Anti-wheelie control device and Anti-wheelie control method

Abstract

To effectively prevent the occurrence of wheelie by simple control.SOLUTION: The processing circuitry is configured to calculate a driver requested torque, determine whether the driver requested torque exceeds at least one threshold value, and correct the driver requested torque to reduce the driver requested torque when it is determined that the driver requested torque exceeds the threshold value.SELECTED DRAWING: Figure 5

Description

[Technical Field]

[0001] The present disclosure relates to an anti-wheelie control device and an anti-wheelie control method. [Background technology]

[0002] Patent Document 1 discloses a torque suppression control device for suppressing wheelies on motorcycles. This device executes a first control to suppress the output of the prime mover when it is determined that the running state of the motorcycle satisfies a first condition indicating a wheelie, and executes a second control to limit the speed at which the output is changed in response to an operational input when it is determined that the running state of the motorcycle satisfies a second condition indicating a pre-wheelie, even when the first condition is not satisfied. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2021-38709 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in this device, feedback control of the motor is performed in accordance with the degree of wheelie while monitoring the running state of the motorcycle, which makes the control complex.

[0005] Therefore, one aspect of the present disclosure aims to effectively prevent wheelies from occurring through simple control. [Means for solving the problem]

[0006] An anti-wheelie control device according to one aspect of the present disclosure is an anti-wheelie control device for preventing a wheelie of a vehicle, and includes a processing circuit configured to: calculate a driver-requested torque, determine whether the driver-requested torque exceeds at least one threshold value, and, if it is determined that the driver-requested torque exceeds the threshold value, correct the driver-requested torque so as to reduce the driver-requested torque.

[0007] An anti-wheelie control method according to one embodiment of the present disclosure is an anti-wheelie control method for preventing a wheelie of a vehicle, and includes calculating a driver-requested torque, determining whether the driver-requested torque exceeds at least one threshold value, and correcting the driver-requested torque so as to reduce the driver-requested torque when it is determined that the driver-requested torque exceeds the threshold value. [Effects of the Invention]

[0008] According to one aspect of the present disclosure, wheelies can be effectively prevented through simple control. [Brief explanation of the drawings]

[0009] [Figure 1] FIG. 1 is a left side view of a motorcycle according to an embodiment. [Figure 2] FIG. 2 is a schematic diagram of the power system of the motorcycle of FIG. [Figure 3] FIG. 3 is a block diagram of the control device of FIG. [Figure 4] FIG. 4 is a flowchart showing the processing of the control device of FIG. [Figure 5] FIG. 5 is a graph showing the relationship between the accelerator operation amount and the driver-requested torque. DETAILED DESCRIPTION OF THE INVENTION

[0010] Hereinafter, an embodiment will be described with reference to the drawings. In this embodiment, a motorcycle 1 is exemplified as a vehicle equipped with a control device 20 having an anti-wheelie control function. The motorcycle 1 is an example of a lean vehicle that turns by leaning the vehicle laterally. The vehicle is not limited to the motorcycle 1, and may be a three-wheeled vehicle or a four-wheeled vehicle.

[0011] FIG. 1 is a left side view of a motorcycle 1. As shown in FIG. 1, the motorcycle 1 includes a body frame 2 and a front wheel 3 and a rear wheel 4 supported by the body frame 2. The front wheel 3 is a driven wheel, and the rear wheel 4 is a drive wheel. The body frame 2 includes a head pipe 2a, a main frame 2b extending rearward from the head pipe 2a, and a pivot frame 2c connected to the rear of the main frame 2b. The head pipe 2a rotatably supports a steering shaft 6 connected to a bar-shaped handlebar 5 that is held by the hands of a rider R. The front wheel 3 is steered left and right by rotating the steering shaft 6. The right grip of the handlebar 5 is an accelerator grip 5a that the rider R turns with his or her hand to input an acceleration request from the rider R.

