JP7683049B2 - Saddle-type vehicle and tactile stimulation system - Google Patents

Description

The present invention relates to a saddle-type vehicle and a tactile stimulation system.

Conventionally, there has been known a method for notifying a motorcycle rider of information by tactile stimulation.
For example, Patent Document 1 discloses a saddle-type vehicle equipped with a tactile stimulus actuator that conveys information to a driver by applying forward or rearward pressure to the driver's left or right hand as a tactile stimulus.

International Publication No. 2019/087579

However, when the state of the saddle-ride type vehicle is such that it is difficult for the tactile stimulus to be transmitted to the driver, the accuracy of the information notification by the tactile stimulus may decrease.
The present invention has been made in consideration of the above-mentioned circumstances, and aims to suppress a decrease in accuracy of information notification through tactile stimulation.

This specification includes the entire contents of Japanese Patent Application No. 2022-010439, filed on January 26, 2022.
One aspect of the present invention is a saddle-ride type vehicle (10) comprising a communication unit (147) that communicates with a tactile stimulation device (50) that provides a tactile stimulation to a driver, a control unit (150) that transmits a control signal to control the tactile stimulation device (50) and controls the magnitude of the tactile stimulation provided to the driver by the tactile stimulation device (50), and a first detection unit (120) that detects the state of the saddle-ride type vehicle, wherein the control unit (150) changes the magnitude of the tactile stimulation provided to the driver by the tactile stimulation device (50) based on the state of the saddle-ride type vehicle (10) detected by the first detection unit (120).

According to one aspect of the present invention, it is possible to suppress a decrease in the accuracy of information notification through tactile stimulation.

FIG. 1 is a side view of a saddle-type vehicle. FIG. 2 is a block diagram showing the configuration of the tactile stimulation system. FIG. 3 is a diagram showing the first map. FIG. 4 is a diagram showing the second map. FIG. 5 is a diagram showing the third map. FIG. 6 is a diagram showing the fourth map. FIG. 7 is a flowchart showing the operation of the saddle type vehicle of the first embodiment. FIG. 8 is a conventional signal waveform diagram showing the behavior of a saddle-type vehicle when a control signal is output. FIG. 9 is a signal waveform diagram showing the behavior of the saddle type vehicle when a control signal is output. FIG. 10 is a signal waveform diagram showing the behavior of the saddle type vehicle when the driver performs an operation. FIG. 11 is a diagram showing the fifth map. FIG. 12 is a diagram showing the sixth map. FIG. 13 is a flowchart showing the operation of the saddle type vehicle of the second embodiment.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In the description, directions such as front, back, left, right, and up and down are the same as directions relative to the vehicle body unless otherwise specified. In addition, the symbol FR in each drawing indicates the front of the vehicle body, the symbol UP indicates the upper part of the vehicle body, and the symbol LH indicates the left side of the vehicle body.

First Embodiment
FIG. 1 is a side view of a saddle-ride type vehicle 10 according to an embodiment of the present invention.
The saddle-type vehicle 10 is a vehicle that includes a body frame 11, a power unit 12 supported by the body frame 11, a front fork 14 that supports a front wheel 13 so as to be freely steerable, a swing arm 16 that supports a rear wheel 15, and a seat 17 for a passenger.
The saddle-ride type vehicle 10 is a vehicle in which a passenger sits astride a seat 17. The seat 17 is provided above the rear portion of the body frame 11.

The body frame 11 includes a head pipe 18 provided at the front end of the body frame 11, a front frame 19 located rearward of the head pipe 18, and a rear frame 20 located rearward of the front frame 19. The front end of the front frame 19 is connected to the head pipe 18.
The seat 17 is supported by a rear frame 20 .

The front fork 14 is supported by a head pipe 18 so that it can be steered left and right. The front wheel 13 is supported by an axle 13a provided at the lower end of the front fork 14. A steering handle 21 that is held by the rider is attached to the upper end of the front fork 14.

The swing arm 16 is supported by a pivot shaft 22 that is supported by the body frame 11. The pivot shaft 22 is a shaft that extends horizontally in the vehicle width direction. The pivot shaft 22 is inserted into the front end of the swing arm 16. The swing arm 16 swings up and down about the pivot shaft 22.
The rear wheel 15 is supported by an axle 15 a provided at the rear end of a swing arm 16 .

The power unit 12 is disposed between the front wheels 13 and the rear wheels 15 and is supported by the body frame 11 .
The power unit 12 includes an engine. The power unit 12 includes a crankcase 23 and a cylinder portion 24 that houses a reciprocating piston. An exhaust device 25 is connected to an exhaust port of the cylinder portion 24.
The output of the power unit 12 is transmitted to the rear wheel 15 by a driving force transmission member that connects the power unit 12 and the rear wheel 15 .

The saddle-type vehicle 10 also includes a front fender 26 that covers the front wheel 13 from above, a rear fender 27 that covers the rear wheel 15 from above, a step 28 on which a rider places his or her feet, and a fuel tank 29 that stores fuel used by the power unit 12.
The front fender 26 is attached to the front fork 14. The rear fender 27 and the step 28 are provided below the seat 17. The fuel tank 29 is supported by the body frame 11.

The saddle-type vehicle 10 comprises a front wheel 13 which is a steered wheel, a suspension device 31, a handlebar 21 which steers the steered wheel 13, a steering damper 145 which applies torque in the steering direction to the suspension device 31 which supports the steered wheel 13, and a second control unit 150.

(Configuration of tactile stimulation system)
FIG. 2 is a block diagram showing the configuration of the tactile stimulation system 1.
The configuration of the tactile stimulation device 50 and the configuration of the control system of the saddle-ride type vehicle 10 will be described with reference to FIG.

