Lean vehicle

Abstract

In order to increase the stability of a control system in an accelerating state or a decelerating state at least at a very low speed during attitude control, a control device (9) of a leaning vehicle (1) controls at least one of drive torque and steering torque at least on the basis of information detected by a leaning angle-related information detection device (6), a steering angle-related information detection device (7), and a wheel speed-related information detection device (8), so that, in a state in which the leaning vehicle is traveling at zero acceleration and steering angle speed on a flat road surface with at least a constant coefficient of friction, the relationship of the leaning angle (φ), the steering angle (δ), and the vehicle speed (V) stays within a balanced three-dimensional space (E1). The balanced three-dimensional space (E1) includes at least a balanced three-dimensional non-plane (E2) that shows the relationship in a geometrically determined balanced state of the leaning vehicle, and the relationship of the leaning angle, the steering angle, and the vehicle speed that is off the balanced three-dimensional non-plane (E1) due to a minute change from zero in at least one of acceleration and steering angle speed.

Description

[Technical Field]

[0001] The present invention relates to a lean vehicle that leans to the right when turning right and leans to the left when turning left. [Background technology]

[0002] A lean vehicle, such as a motorcycle, has a body frame that tilts to the right relative to the vehicle's vertical direction when turning right and to the left relative to the vehicle's vertical direction when turning left. Patent Document 1 discloses a motorcycle equipped with a control system for maintaining the motorcycle's stability when stopped, traveling at a low speed, transitioning from a stopped state to a low-speed traveling state, and transitioning from a low-speed traveling state to a stopped state. The control system in Patent Document 1 includes a detector for detecting information related to the lean angle, which is the tilt angle of the body frame in the vehicle's lateral direction relative to the vehicle's vertical direction; a detector for detecting information related to the steering angle of the front wheels; a detector for detecting information related to the rotational speed of the front or rear wheels about their axles; a driving force applying device for applying driving force to at least one of the front wheels and the rear wheels; a steering force applying device for applying steering force to the front wheels; and a control device. The control device of Patent Document 1 controls the driving force of the driving force imparting device and the steering force of the steering force imparting device based on information detected by three detection devices so that when the body frame tilts to the right (left) of the vehicle, the ground contact position of the front wheels moves to the right (left) of the vehicle and the body frame rises. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] International Publication No. 2022 / 059714 Summary of the Invention [Problem to be solved by the invention]

[0004] A control system for controlling the attitude of a lean vehicle is desired to have high stability when controlling the attitude of the lean vehicle.

[0005] An object of the present invention is to provide a lean vehicle that can improve the stability of a control system that controls the attitude of the lean vehicle. [Means for solving the problem]

[0006] A lean vehicle according to one embodiment of the present invention has the following configuration. a plurality of wheels including at least one front wheel and at least one rear wheel disposed rearward of the at least one front wheel in the longitudinal direction of the vehicle; a body frame that supports the plurality of wheels rotatably about an axle line and the at least one front wheel rotatably about a steering axis line, and that tilts to the right of the vehicle relative to the vertical direction of the vehicle when turning right and tilts to the left of the vehicle relative to the vertical direction of the vehicle when turning left; a lean angle-related information detection device that detects information related to a lean angle, which is the tilt angle of the body frame in the lateral direction of the vehicle relative to the vertical direction of the vehicle; and a steering axis of any one of the front wheels. The lean vehicle is equipped with a steering angle-related information detection device that detects information related to the steering angle, which is the angle of rotation about the axle; a wheel speed-related information detection device that detects information related to the wheel speed, which is the rotation speed of any one of the wheels about the axle; and a torque application device that includes at least one of a driving torque application device configured to apply positive and negative driving torque about the axle to at least one of the at least one front wheel and the at least one rear wheel, and a steering torque application device configured to apply steering torque about the steering axis to the at least one front wheel. The lean vehicle has a lean vehicle attitude control system including the lean angle related information detection device, the steering angle related information detection device, the wheel speed related information detection device, the torque application device, and a control device configured to perform attitude control to control the attitude of the lean vehicle by controlling at least one of the driving torque and the steering torque applied by the torque application device based at least on information detected by the lean angle related information detection device, the steering angle related information detection device, and the wheel speed related information detection device.The control device, during the execution of the attitude control, so as to increase the stability of the lean vehicle attitude control system at least in an accelerating state or a decelerating state at a vehicle speed in an extremely low speed range, when the lean vehicle is running on at least a flat road surface with a constant friction coefficient with the acceleration in the longitudinal direction of the vehicle being zero and the steering angular velocity, which is the time rate of change of the steering angle, being zero, calculates the relationship between the lean angle, the steering angle, and the vehicle speed by: (A) calculating the lean angle, the steering angle, and the vehicle speed in a geometrically determined equilibrium state of the lean vehicle when the lean vehicle is running on the flat road surface with a constant friction coefficient with the acceleration in the longitudinal direction of the vehicle being zero and the steering angular velocity being zero, and when the lean vehicle is carrying a person or an object or when the lean vehicle is not carrying a person or an object, by calculating the lean angle, the steering angle, and the vehicle speed in relation to three axes; and (B) a balance three-dimensional space having the lean angle, the steering angle, and the vehicle speed as three axes, the space including at least a balance three-dimensional non-plane in which the lean angle is zero, and a relationship between the lean angle, the steering angle, and the vehicle speed when the relationship between the lean angle, the steering angle, and the vehicle speed deviates from the balance three-dimensional non-plane due to a slight change in at least one of the vehicle's longitudinal acceleration and the steering angular velocity from zero when the lean vehicle is traveling on the flat road surface with a constant friction coefficient and the acceleration in the vehicle's longitudinal direction is zero and the steering angular velocity is zero.

