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 executes a motion for causing a leaning vehicle to perform cruise control on the basis of information on the positional relationship between the leaning vehicle and a proceeding vehicle to the leaning vehicle, and the execution unit changes, while the motion is enabled by a rider of the leaning vehicle and on the basis of the speed information of the leaning vehicle, the distribution between a braking force applied on the front wheel of the leaning vehicle and a braking force applied on the rear wheel.

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 a 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 vehicle. For example, when the speed of a lean-to-lean vehicle decreases during deceleration, the posture of the lean-to-lean vehicle is more likely to change in the pitch direction. Therefore, when the above-described cruise control is applied to a lean-to-lean vehicle, safety may be compromised due to changes in the posture of the lean-to-lean vehicle during deceleration.

[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 performs an operation to have the lean vehicle perform cruise control based on positional relationship information between the lean vehicle and a vehicle preceding the lean vehicle, and the execution unit changes the distribution of braking force generated on the front wheels and braking force generated on the rear wheels of the lean vehicle based on speed information of the lean vehicle when the operation is enabled by the rider of the lean vehicle.

[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 an operation to cause 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 changes the distribution of braking force generated on the front wheels and braking force generated on the rear wheels of the lean vehicle based on speed information of the lean vehicle when the operation is enabled by the rider of the lean vehicle. [Effects of the Invention]

[0008] In the control device and control method according to the present invention, the execution unit of the control device executes an operation to cause 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 changes the distribution of braking force generated on the front wheels and braking force generated on the rear wheels of the lean vehicle based on speed information of the lean vehicle when the operation is activated by the rider of the lean vehicle. This makes it possible to suppress changes in the attitude of the lean vehicle in the pitch direction during deceleration, thereby improving 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] 1 is a schematic diagram showing a schematic configuration of a brake system for a lean vehicle according to an embodiment of the present invention; [Figure 4] 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. Details of the brake system including the hydraulic pressure control unit 13 will be described later.

[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] Here, with reference to FIG. 3, a schematic configuration of a brake system 10 for a lean vehicle 1 and control of braking force generated in the lean vehicle 1 will be described. FIG. 3 is a schematic diagram showing a schematic configuration of the brake system 10 for a lean vehicle 1. As shown in FIG. 3, the brake system 10 includes a first brake operation unit 22a and a second brake operation unit 22b as brake operation units 22. The first brake operation unit 22a is, for example, a brake lever, and the second brake operation unit 22b is, for example, a brake pedal. The brake system 10 includes a front wheel braking mechanism 41 that brakes the front wheels 2 in cooperation with at least the first brake operation unit 22a, and a rear wheel braking mechanism 42 that brakes the rear wheels 3 in cooperation with at least the second brake operation unit 22b. The brake system 10 also includes a hydraulic pressure control unit 13, and a portion of the front wheel braking mechanism 41 and a portion of the rear wheel braking mechanism 42 are included in the hydraulic pressure control unit 13.

[0041] Each of the front wheel braking mechanism 41 and the rear wheel braking mechanism 42 includes a master cylinder 51 incorporating a piston (not shown), a reservoir 52 attached to the master cylinder 51, a brake caliper 53 held on the body of the lean vehicle 1 and having brake pads (not shown), a wheel cylinder 54 attached to the brake caliper 53, a main flow path 55 for circulating the brake fluid of the master cylinder 51 to the wheel cylinder 54, a secondary flow path 56 for releasing the brake fluid of the wheel cylinder 54, and a supply flow path 57 for supplying the brake fluid of the master cylinder 51 to the secondary flow path 56.