First, the configuration of the tactile stimulation device 50 will be described.
The tactile stimulation device 50 is mounted on at least one of a helmet, gloves, and boots worn by the driver of the saddle-ride type vehicle 10.
2 illustrates an example in which the tactile stimulation device 50 includes five tactile stimulation devices 50A, 50B, 50C, 50D, and 50E, but the number of tactile stimulation devices 50 mounted on the driver is not limited to five. For example, the tactile stimulation device 50A is mounted on a helmet worn by the driver, the tactile stimulation devices 50B and 50C are mounted on the left and right gloves worn by the driver, respectively, and the tactile stimulation devices 50D and 50E are mounted on boots worn by the driver. The tactile stimulation devices 50B and 50C are installed in positions that do not come into contact with the handlebars 21, such as the back of the driver's hand, when the driver wears the gloves and rides on the saddle-ride type vehicle 10. The tactile stimulation devices 50D and 50E are installed on the outside of the boots that do not come into contact with the saddle-ride type vehicle 10 when the driver wears the boots and rides on the saddle-ride type vehicle 10. This makes it easier to distinguish between the tactile stimulation provided by the tactile stimulation device 50 and the vibration of the saddle-ride type vehicle 10.

Hereinafter, when the tactile stimulation devices 50A, 50B, 50C, 50D, and 50E are collectively referred to as the tactile stimulation device 50, the same applies to the components of the tactile stimulation device 50. For example, when the first control unit 53A, the first control unit 53B, the first control unit 53C, the first control unit 53D, and the first control unit 53E are collectively referred to as the first control unit 53.
In addition, in the description of FIG. 2, since the tactile stimulation devices 50A, 50B, 50C, 50D, and 50E have the same configuration, the configuration of the tactile stimulation device 50A will be described below.

The tactile stimulation device 50A comprises a first wireless communication unit 51A, a first control unit 53A, an electric air pump 55A and a balloon 57A.

The first wireless communication unit 51A includes an interface circuit, which is hardware compatible with a communication standard for short-range wireless communication, such as Wi-Fi (registered trademark) or Bluetooth (registered trademark). The first wireless communication unit 51A performs wireless communication with the saddle-ride type vehicle 10 and receives a control signal transmitted from the saddle-ride type vehicle 10. The first wireless communication unit 51A outputs the received control signal to the first control unit 53A.

The first control unit 53A is an electronic control device including a processor such as a CPU (Central Processing Unit) or an MPU ( micro processor unit), and a memory.

The first control unit 53A drives the electric air pump 55A in accordance with a control signal received from the saddle-ride type vehicle 10. More specifically, the first control unit 53A drives the electric air pump 55A so that the pressure inside the balloon 57A becomes equal to the value of the actual driving pressure P included in the control signal. The actual driving pressure P will be described later.

The electric air pump 55A sends air to the balloon 57A according to the control of the first control unit 53A. In this embodiment, a configuration is described in which the balloon 57A is inflated by the electric air pump 55A to provide a tactile stimulus to the driver, but a vibrator may be used instead of the balloon 57A.

Next, the configuration of a control system for the saddle type vehicle 10 will be described.
The saddle-ride type vehicle 10 includes a navigation device 110 , a first detection unit 120 , a second detection unit 130 , a pressure modulator 141 , a throttle actuator 143 , a steering damper 145 , a second wireless communication unit 147 , and a second control unit 150 .

The first detection unit 120 is a detection unit that detects the state of the saddle type vehicle 10. The first detection unit 120 includes an IMU (Inertial Measurement Unit) 121, an engine speed sensor 123, a wheel speed sensor 125, a throttle grip opening sensor 127, and a throttle valve opening sensor 129.
The second detection unit 130 is a detection unit that detects the environment, such as the outside air temperature, around the saddle type vehicle 10. The second detection unit 130 includes an environmental sensor that measures the environment around the saddle type vehicle 10. The second detection unit 130 of the present embodiment includes an outside air temperature sensor 131, but may be configured to include another environmental sensor.

The navigation device 110 includes a Global Navigation Satellite System (GNSS) receiver, and calculates, based on the received GNSS signals, the latitude and longitude that indicate the position of the saddle type vehicle 10. The navigation device 110 also includes map data, searches for a guide route to a destination set by the driver, and provides guidance for driving the saddle type vehicle 10 along the searched guide route.
When it is time for the saddle type vehicle 10 to make a right turn, a left turn, or the like, the navigation device 110 outputs a notification signal to the second control unit 150 notifying that it is time to make a right turn or a left turn.

The IMU 121 detects the attitude of the saddle-ride type vehicle 10. The IMU 121 detects the acceleration in three mutually orthogonal axial directions, i.e., forward/backward, left/right, and up/down, and the angular velocity in three axial directions, i.e., pitch, roll, and yaw, as the attitude of the saddle-ride type vehicle 10. The IMU 121 outputs sensor data indicating the detected acceleration and angular velocity in the three axial directions to the second control unit 150. The second control unit 150 stores the input sensor data in the memory 170.

The engine speed sensor 123 detects the engine speed and outputs sensor data indicating the detected speed to the second control unit 150. The wheel speed sensor 125 detects the wheel speed of the drive wheels and outputs sensor data indicating the detected wheel speed to the second control unit 150. The second control unit 150 stores the input sensor data in the memory 170.

The throttle grip opening sensor 127 detects the opening of the throttle grip. The throttle grip opening sensor 127 outputs sensor data indicating the detected throttle grip opening to the second control unit 150. The throttle valve opening sensor 129 detects the throttle valve opening. The throttle valve opening sensor 129 outputs sensor data indicating the detected throttle valve opening to the second control unit 150. The second control unit 150 stores the input sensor data in the memory 170.

The outside air temperature sensor 131 of the second detection unit 130 measures the outside air temperature and outputs sensor data indicating the measured outside air temperature to the second control unit 150. The second control unit 150 stores the input sensor data in the memory 170.

The pressure modulator 141 is a device that generates hydraulic pressure to operate the hydraulic brake using the driving force of the actuator.

The throttle actuator 143 is an actuator that adjusts the opening of the throttle valve in response to throttle operation.

The steering damper 145 is a vibration control device that applies a damping torque to the suspension device 31 that supports the steered wheels 13, thereby suppressing the vibration of the steering wheel 21, which is the steering wheel.

The second wireless communication unit 147 corresponds to a communication unit. For example, it has an interface circuit, which is a hardware circuit compatible with a communication standard for short-range wireless communication such as Wi-Fi or Bluetooth, and performs data communication with the tactile stimulation device 50.

The second control unit 150 is an electronic control device equipped with an input/output interface 160, a memory 170, a processor 180, etc.