[0007] According to this configuration, the three-axis equilibrium three-dimensional non-plane of lean angle, steering angle, and vehicle speed indicates the relationship between the lean angle, steering angle, and vehicle speed in a geometrically determined equilibrium state of the lean vehicle when the vehicle is traveling on a flat road surface with a constant coefficient of friction with zero acceleration in the vehicle's longitudinal direction and zero steering angular velocity, and when the lean vehicle is carrying a person or object or is not carrying a person or object. During posture control that controls the posture of the lean vehicle, the control device of the lean vehicle control system controls at least one of the driving torque and the steering torque applied by the torque application device based at least on information detected by the lean angle-related information detection device, the steering angle-related information detection device, and the wheel speed-related information detection device so that the relationship between the lean angle, steering angle, and vehicle speed falls within the three-axis equilibrium three-dimensional space with the lean angle, steering angle, and vehicle speed as the three axes, at least when the lean vehicle is traveling on a flat road surface with a constant coefficient of friction with zero acceleration in the vehicle's longitudinal direction and zero steering angular velocity. In posture control, the control device controls at least one of the driving torque and steering torque applied by the torque application device based at least on information detected by the lean angle related information detection device, the steering angle related information detection device, and the wheel speed related information detection device, so that the relationship between the lean angle, steering angle, and vehicle speed can be controlled to fall within a three-dimensional equilibrium space when the lean vehicle is traveling on a flat road surface with at least a constant friction coefficient, with zero acceleration in the fore-and-aft direction of the vehicle and zero steering angular velocity. The three-dimensional equilibrium space includes a three-dimensional non-plane having three axes of lean angle, steering angle, and vehicle speed, which represent the relationship between lean angle, steering angle, and vehicle speed. The three-dimensional equilibrium space also includes the relationship between lean angle, steering angle, and vehicle speed when the relationship between lean angle, steering angle, and vehicle speed deviates from the three-dimensional non-plane due to a slight change in at least one of the vehicle longitudinal acceleration and steering angular velocity from zero when the lean vehicle is traveling on a flat road surface with a constant coefficient of friction with zero acceleration in the vehicle longitudinal direction and zero steering angular velocity. Therefore, during posture control, the control device controls at least one of the driving torque and the steering torque applied by the torque application device so that the relationship between lean angle, steering angle, and vehicle speed falls within the three-dimensional equilibrium space that includes a geometrically determined three-dimensional non-plane and a neighborhood of the three-dimensional non-plane, at least when the lean vehicle is traveling on a flat road surface with a constant coefficient of friction with zero acceleration in the vehicle longitudinal direction and zero steering angular velocity. Therefore, during posture control, for example, when a lean vehicle moves from a state in which it is traveling on a flat road surface with a constant friction coefficient with zero acceleration in the fore-and-aft direction and zero steering angular velocity to a state in which it is accelerating or decelerating, the relationship between the lean angle, steering angle, and vehicle speed can be prevented from deviating significantly from the equilibrium three-dimensional space. If the relationship between the lean angle, steering angle, and vehicle speed deviates significantly from the equilibrium three-dimensional space, the control device controls at least one of the drive torque and the steering torque so that the relationship between the lean angle, steering angle, and vehicle speed approaches the equilibrium three-dimensional space. If the relationship between the lean angle, steering angle, and vehicle speed repeatedly deviates significantly from the equilibrium three-dimensional space, passing through the equilibrium three-dimensional non-plane multiple times, the control device will frequently and significantly change the relationship between the target lean angle, steering angle, and vehicle speed, and will frequently and significantly change the command signal to the drive torque application device, or will frequently send a command signal to the steering torque application device, or will do both. In other words, the stability of the lean vehicle attitude system will not be maintained. When a lean vehicle is traveling at a vehicle speed in the extremely low speed range, the posture of the lean vehicle is likely to change due to factors such as a tendency for the steering angle to change. Therefore, it is thought that the stability of the lean vehicle control system is likely to decrease when the lean vehicle is traveling at a vehicle speed in the extremely low speed range. However, during the execution of posture control, for example, if the lean vehicle transitions from a state in which it is traveling on a flat road surface with a constant friction coefficient at a vehicle speed in the extremely low speed range, with zero acceleration in the vehicle's fore-and-aft direction and zero steering angular velocity, to a state in which it is accelerating or decelerating at a vehicle speed in the extremely low speed range, it is possible to prevent the relationship between the lean angle, the steering angle, and the vehicle speed from significantly deviating from the equilibrium three-dimensional space. Therefore, while posture control is being performed, the control device controls at least one of the driving torque and steering torque applied by the torque application device so that the relationship between the lean angle, steering angle, and vehicle speed falls within a three-dimensional equilibrium space when the lean vehicle is traveling on a flat road surface with at least a constant friction coefficient, with zero acceleration in the vehicle's fore-and-aft direction and zero steering angular velocity.This can increase the stability of the lean vehicle posture control system during posture control, at least during acceleration or deceleration at vehicle speeds in the extremely low speed range.

[0008] A lean vehicle according to an embodiment of the present invention may have the following configuration. The control device is configured to execute the attitude control for controlling the attitude of the lean vehicle by controlling at least one of the driving torque and the steering torque applied by the torque application device based at least on information detected by the lean angle related information detection device, the steering angle related information detection device, and the wheel speed related information detection device, at least in a vehicle speed range higher than 0 km / h and equal to or lower than 10 km / h, and the control device is configured to execute the attitude control for controlling the attitude of the lean vehicle by controlling at least one of the driving torque and the steering torque applied by the torque application device based at least on information detected by the lean angle related information detection device, the steering angle related information detection device, and the wheel speed related information detection device, at least in a vehicle speed range higher than 0 km / h and equal to or lower than 10 km / h, and In order to enhance stability of the lean vehicle attitude control system in a state where the vehicle is traveling on the flat road surface with at least a constant friction coefficient at a vehicle speed higher than 0 km / h and not more than 10 km / h, with the acceleration in the longitudinal direction of the vehicle being zero, and with the steering angular velocity being zero, during execution of the attitude control, the relationship between the lean angle, the steering angle, and the vehicle speed is such that: (A) the vehicle is traveling on the flat road surface with a constant friction coefficient at a vehicle speed higher than 0 km / h and not more than 10 km / h, with the acceleration in the longitudinal direction of the vehicle being zero, and with the steering angular velocity being zero, and with a person or object being carried on the vehicle; (B) a three-dimensional non-planar surface with three axes of the lean angle, the steering angle, and the vehicle speed, which shows the relationship between the lean angle, the steering angle, and the vehicle speed in a geometrically determined equilibrium state of the lean vehicle when the vehicle is loaded with a person or an object, or when the vehicle is not loaded with a person or an object, and (C) a three-dimensional non-planar surface with three axes of the lean angle, the steering angle, and the vehicle speed, which shows the relationship between the lean angle, the steering angle, and the vehicle speed in a geometrically determined equilibrium state of the lean vehicle when the vehicle is loaded with a person or an object, or when the vehicle is not loaded with a person or an object, and when the vehicle is running on a flat road surface with a constant friction coefficient, the vehicle speed is higher than 0 km / h and is not more than 10 km / h, the acceleration in the vehicle's longitudinal direction is zero, and the steering angular velocity is zero, and at least one of the acceleration in the vehicle's longitudinal direction and the steering angular velocity changes slightly from zero. At least one of the driving torque and the steering torque applied by the torque application device is controlled based at least on the information detected by the lean angle related information detection device, the steering angle related information detection device, and the wheel speed related information detection device so that the driving torque and the steering torque applied by the torque application device fall within a balanced three-dimensional space having the lean angle, the steering angle, and the vehicle speed as three axes, which includes at least the relationship between the lean angle, the steering angle, and the vehicle speed when the relationship between the lean angle, the steering angle, and the vehicle speed is away from the balanced three-dimensional non-plane.

[0009] With this configuration, during execution of posture control, when the lean vehicle is traveling at a vehicle speed greater than 0 km / h and equal to or less than 10 km / h, with zero longitudinal acceleration and zero steering angular velocity on a flat road surface with a constant coefficient of friction, the control device controls at least one of the drive torque and the steering torque applied by the torque application device based at least on information detected by the lean angle-related information detection device, the steering angle-related information detection device, and the wheel speed-related information detection device so that the relationship between the lean angle, steering angle, and vehicle speed falls within a balanced three-dimensional space. This makes it possible to improve the stability of the lean vehicle posture control system during acceleration or deceleration at extremely low vehicle speeds during execution of posture control.