[0012] A fuel tank 7 is disposed behind the handlebars 5 and vertically above the main frame 2b. A seat 8 on which the rider R sits astride is disposed behind the fuel tank 7. A step 9 on which the rider R places his / her feet is disposed below the seat 8. A shift lever 10 that is operated with the foot placed on the step 9 is disposed near the step 9. A swing arm 11 has a front end journaled on the pivot frame 2c, and a rear wheel 4 is journaled on a rear end of the swing arm 11.

[0013] An internal combustion engine 12 supported by the main frame 2b and the pivot frame 2c is disposed between the front wheel 3 and the rear wheel 4. The internal combustion engine 12 is an example of a prime mover that generates driving force for traveling. Note that the prime mover of the motorcycle 1 is not limited to the internal combustion engine 12, and an electric motor may be used as the prime mover, or a combination of an electric motor and an internal combustion engine may be used as the prime mover.

[0014] A transmission 13 is connected to a crankshaft 12a of the internal combustion engine 12 so as to be able to transmit power. The driving force output from the transmission 13 is transmitted to the rear wheel 4 via a power transmission member 14 such as a chain, belt, or drive shaft. The crankshaft Ea of the internal combustion engine 12 is housed in a crankcase 15 supported by the body frame 2. The crankcase 15 also houses the transmission 13 and serves as a transmission case. The motorcycle 1 is equipped with a control device 20 that controls the internal combustion engine 12.

[0015] FIG. 2 is a schematic diagram of the power system of the motorcycle 1 of FIG. 1. As shown in FIG. 2, the internal combustion engine 12 is provided with a throttle device T, a fuel injector F, and an ignition plug P. The throttle device T includes a throttle valve Ta that adjusts the amount of intake air into the internal combustion engine 12, and a throttle actuator Tb that drives the throttle valve Ta to adjust the throttle opening. The throttle actuator Tb may be an electric motor. The fuel injector F injects fuel stored in the fuel tank 7 into the intake passage of the internal combustion engine 12. The ignition plug P ignites the air-fuel mixture in the combustion chamber of the internal combustion engine 12.

[0016] One end of the crankshaft 12a of the internal combustion engine 12 is connected to a primary gear 16 so as to be able to transmit power. The other end of the crankshaft 12a is connected to a starter / generator 18 so as to be able to transmit power. The transmission 13 includes an input shaft 13a, an output shaft 13b, and multiple sets of gear trains 13c with different reduction ratios. The transmission 13 transmits power from the input shaft 13a to the output shaft 13b via any one set of the gear train 13c that is selected. The gear position of the transmission 13 can be selected in stages from a first gear position to an Nth gear position (N is a natural number of 2 or more). The transmission 13 changes the reduction ratio by changing the gear position in stages within a range from the first gear position having the maximum reduction ratio to the Nth gear position having the minimum reduction ratio.

[0017] The crankshaft 12a is connected to a main clutch 17 via a primary gear 16 so as to be able to transmit power. The main clutch 17 is a friction clutch. The main clutch 17 is connected to an input shaft 13a. The crankshaft 12a transmits power to an input shaft 13a of the transmission 13 via the primary gear 16 and the main clutch 17. The driving force output from an output shaft 13b of the transmission 13 drives the rear wheel 4 via a power transmission member 14.

[0018] FIG. 3 is a block diagram of the control device 20 of FIG. 2. As shown in FIG. 3, the control device 20 includes a processing circuit 21. Specifically, the control device 20 includes a processor 22, a system memory 23, a storage memory 24, an input interface 26, and an output interface 27. The processor 22 may include a CPU (Central Processing Unit). The system memory 23 may include RAM (Random Access Memory). The storage memory 24 may include a hard disk, a flash memory, or a combination thereof. The storage memory 24 stores a program 25. A configuration in which the processor 22 executes the program 25 read from the storage memory 24 to the system memory 23 is an example of the processing circuit 21.

