Control device and control method

Abstract

The present invention provides a control device and a control method with which the safety of a leaning vehicle can be improved. In a control device (30) and a control method according to the present invention, an execution unit of the control device (30) executes a first motion which is for causing a leaning vehicle (1) to perform cruise control on the basis of information on the positional relationship between the leaning vehicle (1) and a proceeding vehicle to the leaning vehicle (1), and the execution unit executes a second motion, which is for causing the leaning vehicle (1) to perform an automatic stop that is not on the basis of the positional relationship information, when a specific operation has been performed by a rider of the leaning vehicle (1) while the first motion is enabled by the rider.

Description

[Technical Field]

[0001] The present disclosure relates to a control device and a control method that can improve the safety of a lean vehicle. [Background technology]

[0002] Conventional technologies related to lean vehicles such as motorcycles include technologies to assist riders in driving. For example, Patent Document 1 discloses a driver assistance system that warns a motorcycle rider that the rider is approaching an obstacle inappropriately, based on information detected by a sensor device that detects an obstacle in the direction of travel or substantially in the direction of travel. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2009-116882 Summary of the Invention [Problem to be solved by the invention]

[0004] Cruise control, which automatically controls the speed of a vehicle, is one driving assistance technology. In particular, cruise control is implemented based on positional information between the vehicle and a preceding vehicle to maintain a safe distance between the vehicle and the preceding vehicle. It is possible to apply such cruise control to a lean-to-lean vehicle. However, the posture of a lean-to-lean vehicle is more likely to be unstable than that of a four-wheeled automobile. For example, a lean-to-lean vehicle cannot stand on its own when stopped, and is prone to tipping over if its speed becomes excessively slow. Therefore, if the above-described cruise control is applied to a lean-to-lean vehicle, unless the speed of the lean-to-lean vehicle is appropriately controlled, the posture of the lean-to-lean vehicle may become unstable, potentially compromising safety.

[0005] The present invention has been made in light of the above-mentioned problems, and aims to provide a control device and a control method that can improve the safety of a lean vehicle. [Means for solving the problem]

[0006] The control device of the present invention is a control device that controls the behavior of a lean vehicle and is equipped with an execution unit that executes a first operation, which is an operation that causes the lean vehicle to perform cruise control based on positional relationship information between the lean vehicle and a vehicle preceding the lean vehicle, and when the first operation is enabled by the rider of the lean vehicle and the rider performs a specific operation, the execution unit executes a second operation, which is an operation that causes the lean vehicle to perform an automatic stop without being based on the positional relationship information.

[0007] The control method of the present invention is a method for controlling the behavior of a lean vehicle, in which an execution unit of a control device executes a first operation, which is an operation for causing the lean vehicle to perform cruise control based on positional relationship information between the lean vehicle and a vehicle preceding the lean vehicle, and the execution unit executes a second operation, which is an operation for causing the lean vehicle to perform an automatic stop without being based on the positional relationship information, when a specific operation is performed by the rider of the lean vehicle while the first operation is enabled by the rider. [Effects of the Invention]

[0008] In the control device and control method according to the present invention, an execution unit of the control device executes a first operation, which is an operation to cause the lean vehicle to implement cruise control based on positional relationship information between the lean vehicle and a vehicle preceding the lean vehicle. When the rider of the lean vehicle performs a specific operation while the first operation is enabled by the rider of the lean vehicle, the execution unit executes a second operation, which is an operation to cause the lean vehicle to automatically stop without being based on the positional relationship information. This allows the lean vehicle to decelerate in accordance with the rider's intention when stopping the lean vehicle while cruise control is being implemented, thereby preventing the lean vehicle from tipping over due to unintended deceleration. This improves the safety of the lean vehicle. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is a schematic diagram showing a schematic configuration of a lean vehicle according to an embodiment of the present invention; [Figure 2] FIG. 2 is a block diagram showing an example of a functional configuration of a control device according to an embodiment of the present invention. [Figure 3] 4 is a flowchart illustrating an example of a flow of processing performed by a control device according to an embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0010] The control device according to the present invention will be described below with reference to the drawings.

[0011] Although the following description focuses on a control device used for a two-wheeled motorcycle (see lean vehicle 1 in FIG. 1), the vehicle controlled by the control device of the present invention may be any lean vehicle, and may be a lean vehicle other than a two-wheeled motorcycle. A lean vehicle is a vehicle whose body leans to the right when turning right and leans to the left when turning left. Examples of lean vehicles include motorcycles (motorcycles and motor tricycles) and bicycles. Motorcycles include vehicles powered by engines and vehicles powered by electric motors. Examples of motorcycles include motorcycles, scooters, and electric scooters. A bicycle is a vehicle that can be propelled down a road by the rider's pedaling force applied to the pedals. Bicycles include electrically assisted bicycles, electric bicycles, and the like.

[0012] In addition, the following describes a case where an engine (specifically, engine 11 in Figure 1 described below) is installed as a driving source capable of outputting power to drive the wheels, but a driving source other than an engine (for example, an electric motor) may also be installed as a driving source, or multiple driving sources may be installed.

[0013] Furthermore, the configurations and operations described below are merely examples, and the control device and control method according to the present invention are not limited to such configurations and operations.

[0014] In the following, descriptions of identical or similar parts are appropriately simplified or omitted. In addition, in each drawing, reference numerals are omitted or the same reference numerals are used for identical or similar parts or components. In addition, illustrations of detailed structures are appropriately simplified or omitted.

[0015] <Lean vehicle configuration> The configuration of a lean vehicle 1 according to an embodiment of the present invention will be described with reference to FIGS.

[0016] Fig. 1 is a schematic diagram showing a general configuration of a lean vehicle 1. Fig. 2 is a block diagram showing an example of a functional configuration of a control device 30.

[0017] 1 and 2, the lean vehicle 1 is a two-wheeled motorcycle that corresponds to an example of a lean vehicle according to the present invention. The lean vehicle 1 includes a front wheel 2, a rear wheel 3, an engine 11, a transmission 12, a hydraulic control unit 13, an ambient environment sensor 14, an inertial measurement unit (IMU) 15, a seating sensor 16, a front wheel speed sensor 17, a rear wheel speed sensor 18, a gear position sensor 19, an accelerator operation unit 21, a brake operation unit 22, a clutch operation unit 23, a gear shift operation unit 24, and an electronic control unit (ECU) 30.

[0018] The engine 11 corresponds to an example of a drive source of the lean-fuel vehicle 1 and is capable of outputting power for driving wheels. For example, the engine 11 is provided with one or more cylinders each having a combustion chamber formed therein, a fuel injection valve that injects fuel into the combustion chamber, and a spark plug. When fuel is injected from the fuel injection valve, a mixture containing air and fuel is formed in the combustion chamber, and the mixture is ignited by the spark plug and burns. This causes pistons provided in the cylinders to reciprocate, rotating the crankshaft. In addition, a throttle valve is provided in an intake pipe of the engine 11, and the amount of air taken into the combustion chamber changes depending on the throttle opening, which is the opening degree of the throttle valve.

