM> in addition to the degree of change in output from the detector. Accordingly, it is possible to properly suppress the posture of the saddled vehicle <NUM> at the end of the amplification of the braking force generated in the saddled vehicle <NUM> from becoming unstable in response to the traveling posture information.

Preferably, in the controller <NUM>, in the driving support mode, the execution unit <NUM> determines each of the degree of reduction in the braking force generated in the front wheel <NUM> and the degree of reduction in the braking force generated in the rear wheel <NUM> of the saddled vehicle <NUM> at the end of the amplification of the braking force generated in the saddled vehicle <NUM>. Accordingly, it is possible to suppress the posture of the saddled vehicle <NUM> at the end of the amplification of the braking force generated in the saddled vehicle <NUM> from becoming unstable.

Preferably, in the controller <NUM>, in the driving support mode, the execution unit <NUM> increases the degree of reduction in the braking force generated in the rear wheel <NUM> more than the degree of reduction in the braking force generated in the front wheel <NUM> at the end of the amplification of the braking force generated in the saddled vehicle <NUM>. Accordingly, it is possible to properly realize that the unstable posture of the saddled vehicle <NUM> at the end of the amplification of the braking force generated in the saddled vehicle <NUM> is suppressed.

Preferably, in the controller <NUM>, the detector (specifically, the first master cylinder pressure sensor 45a and the second master cylinder pressure sensor 45b) detects the master cylinder pressure which is the pressure of the braking liquid of the master cylinder as the state quantity of the braking operation unit. Accordingly, it is possible to properly detect the state quantity of the braking operation unit. Then, it is possible to properly realize that the degree of reduction in the braking force at the end of the amplification of the braking force generated in the saddled vehicle <NUM> is optimized in response to the detected state quantity of the braking operation unit.

Further, when the detector detects the master cylinder pressure, it is determined whether or not the rider of the saddled vehicle <NUM> performs the braking operation based on the master cylinder pressure. In this case, the master cylinder pressure degree of reduction at the end of the driving support mode is different depending on whether the occurrence of lever suction or pedal suction is a factor that ends the driving support mode or the releasing of the braking operation according to the rider's intension is a factor that ends the driving support mode. By using a relationship between such a factor that ends the driving support mode and the master cylinder pressure degree of reduction, the optimization of the degree of reduction in the braking force at the end of the amplification of the braking force generated in the saddled vehicle <NUM> is appropriately realized.

Preferably, in the controller <NUM>, in the driving support mode, the execution unit <NUM> ends the amplification of the braking force generated in the saddled vehicle <NUM> when the master cylinder pressure is lower than the reference pressure. Accordingly, the ending of the amplification of the braking force generated in the saddled vehicle <NUM> is properly realized at a timing in which the braking operation is released.

Preferably, in the controller <NUM>, the surrounding environment information includes the collision possibility information about the saddled vehicle <NUM> and the execution unit <NUM> amplifies the braking force generated in the saddled vehicle <NUM> based on the collision possibility information in the driving support mode. Accordingly, the possibility of avoiding the collision with the preceding vehicle or the like is improved and the safety is improved.

Preferably, in the controller <NUM>, the surrounding environment information includes the information about the distance between the saddled vehicle <NUM> and the target vehicle and the execution unit <NUM> amplifies the braking force generated in the saddled vehicle <NUM> based on the information about the distance in the driving support mode. Accordingly, the distance between the saddled vehicle <NUM> and the target vehicle or the passage time difference between the saddled vehicle <NUM> and the target vehicle such as the preceding vehicle is properly ensured and the safety is improved.

Claim 1:
A controller (<NUM>) configured to maneuver a saddled vehicle (<NUM>), the saddled vehicle (<NUM>) including a braking operation unit (<NUM>, <NUM>) and a detector (45a, 45b), the braking operation unit (<NUM>, <NUM>) configured to be operated by a rider, the detector (45a, 45b) configured to detect a state quantity of the braking operation unit (<NUM>, <NUM>) during a service braking, the controller comprising:
a determination unit (<NUM>) configured to determine, based on an output from the detector (45a, 45b), whether the braking operation unit (<NUM>, <NUM>) is in operation; and
an execution unit (<NUM>) configured to execute a driving support mode when the determination unit (<NUM>) determines that the braking operation unit (<NUM>, <NUM>) is in operation, the driving support mode in which a braking force generated in the saddled vehicle (<NUM>) is amplified, characterized in that
the execution unit (<NUM>), in the driving support mode:
amplifies the braking force based on a surrounding environment information that is information about environment around the saddled vehicle (<NUM>); and
changes, based on a degree of change in the output from the detector (45a, 45b), a degree of reduction in the braking force at the end of the amplification of the braking force generated in the saddled vehicle (<NUM>).