[0019] The accelerator position sensor 31, lean angle sensor 32, gear position sensor 33, and vehicle speed sensor 34 are communicatively connected to the input interface 26 of the control device 20. The accelerator position sensor 31 detects the rotation angle of the accelerator grip 5a to detect the amount of operation of the accelerator grip 5a by the rider R, i.e., the amount of accelerator operation. The lean angle sensor 32 detects the lateral inclination angle of the motorcycle 1, i.e., the lean angle. The lean angle sensor 32 may also be referred to as a bank angle sensor. The lean angle sensor 32 may be, for example, a gyro sensor. The gear position sensor 33 detects the gear position of the transmission 13. In other words, the gear position sensor 33 detects which of the multiple gear trains 13c of the transmission 13 is engaged with the input shaft 13a and the output shaft 13b. The vehicle speed sensor 34 detects the traveling speed of the motorcycle 1. The vehicle speed sensor 34 may be, for example, a sensor that detects the rotation speed of the front wheels 3 .

[0020] The spark plug P, the throttle actuator Tb, and the fuel injector F are communicatively connected to an output interface 27 of the control device 20. The control device 20 controls at least one of the spark plug P, the throttle actuator Tb, and the fuel injector F based on at least a detection value of an accelerator position sensor 31. For example, the control device 20 controls at least one of the spark plug P, the throttle actuator Tb, and the fuel injector F based on a detection value of the accelerator position sensor 31 and a detection value of at least one of a lean angle sensor 32, a gear position sensor 33, and a vehicle speed sensor 34.

[0021] FIG. 4 is a flowchart showing the processing of the control device 20 of FIG. 3. FIG. 5 is a graph showing the relationship between accelerator operation amount and driver-requested torque. Below, the processing of the control device 20 will be explained along the flow of FIG. 4 while appropriately referring to FIGS. 1 to 3 and FIG. 5. The processing of the control device 20 is executed by a processing circuit 21. The control device 20 is an example of an anti-wheelie control device that can prevent wheelies from occurring. The control device 20 can turn the anti-wheelie control function ON / OFF, for example, depending on the selection of the driver R. When the anti-wheelie control function is turned ON, the control of FIG. 4 is started.

[0022] The control device 20 calculates the driver-requested torque based on the detection value of the accelerator position sensor 31 (step S1). The driver-requested torque increases as the accelerator operation amount detected by the accelerator position sensor 31 increases. The control device 20 may calculate the driver-requested torque using a function that increases as the accelerator operation amount detected by the accelerator position sensor 31 increases. The control device 20 may calculate the driver-requested torque by referring to a torque map that specifies in advance the correlation between the accelerator operation amount and the driver-requested torque. Note that the control device 20 may calculate the driver-requested torque by additionally referring to information other than the accelerator operation amount.

[0023] The control device 20 detects the lean angle of the motorcycle 1 by referring to the detection value of the lean angle sensor 32 (step S2). For example, the lean angle is 0 degrees when the motorcycle 1 is upright, and increases as the motorcycle 1 leans laterally during cornering. The control device 20 detects the gear position of the transmission 13 by referring to the detection value of the gear position sensor 33 (step S3). The control device 20 detects the traveling speed of the motorcycle 1 by referring to the detection value of the vehicle speed sensor 34 (step S4). Note that, for convenience of explanation, steps S1 to S5 are described as being executed in serial order, but they may also be executed simultaneously in parallel or in any order. Furthermore, at least one or all of steps S2 to S4 may be omitted.

[0024] The control device 20 determines a first threshold value T1 and a second threshold value T2 to which the driver requested torque is compared (step S5). The second threshold value T2 is greater than the first threshold value T1. Note that the number of threshold values ​​to which the driver requested torque is compared is not limited to two, and may be one or three or more.