The input/output interface 160 is connected to external devices such as the navigation device 110 shown in FIG. 2, the first detection unit 120, and the second detection unit 130. The input/output interface 160 is an interface circuit through which the second control unit 150 communicates with these external devices.

The memory 170 includes a RAM (Random Access Memory) and a ROM (Read Only Memory).
The memory 170 stores a control program 171 , driving coaching data 172 , a first map 173 , a second map 174 , a third map 175 , a fourth map 176 , a fifth map 177 and a sixth map 178 .

The control program 171 is a program executed by the processor 180 .
The driving coaching data 172 is data used to instruct the driver by notifying him/her of the timing of acceleration and braking, etc., so as to drive the saddle type vehicle 10 safely and with low fuel consumption.
The first map 173, the second map 174, the third map 175, the fourth map 176, the fifth map 177 and the sixth map 178 will be described in detail later.

The processor 180 is configured, for example, by a CPU, an MPU, etc. The processor 180 executes the control program 171 stored in the memory 170 to control each part of the saddle-ride type vehicle 10.

The second control unit 150 generates a control signal to be transmitted to the tactile stimulation device 300. The second control unit 150 transmits the generated control signal to the tactile stimulation device 300. The control signal is a signal that operates the electric air pump 55 and inflates the balloon 57.

First, the second control unit 150 determines whether or not there is a notification to the driver. If there is a notification to the driver, the second control unit 150 determines which of the following notification types the notification falls into. The notification types include five types of notifications: first notification to fifth notification.

The first notification is a notification regarding the behavior of the vehicle. More specifically, it is a notification regarding the timing to apply the brakes to the rear wheels of the saddle-ride vehicle 10 and increase the load on the rear wheels while the saddle-ride vehicle 10 is turning. While the saddle-ride vehicle 10 is turning, the second control unit 150 applies the brakes to the rear wheels using the pressure modulator 141 to increase the load on the rear wheels. This can improve the turning efficiency of the saddle-ride vehicle 10 during turning.

The second notification is a notification to inform the driver that his/her attention is declining. For example, when the second control unit 150 determines that the body of the saddle-type vehicle 10 is wobbling based on the sensor data of the IMU 121, it determines that the driver's concentration is declining and provides the driver with a tactile stimulation generated by the tactile stimulation device 300.

The third notification is a notification regarding instruction on driving techniques. When the second control unit 150 determines, based on the driving coaching data 172, that it is time to accelerate or brake, it operates the tactile stimulation device 300 and provides the driver with the tactile stimulation generated by the tactile stimulation device 300.

The fourth notification is a notification related to navigation or audio. When a notification signal notifying the driver of the timing of a right or left turn is input from the navigation device 110, the second control unit 150 operates the tactile stimulation device 300 and provides the driver with a tactile stimulation generated by the tactile stimulation device 300.

The fifth notification is a notification when an e-mail is received. For example, when the second control unit 150 is connected to a mobile terminal carried by the driver and receives a notification signal from the mobile terminal notifying the driver of the receipt of an e-mail, the second control unit 150 operates the tactile stimulation device 300 and provides the driver with the tactile stimulation generated by the tactile stimulation device 300.

When the second control unit 150 determines that there is a notification to be given to the driver and determines the type of the determined notification, it reads out the sensor data detected by the first detection unit 120 and the second detection unit 130 from the memory 170 .
The second control unit 150 calculates a basic driving pressure Pb, a first correction coefficient Ks, a second correction coefficient Kt, and a third correction coefficient Ka based on the read sensor data.

FIG. 3 is a diagram showing the first map 173. As shown in FIG.
As shown in Fig. 3, the first map 173 is a map that defines the relationship between the engine speed and the basic driving pressure Pb. The second control unit 150 acquires the basic driving pressure Pb by referring to the map shown in Fig. 3 based on the engine speed detected by the engine speed sensor 123. The higher the engine speed, the greater the vibration of the saddle type vehicle 10. For this reason, the basic driving pressure Pb is set so that the higher the engine speed, the greater the tactile stimulation that the tactile stimulation device 300 provides to the driver.

The basic driving pressure Pb has a different pressure value depending on the notification type. Five curves, a first curve 201, a second curve 202, a third curve 203, a fourth curve 204, and a fifth curve 205, are registered in the first map 173.
The first curve 201 is a curve that defines the relationship between the engine speed and the basic driving pressure Pb when the notification type is the first notification.
The second curve 202 is a curve that defines the relationship between the engine speed and the basic driving pressure Pb when the notification type is the second notification.
The third curve 203 is a curve that defines the relationship between the engine speed and the basic driving pressure Pb when the notification type is the third notification.
A fourth curve 204 is a curve that defines the relationship between the engine speed and the basic driving pressure Pb when the notification type is the fourth notification.
A fifth curve 205 is a curve that defines the relationship between the engine speed and the basic driving pressure Pb when the notification type is the fifth notification.

When the engine speed is the same, the basic driving pressure Pb of the first notification is set to be the largest. The basic driving pressure Pb is then set to be larger for the second notification, the third notification, and the fourth notification, in that order, and the basic driving pressure Pb of the fifth notification is set to be the smallest. The basic driving pressure Pb is set to be larger for notifications that are more related to the driving operation of the saddle-ride vehicle 10, such as the first notification regarding the vehicle behavior and the second notification regarding a decrease in the driver's attention.

In addition, all of the first curve 201 to the fifth curve 205 are set so that the basic driving pressure Pb when the engine speed is the first rotation speed R1 is greater than the basic driving pressure Pb when the engine speed is the second rotation speed R2, which is greater than the first rotation speed R1.
As the engine speed increases, the vibration and noise of the engine make it more difficult for the driver to notice the tactile stimulation provided by the tactile stimulation device 300. For this reason, the basic driving pressure Pb is set to increase as the engine speed increases.

FIG. 4 is a diagram showing the second map 174.
As shown in Fig. 4, the second map 174 is a map that defines the relationship between the vehicle speed and the first correction coefficient Ks. The first correction coefficient Ks is a coefficient that corrects the basic driving pressure Pb. The second control unit 150 calculates the vehicle speed of the saddle type vehicle 10 based on the wheel speed detected by the wheel speed sensor 125. The second control unit 150 refers to the second map 174 based on the calculated vehicle speed, and obtains the first correction coefficient Ks that corresponds to the vehicle speed.