[0042] Main flow path 55 is provided with an inlet valve (EV) 61. Sub-flow path 56 bypasses the main flow path 55 between the wheel cylinder 54 side and the master cylinder 51 side of inlet valve 61. Sub-flow path 56 is provided with, in order from the upstream side, a release valve (AV) 62, an accumulator 63, and a pump 64. A first valve (USV) 65 is provided between the end of main flow path 55 on the master cylinder 51 side and a point where the downstream end of sub-flow path 56 is connected. Supply flow path 57 communicates between master cylinder 51 and the suction side of pump 64 in sub-flow path 56. A second valve (HSV) 66 is provided in supply flow path 57.

[0043] The inlet valve 61 is, for example, a solenoid valve that opens when de-energized and closes when energized. The release valve 62 is, for example, a solenoid valve that closes when de-energized and opens when energized. The first valve 65 is, for example, a solenoid valve that opens when de-energized and closes when energized. The second valve 66 is, for example, a solenoid valve that closes when de-energized and opens when energized.

[0044] The hydraulic control unit 13 includes components for controlling the brake hydraulic pressure, including an inlet valve 61, a release valve 62, an accumulator 63, a pump 64, a first valve 65, and a second valve 66, and a base 13a in which these components are mounted and in which flow paths for forming a main flow path 55, a secondary flow path 56, and a supply flow path 57 are formed.

[0045] The base 13a may be formed of one member or multiple members. When the base 13a is formed of multiple members, each component may be provided separately in a different member.

[0046] The operation of the above components of the hydraulic control unit 13 is controlled by the execution unit 32 of the control device 30. As a result, the braking force generated on the front wheels 2 by the front wheel braking mechanism 41 and the braking force generated on the rear wheels 3 by the rear wheel braking mechanism 42 are controlled.

[0047] Under normal conditions (i.e., when the system is set to generate a braking force on the wheel in response to the rider's brake operation), the control device 30 opens the inlet valve 61, closes the release valve 62, opens the first valve 65, and closes the second valve 66. When the first brake operating unit 22a is operated in this state, in the front wheel braking mechanism 41, the piston (not shown) of the master cylinder 51 is pushed in, increasing the hydraulic pressure of the brake fluid in the wheel cylinder 54, and the brake pads (not shown) of the brake caliper 53 are pressed against the rotor 2a of the front wheel 2, generating a braking force on the front wheel 2. When the second brake operating unit 22b is operated, in the rear wheel braking mechanism 42, the piston (not shown) of the master cylinder 51 is pushed in, increasing the hydraulic pressure of the brake fluid in the wheel cylinder 54, and the brake pads (not shown) of the brake caliper 53 are pressed against the rotor 3a of the rear wheel 3, generating a braking force on the rear wheel 3.

[0048] Here, in the cruise control mode, the execution unit 32 controls the braking force acting on the wheels without relying on the rider's brake operation. For example, the execution unit 32 can increase the hydraulic pressure of the brake fluid in the wheel cylinder 54 and increase the braking force acting on the wheels by keeping the inlet valve 61 open, the release valve 62 closed, the first valve 65 closed, and the second valve 66 open, and then driving the pump 64. Also, for example, the execution unit 32 can decrease the hydraulic pressure of the brake fluid in the wheel cylinder 54 and decrease the braking force acting on the wheels by keeping the inlet valve 61 closed, the release valve 62 open, the first valve 65 open, and the second valve 66 closed, and then driving the pump 64.

[0049] Furthermore, by independently controlling the front wheel braking mechanism 41 and the rear wheel braking mechanism 42, the execution unit 32 can independently control the braking force generated on the front wheels 2 and the braking force generated on the rear wheels 3. Thus, the execution unit 32 can control the distribution of the braking force generated on the front wheels 2 and the braking force generated on the rear wheels 3.

[0050] <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.

[0051] As described above, in the cruise control mode, the execution unit 32 of the control device 30 executes, as a normal operation, an operation of causing the lean vehicle 1 to perform cruise control based on information about the positional relationship between the lean vehicle 1 and a vehicle preceding the lean vehicle 1. Here, when the normal operation is enabled by the rider of the lean vehicle 1, the execution unit 32 changes the distribution of the braking force generated on the front wheel 2 and the braking force generated on the rear wheel 3 of the lean vehicle 1 based on the speed information 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. 4.