[0019] The transmission 12 is a stepped transmission. That is, the transmission 12 has a plurality of gear stages. An input shaft of the transmission 12 is connected to the crankshaft of the engine 11. An output shaft of the transmission 12 is connected to the rear wheel 3. Therefore, the power output from the engine 11 is transmitted to the transmission 12, changed in speed by the transmission 12, and transmitted to the rear wheel 3, which is a drive wheel. The rider can perform a gear change by operating a clutch that is interposed between the crankshaft of the engine 11 and the input shaft of the transmission 12 and then performing a gear change operation in a state where the clutch is released by operating the clutch.

[0020] The hydraulic pressure control unit 13 is a unit that has the function of controlling the braking force acting on the wheels. For example, the hydraulic pressure control unit 13 is provided on an oil passage that connects the master cylinder and the wheel cylinders, and includes components (e.g., a control valve and a pump) for controlling the brake hydraulic pressure of the wheel cylinders. The braking force acting on the wheels is controlled by controlling the operation of the components of the hydraulic pressure control unit 13. The hydraulic pressure control unit 13 may control the braking force acting on both the front wheels 2 and the rear wheels 3, or may control only the braking force acting on one of the front wheels 2 and the rear wheels 3.

[0021] The ambient environment sensor 14 detects ambient environment information relating to the environment around the lean vehicle 1. For example, the ambient environment sensor 14 is provided at the front of the body of the lean vehicle 1 and detects ambient environment information ahead of the lean vehicle 1. The ambient environment information detected by the ambient environment sensor 14 is output to the control device 30.

[0022] The ambient environment information detected by the ambient environment sensor 14 may be information related to the distance or direction to an object located around the lean vehicle 1 (e.g., relative position, relative distance, relative speed, relative acceleration, etc.), or may be characteristics of the object located around the lean vehicle 1 (e.g., type of object, shape of the object itself, mark attached to the object, etc.). The ambient environment sensor 14 is, for example, a radar, a Lidar sensor, an ultrasonic sensor, a camera, etc.

[0023] The surrounding environment information may also be detected by surrounding environment sensors mounted on other vehicles or infrastructure facilities. That is, the control device 30 may acquire the surrounding environment information via wireless communication with other vehicles or infrastructure facilities.

[0024] The inertial measurement unit 15 is equipped with a three-axis gyro sensor and a three-directional acceleration sensor, and detects the attitude of the lean vehicle 1. The inertial measurement unit 15 is provided, for example, in the trunk of the lean vehicle 1. For example, the inertial measurement unit 15 detects the lean angle of the lean vehicle 1 and outputs the detection result. The inertial measurement unit 15 may also detect other physical quantities that can be substantially converted into the lean angle of the lean vehicle 1. The lean angle corresponds to an angle that represents the tilt in the roll direction of the body (specifically, the trunk) of the lean vehicle 1 relative to the vertically upward direction. The inertial measurement unit 15 may also be equipped with only a portion of the three-axis gyro sensor and the three-directional acceleration sensor.

[0025] The seating sensor 16 is provided on the rear seat of the lean vehicle 1 and detects the presence or absence of passengers or cargo on the rear seat. The presence or absence of passengers on the rear seat corresponds to an example of passenger information of the lean vehicle 1. However, the passenger information may be information related to passengers in the lean vehicle 1, and may include, for example, information such as the number of passengers in the lean vehicle 1 or the weight of each passenger. The presence or absence of cargo on the rear seat corresponds to an example of cargo information of the lean vehicle 1. However, the cargo information may be information related to cargo in the lean vehicle 1, and may include, for example, information such as the number of cargo items in the lean vehicle 1 or the weight of each cargo item. In other words, the seating sensor 16 corresponds to an example of a sensor that detects passenger information and cargo information of the lean vehicle 1. However, the passenger information or cargo information of the lean vehicle 1 may be detected by a sensor other than the seating sensor 16 (for example, a camera, etc.).

[0026] The front wheel speed sensor 17 is a wheel speed sensor that detects the wheel speed of the front wheel 2 (for example, the number of rotations per unit time [rpm] of the front wheel 2 or the distance traveled per unit time [km / h], etc.) and outputs the detection result. The front wheel speed sensor 17 may also detect other physical quantities that can be substantially converted into the wheel speed of the front wheel 2. The front wheel speed sensor 17 is provided on the front wheel 2.

[0027] The rear wheel speed sensor 18 is a wheel speed sensor that detects the wheel speed of the rear wheel 3 (for example, the number of rotations per unit time [rpm] of the rear wheel 3 or the distance traveled per unit time [km / h], etc.) and outputs the detection result. The rear wheel speed sensor 18 may also detect other physical quantities that can be substantially converted into the wheel speed of the rear wheel 3. The rear wheel speed sensor 18 is provided on the rear wheel 3.

[0028] The gear position sensor 19 detects which gear stage the transmission 12 is in and outputs the detection result. The gear position sensor 19 is provided in the transmission 12, for example.

[0029] The accelerator operation unit 21 is an operation unit used by the rider to operate the accelerator. The accelerator operation is an operation for adjusting the driving force of the lean vehicle 1. For example, the accelerator operation unit 21 is an accelerator grip provided on the handlebar of the lean vehicle 1, and the accelerator operation is an operation of turning the accelerator grip.

[0030] The brake operation unit 22 is an operation unit used by the rider to operate the brakes. The brake operation is an operation for adjusting the braking force of the lean-in vehicle 1. For example, the brake operation unit 22 is a brake lever provided on the handlebars of the lean-in vehicle 1 or a brake pedal provided on the body, and the brake operation is an operation of gripping the brake lever or stepping on the brake pedal.

[0031] The clutch operating unit 23 is an operating unit used by the rider to operate the clutch. The clutch operation is an operation for engaging or disengaging a clutch interposed between the crankshaft of the engine 11 and the input shaft of the transmission 12. For example, the clutch operating unit 23 is a clutch lever provided on the handlebars of the lean vehicle 1, and the clutch operation is an operation of gripping the clutch lever.

[0032] The gear shift operation unit 24 is an operation unit used by the rider to perform gear shifting operations. Gear shifting operations are operations for switching gear stages of the transmission 12. For example, the gear shift operation unit 24 is a shift lever provided on the handlebars of the lean vehicle 1, and gear shifting operations are operations using the shift lever.

[0033] The control device 30 controls the behavior of the lean vehicle 1. For example, part or all of the control device 30 is configured with a microcomputer, a microprocessor unit, or the like. Also, for example, part or all of the control device 30 may be configured with updatable components such as firmware, or may be a program module executed by commands from a CPU, or the like. The control device 30 may be, for example, a single device, or may be divided into multiple devices.