The value of the first correction coefficient Ks when the vehicle speed is the first vehicle speed V1 is smaller than the value of the first correction coefficient Ks when the vehicle speed is the second vehicle speed V2, which is greater than the first vehicle speed V1. As described below, the larger the value of the first correction coefficient Ks, the larger the value of the actual driving pressure P to be notified to the tactile stimulation device 300 is set, so that the actual driving pressure P when the vehicle speed is the second vehicle speed V2 is greater than the actual driving pressure P when the vehicle speed is the first vehicle speed V1.

In addition, the second map 174 specifies the relationship between the vehicle speed and the first correction coefficient Ks so that when the vehicle speed is equal to or greater than a third vehicle speed V3, which is greater than the second vehicle speed V2, the first correction coefficient Ks becomes a constant value regardless of changes in the vehicle speed.

FIG. 5 is a diagram showing the third map 175.
5, the third map 175 is a map that defines the relationship between the outside air temperature and the second correction coefficient Kt. The second correction coefficient Kt is a coefficient that corrects the basic driving pressure Pb. The second control unit 150 refers to the third map 175 based on the outside air temperature detected by the outside air temperature sensor 131, and obtains the second correction coefficient Kt that corresponds to the outside air temperature.

The value of the second correction coefficient Kt when the outside air temperature is the first outside air temperature T1 is smaller than the value of the second correction coefficient Kt when the outside air temperature is the second outside air temperature T2, which is lower than the first outside air temperature T1. As described below, the larger the value of the second correction coefficient Kt, the larger the value of the actual driving pressure P notified to the tactile stimulation device 300, so that the actual driving pressure P when the outside air temperature is the second outside air temperature T2 is larger than the actual driving pressure P when the outside air temperature is the first outside air temperature T1.

In addition, the third map 175 specifies the relationship between the outside air temperature and the second correction coefficient Kt so that when the outside air temperature is equal to or higher than a third outside air temperature T3 that is higher than the first outside air temperature T1, the second correction coefficient Kt becomes a constant value regardless of changes in the outside air temperature.

FIG. 6 is a diagram showing the fourth map 176.
The fourth map 176 is a map that defines the relationship between the acceleration and the third correction coefficient Ka as shown in Fig. 6. The third correction coefficient Ka is a coefficient that corrects the basic driving pressure Pb.
The second control unit 150 refers to the fourth map 176 based on the acceleration in the traveling direction of the saddle type vehicle 10 detected by the IMU 121, and obtains the third correction coefficient Ka corresponding to the acceleration.

The value of the third correction coefficient Ka when the acceleration of the saddle-type vehicle 10 is the first acceleration A1 is smaller than the value of the third correction coefficient Ka when the acceleration is the second acceleration A2, which is greater than the first acceleration A1. As described below, the larger the value of the third correction coefficient Ka, the larger the value of the actual driving pressure P notified to the tactile stimulation device 300. Therefore, the actual driving pressure P when the acceleration is the second acceleration A2 is larger than the actual driving pressure P when the acceleration is the first acceleration A1.

In addition, the fourth map 176 specifies the relationship between the acceleration and the third correction coefficient Ka so that when the acceleration is equal to or greater than a third acceleration A3 that is higher than the second acceleration A2, the third correction coefficient Ka becomes a constant value regardless of changes in acceleration.

When the second control unit 150 acquires the values of the basic driving pressure Pb, the first correction coefficient Ks, the second correction coefficient Kt, and the third correction coefficient Ka, it calculates the actual driving pressure P, which is the actual pressure at which the electric air pump 55 is driven to inject air into the balloon 57, based on these acquired values. The actual driving pressure P is calculated as the product of the basic driving pressure Pb, the first correction coefficient Ks, the second correction coefficient Kt, and the third correction coefficient Ka. Therefore, the larger the values of the first correction coefficient Ks, the second correction coefficient Kt, and the third correction coefficient Ka, the larger the value of the actual driving pressure P. The calculation formula for the actual driving pressure P is shown in the following formula (1).
P=Pb・Ks・Kt・Ka...(1)

The second control unit 150 generates a control signal including the calculated value of the actual driving pressure P. The second control unit 150 transmits the generated control signal to the tactile stimulation device 300.

When the first control unit 53 receives a control signal from the saddle-ride vehicle 10, it acquires the actual driving pressure P indicated by the received control signal. The first control unit 53 drives the electric air pump 55 based on the acquired actual driving pressure P. This causes the balloon 57 to expand so that the pressure inside the balloon 57 becomes the actual driving pressure P.

(Operation of the saddle type vehicle 10 of the first embodiment)
FIG. 7 is a flowchart showing the operation of the second control unit 150.
The operation of the second control unit 150 will be described with reference to the flowchart shown in FIG.
First, the second control unit 150 determines whether or not a notification to the driver has been generated (step S1). When the second control unit 150 determines that a notification to the driver has not been generated (step S1/NO), the second control unit 150 waits until a notification is generated.

When determining that a notification to the driver has been generated (step S1/YES), the second control unit 150 determines the type of the generated notification (step S2).
Next, the second control unit 150 acquires sensor data from the memory 170 (step S3). The sensor data includes sensor data detected by the IMU 121, the engine speed sensor 123, the wheel speed sensor 125, and the outside air temperature sensor 131.

Next, the second control unit 150 acquires the basic driving pressure Pb (step S4). The second control unit 150 refers to the second map 174 based on the vehicle speed acquired as sensor data, and acquires the first correction coefficient Ks corresponding to the vehicle speed.

Next, the second control unit 150 acquires the first correction coefficient Ks (step S5). The second control unit 150 refers to the second map 174 based on the vehicle speed acquired as sensor data, and acquires the first correction coefficient Ks corresponding to the vehicle speed.

Next, the second control unit 150 acquires the second correction coefficient Kt (step S6). The second control unit 150 refers to the third map 175 based on the outside air temperature acquired as sensor data, and acquires the second correction coefficient Kt corresponding to the outside air temperature.