[0052] 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. Note that the automatic stop operation, which will be described later, corresponds to an example of a second operation, which is an operation that causes the lean vehicle 1 to perform an automatic stop without being based on information about the positional relationship between the lean vehicle 1 and a preceding vehicle.

[0053] Fig. 4 is a flowchart showing an example of the flow of processing performed by the control device 30. The control flow shown in Fig. 4 is executed, for example, when the driving mode is set to the cruise control mode. Step S101 in Fig. 4 corresponds to the start of the control flow shown in Fig. 4. Step S111 in Fig. 4 corresponds to the end of the control flow shown in Fig. 4. When the control flow shown in Fig. 4 is started, normal operation is being executed.

[0054] When the control flow shown in FIG. 4 starts, in step S102, the execution unit 32 determines whether or not a specific operation is being performed by the rider.

[0055] If it is determined in step S102 that the rider has not performed a specific operation (step S102 / NO), step S102 is repeated. On the other hand, if it is determined in step S102 that the rider has performed a specific operation (step S102 / YES), the process proceeds to step S103, where the execution unit 32 starts the automatic stop operation.

[0056] 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.

[0057] As described above, the execution unit 32 executes the automatic stopping operation when a specific operation is performed by the rider. The specific operation may include various operations.

[0058] As will be described later, in the cruise control mode, it is possible to switch from a state in which the automatic stop operation is being performed to a state in which the normal operation is being performed. That is, in the cruise control mode, the normal operation is enabled by the rider. Therefore, specifically, when the normal operation is enabled by the rider, the execution unit 32 executes the automatic stop operation when the rider performs a specific operation.

[0059] 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.

[0060] 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.

[0061] 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.

[0062] 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.

[0063] 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.

[0064] 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.

[0065] Here, the execution unit 32 may change the deceleration occurring in the lean vehicle 1 in the automatic stopping operation based on various parameters.

[0066] For example, the execution unit 32 may change the deceleration of the lean vehicle 1 during the automatic stopping operation based on the 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 based on, for example, the detection result of the surrounding environment sensor 14.

[0067] 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, in the automatic stopping operation, by changing the deceleration occurring in the lean vehicle 1 based on 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.

[0068] Furthermore, for example, the execution unit 32 may change the deceleration occurring in the lean vehicle 1 during the automatic stopping operation 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, for example, the inertial measurement unit 15.

[0069] The degree of stability of the posture of the lean vehicle 1 differs depending on the running posture of the lean vehicle 1. Therefore, in the automatic stopping operation, the deceleration occurring in the lean vehicle 1 can be changed based on the running posture information of the lean vehicle 1, thereby preventing the posture of the lean vehicle 1 from becoming unstable. In particular, in the automatic stopping operation, the deceleration occurring in the lean vehicle 1 can be changed based on the lean angle information of the lean vehicle 1, thereby appropriately preventing the lean vehicle 1 from falling in the roll direction.

[0070] Furthermore, for example, the execution unit 32 may change the deceleration occurring in the lean vehicle 1 during the automatic stopping operation 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.

[0071] The degree of stability of the posture of the lean vehicle 1 varies depending on the road surface information. Therefore, during the automatic stopping operation, by changing the deceleration occurring in the lean vehicle 1 based on the road surface information, it is possible to prevent the posture of the lean vehicle 1 from becoming unstable. In particular, during the automatic stopping operation, by changing the deceleration occurring in the lean vehicle 1 based on the road surface gradient information, it is possible to appropriately prevent the posture of the lean vehicle 1 from becoming unstable.

[0072] 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.

[0073] 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.

[0074] 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 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.