[0034] 2, the control device 30 includes, for example, an acquisition unit 31 and an execution unit 32. The control device 30 also communicates with each device of the lean vehicle 1.

[0035] The acquisition unit 31 acquires information from each device of the lean vehicle 1 and outputs the information to the execution unit 32. For example, the acquisition unit 31 acquires information from the ambient environment sensor 14, the inertial measurement unit 15, the seating sensor 16, the front wheel speed sensor 17, the rear wheel speed sensor 18, the gear position sensor 19, the accelerator operation unit 21, the brake operation unit 22, the clutch operation unit 23, and the gear shift operation unit 24. In this specification, acquisition of information may include extraction or generation of information.

[0036] The execution unit 32 executes various controls by controlling the operation of each device of the lean vehicle 1. The execution unit 32 controls the operation of the engine 11, the transmission 12, and the hydraulic control unit 13, for example.

[0037] Here, the lean vehicle 1 is configured to allow the selection of a cruise control mode, which causes the lean vehicle 1 to perform cruise control, as a driving mode. For example, the execution unit 32 sets the driving mode to the cruise control mode in response to an input operation by the rider using an input device of the lean vehicle 1. In the cruise control mode, the execution unit 32 automatically controls the speed of the lean vehicle 1 without relying on acceleration / deceleration operations (i.e., accelerator operation and brake operation) by the rider. For example, the execution unit 32 can control the speed of the lean vehicle 1 to a target speed by monitoring the value of the speed of the lean vehicle 1 acquired based on the wheel speed of the front wheels 2 and the wheel speed of the rear wheels 3.

[0038] Furthermore, in the cruise control mode, the execution unit 32 performs normal operation of causing the lean vehicle 1 to perform cruise control based on positional relationship information between the lean vehicle 1 and a vehicle preceding the lean vehicle 1. In normal operation, the execution unit 32 determines a target speed based on the above-mentioned positional relationship information, and controls the speed of the lean vehicle 1 to the target speed. The target speed determined based on the above-mentioned positional relationship information is a speed that ensures a distance between the lean vehicle 1 and the preceding vehicle that is equal to or greater than a reference distance. The reference distance is a distance that ensures sufficient safety against a collision with the preceding vehicle. Through such normal operation, the distance between the lean vehicle 1 and the preceding vehicle is optimized.

[0039] The positional relationship information may include, for example, information such as the relative position, relative distance, relative speed, relative acceleration, relative jerk, or passing time difference of the lean vehicle 1 with respect to the preceding vehicle. The positional relationship information may also be information on other physical quantities that can be substantially converted into these pieces of information. The positional relationship information may be acquired based on, for example, the detection results of the surrounding environment sensor 14.

[0040] <Control device operation> The operation of the control device 30 according to the embodiment of the present invention will be described with reference to FIG.

[0041] As described above, in the cruise control mode, the execution unit 32 of the control device 30 executes, as a normal operation, an operation to cause the lean vehicle 1 to perform cruise control based on positional relationship information between the lean vehicle 1 and a vehicle preceding the lean vehicle 1. Here, the execution unit 32 executes an automatic stop operation when a specific operation is performed by the rider of the lean vehicle 1 while the normal operation is enabled by the rider of the lean vehicle 1. This makes it possible to improve the safety of the lean vehicle 1, as will be described later. Below, an example of the processing of the control device 30 will be described with reference to the processing example shown in FIG. 3.

[0042] The normal operation corresponds to an example of a first operation, which is an operation that causes the lean vehicle 1 to perform cruise control based on information about the positional relationship between the lean vehicle 1 and a preceding vehicle. The automatic stop operation corresponds to an example of a second operation, which is an operation that causes the lean vehicle 1 to perform automatic stopping without being based on information about the positional relationship between the lean vehicle 1 and a preceding vehicle. The speed maintenance operation, which will be described later, corresponds to an example of a third operation, which is an operation that causes the lean vehicle 1 to perform cruise control without being based on information about the positional relationship between the lean vehicle 1 and a preceding vehicle. However, as will be described later, the third operation is not limited to the speed maintenance operation.

[0043] Fig. 3 is a flowchart showing an example of the flow of processing performed by the control device 30. The control flow shown in Fig. 3 is executed, for example, when the driving mode is set to the cruise control mode. Step S101 in Fig. 3 corresponds to the start of the control flow shown in Fig. 3. Step S111 in Fig. 3 corresponds to the end of the control flow shown in Fig. 3. When the control flow shown in Fig. 3 is started, normal operation is being executed.

[0044] When the control flow shown in FIG. 3 starts, in step S102, the execution unit 32 determines whether or not the speed information of the lean vehicle 1 is information indicating a state in which the lean vehicle 1 is decelerating to a reference speed.

[0045] The speed information may be the current speed of the lean vehicle 1 or the future speed of the lean vehicle 1. The current speed may be acquired, for example, based on the wheel speed of the front wheels 2 and the wheel speed of the rear wheels 3. The future speed may be acquired, for example, based on the history of the wheel speeds of the front wheels 2 and the rear wheels 3. However, the current speed and the future speed may also be acquired based on driving state information of the preceding vehicle. The driving state information of the preceding vehicle is information related to the driving state of the preceding vehicle and may include, for example, information such as the speed, acceleration, or jerk of the preceding vehicle. The driving state information of the preceding vehicle may be acquired, for example, based on the detection results of the surrounding environment sensor 14.

[0046] For example, when the lean vehicle 1 decelerates and the current speed reaches the reference speed, the execution unit 32 may determine that the speed information of the lean vehicle 1 is information indicating a state in which the lean vehicle 1 will decelerate to the reference speed. Also, for example, when the future speed of the lean vehicle 1 is close to the reference speed and the speed of the lean vehicle 1 is expected to decelerate to the reference speed in the future, the execution unit 32 may determine that the speed information of the lean vehicle 1 is information indicating a state in which the lean vehicle 1 will decelerate to the reference speed.

[0047] As will be described later, when the speed information of the lean vehicle 1 indicates a state in which the lean vehicle 1 is decelerating to a reference speed, a speed maintenance operation is executed. As a result, the speed of the lean vehicle 1 is maintained at the reference speed after reaching the reference speed. For example, the reference speed may be set to the lower limit of a speed range in which the lean vehicle 1 can travel independently without tipping over, or to a value higher than the lower limit. Also, for example, the reference speed may be set to the lower limit of a speed range in which the lean vehicle 1 does not experience an engine stall, or to a value higher than the lower limit.

[0048] In step S102, if it is determined that the speed information of the lean vehicle 1 is not information indicating a state in which the lean vehicle 1 is decelerating to the reference speed (step S102 / NO), step S102 is repeated. On the other hand, in step S102, if it is determined that the speed information of the lean vehicle 1 is information indicating a state in which the lean vehicle 1 is decelerating to the reference speed (step S102 / YES), the process proceeds to step S103, and in step S103, the execution unit 32 executes the speed maintaining operation.