Next, the second control unit 150 acquires the third correction coefficient Ka (step S7). The second control unit 150 refers to the fourth map 176 based on the acceleration acquired as the sensor data, and acquires the third correction coefficient Ka corresponding to the acceleration.

Next, the second control unit 150 calculates the actual driving pressure P (step S8).
The second control unit 150 calculates the actual driving pressure P by multiplying the basic driving pressure Pb by the first correction coefficient Ks, the second correction coefficient Kt, and the third correction coefficient Ka.

Next, the second control unit 150 generates a control signal notifying the value of the actual driving pressure P (step S9). The second control unit 150 transmits the generated control signal to the tactile stimulation device 300 (step S10).

Second Embodiment
Next, a second embodiment will be described. Note that the configuration of the saddle-ride type vehicle 10 of the second embodiment is the same as that of the saddle-ride type vehicle 10 of the first embodiment described above, and therefore a description of the configuration of the saddle-ride type vehicle 10 will be omitted.

If the tactile stimulation provided to the driver by the tactile stimulation device 300 is provided at a timing unintended by the driver, the driver may perform unintended operations, causing the behavior of the saddle-ride type vehicle 10 to become unstable. For this reason, the saddle-ride type vehicle 10 of the second embodiment aims to prevent the behavior of the saddle-ride type vehicle 10 from becoming unstable due to unintended operations by the driver.

FIG. 8 is a conventional signal waveform diagram showing the behavior of the saddle type vehicle 10 when a control signal is output.
FIG. 8 shows the output of a control signal (A), the throttle grip opening (B), the throttle valve opening (C), the change in pitching angle (D), and the deflection of the handle 21 (F).
When a control signal is sent from the second control unit 150, the driver receives a tactile stimulus caused by the expansion of the balloon 57. If the received tactile stimulus is an unintended stimulus, the driver may operate the throttle grip unintentionally. In this case, the throttle grip opening degree temporarily increases as shown in FIG. 8(B). Furthermore, as the throttle grip opening degree increases, the throttle valve opening degree also increases as shown in FIG. 8(C), and a driving force is generated in the saddle-ride type vehicle 10. This causes a change in the pitching angle as shown in FIG. 8(D). Furthermore, the change in the pitching angle causes the handlebar 21 to shake as shown in FIG. 8(F).

In order to prevent the behavior of the body of the saddle type vehicle 10 from becoming unstable due to such unintended operations by the driver, the second control unit 150 performs the following control.
First, even if the second control unit 150 receives a throttle grip operation for a certain period of time after the output of the control signal, the second control unit 150 reduces the change in the throttle valve opening in response to the received operation. Hereinafter, the certain period of time will be referred to as a determination period.
In addition, the second control unit 150 causes the steering damper 145 to generate a damping torque to suppress vibration of the steering wheel 21 during the period from the output of the control signal until the determination period has elapsed.

Figure 9 is a signal waveform diagram showing the behavior of the body of the saddle-ride type vehicle 10 when a control signal is output in the second embodiment. Figure 9 shows the output of the control signal (A), the throttle grip opening (B), the throttle valve opening (C), the change in pitching angle (D), the damping torque of the steering damper 145 (E), and the deflection of the handlebars 21 (F).

When the second control unit 150 outputs a control signal, the driver receives a tactile stimulus due to the expansion of the balloon 57. The driver unintentionally operates the throttle grip due to the unintentional tactile stimulus, and the throttle grip opening becomes temporarily large as shown in FIG. 9(B). However, in the second embodiment, a control is performed to reduce the amount of change in the throttle valve opening relative to the amount of operation of the throttle grip. Specifically, an upper limit is set for the change speed of the throttle valve opening, and the amount of change in the throttle valve opening is reduced so that the change speed of the throttle valve opening does not exceed this upper limit. This reduces the change in the throttle valve opening as shown in FIG. 9(C). In addition, by generating a damping torque by the steering damper 145 as shown in FIG. 9(E), the vibration of the handle 21 is suppressed to a small value as shown in FIG. 9(F).

Fig. 10 is a diagram showing the behavior of the saddle type vehicle 10 when the driver intentionally operates the throttle grip in response to a control signal. Fig. 10 also shows the output of the control signal (A), the opening degree of the throttle grip (B), the opening degree of the throttle valve (C), the change in pitching angle (D), the damping torque of the steering damper 145 (E), and the deflection of the handlebars 21 (F).
The second control unit 150 judges whether the throttle grip opening degree is equal to or greater than a preset threshold value during the period from when a control signal is sent to the tactile stimulation device 300 until the judgment period has elapsed. If the throttle grip opening degree is equal to or greater than the threshold value before the judgment period has elapsed, the second control unit 150 stops the control for reducing the amount of change in the throttle valve opening degree in response to the operation of the throttle grip before the judgment period has elapsed. The second control unit 150 judges that the driver has intentionally operated the throttle grip, and stops the control for reducing the amount of change in the throttle valve opening degree in response to the operation of the throttle grip.

Because the control to reduce the amount of change in throttle valve opening relative to the amount of operation of the throttle grip was stopped before the judgment period had elapsed, the amount of change in throttle valve opening varies before and after time s shown in Figure 10 (C), as shown in Figure 10. Time s shown in Figure 10 is the timing when the throttle grip opening becomes equal to or exceeds a preset threshold value, and the control to reduce the amount of change in throttle valve opening relative to the operation of the throttle grip is stopped.

10D, the increase in the pitching angle also changes before and after time s. Because the control for reducing the change in the throttle valve opening in response to the operation of the throttle grip is stopped, the increase in the pitching angle becomes large after time s.
Furthermore, until time s shown in FIG. 10(E), a damping torque is generated in the steering damper 145, and after time s, the damping torque generated in the steering damper 145 is reduced, so that after time s, the vibration of the steering wheel 21 becomes large as shown in FIG. 10(F).

FIG. 11 is a diagram showing the fifth map 177.
11, the fifth map 177 is a map that specifies the relationship between the absolute value of the roll angle of the body of the saddle type vehicle 10 and the upper limit value of the change speed of the throttle valve opening. In the fifth map 177, the relationship between the absolute value of the roll angle of the body and the upper limit value of the change speed of the throttle valve opening is registered for each of the first notification to the fifth notification.
The second control unit 150 refers to the fifth map 177 based on the absolute value of the roll angle of the vehicle body detected by the IMU 121 and the type of notification, and acquires an upper limit value of the change speed of the throttle valve opening. The second control unit 150 controls the throttle valve opening so that the change speed of the throttle valve opening detected by the throttle valve opening sensor 129 does not exceed the acquired upper limit value of the change speed.