[0010] A lean vehicle according to an embodiment of the present invention may have the following configuration. The torque imparting device includes at least the driving torque imparting device out of the driving torque imparting device and the steering torque imparting device. The control device is configured to control the attitude of the lean vehicle by controlling at least the driving torque of the driving torque and the steering torque applied by the torque application device based at least on information detected by the lean angle related information detection device, the steering angle related information detection device, and the wheel speed related information detection device, during the attitude control, so that stability of the lean vehicle attitude control system is increased at least in an accelerating state or a decelerating state at a vehicle speed in the extremely low speed range during the execution of the attitude control, and the control device is configured to control the relationship between the lean angle, the steering angle, and the vehicle speed such that (A) the relationship between the lean angle, the steering angle, and the vehicle speed is greater than or equal to the lean angle when the lean vehicle is traveling on the flat road surface with a constant friction coefficient, at least with the acceleration in the longitudinal direction of the vehicle being zero and the steering angular velocity being zero, and when a person or an object is carried on the vehicle, or when a person and an object are carried on the vehicle, during the execution of the attitude control, and (B) a balanced three-dimensional non-plane having the lean angle, the steering angle, and the vehicle speed as three axes, which plane shows the relationship between the lean angle, the steering angle, and the vehicle speed in a geometrically determined balanced state of the lean vehicle in an unsteered state, and the relationship between the lean angle, the steering angle, and the vehicle speed when the relationship between the lean angle, the steering angle, and the vehicle speed deviates from the balanced three-dimensional non-plane due to a slight change from zero in at least one of the acceleration in the vehicle's longitudinal direction and the steering angular velocity in a state in which the lean vehicle is traveling on the flat road surface with a constant friction coefficient.

[0011] According to this configuration, the torque applying device includes at least one of a driving torque applying device and a steering torque applying device, and the control device controls at least the driving torque of the driving torque and the steering torque applied by the torque applying device during posture control. For example, motorcycles, tricycles, and electric bicycles have driving torque applying devices that apply driving torque to at least one of the front wheel and the rear wheel. Therefore, when the lean vehicle is a motorcycle, tricycle, or electric bicycle, the posture of the lean vehicle can be controlled using an existing driving torque applying device.

[0012] A lean vehicle according to an embodiment of the present invention may have the following configuration. The control device is configured to execute the attitude control to control the attitude of the lean vehicle by controlling at least one of the driving torque and the steering torque applied by the torque application device based at least on information detected by the lean angle related information detection device, the steering angle related information detection device, and the wheel speed related information detection device in at least one of a state where the lean vehicle is autonomously traveling without being driven by a rider and a state where the lean vehicle is driven and traveling by a rider, and (i) when the attitude control is executed in a state where the lean vehicle is autonomously traveling without being driven by a rider, the control device is configured to execute the attitude control to control the attitude of the lean vehicle by controlling at least one of the driving torque and the steering torque applied by the torque application device based at least on information detected by the lean angle related information detection device, the steering angle related information detection device, and the wheel speed related information detection device, and (i) when the attitude control is executed in a state where the lean vehicle is autonomously traveling without being driven by a rider, the control device is configured to execute the attitude control to control the attitude of the lean vehicle by controlling at least one of the driving torque and the steering torque applied by the torque application device based at least on information detected by the lean angle related information detection device, the steering angle related information detection device, and the wheel speed related information detection device, and In a traveling state, the relationship between the lean angle, the steering angle, and the vehicle speed is represented by (A) an equilibrium three-dimensional non-plane having the lean angle, the steering angle, and the vehicle speed as three axes, which shows the relationship between the lean angle, the steering angle, and the vehicle speed in a geometrically determined equilibrium state of the lean vehicle when the vehicle is traveling on the flat road surface with a constant friction coefficient with the acceleration in the front-rear direction of the vehicle being zero and the steering angular velocity being zero, and when the vehicle is carrying a person or an object or when the vehicle is not carrying a person or an object, and (B) an equilibrium three-dimensional non-plane having the lean angle, the steering angle, and the vehicle speed as three axes, which shows the relationship between the lean angle, the steering angle, and the vehicle speed in a geometrically determined equilibrium state of the lean vehicle when the vehicle is traveling on the flat road surface with a constant friction coefficient with the acceleration in the front-rear direction of the vehicle being zero and the steering angular velocity being zero, and when the vehicle is carrying a person or an object or when the vehicle is not carrying a person or an object, and the lean angle-related information detection device and the steering angle-related information detection device, the lean angle-related information detection device being adapted to fit within a balanced three-dimensional space having the lean angle, the steering angle, and the vehicle speed as three axes, the lean angle, the steering angle, and the vehicle speed being ...-related information detection device being adapted to fit within a balanced three-dimensional space having the lean angle, the steering angle, and the vehicle speed as three axes, the lean angle-related information detection device being adapted to fit within a balanced three-dimensional space having the lean angle, the steering angle, and the vehicle speed as three axes, the lean angle-related information detection device being adapted to fit within a balanced three-dimensional space having the lean angle, the steering angle, and the vehicle speed as three axes, the lean angle-related information detection device being adapted to fit within a balanced three-dimensional space having the lean angle, the steering angle, and the vehicle speed being within a balanced three-dimensional space having the lean angle, the steering angle, and the vehicle speed as three axes, the lean angle-related information detection device being adapted to fit within a balanced three-dimensional space having the lean angle, the steering angle, and the vehicle speed being within a balanced three-dimensional space having the lean angle, the steering angle, and the vehicle speed being three axes,and (ii) when the attitude control is executed in a state in which the lean vehicle is being driven by a rider, the control device controls at least one of the driving torque and the steering torque applied by the torque application device based on at least information detected by the wheel speed related information detection device, so that during the execution of the attitude control, when the lean vehicle is being driven by a rider and traveling, the stability of the lean vehicle attitude control system is increased at least in an accelerating state or a decelerating state at a vehicle speed in the extremely low speed range in a state in which the lean vehicle is being driven by a rider, the control device controls the relationship between the lean angle, the steering angle, and the vehicle speed such that (A) when the vehicle is being driven by a rider and traveling on a flat road surface with a constant friction coefficient, the acceleration in the longitudinal direction of the vehicle is zero and the steering angular velocity is zero, and when a person or an object is carried on board, or when a person and an object are carried on board, (B) a three-dimensional non-planar surface with three axes of the lean angle, the steering angle, and the vehicle speed, which shows the relationship between the lean angle, the steering angle, and the vehicle speed in a geometrically determined equilibrium state of the lean vehicle when the vehicle is not leaned; and (C) a three-dimensional non-planar surface with three axes of the lean angle, the steering angle, and the vehicle speed, which shows the relationship between the lean angle, the steering angle, and the vehicle speed in a geometrically determined equilibrium state of the lean vehicle when the vehicle is being driven by a rider on a flat road surface with a constant friction coefficient, with the acceleration in the vehicle's longitudinal direction and the steering angular velocity being zero, and with the lean angle and the steering angular velocity being zero, which change slightly from zero. At least one of the driving torque and the steering torque applied by the torque application device is controlled based at least on the information detected by the lean angle related information detection device, the steering angle related information detection device, and the wheel speed related information detection device so as to fit into a balanced three-dimensional space having the lean angle, the steering angle, and the vehicle speed as three axes, the space including at least the relationship between the lean angle, the steering angle, and the vehicle speed when the relationship between the steering angle and the vehicle speed is away from the balanced three-dimensional non-plane.