[0025] As shown in Fig. 5, the first threshold value T1 and the second threshold value T2 may be set so that the wheelie limit torque TL, which is determined from the specifications of the motorcycle 1, is a value between the first threshold value T1 and the second threshold value T2. The wheelie limit torque TL refers to the torque of the internal combustion engine 12 that causes the motorcycle 1 to start a wheelie. The wheelie limit torque TL is converted from the wheelie limit driving force FL, which refers to the driving force of the rear wheel 4 that causes the motorcycle 1 to start a wheelie. The wheelie limit driving force FL is calculated using the following mathematical formula (1).

[0026] [Number 1] FL=Fz·b / h·····(1)

[0027] Here, Fz is the force acting from the motorcycle 1 to the ground in the vertical direction Z of the vehicle body. b is the distance from the center of the rear wheel 4 to the center of gravity of the motorcycle 1 in the front-to-rear direction of the motorcycle 1. The distance b is a constant determined depending on the vehicle type. h is the height of the center of gravity of the motorcycle 1 relative to the ground.

[0028] The vehicle body vertical force Fz is calculated by the following formula (2). [Number 2] Fz=m g cosθ+Fc sinθ (2)

[0029] Here, m is the total weight of the motorcycle 1 and the rider R. The weight of the motorcycle 1 is a constant determined depending on the vehicle type. The weight of the rider R may be a constant determined in advance with reference to a typical human weight, or may be measured by a weight sensor built into the seat 8. where g is the acceleration due to gravity, θ is the lean angle detected by the lean angle sensor 32, and Fc is the centrifugal force acting on the motorcycle 1 during a turn. Note that a table showing the relationship between the lean angle θ and the wheelie limit driving force FL may be stored in advance in the storage memory 24, and the wheelie limit driving force FL corresponding to the lean angle θ detected by the lean angle sensor 32 may be read from the table.

[0030] The reduction ratio of the power transmission path from the internal combustion engine 12 to the rear wheel 4 in the motorcycle 1 is defined as U, and the rotational inertia resistance of the power transmission path from the internal combustion engine 12 to the rear wheel 4 in the motorcycle 1 is defined as V. The wheelie limit torque TL is converted from the wheelie limit driving force FL using the following equation (3).

[0031] [Number 3] TL=FL V / U (3)

[0032] This prevents the wheelie limit torque TL from being estimated too low, because the loss of rotational inertia resistance V is taken into account compared to when the wheelie limit torque TL is calculated backward from the wheelie limit driving force FL using only the reduction ratio U.

[0033] The first threshold T1 and the second threshold T2 may be variable thresholds. The first threshold T1 may be determined to increase in accordance with an increase in the lean angle detected by the lean angle sensor 32. The first threshold T1 may be determined to decrease in accordance with an increase in the time rate of the accelerator operation amount detected by the accelerator position sensor 31. The first threshold T1 may be determined to decrease as the gear position of the transmission 13 detected by the gear position sensor 33 becomes lower. The first threshold T1 may be determined to increase in accordance with an increase in the traveling speed detected by the vehicle speed sensor 34.

[0034] The first threshold T1 does not have to be determined based on all of the lean angle, the time rate of increase in accelerator operation amount, the gear position of the transmission 13, and the traveling speed. The first threshold T1 may be determined based on at least one piece of information selected from the group consisting of the lean angle, the time rate of increase in accelerator operation amount, the gear position of the transmission 13, and the traveling speed. The first threshold T1 may be constant.

[0035] The second threshold T2 may be determined to change in proportion to the amount of change in the first threshold T1, or may be determined to change by the same amount as the amount of change in the first threshold T1, or may be constant.

[0036] Next, the control device 20 determines whether the driver-requested torque exceeds the first threshold value T1 (step S6). If the control device 20 determines that the driver-requested torque does not exceed the first threshold value T1 (step S6: N), the control device 20 does not correct the driver-requested torque. If the control device 20 determines that the driver-requested torque exceeds the first threshold value T1 (step S6: Y), the control device 20 corrects the driver-requested torque so as to decrease it (step S7).