[0075] 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, in the automatic stopping operation, by changing the deceleration occurring in the lean vehicle 1 based on at least one of the passenger information and cargo information of the lean vehicle 1, it is possible to prevent the posture of the lean vehicle 1 from becoming unstable.

[0076] 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.

[0077] After step S103, in step S104, 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 traveling at a speed lower than the reference speed.

[0078] 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.

[0079] For example, when the current speed of the lean vehicle 1 is lower than 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 is traveling at a speed lower than the reference speed. Also, for example, when the future speed of the lean vehicle 1 is lower than the reference speed and the speed of the lean vehicle 1 is predicted to become lower than 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 is traveling at a speed lower than the reference speed.

[0080] As will be described later, when the speed information indicates a state in which the lean vehicle 1 is traveling at a speed lower than the reference speed, the execution unit 32 increases the distribution ratio of the braking force to the rear wheels 3 compared to when the speed information indicates a state in which the lean vehicle 1 is traveling at a speed higher than the reference speed. For example, the reference speed may be set to the speed when the lean vehicle 1 is traveling slowly. In this case, when the speed information indicates a state in which the lean vehicle 1 is traveling at a speed lower than the reference speed, the speed information becomes information indicating that the lean vehicle 1 is traveling slowly. Note that the slow-travel state may include a state in which the vehicle continues traveling at a speed at which it can be stopped at any time, and a state immediately before it stops during the stopping process.

[0081] In step S104, 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 traveling at a speed lower than the reference speed (step S104 / NO), the process proceeds to step S105, where the execution unit 32 controls the distribution of the braking force generated on the front wheels 2 and the braking force generated on the rear wheels 3 to the first distribution. Note that if it is determined as NO in step S104, this corresponds to a case in which it is determined that the speed information of the lean vehicle 1 is information indicating a state in which the lean vehicle 1 is traveling at a speed higher than the reference speed.

[0082] In step S104, 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 traveling at a speed lower than the reference speed (step S104 / YES), the process proceeds to step S106, and in step S106, the execution unit 32 controls the distribution of the braking force generated on the front wheels 2 and the braking force generated on the rear wheels 3 to a second distribution.

[0083] Here, in the second distribution, the distribution ratio of the braking force to the rear wheels 3 is higher than in the first distribution. For example, in the first distribution, the distribution ratio of the braking force to the front wheels 2 is higher than the distribution ratio of the braking force to the rear wheels 3. On the other hand, in the second distribution, the distribution ratio of the braking force to the rear wheels 3 is higher than the distribution ratio of the braking force to the front wheels 2. In this case, when the speed information indicates that the lean vehicle 1 is in a slow-moving state, the execution unit 32 can make the distribution ratio of the braking force to the rear wheels 3 higher than the distribution ratio of the braking force to the front wheels 2.

[0084] As described above, when the speed information indicates that the lean vehicle 1 is traveling at a speed lower than the reference speed, the execution unit 32 increases the allocation ratio of the braking force to the rear wheels 3 compared to when the speed information indicates that the lean vehicle 1 is traveling at a speed higher than the reference speed. Here, if a large braking force is generated on the front wheels 2 during the deceleration process of the lean vehicle 1, pitching, in which the attitude of the lean vehicle 1 changes in the pitch direction, is likely to occur. This pitching is a behavior in which the entire lean vehicle 1 rotates around the front wheels 2 so that the rear of the lean vehicle 1 is lifted upward. This pitching is particularly likely to occur when the lean vehicle 1 is traveling slowly. As described above, by changing the allocation of the braking force generated on the front wheels 2 of the lean vehicle 1 and the braking force generated on the rear wheels 3 based on the speed information of the lean vehicle 1, the occurrence of pitching can be suppressed and the safety of the lean vehicle 1 can be improved.

[0085] However, in both the first distribution and the second distribution, the distribution ratio of the braking force to the front wheels 2 may be higher than the distribution ratio of the braking force to the rear wheels 3. Also, in both the first distribution and the second distribution, the distribution ratio of the braking force to the rear wheels 3 may be higher than the distribution ratio of the braking force to the front wheels 2.