[0049] The speed maintenance operation is an operation that causes the lean vehicle 1 to perform cruise control without being based on positional relationship information between the lean vehicle 1 and the preceding vehicle. Specifically, the execution unit 32 maintains the speed of the lean vehicle 1 in the speed maintenance operation. For example, after the speed of the lean vehicle 1 reaches a reference speed, the execution unit 32 maintains the speed of the lean vehicle 1 by the speed maintenance operation.

[0050] As described above, when the speed information of the lean vehicle 1 acquired during the execution of normal operation is information indicating a state in which the lean vehicle 1 is decelerating to a reference speed, the execution unit 32 executes a speed maintenance operation instead of the normal operation.

[0051] As will be described later, in the cruise control mode, it is possible to switch from a state in which an operation other than the normal operation (for example, a speed maintenance operation or an automatic stop operation) is being performed to a state in which the normal operation is being performed. In other words, in the cruise control mode, the normal operation is enabled by the rider. Therefore, specifically, when the normal operation is enabled by the rider and the speed information of the lean vehicle 1 acquired during the execution of the normal operation indicates a state in which the lean vehicle 1 is decelerating to a reference speed, the execution unit 32 executes the speed maintenance operation instead of the normal operation.

[0052] Here, the reference speed may be a preset value, or may be a value that changes based on various parameters. In other words, the execution unit 32 may change the reference speed based on various parameters.

[0053] For example, the execution unit 32 may change the reference speed based on gear position information of the transmission 12. The gear position information is information related to the gear position of the transmission 12, and includes, for example, information indicating which gear position the transmission 12 is in. The gear position information can be acquired from the gear position sensor 19, for example.

[0054] The lower limit of the speed range in which engine stall does not occur differs depending on the gear position of the transmission 12. Therefore, by changing the reference speed based on the gear position information of the transmission 12, it is possible to appropriately set the reference speed to the lower limit of the speed range in which engine stall does not occur in the lean vehicle 1, or to a value higher than the lower limit. This makes it possible to suppress the occurrence of engine stall during the speed maintenance operation.

[0055] Furthermore, for example, the execution unit 32 may change the reference speed based on running posture information of the lean vehicle 1. The running posture information is information related to the running posture of the lean vehicle 1, and includes, for example, lean angle information that is information related to the lean angle of the lean vehicle 1, yaw rate information that is information related to the yaw rate of the lean vehicle 1, or lateral acceleration information that is information related to the lateral acceleration of the lean vehicle 1. The running posture information can be acquired from the inertial measurement unit 15, for example.

[0056] The degree of stability of the posture of the lean vehicle 1 varies depending on the running posture of the lean vehicle 1. Therefore, by changing the reference speed based on the running posture information of the lean vehicle 1, it is possible to appropriately set the reference speed to the lower limit of the speed range at which the lean vehicle 1 can run independently without tipping over, or to a value higher than the lower limit. This makes it possible to prevent the posture of the lean vehicle 1 from becoming unstable during speed maintenance operations. In particular, because the tendency of the lean vehicle 1 to tip over in the roll direction varies depending on the lean angle and lean angular velocity of the lean vehicle 1, changing the reference speed based on the lean angle information of the lean vehicle 1 makes it possible to appropriately prevent the lean vehicle 1 from tipping over in the roll direction.

[0057] Furthermore, for example, the execution unit 32 may change the reference speed based on road surface information. The road surface information is information about the road surface on which the lean vehicle 1 is traveling, and includes, for example, road surface gradient information, which is information indicating the degree of gradient of the road surface, or road surface property information, which is information indicating the properties of the road surface. The road surface information can be acquired, for example, from the surrounding environment sensor 14. For example, when a camera is used as the surrounding environment sensor 14, the road surface information can be acquired by performing image processing on an image captured by the camera.

[0058] The degree of stability of the lean vehicle 1's posture varies depending on road surface information. Therefore, by changing the reference speed based on the road surface information, it is possible to appropriately set the reference speed to the lower limit of the speed range at which the lean vehicle 1 can travel independently without tipping over, or to a value higher than the lower limit. This makes it possible to prevent the lean vehicle 1's posture from becoming unstable during speed maintenance operation. In particular, since the degree of stability of the lean vehicle 1's posture varies depending on whether the road surface on which the lean vehicle 1 is traveling is an uphill road or a downhill road, it is possible to appropriately prevent the lean vehicle 1's posture from becoming unstable by changing the reference speed based on road surface gradient information.

[0059] Furthermore, for example, the execution unit 32 may change the reference speed based on at least one of occupant information and cargo information of the lean vehicle 1. The occupant information and cargo information may be acquired from the seating sensor 16, for example.

[0060] The degree of stability of the posture of the lean vehicle 1 differs depending on the passenger information and cargo information of the lean vehicle 1. Therefore, by changing the reference speed based on at least one of the passenger information and cargo information of the lean vehicle 1, it is possible to appropriately set the reference speed to the lower limit of the speed range at which the lean vehicle 1 can travel in an autonomous state without tipping over, or to a value higher than the lower limit. This makes it possible to prevent the posture of the lean vehicle 1 from becoming unstable during speed maintenance operation.

[0061] The parameters used to change the reference speed are not limited to the above examples. That is, the execution unit 32 may change the reference speed based on parameters other than the parameters exemplified above. The execution unit 32 may also change the reference speed based on multiple types of parameters. The execution unit 32 may extract multiple candidates for the reference speed based on multiple types of parameters and determine one of the multiple candidates as the reference speed. In this case, it is preferable that the execution unit 32 preferentially determines the candidate with the highest speed as the reference speed.

[0062] After step S103, in step S104, the execution unit 32 determines whether or not a switching condition between the normal operation and the speed maintaining operation is satisfied. If it is determined that the switching condition is satisfied (step S104 / YES), the process proceeds to step S105, where the execution unit 32 executes the normal operation instead of the speed maintaining operation, and then returns to step S102.

[0063] For example, the switching condition may be that the driving state information of the preceding vehicle indicates that the preceding vehicle is accelerating. In other words, the execution unit 32 may execute a normal operation instead of the speed maintenance operation when the driving state information of the preceding vehicle acquired during the execution of the speed maintenance operation indicates that the preceding vehicle is accelerating. Note that the accelerating state may include not only a state in which acceleration continues for a predetermined time, but also a state in which the time average of acceleration over a predetermined time is a positive value even if deceleration occurs for a part of the predetermined time, or a state in which acceleration increases over time as a result of comparing acceleration at two points in time.