[0037] Correction of the driver-requested torque will be specifically described below with reference to Figure 5. In Figure 5, the two-dot chain line indicates an example in which the anti-wheelie control is in the OFF state. When the anti-wheelie control is in the OFF state, the control device 20 increases the driver-requested torque in proportion to an increase in the accelerator operation amount over the entire range of the accelerator operation amount.

[0038] In Figure 5, the solid line indicates an example in which anti-wheelie control is ON. When anti-wheelie control is ON, the control device 20 can change the ratio of the driver-requested torque to the accelerator operation amount. Specifically, when the driver-requested torque is equal to or less than the first threshold value T1, the control device 20 sets the correction amount of the driver-requested torque to zero. In other words, when the driver-requested torque is equal to or less than the first threshold value T1, the control device 20 sets the ratio of the driver-requested torque to the accelerator operation amount to the same as when the anti-wheelie control is OFF.

[0039] When the control device 20 determines that the driver-requested torque does not exceed the second threshold T2 but exceeds the first threshold T1, it corrects the driver-requested torque so that it is less than the driver-requested torque when anti-wheelie control is OFF. The absolute value of the correction amount C of the driver-requested torque increases as the accelerator operation amount increases. At this time, the corrected driver-requested torque maintains its tendency to increase in response to an increase in the accelerator operation amount. In other words, as the accelerator operation amount increases from value A1 to value A2, the corrected driver-requested torque increases. Note that while the accelerator operation amount increases from value A1 to value A2, the corrected driver-requested torque may be constant regardless of an increase in the accelerator operation amount.

[0040] When the control device 20 determines that the driver required torque has exceeded the second threshold T2, it increases the absolute value of the correction amount C for reducing the driver required torque, compared to when it is determined that the driver required torque does not exceed the second threshold T2 but exceeds the first threshold T1. In Fig. 5, while the accelerator operation amount increases beyond value A2, the corrected driver required torque is kept constant regardless of the increase in the accelerator operation amount, but it may also be set to increase in accordance with the increase in the accelerator operation amount.

[0041] According to the configuration described above, when the driver-requested torque is large and a wheelie is likely to occur, the driver-requested torque is corrected and reduced to suppress an increase in the driving force of the rear wheels 4. Therefore, wheelies can be effectively prevented with simple control.

[0042] If the first threshold value T1 and the second threshold value T2 are variable threshold values ​​that increase in accordance with an increase in the lean angle of the motorcycle 1, the torque required by the rider is less likely to be reduced when the motorcycle 1 leans laterally, lowering the center of gravity and making a wheelie less likely to occur. This makes it possible to preferably prevent unnecessary suppression of the driving force of the rear wheel 4.

[0043] In a state where the driver required torque does not exceed the second threshold T2 but exceeds the first threshold T1, the decrease correction amount C of the driver required torque is small, so the driver R's feeling can be maintained in a good state. In a state where the driver required torque exceeds the second threshold T2, the decrease correction amount C of the driver required torque is large, so wheelies can be effectively prevented. Therefore, it is possible to achieve both a good feeling for the driver R and effective prevention of wheelies.

[0044] Since the wheelie limit torque TL determined from the specifications of the motorcycle 1 is a value between the first threshold value T1 and the second threshold value T2, the rider R can accelerate while searching for the wheelie limit torque TL, and can prevent excessive or insufficient torque suppression.

[0045] By increasing the absolute value of the correction amount C of the driver required torque in accordance with an increase in the accelerator operation amount, it is possible to accurately prevent a wheelie from occurring in accordance with the possibility of the wheelie occurring.

[0046] In the reduction correction of the driver-requested torque, by maintaining the tendency for the driver-requested torque to increase in response to an increase in the amount of accelerator operation, the driver R can be given the feeling that the driving force of the rear wheels 4 increases as the amount of accelerator operation increases, and the driver R's feeling can be maintained in a good state.