The upper limit of the change speed of the throttle valve opening is changed depending on the notification type.
Five curves, namely, a first curve 211, a second curve 212, a third curve 213, a fourth curve 214, and a fifth curve 215, are registered in the fifth map 177.
A first curve 211 is a curve that defines the upper limit of the change speed of the throttle valve opening when the notification type is the first notification.
A second curve 212 is a curve that defines the upper limit of the change speed of the throttle valve opening when the notification type is the second notification.
A third curve 213 is a curve that defines the upper limit of the change speed of the throttle valve opening when the notification type is the third notification.
A fourth curve 214 is a curve that defines the upper limit of the change speed of the throttle valve opening when the notification type is the fourth notification.
A fifth curve 215 is a curve that defines the upper limit of the change speed of the throttle valve opening when the notification type is the fifth notification.

As explained with reference to FIG. 3, there are five types of notifications to the driver, from the first notification to the fifth notification, and the setting of the basic drive pressure Pb is changed for each of the first notification to the fifth notification. The higher the basic drive pressure Pb is set for the first notification, second notification, etc., the lower the upper limit value for the change speed of the throttle valve opening is set. As a result, the stronger the tactile stimulation is, the lower the upper limit value for the change speed of the throttle valve opening can be set, suppressing unintended operation by the driver and stabilizing the behavior of the saddle-ride type vehicle 10.

In addition, the upper limit value of the change speed of the throttle valve opening is set to a larger value as the absolute value of the roll angle of the body of the saddle-ride type vehicle 10 is smaller, and is set to a smaller value as the absolute value of the roll angle is larger. When the absolute value of the roll angle of the body of the saddle-ride type vehicle 10 is large and the saddle-ride type vehicle 10 is in an unstable state, the behavior of the saddle-ride type vehicle 10 can be stabilized by setting the upper limit value of the change speed of the throttle valve opening to a small value. In addition, when the absolute value of the roll angle of the body of the saddle-ride type vehicle 10 is small and the saddle-ride type vehicle 10 is in a stable state, the accuracy of notifying the driver of information by tactile stimulation can be improved by setting the upper limit value of the change speed of the throttle valve opening to a large value.

FIG. 12 is a diagram showing the sixth map 178.
12, the sixth map 178 is a map that defines the relationship between the absolute value of the roll angle of the body of the saddle type vehicle 10 and the damping torque generated by the steering damper 145. In the sixth map 178 shown in Fig. 12, the relationship between the absolute value of the roll angle of the body of the saddle type vehicle 10 and the damping torque generated in the steering damper 145 is registered for each of the first notification to the fifth notification.
The second control unit 150 refers to the sixth map 178 based on the absolute value of the roll angle of the vehicle body detected by the IMU 121 and the notification type, and obtains the value of the damping torque to be generated in the steering damper 145.

The value of the damping torque generated by the steering damper 145 is changed depending on the notification type.
In the sixth map 178, five curves, namely, a first curve 221, a second curve 222, a third curve 223, a fourth curve 224, and a fifth curve 225, are registered.
A first curve 221 is a curve that indicates the damping torque generated in the steering damper 145 when the notification type is the first notification.
The second curve 222 is a curve that indicates the damping torque generated in the steering damper 145 when the notification type is the second notification.
A third curve 223 is a curve that indicates the damping torque generated in the steering damper 145 when the notification type is the third notification.
A fourth curve 224 is a curve that indicates the damping torque generated in the steering damper 145 when the notification type is the fourth notification.
A fifth curve 225 is a curve that indicates the damping torque generated in the steering damper 145 when the notification type is the fifth notification.

As explained with reference to Figure 3, there are five types of notifications to the driver, from the first notification to the fifth notification, and the setting of the basic drive pressure Pb is changed by the first notification to the fifth notification. The higher the basic drive pressure Pb is set to in the first notification, second notification, etc., the greater the value of the damping torque generated in the steering damper 145, thereby making it possible to more effectively suppress the vibration of the steering wheel 21.

In addition, the damping torque generated by the steering damper 145 is set so that the smaller the absolute value of the roll angle of the body of the saddle-type vehicle 10, the larger the damping torque value is, and the larger the absolute value of the roll angle, the smaller the damping torque value is.

(Operation of the saddle type vehicle according to the second embodiment)
FIG. 13 is a flowchart showing the operation of the second control unit 150 in the second embodiment.
The operation of the second control unit 150 will be described with reference to the flowchart shown in Fig. 13. The operations of steps T1 to T7 shown in Fig. 13 are the same as those of the second control unit 150 of the first embodiment shown in Fig. 7, and therefore detailed description thereof will be omitted.
When the second control unit 150 acquires the third correction coefficient Ka (step T7), the second control unit 150 acquires the upper limit value of the change speed of the throttle valve opening by referring to the fifth map 177 (step T8). The second control unit 150 acquires the upper limit value of the change speed of the throttle valve opening by referring to the fifth map 177 based on the absolute value of the roll angle of the vehicle body and the notification type determined in step T2 (step T8).

Next, the second control unit 150 acquires the value of the damping torque to be generated in the steering damper 145 by referring to the sixth map 178 (step T9) . The second control unit 150 acquires the value of the damping torque to be generated in the steering damper 145 by referring to the sixth map 178 based on the absolute value of the roll angle of the vehicle body and the notification type determined in step T2 (step T9).

Next, the second control unit 150 multiplies the basic driving pressure Pb acquired in steps T4 to T7 by the first correction coefficient Ks, the second correction coefficient Kt, and the third correction coefficient Ka to calculate the actual driving pressure P (step T10).Then, the second control unit 150 generates a control signal notifying the calculated actual driving pressure P (step T11), and transmits the generated control signal to the tactile stimulation device 300 (step T12).