[0064] Furthermore, for example, the switching condition may be that the information on the operation state of the rider with respect to accelerator operation unit 21 is information indicating a state in which accelerator operation unit 21 is being operated. In other words, when the information on the operation state of the rider with respect to accelerator operation unit 21 acquired while the speed maintenance operation is being performed is information indicating a state in which accelerator operation unit 21 is being operated, execution unit 32 may execute a normal operation instead of the speed maintenance operation. The information on the operation state of the rider with respect to accelerator operation unit 21 is information regarding the operation state of the rider with respect to accelerator operation unit 21, and may be acquired from accelerator operation unit 21, for example.

[0065] In addition, when the accelerator operating unit 21 is an accelerator grip, the state in which the accelerator operating unit 21 is being operated can include not only a state in which an operation is being performed to rotate the accelerator grip from an unloaded state toward the front (i.e., in the direction in which the driving force generated in the lean vehicle 1 increases), but also a state in which an operation is being performed to rotate the accelerator grip from an unloaded state toward the rear, which is the opposite direction to the unloaded state toward the front.

[0066] Here, the switching from the speed maintaining operation to the normal operation may be performed immediately when the above switching condition is satisfied, or may be performed after a certain time has elapsed since the above switching condition is satisfied. For example, when the switching from the speed maintaining operation to the normal operation is performed based on the operation state information of the rider on the accelerator operation unit 21, the execution unit 32 may increase the speed of the lean vehicle 1 in accordance with the accelerator operation, and switch from the speed maintaining operation to the normal operation after the speed of the lean vehicle 1 reaches a speed that is somewhat higher than the reference speed.

[0067] Furthermore, when executing a normal operation instead of a speed maintenance operation, the execution unit 32 may use the setting information set by the rider in the normal operation executed before the speed maintenance operation is executed. The setting information may include various information used in the cruise control mode. For example, the setting information may include an upper limit value of the speed of the lean vehicle 1 in the cruise control mode, or various parameters for determining the target speed of the lean vehicle 1.

[0068] If it is determined in step S104 that the switching condition is not satisfied (step S104 / NO), the process proceeds to step S106, where the execution unit 32 determines whether or not a specific operation has been performed by the rider.

[0069] If it is determined in step S106 that the rider has not performed a specific operation (step S106 / NO), the process returns to step S103. On the other hand, if it is determined in step S106 that the rider has performed a specific operation (step S106 / YES), the process proceeds to step S107, where the execution unit 32 starts the automatic stop operation.

[0070] The automatic stopping operation is an operation that causes the lean vehicle 1 to automatically stop without being based on positional relationship information between the lean vehicle 1 and the preceding vehicle. Specifically, in the automatic stopping operation, the execution unit 32 decelerates and stops the lean vehicle 1. Here, the execution unit 32 controls the deceleration that occurs in the lean vehicle 1 during the automatic stopping operation without being based on the above-mentioned positional relationship information.

[0071] As described above, the execution unit 32 executes the automatic stop operation when a specific operation is performed by the rider of the lean vehicle 1 while the normal operation is enabled by the rider. The specific operation may include various operations.

[0072] For example, the above-mentioned specific operation may include an operation using the brake operation unit 22 used for braking by the rider. An example of the specific operation using the brake operation unit 22 is an operation of the brake operation unit 22 with an operation amount that substantially does not generate a braking force on the lean vehicle 1.

[0073] Furthermore, for example, the above-mentioned specific operation may include an operation using the accelerator operation unit 21 used by the rider to operate the accelerator. An example of the specific operation using the accelerator operation unit 21 is an operation of rotating the accelerator grip from an unloaded state toward the front toward the rear, which is the opposite direction to the direction in which the driving force generated in the lean vehicle 1 increases.

[0074] Furthermore, for example, the above-mentioned specific operation may include an operation using the clutch operating unit 23, which is used by the rider to operate the clutch. Examples of the specific operation using the clutch operating unit 23 include an operation to release the clutch interposed between the crankshaft of the engine 11 and the input shaft of the transmission 12.

[0075] Furthermore, for example, the above-mentioned specific operation may include an operation using the gear shift operation unit 24, which is used by the rider for gear shifting operations. An example of the specific operation using the gear shift operation unit 24 is a downshift operation to shift the gear of the transmission 12 down by one gear.

[0076] It should be noted that the above-mentioned specific operation is not limited to the above example. For example, the above-mentioned specific operation may be an operation that uses the above-mentioned operation unit but is different from the example described above. Also, for example, the above-mentioned specific operation may be an operation that uses an operation unit different from the above-mentioned operation unit. Also, for example, the above-mentioned specific operation may be an operation that uses an operation unit dedicated to executing the automatic stop operation. Also, for example, the above-mentioned specific operation may be an operation that uses multiple operation units.

[0077] In the automatic stopping operation, the execution unit 32 controls, for example, the deceleration occurring in the lean vehicle 1 to a preset deceleration. In this case, the rider can more easily predict the behavior of the lean vehicle 1 in the automatic stopping operation, so that the behavior of the lean vehicle 1 is more likely to be in line with the rider's intentions.

[0078] Here, the execution unit 32 may change the deceleration occurring in the lean vehicle 1 in the automatic stopping operation based on various parameters.

[0079] For example, the execution unit 32 may change the deceleration occurring in the lean vehicle 1 during the automatic stopping operation based on the driving state information of the preceding vehicle. The inter-vehicle distance between the lean vehicle 1 and the preceding vehicle tends to become shorter depending on the driving state of the preceding vehicle. Therefore, by changing the deceleration occurring in the lean vehicle 1 during the automatic stopping operation based on the driving state information of the preceding vehicle, it is possible to prevent the inter-vehicle distance between the lean vehicle 1 and the preceding vehicle from becoming excessively short. For example, if the speed of the preceding vehicle is excessively slow, it is possible to prevent the inter-vehicle distance between the lean vehicle 1 and the preceding vehicle from becoming excessively short by increasing the deceleration occurring in the lean vehicle 1.

[0080] Furthermore, for example, the execution unit 32 may change the deceleration occurring in the lean vehicle 1 during the automatic stopping operation based on the traveling posture information of the lean vehicle 1. The degree of stability of the posture of the lean vehicle 1 differs depending on the traveling posture of the lean vehicle 1. Therefore, by changing the deceleration occurring in the lean vehicle 1 during the automatic stopping operation based on the traveling posture information of the lean vehicle 1, it is possible to prevent the posture of the lean vehicle 1 from becoming unstable. In particular, by changing the deceleration occurring in the lean vehicle 1 during the automatic stopping operation based on the lean angle information of the lean vehicle 1, it is possible to appropriately prevent the lean vehicle 1 from falling in the roll direction.