[0086] Here, the first distribution and the second distribution may be preset values, or may be values ​​that change based on various parameters. In other words, the execution unit 32 may change the distribution of the braking force generated on the front wheels 2 and the braking force generated on the rear wheels 3 based on various parameters in addition to the speed information.

[0087] For example, the execution unit 32 may change the distribution of the braking force generated on the front wheels 2 and the braking force generated on the rear wheels 3 based on road surface information in addition to speed information. The ease with which the attitude of the lean vehicle 1 changes in the pitch direction during the deceleration process varies depending on the road surface information. Therefore, by changing the distribution of the braking force generated on the front wheels 2 and the braking force generated on the rear wheels 3 based on road surface information in addition to speed information, it is possible to suppress changes in the attitude of the lean vehicle 1 in the pitch direction during the deceleration process.

[0088] In particular, the ease with which the lean vehicle 1 changes its attitude in the pitch direction during deceleration differs depending on whether the road surface on which the lean vehicle 1 is traveling is an uphill road or a downhill road. Therefore, by changing the distribution of the braking force acting on the front wheels 2 and the braking force acting on the rear wheels 3 based on road surface gradient information in addition to speed information, it is possible to appropriately suppress changes in the attitude of the lean vehicle 1 in the pitch direction during deceleration. For example, when the road surface is a downhill road, it is possible to appropriately suppress changes in the attitude of the lean vehicle 1 in the pitch direction during deceleration by increasing the distribution ratio of the braking force to the front wheels 2 compared to when the road surface is an uphill road.

[0089] Furthermore, for example, the execution unit 32 may change the distribution of the braking force generated on the front wheels 2 and the braking force generated on the rear wheels 3 based on the running posture information of the lean vehicle 1 in addition to the speed information. The ease with which the posture of the lean vehicle 1 changes in the pitch direction during the deceleration process differs depending on the running posture of the lean vehicle 1. Therefore, by changing the distribution of the braking force generated on the front wheels 2 and the braking force generated on the rear wheels 3 based on the running posture information of the lean vehicle 1 in addition to the speed information, it is possible to suppress changes in the posture of the lean vehicle 1 in the pitch direction during the deceleration process.

[0090] The parameters used to change the distribution of the braking force generated on the front wheels 2 and the braking force generated on the rear wheels 3 are not limited to the above example. That is, the execution unit 32 may change the distribution of the braking force generated on the front wheels 2 and the braking force generated on the rear wheels 3 based on parameters other than the parameters exemplified above. Furthermore, the execution unit 32 may change the distribution of the braking force generated on the front wheels 2 and the braking force generated on the rear wheels 3 based on multiple types of parameters in addition to the speed information.

[0091] Following step S105 or step S106, in step S107, the execution unit 32 determines whether the rider's operation state information for the accelerator operation unit 21 is information indicating a state in which the accelerator operation unit 21 is being operated. The rider's operation state information for the accelerator operation unit 21 is information regarding the rider's operation state for the accelerator operation unit 21, and can be acquired from the accelerator operation unit 21, for example.

[0092] In step S107, if it is determined that the rider's operation state information for the accelerator operation unit 21 is information indicating that the accelerator operation unit 21 is being operated (step S107 / YES), the process proceeds to step S108, where the execution unit 32 executes a normal operation instead of the automatic stop operation, and the process returns to step S102.

[0093] 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.

[0094] Here, the switching from the automatic stopping operation to the normal operation may be performed immediately when the determination in step S107 is YES, or may be performed after a certain amount of time has elapsed since the determination in step S107 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.

[0095] When executing a 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. 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.

[0096] In step S107, if it is determined that the rider's operation state information for the accelerator operating unit 21 is not information indicating that the accelerator operating unit 21 is being operated (step S107 / 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.