[0047] As described above, the above-described embodiments have been described as examples of the technology disclosed in this application. However, the technology of the present disclosure is not limited to these embodiments and can be applied to embodiments in which modifications, substitutions, additions, omissions, etc. are made as appropriate. Furthermore, the components described in the above-described embodiments can be combined to create new embodiments. For example, some configurations in the embodiments can be separated and arbitrarily extracted from other configurations in the embodiment. Furthermore, the components described in the accompanying drawings and detailed description include not only components essential for solving the problem, but also components that are not essential for solving the problem, and are used to illustrate the technology.

[0048] The functions of the elements disclosed herein can be performed using circuits or processing circuits, including general-purpose processors, special-purpose processors, integrated circuits, application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), graphics processing units (GPUs), conventional circuits, and / or combinations thereof, configured or programmed to perform the disclosed functions. Processors are considered processing circuits or circuits because they include transistors and other circuitry. In this disclosure, a circuit, unit, or means is hardware that performs the recited functions or hardware that is programmed to perform the recited functions. The hardware may be hardware disclosed herein or other known hardware that is programmed or configured to perform the recited functions. Where the hardware is a processor, which is considered a type of circuit, the circuit, means, or unit is a combination of hardware and software, and the software is used to configure the hardware and / or processor.

[0049] [Aspect] The above-described embodiments are examples of the following aspects.

[0050] (Aspect 1) An anti-wheelie control device for preventing a wheelie of a vehicle, a processing circuit, the processing circuit comprising: Calculating a driver requested torque; determining whether the driver requested torque exceeds at least one threshold; When it is determined that the driver requested torque exceeds the threshold value, correcting the driver requested torque so as to reduce the driver requested torque; The anti-wheelie control device is configured to:

[0051] With this configuration, when the driver's requested torque is large and a wheelie is likely to occur, the driver's requested torque is corrected and reduced to suppress an increase in the driving force of the drive wheels, thereby effectively preventing the occurrence of a wheelie with simple control.

[0052] (Aspect 2) the vehicle is a lean vehicle that turns by leaning the vehicle laterally, 2. The anti-wheelie control device of claim 1, wherein the threshold comprises a variable threshold that increases with increasing lean angle of the lean vehicle.

[0053] With this configuration, when the vehicle body tilts laterally to lower the center of gravity of the vehicle and a wheelie becomes less likely to occur, the driver-requested torque is less likely to be reduced, thereby effectively preventing unnecessary suppression of the drive force of the drive wheels.

[0054] (Aspect 3) the at least one threshold value includes a first threshold value and a second threshold value greater than the first threshold value; The anti-wheelie control device according to aspect 1 or 2, wherein correcting the driver-requested torque includes making the correction amount when it is determined that the driver-requested torque does not exceed the second threshold value and exceeds the first threshold value smaller than the correction amount when it is determined that the driver-requested torque exceeds the second threshold value.

[0055] According to this configuration, when the driver-requested torque does not exceed the second threshold but exceeds the first threshold, the amount of reduction correction of the driver-requested torque is small, so the driver's feeling can be maintained in a good state. When the driver-requested torque exceeds the second threshold, the amount of reduction correction of the driver-requested torque is large, so wheelies can be effectively prevented. Therefore, it is possible to achieve both a good feeling for the driver and effective prevention of wheelies.

[0056] (Aspect 4) An anti-wheelie control device as described in aspect 3, wherein the first threshold value and the second threshold value are set so that a wheelie limit torque determined from the vehicle specifications is a value between the first threshold value and the second threshold value.

[0057] This configuration allows the driver to accelerate while searching for the wheelie limit, and also makes it possible to prevent excessive or insufficient torque suppression.