[0081] Furthermore, for example, the execution unit 32 may change the deceleration occurring in the lean vehicle 1 based on road surface information during the automatic stopping operation. The degree of stability of the posture of the lean vehicle 1 varies depending on the road surface information. Therefore, by changing the deceleration occurring in the lean vehicle 1 based on road surface information during the automatic stopping operation, it is possible to prevent the posture of the lean vehicle 1 from becoming unstable. In particular, by changing the deceleration occurring in the lean vehicle 1 based on road surface gradient information during the automatic stopping operation, it is possible to appropriately prevent the posture of the lean vehicle 1 from becoming unstable.

[0082] Note that, in the automatic stopping operation, the execution unit 32 may change the stopping position of the lean vehicle 1 based on road surface information. The execution unit 32 can adjust the stopping position of the lean vehicle 1 in the fore-and-aft direction, for example, by appropriately controlling the engine 11 and the hydraulic control unit 13. For example, the execution unit 32 evaluates the degree of danger when the rider's feet touch the road surface for multiple positions on the road surface in the fore-and-aft direction based on the road surface information. Then, the execution unit 32 adjusts the stopping position of the lean vehicle 1 so that the above-mentioned degree of danger at the stopping position of the lean vehicle 1 is lower than a standard. This makes it possible to stabilize the stopping posture of the lean vehicle 1 when it stops, thereby preventing the lean vehicle 1 and the rider from falling over.

[0083] Furthermore, for example, the execution unit 32 may change the deceleration occurring in the lean vehicle 1 during the automatic stopping operation based on the speed of the lean vehicle 1. The degree of stability of the posture of the lean vehicle 1 differs depending on the speed of the lean vehicle 1. Therefore, by changing the deceleration occurring in the lean vehicle 1 during the automatic stopping operation based on the speed of the lean vehicle 1, it is possible to prevent the posture of the lean vehicle 1 from becoming unstable. For example, when the speed of the lean vehicle 1 is excessively low (for example, when it is near 0 km / h), it is possible to appropriately prevent the posture of the lean vehicle 1 from becoming unstable by reducing the deceleration occurring in the lean vehicle 1.

[0084] Furthermore, for example, the execution unit 32 may change the deceleration occurring in the lean vehicle 1 during the automatic stopping operation based on at least one of the occupant information and cargo information of the lean vehicle 1. The degree of stability of the posture of the lean vehicle 1 differs depending on the occupant information and cargo information of the lean vehicle 1. Therefore, by changing the deceleration occurring in the lean vehicle 1 during the automatic stopping operation based on at least one of the occupant information and cargo information of the lean vehicle 1, it is possible to prevent the posture of the lean vehicle 1 from becoming unstable.

[0085] Note that, in the automatic stopping operation, the parameters used to change the deceleration occurring in the lean vehicle 1 are not limited to the above examples. That is, the execution unit 32 may change the deceleration occurring in the lean vehicle 1 in the automatic stopping operation based on parameters other than the parameters exemplified above. Furthermore, the execution unit 32 may change the deceleration occurring in the lean vehicle 1 in the automatic stopping operation based on multiple types of parameters.

[0086] After step S107, in step S108, the execution unit 32 determines whether the operation state information of the rider with respect to the accelerator operation unit 21 is information indicating a state in which the accelerator operation unit 21 is being operated. If it is determined that the operation state information of the rider with respect to the accelerator operation unit 21 is information indicating a state in which the accelerator operation unit 21 is being operated (step S108 / YES), the process proceeds to step S105, where the execution unit 32 executes a normal operation instead of the automatic stop operation, and then returns to step S102.

[0087] As described above, when the rider's operation state information for accelerator operating unit 21 acquired during the execution of the automatic stopping operation indicates that accelerator operating unit 21 is being operated, execution unit 32 executes a normal operation instead of the automatic stopping operation. Note that when accelerator operating unit 21 is an accelerator grip, the state in which accelerator operating unit 21 is being operated can include not only a state in which the accelerator grip is being rotated from a no-load state toward the driver (i.e., in a direction in which the driving force generated in lean vehicle 1 increases), but also a state in which the accelerator grip is being rotated from a no-load state toward the driver, which is the opposite direction from the no-load state toward the driver.

[0088] Here, the switching from the automatic stopping operation to the normal operation may be performed immediately when the determination in step S108 is YES, or may be performed after a certain amount of time has elapsed since the determination in step S108 is YES. For example, the execution unit 32 may increase the speed of the lean vehicle 1 in response to an accelerator operation, and switch from the automatic stopping operation to the normal operation after the speed of the lean vehicle 1 reaches a reference speed or a speed that is somewhat higher than the reference speed.

[0089] When executing normal operation instead of the automatic stopping operation, the execution unit 32 may use the setting information set by the rider in the normal operation executed before the automatic stopping operation was executed. As described above, the setting information may include various information used in the cruise control mode.

[0090] In step S108, if it is determined that the rider's operation state information for the accelerator operation unit 21 is not information indicating that the accelerator operation unit 21 is being operated (step S108 / NO), the process proceeds to step S109, and in step S109, the execution unit 32 determines whether the lean vehicle 1 is stopped or not.

[0091] In step S109, if it is determined that the lean vehicle 1 is not stopped (step S109 / NO), the process returns to step S108. On the other hand, if it is determined that the lean vehicle 1 is stopped (step S109 / YES), the process proceeds to step S110, where the execution unit 32 ends the automatic stopping operation, and the control flow shown in FIG. 3 ends.

[0092] After the lean vehicle 1 is stopped by the automatic stopping operation, the lean vehicle 1 is supported with the rider's feet on the road surface. Then, if the rider operates the accelerator in this state (i.e., if the rider's operation state information for the accelerator operating unit 21 is information indicating that the accelerator operating unit 21 is being operated), the execution unit 32 restarts and accelerates the lean vehicle 1 in response to the accelerator operation. Then, after the speed of the lean vehicle 1 reaches a reference speed or a speed that is somewhat higher than the reference speed, the execution unit 32 executes a normal operation. This allows the lean vehicle 1 to be stopped and restarted during the cruise control mode without performing an operation to cancel the cruise control mode. Note that after the lean vehicle 1 is stopped by the automatic stopping operation, the execution unit 32 may restart the lean vehicle 1 if an operation is performed using an operating unit other than the accelerator operating unit 21.

[0093] Although an example of the processing performed by the control device 30 has been described above with reference to the flowchart in Fig. 3, the processing performed by the control device 30 is not limited to the above example. For example, as will be described below, some of the processing described above may be modified, or additional processing may be performed in addition to the processing described above.

[0094] The above describes an example in which the automatic stop operation is executed when a specific operation is performed by the rider while the speed maintenance operation is being performed. However, the execution unit 32 may also execute the automatic stop operation when a specific operation is performed by the rider while the normal operation is being performed.