[0013] With this configuration, when attitude control is being executed in a state where the lean vehicle is traveling autonomously without being driven by a rider, or in a state where the lean vehicle is traveling driven by a rider, it is possible to increase the stability of the lean vehicle attitude control system at least in a state of acceleration or deceleration at vehicle speeds in the extremely low speed range. Furthermore, when attitude control is executed when the lean vehicle is traveling autonomously without being driven by a rider, the relationship between the lean angle, steering angle, and vehicle speed does not change due to the rider's driving, making it easier to increase the stability of the lean vehicle attitude control system at least in a state of acceleration or deceleration at vehicle speeds in the extremely low speed range.

[0014] The vehicle up-down direction in the present invention and the embodiments is the direction perpendicular to the road surface. More specifically, it is the direction perpendicular to the ground contact position of the wheels. The vehicle fore-aft direction in the present invention and the embodiments is the direction fixed to the body frame and is the direction of travel of the lean vehicle when the lean vehicle is traveling straight. The vehicle left-right direction in the present invention and the embodiments is the direction perpendicular to the vehicle fore-aft direction and the vehicle up-down direction. When a rider rides on a lean vehicle, the vehicle left-right direction is the left-right direction from the rider's perspective.

[0015] In the present invention and embodiments, the plurality of wheels including at least one front wheel and at least one rear wheel may include one front wheel and one rear wheel, one front wheel and multiple rear wheels, or multiple front wheels and one rear wheel. In the present invention and embodiments, the lean vehicle may be a two-wheeled vehicle or a three-wheeled vehicle. The lean vehicle may be a motorcycle or a motor tricycle. Motorcycles also include scooters and mopeds. The lean vehicle may be a two-wheeled or three-wheeled bicycle.

[0016] A lean vehicle according to the present invention and the embodiments may have a positive caster angle. In other words, the steering axis may be tilted backward. The caster angle is the angle between the steering axis and the vertical direction of the vehicle, and is considered positive when the steering axis is tilted backward. A lean vehicle according to the present invention and the embodiments may have a positive trail. Trail is the distance between the ground contact point of the front wheels and the intersection of the steering axis and the road surface. In other words, trail is the distance in the front-to-rear direction of the vehicle between the axle line of the front wheels and the intersection of the steering axis and the road surface. A state in which the trail is positive is a state in which the ground contact point of the front wheels is located further forward than the intersection of the steering axis and the road surface. A lean vehicle according to the present invention and the embodiments may have a negative trail. A lean vehicle according to the present invention and the embodiments may be configured so that the trail is unchangeable. A lean vehicle according to the present invention and the embodiments may be configured so that the trail is changeable. The trail may be varied within a range of positive values, or the trail may be varied from positive values ​​to negative values.

[0017] The lean vehicle of the present invention and the embodiments may be configured so that the rear wheels are not steerable. The lean vehicle of the present invention and the embodiments may not have a mechanism that can change the lean angle without changing the steering angle of the front wheels. The lean vehicle of the present invention and the embodiments may not have a mechanism that can change the center of gravity position of the body frame without changing the steering angle of the front wheels.

[0018] When the control device executes attitude control, the lean vehicle of the present invention and the embodiments can travel with a person or an object on board, or with neither a person nor an object on board. The lean vehicle of the present invention and the embodiments may travel with both a person and an object on board. When the control device executes attitude control, the lean vehicle of the present invention and the embodiments may be in a state of autonomous travel without being driven by a rider, or in a state of travel driven by a rider. When attitude control is executed while the lean vehicle is being driven by a rider, the attitude control assists the rider in driving. The state of autonomous travel without being driven by a rider may be a state of the lean vehicle with or without a person on board. The lean vehicle of the present invention and the embodiments may or may not have a handle unit operated by the rider to maintain or change the steering angle. The lean vehicle of the present invention and the embodiments may or may not have at least one operator operated by the rider to maintain or change the vehicle speed (e.g., an accelerator operator, a brake operator, bicycle pedals, etc.). The lean vehicle of the present invention and the embodiments may be configured to be switchable between a mode in which attitude control is not performed and a mode in which attitude control is performed.

[0019] In the present invention and its embodiments, "supporting multiple wheels rotatably around their axles" means supporting multiple wheels rotatably around their respective axles. In the present invention and its embodiments, when there are multiple front wheels, "supporting at least one front wheel rotatably around its steering axis" means supporting multiple front wheels rotatably around their respective steering axes. In the present invention and its embodiments, a wheel (front wheel or rear wheel) includes a tire and a wheel body that holds the tire. In the present invention and its embodiments, the portion of the outer edge of the front wheel that comes into contact with the road surface in a cross section perpendicular to the circumferential direction of the front wheel may be arc-shaped.

[0020] In the present invention and the embodiments, the information related to the lean angle detected by the lean angle-related information detection device may include at least one of the lean angle, the lean angular velocity which is the time rate of change of the lean angle, and the lean angular acceleration which is the time rate of change of the lean angular velocity. The lean angle may be a so-called roll angle. The lean angle-related information detection device may be, for example, an IMU (Inertial Measurement Unit).

[0021] In the present invention and embodiments, the information related to the steering angle detected by the steering angle-related information detection device may include at least one of the steering angle, steering angular velocity, which is the time rate of change of the steering angle, and steering angular acceleration, which is the time rate of change of the steering angular velocity. In the present invention, the steering angle is the rotation angle of any one front wheel about the steering axis. When a lean vehicle is traveling straight, the steering angle is zero. Note that the term "any one front wheel" does not intend to limit the number of front wheels to multiple. A lean vehicle may have only one front wheel. When the lean vehicle has multiple front wheels, the lean vehicle may be configured so that the rotation angles of the multiple front wheels about the steering axis are always the same. When the lean vehicle has multiple front wheels, the lean vehicle may be configured so that the rotation angles of the multiple front wheels about the steering axis can be slightly different. In this case, the rotation angle of any one front wheel about the steering axis is related to the rotation angles of the remaining front wheels about the steering axis. The lean vehicle may have two front wheels, and the rotation angle of the steering unit may be an angle between the rotation angles of the two front wheels about the steering axis. In this case, the information related to the steering angle of any one of the front wheels detected by the steering angle-related information detection device may be at least one of the rotation angle of the steering unit, the rotation angular velocity of the steering unit, and the rotation angular acceleration of the steering unit. The steering angle-related information detection device may also be a sensor that supports the front wheels rotatably about their axles and detects the rotation angle of a steering shaft that is supported on the vehicle body frame rotatably about the steering axis. The steering angle-related information detection device may include a sensor that detects the rotation angle of a shaft of an electric motor provided in the steering torque application device.