Next, the second control unit 150 limits the throttle valve opening so that the change speed of the throttle valve opening relative to the throttle grip operation amount does not exceed the upper limit value acquired in step T8 (step T13). The second control unit 150 acquires the throttle grip opening detected by the throttle grip opening sensor 127 and the throttle valve opening detected by the throttle valve opening sensor 129. The second control unit 150 calculates the throttle grip operation amount based on the detected throttle grip opening. The second control unit 150 changes the throttle valve opening based on the calculated operation amount, but limits the throttle valve opening so that the change speed of the throttle valve opening does not exceed the upper limit value acquired in step T8 (step T13). The second control unit 150 also causes the steering damper 145 to generate the damping torque acquired in step T9 (step T14).

Next, the second control unit 150 judges whether the operation amount of the throttle grip detected by the throttle grip opening sensor 127 is equal to or greater than a threshold value (step T15). If the operation amount of the throttle grip is equal to or greater than the threshold value (step T15/YES), the second control unit 150 releases the restriction on the change speed of the throttle valve (step T17) and causes the steering damper 145 to stop generating the damping torque (step T18).

If the second control unit 150 determines that the amount of operation of the throttle grip is not equal to or greater than the threshold value (step T15/NO), it determines whether the time that has elapsed since the control signal was sent to the tactile stimulation device 300 has elapsed a judgment period (step T16). If the elapsed time has not elapsed the judgment period (step T16/NO), the second control unit 150 returns to the judgment of step T15.

Furthermore, when the time elapsed since the transmission of the control signal to the tactile stimulation device 300 has passed the determination period (step T16/YES), the second control unit 150 releases the restriction on the change speed of the throttle valve (step T17). Furthermore, the second control unit 150 causes the steering damper 145 to stop generating the damping torque (step T18).

In the above embodiment, the vehicle 10 is described as a motorcycle that is not a scooter type, but the vehicle may be any saddle-type vehicle such as a scooter type motorcycle, a three-wheeled or four-wheeled type also known as a trike or ATV, or may be a four-wheeled automobile.

(Configuration supported by the above embodiment)
The above embodiment is a specific example of the following configuration.

(Configuration 1) A saddle-ride type vehicle comprising: a communication unit that communicates with a tactile stimulation device that provides a tactile stimulation to a driver; a control unit that transmits a control signal to control the tactile stimulation device to control the magnitude of the tactile stimulation provided to the driver by the tactile stimulation device; and a first detection unit that detects the state of the saddle-ride type vehicle, wherein the control unit changes the magnitude of the tactile stimulation provided to the driver by the tactile stimulation device based on the state of the saddle-ride type vehicle detected by the first detection unit.
According to this configuration, the magnitude of the tactile stimulation provided to the driver by the tactile stimulation device is changed depending on the state of the saddle-ride type vehicle, so that even if the state of the saddle-ride type vehicle is such that it is difficult for the tactile stimulation to be transmitted to the driver, the accuracy of information notification through tactile stimulation can be improved.

(Configuration 2) The first detection unit detects the rotation speed of an engine equipped in the saddle-ride type vehicle, and the control unit controls the tactile stimulation device so that the magnitude of the tactile stimulation provided by the tactile stimulation device to the driver is greater when the engine rotation speed detected by the first detection unit is a second rotation speed that is greater than the first rotation speed, in the saddle-ride type vehicle described in configuration 1.
The higher the engine speed, the more difficult it becomes for information to be conveyed to the driver through tactile stimulation due to the influence of engine vibration and sound. According to this configuration, the tactile stimulation device is controlled so that the magnitude of the tactile stimulation provided to the driver by the tactile stimulation device is increased when the engine speed is the second rotation speed that is higher than the first rotation speed, thereby improving the accuracy of information notification through tactile stimulation.

(Configuration 3) A saddle-type vehicle as described in configuration 1 or 2, characterized in that the first detection unit detects the vehicle speed of the saddle-type vehicle, and the control unit controls the tactile stimulation device so that the magnitude of the tactile stimulation provided by the tactile stimulation device to the driver is greater when the vehicle speed detected by the first detection unit is a second vehicle speed that is greater than the first vehicle speed.
The faster the vehicle speed of the saddle-ride type vehicle, the more difficult it becomes for information to be conveyed to the driver through tactile stimulation due to the influence of wind when the vehicle is traveling. According to this configuration, the tactile stimulation device is controlled so that the magnitude of the tactile stimulation provided to the driver by the tactile stimulation device is increased when the vehicle speed is a second vehicle speed that is greater than the first vehicle speed, thereby improving the accuracy of information notification through tactile stimulation.

(Configuration 4) A saddle-type vehicle described in any one of configurations 1 to 3, characterized in that the first detection unit detects the acceleration of the saddle-type vehicle, and the control unit controls the tactile stimulation device so that the magnitude of the tactile stimulation provided by the tactile stimulation device to the driver when the acceleration detected by the first detection unit is a second acceleration greater than the first acceleration is greater than the magnitude of the tactile stimulation provided by the tactile stimulation device to the driver when the acceleration detected by the first detection unit is a first acceleration.
The faster the acceleration of the saddle-ride type vehicle, the more difficult it becomes for information to be conveyed to the driver through tactile stimulation due to the influence of vibrations, etc., generated in the saddle-ride type vehicle. According to this configuration, the tactile stimulation device is controlled so that the magnitude of the tactile stimulation provided to the driver by the tactile stimulation device is increased when the acceleration is the second acceleration that is greater than the first acceleration, thereby improving the accuracy of information notification through tactile stimulation.

(Configuration 5) A saddle-type vehicle as described in any one of configurations 1 to 4, characterized in that it is equipped with a second detection unit that detects the outside air temperature surrounding the saddle-type vehicle, and the control unit controls the tactile stimulation device so that the magnitude of the tactile stimulation provided by the tactile stimulation device to the driver is greater when the outside air temperature detected by the second detection unit is a second outside air temperature lower than the first outside air temperature.
The lower the outside air temperature, the more difficult it becomes for information to be conveyed to the driver through tactile stimulation. According to this configuration, the tactile stimulation device is controlled so that the magnitude of the tactile stimulation provided to the driver by the tactile stimulation device is increased when the outside air temperature is the second outside air temperature that is lower than the first outside air temperature, thereby improving the accuracy of information notification through tactile stimulation.