[0058] (Aspect 5) the processing circuit is configured to acquire an accelerator operation amount by a driver; 5. The anti-wheelie control device according to any one of aspects 1 to 4, wherein correcting the driver-requested torque includes increasing an absolute value of a correction amount of the driver-requested torque in response to an increase in the accelerator operation amount.

[0059] With this configuration, it is possible to appropriately prevent a wheelie from occurring depending on the possibility of the wheelie occurring.

[0060] (Aspect 6) the processing circuit is configured to acquire an accelerator operation amount by a driver; 6. The anti-wheelie control device according to any one of aspects 1 to 5, wherein correcting the driver-requested torque includes maintaining a tendency for the driver-requested torque to increase in response to an increase in the accelerator operation amount.

[0061] According to this configuration, when it is determined that the driver-requested torque has exceeded the threshold value, the driver-requested torque is reduced compared to when it is not determined that the driver-requested torque has exceeded the threshold value, while maintaining the tendency for the driver-requested torque to increase in response to an increase in accelerator depression amount. Thus, the tendency for the driving force of the drive wheels to increase when the driver increases the accelerator depression amount can be maintained, and a good feeling for the driver can be maintained.

[0062] (Aspect 7) An anti-wheelie control method for preventing a wheelie of a vehicle, comprising: Calculating a driver requested torque; determining whether the driver requested torque exceeds at least one threshold; When it is determined that the driver requested torque exceeds the threshold value, correcting the driver requested torque so as to reduce the driver requested torque; An anti-wheelie control method comprising:

[0063] According to this method, when the driver's requested torque is large and a wheelie is likely to occur, the driver's requested torque is reduced and corrected to suppress an increase in the driving force of the drive wheels, thereby effectively preventing the occurrence of a wheelie with simple control. [Explanation of symbols]

[0064] 1. Motorcycles 12 Internal combustion engine 20 Control device 21 Processing circuit TL Wheelie Limit Torque T1 First threshold T2 Second threshold

Claims

1. An anti-wheelie control device for preventing a wheelie of a vehicle, a processing circuit, the processing circuit comprising: Calculating a driver requested torque; determining whether the driver requested torque exceeds at least one threshold; When it is determined that the driver requested torque exceeds the threshold value, correcting the driver requested torque so as to reduce the driver requested torque; The anti-wheelie control device is configured to:

2. the vehicle is a lean vehicle that turns by leaning the vehicle laterally, The anti-wheelie control device of claim 1 , wherein the threshold comprises a variable threshold that increases with increasing lean angle of the lean vehicle.

3. the at least one threshold value includes a first threshold value and a second threshold value greater than the first threshold value; 3. The anti-wheelie control device according to claim 1, wherein correcting the driver-requested torque includes making the correction amount when it is determined that the driver-requested torque does not exceed the second threshold value and exceeds the first threshold value smaller than the correction amount when it is determined that the driver-requested torque exceeds the second threshold value.

4. 4. The anti-wheelie control device according to claim 3, wherein the first threshold value and the second threshold value are set so that a wheelie limit torque determined from specifications of the vehicle is a value between the first threshold value and the second threshold value.

5. the processing circuit is configured to acquire an accelerator operation amount by a driver; 3. The anti-wheelie control device according to claim 1, wherein correcting the driver-requested torque includes increasing an absolute value of a correction amount of the driver-requested torque in response to an increase in the accelerator operation amount.

6. the processing circuit is configured to acquire an accelerator operation amount by a driver; 3. The anti-wheelie control device according to claim 1, wherein correcting the driver-requested torque includes maintaining a tendency for the driver-requested torque to increase in response to an increase in the accelerator operation amount.

7. An anti-wheelie control method for preventing a wheelie of a vehicle, comprising: Calculating a driver requested torque; determining whether the driver requested torque exceeds at least one threshold; When it is determined that the driver requested torque exceeds the threshold value, correcting the driver requested torque so as to reduce the driver requested torque; An anti-wheelie control method comprising:

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