[0022] In the present invention and embodiments, the information related to wheel speed detected by the wheel speed-related information detection device may include at least one of the rotational speed of the front wheels about their axles, the rotational acceleration of the front wheels about their axles, the amount of rotation (number of rotations or rotation angle) of the front wheels about their axles, the rotational speed of the rear wheels about their axles, the rotational acceleration of the rear wheels about their axles, the amount of rotation of the rear wheels about their axles, the vehicle speed (the longitudinal speed of a lean vehicle), and the acceleration of a lean vehicle in the longitudinal direction. In the present invention, the wheel speed refers to the rotational angle of any one of the wheels about its axle. The rotational speed of one wheel about its axle is related to the rotational speed of the remaining wheels about their axles. The rotational speed around the axles is the number of rotations or the rotation angle per unit time. The wheel speed-related information detection device may be a sensor provided on the wheel. The wheel speed-related information detection device may be a device that detects information related to the wheel speed of a lean vehicle using a Global Navigation Satellite System (GNSS). The control device may calculate the vehicle speed from the rotational speed of the front wheels about their axles and the steering angle.The control device may calculate the vehicle speed from the rotational speed of the rear wheels about their axles.

[0023] In the present invention and its embodiments, the steering torque imparting device generates a steering torque and imparts the generated steering torque to at least one front wheel. In the present invention and its embodiments, being configured to impart a steering torque about a steering axis to a front wheel means being configured to impart a steering torque to a member that supports the front wheel rotatably about an axle. For example, the steering torque imparting device may be configured to support the front wheel rotatably about an axle and to impart a steering torque to a steering shaft that is supported on the vehicle frame rotatably about the steering axis. When a lean vehicle has multiple front wheels, the values ​​of the steering torque imparted to the multiple front wheels may be the same or different. In the present invention, the term "steering torque" refers to the steering torque imparted to one front wheel or collectively refers to multiple steering torques imparted to multiple front wheels. The steering torque imparting device includes, for example, an electric motor or a hydraulic actuator as an actuator that generates the steering torque. If the lean vehicle has multiple front wheels, the number of actuators that the steering torque imparting device has may be one or the same as the number of front wheels.If the lean vehicle has an electric power steering device, an assist motor (electric motor) that assists the steering force input by the rider in the electric power steering device may function as the actuator of the steering torque imparting device of the present invention.Furthermore, the lean vehicle may have a steer-by-wire system that includes the steering torque imparting device.

[0024] In the present invention and embodiments, the driving torque applying device generates driving torque and applies the generated driving torque to at least one of at least one front wheel and at least one rear wheel. The driving torque applying device may be configured to apply driving torque only to at least one front wheel, to apply driving torque only to at least one rear wheel, or to apply driving torque to both at least one front wheel and at least one rear wheel. When the driving torque applying device is configured to apply driving torque to both at least one front wheel and at least one rear wheel, the driving torque does not necessarily have to be applied to at least one front wheel and at least one rear wheel simultaneously. When driving torque is applied to multiple wheels simultaneously, the value of the driving torque applied to any one wheel may be the same as or different from the value of the driving torque applied to the remaining wheels. In the present invention, the term "driving torque" refers to driving torque applied to one wheel or a collective term for multiple driving torques applied to multiple wheels, respectively.

[0025] In the present invention and the embodiments, being configured to apply positive and negative drive torque means being configured to be able to apply positive drive torque and negative drive torque to one wheel at different times. Positive drive torque is torque that rotates the wheel in a positive direction so that a lean vehicle moves forward. If negative drive torque is applied when the wheel is rotating in a positive direction, the rotation of the wheel in the positive direction slows down. In the present invention and the embodiments, the drive torque applying device may or may not be configured to generate torque that rotates the wheel in a negative direction as negative drive torque.

[0026] In the present invention and the embodiments, the driving torque imparting device may include multiple devices that each impart a torque to one wheel. In this case, a composite torque of multiple torques simultaneously imparted to one wheel corresponds to the driving torque of the present invention. Also, in this case, the driving torque imparting device may be configured to simultaneously impart positive and negative torque to one wheel. In the present invention and the embodiments, the driving torque imparting device may include at least one of an engine and an electric motor. The driving torque imparting device may include a brake device. The brake device may be, for example, a hydraulic brake device. A lean vehicle may not have a brake device included in the driving torque imparting device, but may have a brake device that is not included in the driving torque imparting device. If the control device does not control the brake device based on information detected by the lean angle related information detection device, the steering angle related information detection device, and the wheel speed related information detection device during posture control, the brake device is not included in the driving torque imparting device.

[0027] In the present invention and embodiments, the torque applying device may include both a driving torque applying device and a steering torque applying device, may include only a driving torque applying device, or may include only a steering torque applying device. An example of a case in which the torque applying device includes only a steering torque applying device is when the lean vehicle of the present invention is applied to a two-wheeled or three-wheeled bicycle.

[0028] In the present invention, when the torque applying device includes both a driving torque applying device and a steering torque applying device, the control device is configured to control both the driving torque and the steering torque in attitude control. However, the control device does not necessarily control the driving torque and the steering torque simultaneously in attitude control. When the torque applying device includes both a driving torque applying device and a steering torque applying device, the control device can select a state in attitude control in which both the driving torque and the steering torque are controlled simultaneously, a state in which only the driving torque is controlled, or a state in which only the steering torque is controlled. The control device may determine the type of torque to be controlled for attitude control based on information input to the control device. The information input to the control device may be information input to the control device by a user's operation, information indicating the behavior of a lean vehicle, or both. The user's operation may be an operation by a rider to drive a lean vehicle, or an operation performed by a user (including a rider) while the lean vehicle is stopped. When only the steering torque is controlled for attitude control, the driving torque may be controlled instead of the attitude control. Control of the drive torque that is not for the purpose of attitude control is, for example, control of the drive torque in response to the rider's operation of an accelerator or brake operator.

[0029] In the present invention and its embodiments, a balanced three-dimensional non-plane having lean angle, steering angle, and vehicle speed as three axes represents the relationship between the lean angle, steering angle, and vehicle speed in a geometrically determined equilibrium state of a lean vehicle traveling on a flat road surface with a constant friction coefficient, with zero longitudinal acceleration and zero steering angular velocity, and with or without a person or object on board. The relationship between the lean angle, steering angle, and vehicle speed in the equilibrium state of a lean vehicle is a combination of lean angle, steering angle, and vehicle speed values ​​such that the lean angle remains unchanged if the vehicle is traveling while maintaining the steering angle and vehicle speed at those values. The balanced three-dimensional non-plane can be obtained by calculations such as simulations. The balanced three-dimensional non-plane is not a single plane. The balanced three-dimensional non-plane may be a curved surface. The balanced three-dimensional non-plane may be a surface formed by connecting multiple planes. The equilibrium three-dimensional non-plane may be a set of points showing the relationship between the lean angle, steering angle, and vehicle speed in the equilibrium state of a lean vehicle. The equilibrium three-dimensional non-plane can be obtained by assuming that a lean vehicle, with or without a person or object on board, is traveling on a flat road surface with a constant friction coefficient, with zero longitudinal acceleration and zero steering angular velocity, and calculating by changing the vehicle speed and steering angle. The vehicle speed range used to calculate the equilibrium three-dimensional non-plane includes at least the extremely low speed range. The equilibrium three-dimensional non-plane showing the equilibrium state of a lean vehicle varies depending on the dimensions of the lean vehicle. Even for the same lean vehicle, the equilibrium three-dimensional non-plane showing the equilibrium state of a lean vehicle with a person or object on board is slightly different from the equilibrium three-dimensional non-plane showing the equilibrium state of a lean vehicle with a person or object on board. When a person or object is on board, the equilibrium three-dimensional non-plane will be slightly different depending on conditions such as the center of gravity and weight. The equilibrium three-dimensional non-plane also differs slightly depending on the coefficient of friction between the wheels and the road surface. However, there is almost no difference, especially in the low-speed range, between the equilibrium three-dimensional non-plane calculated using the friction coefficient of a general road surface such as a paved surface or ground and the equilibrium three-dimensional non-plane calculated assuming an infinite friction coefficient. The equilibrium three-dimensional non-plane is also calculated assuming that the lean vehicle is not subject to external disturbances such as changes in the center of gravity of people or objects or crosswinds.In other words, the equilibrium three-dimensional non-plane shows the relationship between lean angle, steering angle, and vehicle speed in a geometrically determined equilibrium state of a lean vehicle traveling on a flat road surface with a constant friction coefficient, with zero acceleration in the fore-and-aft direction of the vehicle and zero steering angular velocity, with a person or object on board or without a person or object on board, and without any external disturbances.

