The safety device comprises a vehicle body inclination angle detector to detect an inclination angle of the vehicle body. In a vehicle body attitude in which the inclination angle of the vehicle body detected by the vehicle body inclination angle detector is less than a predetermined inclination angle, while any travel operation by the travel operation device is not performed, when a steering operation by the steering operation device is performed, the travel controller performs control to release braking the front wheels and the rear wheels by the brake device and to make the steering device turn the front wheels and the rear wheels in accordance with the steering operation.

The present invention obtains a controller and a control method capable of appropriately executing automatic emergency deceleration operation of a straddle-type vehicle. In the controller according to the present invention, when the automatic emergency deceleration operation of the straddle-type vehicle is executed, at a braking start time point at which a braking force starts being generated on at least one of wheels, braking force distribution between the front and rear wheels is brought into an initial state where the braking force is generated on the front wheel. In the control method according to the present invention, when the automatic emergency deceleration operation of the straddle-type vehicle is executed, at the braking start time point at which the braking force starts being generated on at least one of the wheels, the braking force distribution between the front and rear wheels is brought into the initial state where the braking force is generated on the front wheel.

According some aspects, an automated bicycle emergency braking system may be retrofitted to a commercial pedestrian bicycle to provide emergency braking functionality. Aspects described therein detail a light-weight and consumer affordable automated bicycle emergency braking system for improving pedestrian bicycle safety. Aspects described therein relate to sensing of a bicycle's surroundings for potentially hazardous objects, identifying a potentially hazardous road condition, determining whether to engage a bicycle's mechanical braking system, determining how long to engage a bicycle's mechanical braking system, and disengaging a bicycle's mechanical braking system until determining confirmation of resolution of the pedestrian bicyclist's safety regarding the identified potentially hazardous road condition.

A drive assistance device (24) for a saddle type vehicle (1) includes a ride sensor (37) configured to detect a ride attitude of a rider (J), a vehicle body behavior generating part (25) configured to generate a behavior on a vehicle body by a prescribed output, and a controller (27) configured to control driving of the vehicle body behavior generating part (25), the vehicle body behavior generating part (25) includes a brake device (BR) configured to brake a host vehicle, and wherein, when the brake device (BR) is actuated regardless of an operation of the rider (J), the controller (27) actuates the brake device (BR) according to the ride attitude of the rider (J) detected by the ride sensor (37).

In motion control in the present invention, operation amounts relating to braking and drive are set as a control command when a difference between a physical quantity relating to a target vehicle attitude which is based on a target trajectory and a physical quantity relating to a linear model vehicle attitude which is based on a linear model of a vehicle exceeds a threshold value, operation amounts relating to braking and steering are set as the control command when the difference is equal to or smaller than the threshold value, and an attitude of the vehicle in a yaw direction is controlled based on the control command.

A method is for determining a side slip angle during the cornering of a vehicle. The following variables are recorded and interlinked via a mathematical vehicle model with assumptions of the linear single-track model: a predetermined or measured position of the center of gravity between a front and rear axle, the current vehicle velocity, a current vehicle cornering motion variable, the current steering angle on the front axle. To simplify the determination of the side slip angle, it is determined under the assumption that the difference between the side slip angle and the Ackermann side slip angle is proportional to the difference between the Ackermann angle and the steering angle. The actual side slip angle is deduced from the relationship of the measured steering angle and the Ackermann angle based on the proportionality relationship of the Ackermann side slip angle theoretically present when driving through the same curve without slip.

A motorcycle braking arrangement comprising a brake lever (and/or brake pedal) defining a grasping or stepping surface, respectively, whereby a rider is able to apply pressure in order to produce a first analogue signal, a force-sensitive resistor (FSR) mounted on and/or in the surface and configured to produce a second analogue signal. In this manner, pressure applied to the grasping surface results in simultaneous production of the first and second signals, whereby a controller is configured to electronically correlate the second signal with the first. The arrangement also includes at least one servomechanism, which is arranged in signal communication with the controller and is configured to actuate a brake of the motorcycle according to the correlation between the first and second signals.

A motorcycle includes: a front wheel brake that brakes a front wheel that is supported by a front fork; a rear wheel brake; a control unit that controls an ABS modulator connected to the front wheel brake and the rear wheel brake on the basis of front wheel speed and rear wheel speed; and a front wheel rise detection unit that detects whether the front wheel is likely to rise from a road surface, wherein when the front wheel rise detection unit detects that the front wheel is likely to rise, the control unit operates the front wheel brake through the ABS modulator.

A vehicle control device includes an automatic driving control device configured to execute automatic driving control on a vehicle, and an anti-lock braking system configured to control a longitudinal slip ratio of wheels of the vehicle to be equal to or smaller than a threshold during braking of the vehicle. The automatic driving control to be executed by the automatic driving control device includes braking force control for changing a braking force to be applied to the wheels of the vehicle depending on a target deceleration set without being based on a deceleration request by a driver. The automatic driving control device is configured to, when a failure of the anti-lock braking system is detected during execution of the automatic driving control on the vehicle, set the target deceleration in the braking force control to a value equal to or smaller than an upper limit deceleration value.

A control device includes an additional deceleration calculation unit that calculates an additional deceleration (G×add) to be applied to the vehicle based on the steering angle, a target control amount calculation unit that calculates the control amount for the vehicle behavior changing device based on the additional deceleration, a rough road level calculation unit that calculates a rough road level of a road based on a wheel speed, and a control amount correction unit that corrects the control amount based on the rough road level, the rough road level calculation unit being configured to correct the wheel speed so as to remove a change thereof caused by the cornering maneuver of the vehicle, and to calculate the rough road level by using the corrected wheel speed.