[0097] In step S109, if it is determined that the lean vehicle 1 is not stopped (step S109 / NO), the process returns to step S104. On the other hand, in step S109, 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. 4 ends.

[0098] 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.

[0099] 4, an example of the processing performed by the control device 30 has been described above, but the processing performed by the control device 30 is not limited to the above example. For example, as described below, some of the processing described above may be modified, or additional processing may be performed on the processing described above.

[0100] In the above, an example has been described in which the distribution of the braking force generated on the front wheels 2 and the braking force generated on the rear wheels 3 is changed based on the speed information while the automatic stopping operation is being performed. However, the execution unit 32 may also change the distribution of the braking force generated on the front wheels 2 and the braking force generated on the rear wheels 3 based on the speed information when the automatic stopping operation is not being performed.

[0101] In the above, an example has been described in which the distribution of the braking force generated on the front wheels 2 and the braking force generated on the rear wheels 3 is changed in two stages. However, the execution unit 32 may change the distribution of the braking force generated on the front wheels 2 and the braking force generated on the rear wheels 3 in three or more stages. Furthermore, the execution unit 32 may continuously change the distribution of the braking force generated on the front wheels 2 and the braking force generated on the rear wheels 3 according to the speed of the lean vehicle 1. In any case, it is preferable that the distribution ratio of the braking force to the rear wheels 3 increases as the speed of the lean vehicle 1 decreases.

[0102] 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.

[0103] <Effects of the control device> The effects of the control device 30 according to the embodiment of the present invention will be described.

[0104] In the control device 30, when a first operation (for example, 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 activated by the rider of the lean vehicle 1, the execution unit 32 changes the distribution of braking force generated on the front wheel 2 and braking force generated on the rear wheel 3 of the lean vehicle 1 based on speed information of the lean vehicle 1. This makes it possible to suppress changes in the attitude of the lean vehicle 1 in the pitch direction during the deceleration process. Specifically, it is possible to suppress the occurrence of pitching caused by a large braking force generated on the front wheel 2. Therefore, it is possible to improve the safety of the lean vehicle 1.

[0105] Preferably, in the control device 30, when a specific operation is performed by the rider of the lean vehicle 1 while the first operation is enabled by the rider, the execution unit 32 executes a second operation (for example, the automatic stopping operation in the above example) that causes the lean vehicle 1 to automatically 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 more appropriately improved.

[0106] Preferably, in the control device 30, the execution unit 32 changes the distribution of the braking force generated on the front wheels 2 and the braking force generated on the rear wheels 3 based on the speed information while the second operation is being performed. This makes it possible to appropriately suppress changes in the attitude of the lean vehicle 1 in the pitch direction when the lean vehicle 1 is moving slowly and is particularly susceptible to pitching due to a large braking force being generated on the front wheels 2.

[0107] 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.

[0108] 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.

[0109] Preferably, in the control device 30, when the speed information indicates a state in which the lean vehicle 1 is traveling at a speed lower than the reference speed, the execution unit 32 increases the distribution ratio of the braking force to the rear wheels 3 compared to when the speed information indicates a state in which the lean vehicle 1 is traveling at a speed higher than the reference speed. This makes it possible to prevent a large braking force from being generated on the front wheels 2 and appropriately suppress the occurrence of pitching in a situation in which the speed of the lean vehicle 1 is low and pitching is particularly likely to occur due to a large braking force being generated on the front wheels 2.

[0110] Preferably, in the control device 30, the execution unit 32 changes the distribution of the braking force generated on the front wheels 2 and the braking force generated on the rear wheels 3 based on road surface information in addition to speed information. This makes it possible to more appropriately suppress changes in the attitude of the lean vehicle 1 in the pitch direction during the deceleration process.