[0030] In the present invention and embodiments, during posture control, when a lean vehicle is traveling on a flat road surface with at least a constant friction coefficient, with zero longitudinal acceleration and zero steering angular velocity, the control device controls at least one of the driving torque and steering torque applied by the torque application device so that the relationship between the lean angle, steering angle, and vehicle speed is contained in a three-dimensional equilibrium space with the lean angle, steering angle, and vehicle speed as three axes. The three-dimensional equilibrium space includes at least a three-dimensional non-planar equilibrium surface. The friction coefficient of the "flat road surface with a constant friction coefficient" here is the friction coefficient of a typical road surface, which is the same as the friction coefficient used to calculate the three-dimensional non-planar equilibrium surface. However, as described above, the three-dimensional non-planar equilibrium surface calculated using the friction coefficient of a typical road surface is almost identical to the three-dimensional non-planar equilibrium surface calculated assuming an infinite friction coefficient, especially in the low-speed range. Note that a flat road surface means a road surface with no unevenness or slope. Note that the road surface is not limited to the surface of a road with a predetermined traveling direction, but may also be the surface of a parking lot, etc. Furthermore, when the balanced three-dimensional non-plane shows the balanced state of a lean vehicle with a person or object on board, "a state in which the lean vehicle is traveling on a flat road surface with a constant coefficient of friction with zero acceleration in the vehicle's fore-and-aft direction and zero steering angular velocity" may be a state in which the lean vehicle is traveling with a person or object on board. When the balanced three-dimensional non-plane shows the balanced state of a lean vehicle with no person or object on board, "a state in which the lean vehicle is traveling on a flat road surface with a constant coefficient of friction with zero acceleration in the vehicle's fore-and-aft direction and zero steering angular velocity" may be a state in which the lean vehicle is traveling with no person or object on board.

[0031] In the present invention and the embodiments, the equilibrium three-dimensional space includes at least the relationship between the lean angle, the steering angle, and the vehicle speed when, during execution of posture control, a lean vehicle is traveling on a flat road surface with a constant coefficient of friction with zero acceleration in the vehicle's longitudinal direction and zero steering angular velocity, and at least one of the acceleration in the vehicle's longitudinal direction and the steering angular velocity changes slightly from zero, causing the relationship between the lean angle, the steering angle, and the vehicle speed to deviate from the equilibrium three-dimensional non-plane. Here, the situation where "at least one of the acceleration in the vehicle's longitudinal direction and the steering angular velocity changes slightly from zero, when a lean vehicle is traveling on a flat road surface with a constant coefficient of friction with zero acceleration in the vehicle's longitudinal direction and zero steering angular velocity" refers to, for example, the following situation: During posture control, when a lean vehicle is traveling on a flat road surface with a constant coefficient of friction with zero acceleration and zero steering angular velocity, even if there is no crosswind or movement of the center of gravity of the person or object riding on the lean vehicle and there is no control of the driving torque and steering torque intended to change at least one of the acceleration and steering angular velocity, at least one of the acceleration and steering angular velocity may change slightly from zero due to reasons such as slight unevenness of the road surface, slight inclination of the road surface, or slight variations in the coefficient of friction. Furthermore, when a lean vehicle carrying a person or object is traveling on a flat road surface with a constant friction coefficient with zero acceleration and zero steering angular velocity during posture control, even if there is no crosswind and there is no control of the driving torque and steering torque intended to change at least one of the acceleration and steering angular velocity, a slight change in the center of gravity position of the person or object carrying the lean vehicle may cause at least one of the acceleration and steering angular velocity to change slightly from zero. "A situation in which at least one of the vehicle's longitudinal acceleration and steering angular velocity changes slightly from zero when the vehicle is traveling on a flat road surface with a constant coefficient of friction with zero longitudinal acceleration and zero steering angular velocity" refers to a situation in which, during posture control, at least one of the vehicle's longitudinal acceleration and steering angular velocity changes slightly from zero when the vehicle is traveling on a flat road surface with a constant coefficient of friction with zero longitudinal acceleration and zero steering angular velocity and the vehicle is traveling with little or no external disturbance.

[0032] In the present invention, the phrase "the relationship between the lean angle, steering angle, and vehicle speed when the vehicle is traveling on a flat road with a constant coefficient of friction with zero acceleration in the vehicle's longitudinal direction and zero steering angular velocity, and the relationship between the lean angle, steering angle, and vehicle speed deviates from a balanced three-dimensional non-plane due to a slight change from zero in at least one of the vehicle's longitudinal acceleration and steering angular velocity" does not intend to limit the relationship between the lean angle, steering angle, and vehicle speed to a relationship on a balanced three-dimensional non-plane when neither the acceleration nor the steering angular velocity changes slightly. When a lean vehicle is actually traveling on a flat road with a constant coefficient of friction with zero acceleration in the vehicle's longitudinal direction and zero steering angular velocity, even if neither the acceleration nor the steering angular velocity changes slightly, the lean angle may change slightly, causing the relationship between the lean angle, steering angle, and vehicle speed to deviate from a balanced three-dimensional non-plane. In the present invention, the phrase "the relationship between the lean angle, steering angle, and vehicle speed when a lean vehicle is traveling on a flat road surface with a constant coefficient of friction with zero acceleration in the vehicle's longitudinal direction and zero steering angular velocity, and a small change from zero in at least one of the acceleration in the vehicle's longitudinal direction and the steering angular velocity causes the relationship between the lean angle, steering angle, and vehicle speed to deviate from a balanced three-dimensional non-plane" does not necessarily mean that a small change in the acceleration and steering angular velocity will cause the relationship between the lean angle, steering angle, and vehicle speed to deviate from a balanced three-dimensional non-plane. When a lean vehicle is actually traveling on a flat road surface with a constant coefficient of friction with zero acceleration in the vehicle's longitudinal direction and zero steering angular velocity, the relationship between the lean angle, steering angle, and vehicle speed may sometimes become a relationship on a balanced three-dimensional non-plane, even if a small change in the acceleration and steering angular velocity occurs.