[0095] Furthermore, when the collision possibility information of the lean vehicle 1 acquired during the execution of the speed maintenance operation indicates that the lean vehicle 1 has a collision possibility that exceeds a standard, the execution unit 32 may execute an operation to cause the lean vehicle 1 to perform automatic emergency braking instead of the speed maintenance operation. The collision possibility information is information regarding the collision possibility of the lean vehicle 1, and may be acquired, for example, from the surrounding environment sensor 14. The automatic emergency braking is a control that causes the lean vehicle 1 to decelerate in a manner that can avoid a collision with an obstacle such as a preceding vehicle.

[0096] Furthermore, the execution unit 32 may execute an operation to continue applying a braking force to the lean vehicle 1 after the lean vehicle 1 has stopped due to the automatic stopping operation. In this operation, the execution unit 32 generates a braking force on the lean vehicle 1 without the rider operating the brakes. This causes the lean vehicle 1 to be held in a stopped position and is prevented from moving forward or backward.

[0097] Although the above description has been given of an example of the third operation in which a speed maintenance operation is performed, the third operation is not limited to the speed maintenance operation. The third operation may be an operation that causes the lean vehicle 1 to perform cruise control without being based on positional relationship information between the lean vehicle 1 and the preceding vehicle, and may be, for example, an operation that controls the speed of the lean vehicle 1 to be within a predetermined speed range including the reference speed.

[0098] <Effects of the control device> The effects of the control device 30 according to the embodiment of the present invention will be described.

[0099] In the control device 30, when a specific operation is performed by the rider of the lean vehicle 1 while a first operation (e.g., the normal operation in the above example) that causes the lean vehicle 1 to perform cruise control based on positional relationship information between the lean vehicle 1 and the preceding vehicle is enabled by the rider of the lean vehicle 1, the execution unit 32 executes a second operation (e.g., the automatic stopping operation in the above example) that causes the lean vehicle 1 to perform an automatic stop without being based on the positional relationship information. This allows the lean vehicle 1 to decelerate in accordance with the rider's intention when stopping the lean vehicle 1 while cruise control is being performed, thereby preventing the lean vehicle 1 from tipping over due to unintended deceleration. Therefore, the safety of the lean vehicle 1 can be improved.

[0100] Preferably, in the control device 30, the specific operation includes an operation using the brake operation unit 22 used for braking by the rider. This allows the lean vehicle 1 to be decelerated appropriately according to the rider's intention through a simple and intuitive operation.

[0101] Preferably, in the control device 30, the specific operation includes an operation using the accelerator operation unit 21 that is used for accelerator operation by the rider. This allows the lean vehicle 1 to be decelerated appropriately according to the rider's intention through a simple and intuitive operation.

[0102] Preferably, in the control device 30, the specific operation includes an operation using the clutch operation unit 23 used for clutch operation by the rider. This allows the lean vehicle 1 to be decelerated appropriately according to the rider's intention through a simple and intuitive operation.

[0103] Preferably, in the control device 30, the specific operation includes an operation using the gear shift operation unit 24 used for gear shifting by the rider. This allows the lean vehicle 1 to be decelerated appropriately in accordance with the rider's intention through a simple and intuitive operation.

[0104] Preferably, in the control device 30, the execution unit 32 changes the deceleration occurring in the lean vehicle 1 in the second operation based on the traveling state information of the preceding vehicle. This makes it possible to prevent the inter-vehicle distance between the lean vehicle 1 and the preceding vehicle from becoming excessively short in the second operation.

[0105] Preferably, in the control device 30, the execution unit 32 changes the deceleration occurring in the lean vehicle 1 in the second operation based on the traveling posture information of the lean vehicle 1. This makes it possible to prevent the posture of the lean vehicle 1 from becoming unstable in the second operation.

[0106] Preferably, in the control device 30, the execution unit 32 changes the deceleration that occurs in the lean vehicle 1 in the second operation based on the road surface information. This makes it possible to prevent the posture of the lean vehicle 1 from becoming unstable in the second operation.

[0107] Preferably, in the control device 30, the execution unit 32 changes the stopping position of the lean vehicle 1 based on the road surface information in the second operation, thereby more appropriately suppressing the posture of the lean vehicle 1 from becoming unstable in the second operation.

[0108] Preferably, in the control device 30, the execution unit 32 changes the deceleration occurring in the lean vehicle 1 in the second operation based on at least one of passenger information and cargo information of the lean vehicle 1. This makes it possible to prevent the posture of the lean vehicle 1 from becoming unstable in the second operation.

[0109] Preferably, in the control device 30, the execution unit 32 executes an operation to continue applying a braking force to the lean vehicle 1 after the lean vehicle 1 has been stopped by the second operation. This makes it possible to prevent the posture of the lean vehicle 1 from becoming unstable after the lean vehicle 1 has been stopped by the second operation.

[0110] Preferably, in the control device 30, the execution unit 32 executes the first action instead of the second action when the rider's operation state information for the accelerator operation unit 21 of the lean vehicle 1 acquired during execution of the second action indicates a state in which the accelerator operation unit 21 is being operated. This makes it possible to appropriately switch from the second action to the first action when the accelerator is operated and the speed of the lean vehicle 1 becomes higher than the reference speed.

[0111] Preferably, in the control device 30, when the execution unit 32 executes the first action instead of the second action, it uses the setting information set by the rider in the first action executed before the execution of the second action. This prevents the rider from feeling uncomfortable when the first action is executed after the execution of the second action, due to a change in the behavior of the lean vehicle 1 compared to the first action executed before the execution of the second action.

[0112] Preferably, in the control device 30, the execution unit 32 executes a third operation (e.g., the speed maintenance operation in the above example) that is an operation of causing the lean vehicle 1 to perform cruise control without being based on positional relationship information, instead of the first operation, when speed information of the lean vehicle 1 acquired during execution of the first operation is information indicating a state in which the lean vehicle 1 is decelerating to a reference speed. Specifically, the execution unit 32 executes the third operation instead of the first operation, when speed information of the lean vehicle 1 acquired during execution of the first operation is information indicating a state in which the lean vehicle 1 is decelerating to a reference speed, while the first operation is enabled by the rider.

[0113] This prevents the speed of the lean vehicle 1 from becoming excessively low due to cruise control. For example, if cruise control is performed based on positional relationship information when the lean vehicle 1 is decelerating to a reference speed, the speed of the lean vehicle 1 may decrease significantly relative to the reference speed, which could cause the posture of the lean vehicle 1 to become unstable. On the other hand, by performing cruise control on the lean vehicle 1 without using positional relationship information when the lean vehicle 1 is decelerating to a reference speed, the speed of the lean vehicle 1 is prevented from decreasing significantly relative to the reference speed, which could prevent the posture of the lean vehicle 1 from becoming unstable. Therefore, the lean vehicle 1 can be prevented from tipping over. Therefore, the safety of the lean vehicle 1 can be more appropriately improved.