[0111] Preferably, in the control device 30, the road surface information includes road surface gradient information. This allows the distribution of the braking force generated on the front wheels 2 and the braking force generated on the rear wheels 3 to be changed based on the road surface gradient information in addition to the speed information, and makes it possible to more appropriately suppress changes in the attitude in the pitch direction during the deceleration process of the lean vehicle 1.

[0112] Preferably, in the control device 30, the execution unit 32 changes the distribution of the braking force generated on the front wheels 2 and the braking force generated on the rear wheels 3 based on the speed information as well as the running posture information of the lean vehicle 1. This makes it possible to more appropriately suppress changes in the posture in the pitch direction during the deceleration process of the lean vehicle 1.

[0113] Preferably, in the control device 30, when the speed information indicates that the lean vehicle 1 is moving slowly, the execution unit 32 sets the distribution ratio of the braking force to the rear wheels 3 higher than the distribution ratio of the braking force to the front wheels 2. This makes it possible to appropriately suppress the occurrence of pitching in a situation where the lean vehicle 1 is moving slowly, in which pitching is particularly likely to occur due to a large braking force being applied to the front wheels 2.

[0114] 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]

[0115] 1 lean vehicle, 2 front wheel, 2a rotor, 3 rear wheel, 3a rotor, 10 brake system, 11 engine, 12 transmission, 13 hydraulic control unit, 13a base, 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, 22a first brake operation unit, 22b second brake operation unit, 23 clutch operation unit, 24 gear shift operation unit, 30 control device, 31 acquisition unit, 32 execution unit, 41 front wheel braking mechanism, 42 rear wheel braking mechanism, 51 master cylinder, 52 reservoir, 53 brake caliper, 54 wheel cylinder, 55 main flow path, 56 secondary flow path, 57 supply flow path, 61 inlet valve, 62 release valve, 63 Accumulator, 64 pump, 65 first valve, 66 second valve.

Claims

1. A control device (30) for controlling the behavior of a lean vehicle (1), an execution unit (32) that executes 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 a first operation, which is the operation, is enabled by the rider of the lean vehicle (1), 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 execution unit (32) changes the distribution of braking force generated on the front wheels (2) and the rear wheels (3) of the lean vehicle (1) based on speed information of the lean vehicle (1) during the execution of the second operation, The specific operation includes an operation using a brake operation unit (22) used for braking by the rider. Control device.

2. 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 claim 1 .

3. 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 2 .

4. When the speed information indicates a state in which the lean vehicle (1) is traveling at a speed lower than a reference speed, the execution unit (32) increases the distribution ratio of the braking force of the rear wheels (3) compared to when the speed information indicates a state in which the lean vehicle (1) is traveling at a speed higher than the reference speed. The control device according to any one of claims 1 to 3.

5. The execution unit (32) changes the distribution of the braking force generated on the front wheels (2) and the braking force generated on the rear wheels (3) based on road surface information in addition to the speed information. The control device according to any one of claims 1 to 3.

6. The road surface information includes road surface gradient information. The control device according to claim 5 .

7. The execution unit (32) changes the distribution of the braking force generated on the front wheels (2) and the braking force generated on the rear wheels (3) based on the running attitude information of the lean vehicle (1) in addition to the speed information. The control device according to any one of claims 1 to 3.

8. When the speed information indicates that the lean vehicle is moving slowly, the execution unit (32) increases the distribution ratio of the braking force of the rear wheels (3) to a value higher than the distribution ratio of the braking force of the front wheels (2). The control device according to any one of claims 1 to 3.

9. A method for controlling the behavior of a lean vehicle (1), comprising: an execution unit (32) of the control device (30) executes 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 a first operation, which is the operation, is enabled by the rider of the lean vehicle (1), 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 execution unit (32) changes the distribution of braking force generated on the front wheels (2) and the rear wheels (3) of the lean vehicle (1) based on speed information of the lean vehicle (1) during the execution of the second operation, The specific operation includes an operation using a brake operation unit (22) used for braking by the rider. Control method.

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