[0033] In the present invention and the embodiments, the balanced three-dimensional space does not include relationships between lean angle, steering angle, and vehicle speed that are significantly deviated from the balanced three-dimensional non-plane. The relationships between lean angle, steering angle, and vehicle speed at the edge of the balanced three-dimensional space may be the relationships between lean angle, steering angle, and vehicle speed when, during execution of attitude control, a vehicle is traveling lean on a flat road surface with a constant friction coefficient with zero acceleration in the vehicle longitudinal direction and zero steering angular velocity, and the relationship between lean angle, steering angle, and vehicle speed is deviated from the balanced three-dimensional non-plane due to a slight change from zero in at least one of the acceleration in the vehicle longitudinal direction and the steering angular velocity. The equilibrium three-dimensional space may be a set of relationships between the lean angle, steering angle, and vehicle speed when, during posture control, a lean vehicle is traveling on a flat road surface with a constant coefficient of friction with zero acceleration in the vehicle's longitudinal direction and zero steering angular velocity, and the relationship between the lean angle, steering angle, and vehicle speed deviates from the equilibrium three-dimensional non-plane due to a slight change in at least one of the vehicle's longitudinal acceleration and steering angular velocity from zero. The equilibrium three-dimensional space may not include, for example, a point on the equilibrium three-dimensional non-plane that has the same steering angle and vehicle speed but is separated by 2° or more from the lean angle.

[0034] In the attitude control of the present invention and the embodiments, when a lean vehicle is traveling with zero longitudinal acceleration and zero steering angular velocity, controlling at least one of the driving torque and the steering torque so that the relationship between the lean angle, steering angle, and vehicle speed falls within a three-dimensional equilibrium space with the lean angle, steering angle, and vehicle speed as three axes includes, for example, controlling at least one of the driving torque and the steering torque so that the relationship between the lean angle, steering angle, and vehicle speed approaches the three-dimensional equilibrium non-plane when a small change in at least one of the longitudinal acceleration and steering angular velocity causes the relationship to move away from the three-dimensional equilibrium non-plane. Controlling at least one of the driving torque and the steering torque changes the relationship between the lean angle, steering angle, and vehicle speed. For example, when a lean vehicle is turning with a non-zero steering angle, zero longitudinal acceleration, and zero steering angular velocity, changing the vehicle speed by controlling the driving torque will change the lean angle and steering angle. When the vehicle is traveling lean with zero longitudinal acceleration and zero steering angular velocity, if the steering angle is changed by controlling the steering torque, the lean angle and vehicle speed will change.

[0035] In the present invention and embodiments, the control device controls at least one of the drive torque and the steering torque applied by the torque application device based at least on information detected by the lean angle-related information detection device, the steering angle-related information detection device, and the wheel speed-related information detection device during acceleration or deceleration at least at a vehicle speed in an extremely low speed range while performing posture control. In the present invention and embodiments, the control device may control the relationship between the lean angle, the steering angle, and the vehicle speed during acceleration or deceleration at a vehicle speed in an extremely low speed range while performing posture control so that the relationship falls within a three-dimensional equilibrium space, or may control the relationship so that the relationship falls within a three-dimensional space including at least a portion of the three-dimensional equilibrium space. The same applies to acceleration or deceleration at vehicle speeds other than the extremely low speed range. In this specification, an acceleration state refers to a state in which the vehicle speed is increasing, and a deceleration state refers to a state in which the vehicle speed is decreasing.

[0036] The attitude control of the present invention and the embodiments may be performed over the entire vehicle speed range of a lean vehicle, or may be performed only over a part of the vehicle speed range. The attitude control may be performed over a vehicle speed range including 0 km / h. The attitude control may be performed over at least a vehicle speed range of 0 km / h to 5 km / h.

[0037] In the present invention and embodiments, the maximum vehicle speed in the extremely low speed region may be 10 km / h or less. The maximum vehicle speed in the extremely low speed region may be less than 10 km / h. The maximum vehicle speed in the extremely low speed region may be, for example, 5 km / h. The minimum vehicle speed in the extremely low speed region may be greater than 0 km / h.

[0038] In the present invention and embodiments, during posture control, the control device controls at least one of the driving torque and the steering torque applied by the torque application device so that the relationship between the lean angle, steering angle, and vehicle speed falls within a balanced three-dimensional space with the lean angle, steering angle, and vehicle speed as its three axes, the space including at least (A) a balanced three-dimensional non-plane, and (B) a relationship between the lean angle, steering angle, and vehicle speed when the relationship between the lean angle, steering angle, and vehicle speed deviates from the balanced three-dimensional non-plane due to a slight change in at least one of the vehicle longitudinal acceleration and steering angular velocity from zero when the lean vehicle is traveling at a vehicle speed in an extremely low speed range on a flat road surface with a constant friction coefficient, with the vehicle longitudinal acceleration being zero, and the steering angular velocity being zero. In the present invention and embodiments, during posture control, the control device may control at least one of the driving torque and the steering torque applied by the torque application device so that the relationship between the lean angle, the steering angle, and the vehicle speed falls within a balanced three-dimensional space with the lean angle, the steering angle, and the vehicle speed as its three axes, which includes at least (A) a balanced three-dimensional non-plane, and (B) a relationship between the lean angle, the steering angle, and the vehicle speed when the relationship between the lean angle, the steering angle, and the vehicle speed deviates from the balanced three-dimensional non-plane due to a slight change from zero in at least one of the vehicle longitudinal acceleration and the steering angular velocity when the lean vehicle is traveling on a flat road surface with a constant friction coefficient with zero acceleration in the vehicle longitudinal direction and zero steering angular velocity. In the present invention and in the embodiments, during posture control, the control device controls at least one of the driving torque and the steering torque applied by the torque application device so that the relationship between the lean angle, steering angle, and vehicle speed falls within a balanced three-dimensional space with the lean angle, steering angle, and vehicle speed as its three axes, the space including at least (A) a balanced three-dimensional non-plane, and (B) a relationship between the lean angle, steering angle, and vehicle speed when the relationship between the lean angle, steering angle, and vehicle speed deviates from the balanced three-dimensional non-plane due to a slight change from zero in at least one of the vehicle's longitudinal acceleration and steering angular velocity when the lean vehicle is traveling on a flat road surface with a constant friction coefficient with the steering angle not zero, the vehicle's longitudinal acceleration zero, and the steering angular velocity zero. Here, the steering angle being non-zero means that the steering angle to the right of the vehicle or the steering angle to the left of the vehicle is greater than zero. In the present invention and embodiments, the control device may control at least one of the driving torque and the steering torque applied by the torque application device so that, during posture control, the relationship between the lean angle, steering angle, and vehicle speed falls within a balanced three-dimensional space with the lean angle, steering angle, and vehicle speed as its three axes, which includes at least (A) a balanced three-dimensional non-plane, and (B) a relationship between the lean angle, steering angle, and vehicle speed when the relationship between the lean angle, steering angle, and vehicle speed deviates from the balanced three-dimensional non-plane due to a slight change from zero in at least one of the vehicle's longitudinal acceleration and steering angular velocity when the lean vehicle is traveling on a flat road surface with a constant friction coefficient with zero vehicle longitudinal acceleration and zero steering angular velocity at various steering angles. In the present invention and in the embodiments, during posture control, the control device controls at least one of the driving torque and the steering torque applied by the torque application device so that the relationship between the lean angle, steering angle, and vehicle speed falls within a balanced three-dimensional space with the lean angle, steering angle, and vehicle speed as its three axes, the space including at least (A) a balanced three-dimensional non-plane, and (B) a relationship between the lean angle, steering angle, and vehicle speed when the relationship between the lean angle, steering angle, and vehicle speed deviates from the balanced three-dimensional non-plane due to a slight change from zero in at least one of the vehicle longitudinal acceleration and the steering angular velocity when the lean vehicle is traveling at a vehicle speed in the extremely low speed range on a flat road surface with a constant friction coefficient, the steering angle is not zero, the vehicle longitudinal acceleration is zero, and the steering angular velocity is zero. In the present invention and embodiments, during posture control, the control device may control at least one of the driving torque and the steering torque applied by the torque application device so that the relationship between the lean angle, the steering angle, and the vehicle speed falls within a balanced three-dimensional space with the lean angle, the steering angle, and the vehicle speed as its three axes, which includes at least (A) a balanced three-dimensional non-plane, and (B) a relationship between the lean angle, the steering angle, and the vehicle speed when the relationship between the lean angle, the steering angle, and the vehicle speed deviates from the balanced three-dimensional non-plane due to a slight change from zero in at least one of the vehicle longitudinal acceleration and the steering angular velocity when the lean vehicle is traveling on a flat road surface with a constant friction coefficient with zero acceleration in the vehicle longitudinal direction and zero steering angular velocity, at various vehicle speeds including extremely low speed ranges and various steering angles.