(Configuration 6) A saddle-type vehicle described in any one of configurations 1 to 5, characterized in that the notifications to the driver by tactile stimulation include a first notification regarding the behavior of the vehicle, a second notification notifying the driver of a decline in attention, a third notification regarding driving technique instruction, and a fourth notification regarding navigation, and the control unit changes the magnitude of the tactile stimulation when notifying the driver of the first notification, the second notification, the third notification, and the fourth notification, respectively.
According to this configuration, the magnitude of the tactile stimulation is changed when notifying the first, second, third, and fourth notifications, so that the driver can be made aware of the first, second, third, and fourth notifications through the tactile stimulation.

(Configuration 7) A tactile stimulation system comprising a tactile stimulation device that provides a tactile stimulation to a driver, and a saddle-ride type vehicle, the saddle-ride type vehicle comprising a communication unit that communicates with the tactile stimulation device, a control unit that transmits a control signal to control the tactile stimulation device and controls the magnitude of the tactile stimulation provided to the driver by the tactile stimulation device, and a first detection unit that detects the state of the saddle-ride type vehicle, the control unit changing the magnitude of the tactile stimulation provided to the driver by the tactile stimulation device based on the state of the saddle-ride type vehicle detected by the first detection unit, and the tactile stimulation system characterized in that the tactile stimulation device is mounted on at least one of a helmet, gloves, or boots worn by the driver.
According to this configuration, the magnitude of the tactile stimulation provided to the driver by the tactile stimulation device is changed depending on the state of the saddle-ride type vehicle, so that even if the state of the saddle-ride type vehicle is such that it is difficult for the tactile stimulation to be transmitted to the driver, the accuracy of information notification through tactile stimulation can be improved.
Furthermore, by mounting the tactile stimulation device on at least one of a helmet, gloves, and boots, the tactile stimulation device can be positioned at a location where it is easy to recognize that a tactile stimulation is being received.

The above-described embodiment is merely an example of one aspect of the present invention, and any modifications and applications are possible without departing from the spirit and scope of the present invention.
In addition, the processing units in the flowcharts shown in Figures 7 and 13 are divided according to the main processing content in order to make the processing of the second control unit 150 easier to understand, and the present disclosure is not limited by the manner in which the processing units are divided or the names of the processing units.

The processing of the second control unit 150 can be divided into more processing units depending on the processing content, or one processing unit can be divided so that it includes more processing. Furthermore, the processing order of the above flowchart is not limited to the example shown in the figure.

REFERENCE SIGNS LIST 1 tactile stimulation system 10 saddle-ride type vehicle 50 tactile stimulation device 51 first wireless communication unit 53 first control unit 55 electric air pump 57 balloon 110 navigation device
1 20 First detection unit 121 IMU
125 Wheel speed sensor 127 Throttle grip opening sensor 129 Throttle valve opening sensor 130 Second detection unit 131 Outside air temperature sensor 141 Pressure modulator 143 Throttle actuator 145 Steering damper 147 Second wireless communication unit 150 Second control unit 160 Input/output interface 170 Memory 171 Control program 172 Driving coaching data 173 First map 174 Second map 175 Third map 176 Fourth map 177 Fifth map 178 Sixth map
180 processor

Claims (7)

A saddle-type vehicle (10),
A communication unit (147) that communicates with a tactile stimulation device (50) that provides a tactile stimulation to a driver;
a control unit (150) that transmits a control signal to control the tactile stimulation device (50) and controls the magnitude of the tactile stimulation that the tactile stimulation device (50) provides to the driver;
a second detection unit (130) that detects an outside air temperature around the saddle type vehicle (10);
The control unit (150) controls the tactile stimulation device (50) so that the magnitude of the tactile stimulation provided by the tactile stimulation device (50) to the driver when the outside air temperature detected by the second detection unit (130) is a second outside air temperature lower than the first outside air temperature, thereby forming a saddle-type vehicle. A saddle-type vehicle (10),
A communication unit (147) that communicates with a tactile stimulation device (50) that provides a tactile stimulation to a driver;
a control unit (150) that transmits a control signal to control the tactile stimulation device (50) and controls the magnitude of the tactile stimulation that the tactile stimulation device (50) provides to the driver;
The notifications to the driver by tactile stimulation include a first notification that is a notification regarding a behavior of the saddle type vehicle (10), a second notification that is a notification regarding a decline in the driver's attention, a third notification that is a notification regarding driving technique instruction, and a fourth notification that is a notification regarding navigation,
The control unit (150) changes the magnitude of the tactile stimulation when notifying the driver of the first notification, the second notification, the third notification, and the fourth notification, respectively. A first detection unit (120) for detecting a state of the saddle type vehicle,
The first detection unit (120) detects the rotation speed of an engine (12) provided in the saddle type vehicle,
The control unit (150) controls the tactile stimulation device (50) so that the magnitude of the tactile stimulation provided to the driver by the tactile stimulation device (50) is greater when the rotation speed of the engine (12) detected by the first detection unit (120) is a second rotation speed that is greater than the first rotation speed, in a saddle-type vehicle as described in claim 1 or 2. A first detection unit (120) for detecting a state of the saddle type vehicle,
The first detection unit (120) detects a vehicle speed of the saddle type vehicle,
The control unit (150) controls the tactile stimulation device (50) so that the magnitude of the tactile stimulation provided to the driver by the tactile stimulation device (50) is greater when the vehicle speed detected by the first detection unit (120) is a second vehicle speed that is greater than the first vehicle speed, compared to the magnitude of the tactile stimulation provided to the driver by the tactile stimulation device (50) when the vehicle speed detected by the first detection unit (120) is a first vehicle speed. A first detection unit (120) for detecting a state of the saddle type vehicle,
The first detection unit (120) detects the acceleration of the saddle type vehicle,
The control unit (150) controls the tactile stimulation device (50) so that the magnitude of the tactile stimulation provided to the driver by the tactile stimulation device (50) is greater when the acceleration detected by the first detection unit (120) is a second acceleration greater than the first acceleration than when the acceleration detected by the first detection unit (120) is a first acceleration. (delete) (delete)

Images