[0114] Preferably, in the control device 30, the execution unit 32 executes the first action instead of the third action when the traveling state information of the preceding vehicle acquired during execution of the third action indicates that the preceding vehicle is accelerating. As a result, when the preceding vehicle is accelerating, cruise control is performed based on the positional relationship information, and the inter-vehicle distance between the lean vehicle 1 and the preceding vehicle is appropriately controlled.

[0115] Preferably, in the control device 30, the execution unit 32 executes the first action instead of the third action when operation state information of the rider of the lean vehicle 1 with respect to the accelerator operation unit 21 of the lean vehicle 1, acquired during execution of the third action, is information indicating a state in which the accelerator operation unit 21 is being operated. This makes it possible to appropriately switch from the third action to the first action when the accelerator is operated and the speed of the lean vehicle 1 becomes higher than the reference speed.

[0116] Preferably, in the control device 30, when the execution unit 32 executes the first action instead of the third action, it uses the setting information set by the rider in the first action executed before the execution of the third action. This prevents the rider from feeling uncomfortable when the first action is executed after the execution of the third action, due to a change in the behavior of the lean vehicle 1 compared to the first action executed before the execution of the third action.

[0117] Preferably, in the control device 30, the execution unit 32 changes the reference speed based on gear position information of the transmission 12. This makes it possible to suppress the occurrence of engine stall in the third action.

[0118] Preferably, in the control device 30, the execution unit 32 changes the reference speed based on the traveling posture information of the lean vehicle 1. This makes it possible to prevent the posture of the lean vehicle 1 from becoming unstable in the third action.

[0119] Preferably, in the control device 30, the traveling posture information includes lean angle information of the lean vehicle 1. This allows the reference speed to be changed based on the lean angle information of the lean vehicle 1, and in the third operation, the posture of the lean vehicle 1 can be more appropriately prevented from becoming unstable.

[0120] Preferably, in the control device 30, the execution unit 32 changes the reference speed based on the road surface information, thereby making it possible to prevent the posture of the lean vehicle 1 from becoming unstable in the third action.

[0121] Preferably, in the control device 30, the road surface information includes gradient information of the road surface. This allows the reference speed to be changed based on the gradient information of the road surface, and makes it possible to more appropriately prevent the posture of the lean vehicle 1 from becoming unstable in the third action.

[0122] Preferably, in the control device 30, the execution unit 32 changes the reference speed based on at least one of passenger information and cargo information of the lean vehicle 1. This makes it possible to prevent the posture of the lean vehicle 1 from becoming unstable in the third operation.

[0123] Preferably, in the control device 30, the execution unit 32 executes an operation to cause the lean vehicle 1 to perform automatic emergency braking instead of the third operation when the collision likelihood information of the lean vehicle 1 acquired during execution of the third operation indicates that a collision likelihood exceeding a standard occurs with the lean vehicle 1. This makes it possible to appropriately suppress a collision between the lean vehicle 1 and an obstacle such as a preceding vehicle when a collision likelihood exceeding a standard occurs with the lean vehicle 1 during execution of the third operation.

[0124] The present invention is not limited to the description of the embodiments, and for example, only a part of the embodiments may be implemented. [Explanation of symbols]

[0125] 1 lean vehicle, 2 front wheels, 3 rear wheels, 11 engine, 12 transmission, 13 hydraulic control unit, 14 ambient environment sensor, 15 inertial measurement unit, 16 seating sensor, 17 front wheel speed sensor, 18 rear wheel speed sensor, 19 gear position sensor, 21 accelerator operation unit, 22 brake operation unit, 23 clutch operation unit, 24 gear change operation unit, 30 control device, 31 acquisition unit, 32 execution unit.

Claims

1. A control device (30) for controlling the behavior of a lean vehicle (1), an execution unit (32) that executes a first operation, which is an operation to cause the lean vehicle (1) to perform cruise control based on positional relationship information between the lean vehicle (1) and a vehicle preceding the lean vehicle (1); When a specific operation is performed by a rider of the lean vehicle (1) while the first operation is enabled by the rider, the execution unit (32) executes a second operation, which is an operation of causing the lean vehicle (1) to automatically stop, without being based on the positional relationship information; The specific operation includes an operation using a brake operation unit (22) used for braking by the rider. Control device.

2. The specific operation includes an operation using an accelerator operation unit (21) used for accelerator operation by the rider. The control device according to claim 1 .

3. The specific operation includes an operation using a clutch operation unit (23) used for clutch operation by the rider. The control device according to claim 1 .

4. The specific operation includes an operation using a gear shift operation unit (24) used for gear shifting by the rider. The control device according to claim 1 .

5. The execution unit (32) changes the deceleration occurring in the lean vehicle (1) in the second operation based on the running state information of the preceding vehicle. The control device according to any one of claims 1 to 4.

6. The execution unit (32) changes the deceleration occurring in the lean vehicle (1) based on traveling posture information of the lean vehicle (1) in the second operation. The control device according to any one of claims 1 to 4.

7. The execution unit (32) changes the deceleration occurring in the lean vehicle (1) based on road surface information in the second operation. The control device according to any one of claims 1 to 4.

8. The execution unit (32) changes the stop position of the lean vehicle (1) based on the road surface information in the second operation. The control device according to claim 7.

9. The execution unit (32) changes the deceleration occurring in the lean vehicle (1) in the second operation based on at least one of passenger information and cargo information of the lean vehicle (1). The control device according to any one of claims 1 to 4.

10. the execution unit (32) executes an operation of continuing application of a braking force to the lean vehicle (1) after the lean vehicle (1) has stopped due to the second operation; The control device according to any one of claims 1 to 4.

11. The execution unit (32) executes the first action instead of the second action when the operation state information of the rider with respect to the accelerator operation unit (21) of the lean vehicle (1) acquired during the execution of the second action is information indicating a state in which the accelerator operation unit (21) is being operated. The control device according to any one of claims 1 to 4.

12. When executing the first action instead of the second action, the execution unit (32) uses information set by the rider in the first action executed before the execution of the second action. The control device according to claim 11.

13. When the first operation is enabled by the rider and speed information of the lean vehicle (1) acquired during the execution of the first operation indicates a state in which the lean vehicle (1) is decelerating to a reference speed, the execution unit (32) executes a third operation, which is an operation of causing the lean vehicle (1) to perform cruise control, instead of the first operation, without being based on the positional relationship information. The control device according to any one of claims 1 to 4.

14. A method for controlling the behavior of a lean vehicle (1), comprising: an execution unit (32) of the control device (30) executes a first operation, which is an operation of causing the lean vehicle (1) to perform cruise control based on positional relationship information between the lean vehicle (1) and a vehicle preceding the lean vehicle (1); When a specific operation is performed by a rider of the lean vehicle (1) while the first operation is enabled by the rider, the execution unit (32) executes a second operation, which is an operation of causing the lean vehicle (1) to automatically stop, without being based on the positional relationship information; The specific operation includes an operation using a brake operation unit (22) used for braking by the rider. Control method.

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