[0039] The control device of the present invention may not store a balance three-dimensional space. The control device of the present invention may not store a balance three-dimensional non-plane. The control device of the present invention may store a balance three-dimensional non-plane. In this case, the control device may perform attitude control using the stored balance three-dimensional non-plane. For example, the control device may control at least one of the driving torque and the steering torque based on the difference between the balance three-dimensional non-plane and the lean angle, steering angle, vehicle speed, or wheel speed detected by the lean angle-related information detection device, steering angle-related information detection device, and wheel speed-related information detection device or calculated from values ​​detected by these three detection devices. The control device may also perform attitude control using the stored balance three-dimensional non-plane only when the detected or calculated acceleration in the vehicle longitudinal direction is zero. In this case, the control device may store a map indicating the relationship between the lean angle, steering angle, and vehicle speed for attitude control for each acceleration in the vehicle longitudinal direction. Then, when the detected or calculated acceleration in the vehicle longitudinal direction is not zero, the control device may perform attitude control using this map. The control device may also perform attitude control using the stored balance three-dimensional non-plane only when the detected or calculated steering angular velocity is zero. In this case, the control device may store a map indicating the relationship between the lean angle, steering angle, and vehicle speed for attitude control for each steering angular velocity. Then, when the detected or calculated steering angular velocity is not zero, the control device may perform attitude control using this map. The control device may also perform attitude control using the stored balance three-dimensional non-plane only when the detected or calculated vehicle longitudinal acceleration and steering angular velocity are both zero. In this case, the control device may store a map indicating the relationship between the lean angle, steering angle, and vehicle speed for attitude control for each vehicle longitudinal acceleration and each steering angular velocity. Then, when at least one of the detected or calculated vehicle longitudinal acceleration and steering angular velocity is not zero, the control device may perform attitude control using this map. Furthermore, when the control device stores the balance three-dimensional non-plane, the control device may be configured to correct the value of the balance three-dimensional non-plane or a value calculated based on the balance three-dimensional non-plane. The control device may also store a plurality of types of equilibrium three-dimensional non-planar surfaces.The plurality of types of balanced three-dimensional non-planar surfaces may include, for example, a plurality of balanced three-dimensional non-planar surfaces created assuming different numbers of passengers in a lean vehicle.

[0040] Whether a control device of a lean vehicle controls at least one of the driving torque and the steering torque based at least on information detected by a lean angle-related information detection device, a steering angle-related information detection device, and a wheel speed-related information detection device so that the relationship between the lean angle, steering angle, and vehicle speed when the lean vehicle is traveling on a flat road surface with a constant friction coefficient with zero longitudinal acceleration and zero steering angular velocity falls within a balanced three-dimensional space that includes at least (A) a balanced three-dimensional non-plane, and (B) the relationship between the lean angle, steering angle, and vehicle speed when the relationship between the lean angle, steering angle, and vehicle speed deviates from the balanced three-dimensional non-plane due to a slight change in at least one of the vehicle longitudinal acceleration and steering angular velocity from zero when the lean vehicle is traveling on a flat road surface with a constant friction coefficient with zero longitudinal acceleration and zero steering angular velocity. A test is conducted in which a lean vehicle turns in a circle at a constant vehicle speed. The test is conducted by changing the combination of vehicle speed and circle size. The test is conducted on the same road surface. If the lean vehicle is an autonomous vehicle that is not driven by a rider, for example, the driving route and vehicle speed are input into the control device so that the lean vehicle turns in a circle at a constant vehicle speed. If the lean vehicle is driven by a rider, the rider is prevented from shifting the center of gravity or changing the amount of operation of the control while turning in a circle at a constant vehicle speed. Tests under the same test conditions are also conducted multiple times. Note that even if the same test conditions are set, the behavior of the lean vehicle is not necessarily completely identical. This also applies to the lean vehicle of the present invention. The lower the vehicle speed, the more likely the behavior of the lean vehicle will differ even when the same test conditions are set. In each test, the lean angle, lean angular velocity, lean angular acceleration, steering angle, steering angular velocity, steering angular acceleration, vehicle speed, and acceleration in the longitudinal direction of the vehicle are measured. The lean angle, steering angle, and vehicle speed measured in each test are then compared with the calculated balanced three-dimensional non-plane. If any of the measurement results deviate significantly from the balanced three-dimensional non-plane, it can be determined that the relationship between the lean angle, steering angle, and vehicle speed is not controlled to fall within the balanced three-dimensional space when the vehicle is traveling lean-side on a flat road with a constant coefficient of friction, with zero longitudinal acceleration and zero steering angular velocity. If none of the measurement results deviate significantly from the balanced three-dimensional non-plane, it can be estimated that the relationship between the lean angle, steering angle, and vehicle speed is controlled to fall within the balanced three-dimensional space when the vehicle is traveling lean-side on a flat road with a constant coefficient of friction, with zero longitudinal acceleration and zero steering angular velocity. In this case, it is next examined whether any test results satisfy the following criteria A1 to A3. A1: In any two tests, there is a point in time when the steering angle, steering angular velocity, steering angular acceleration, vehicle speed, and vehicle longitudinal acceleration are the same, but the lean angles are different, and at least one of the driving torque and steering torque applied immediately after this point in time is different. A2: In any two tests, there is a point in time when the lean angle, lean angular velocity, lean angular acceleration, vehicle speed, and vehicle longitudinal acceleration are the same, but the steering angles are different, and at least one of the driving torque and steering torque applied immediately after this point in time is different. A3: In any two tests, there is a point in time when the lean angle, lean angular velocity, lean angular acceleration, steering angle, steering angular velocity, and steering angular acceleration are the same, but the vehicle speeds are different, and at least one of the driving torque and steering torque applied immediately after this point in time is different. If there is a test result in which the driving torque satisfies the discrimination conditions A1 to A3, it can be determined that at least the driving torque is controlled based at least on the information detected by the lean angle related information detection device, the steering angle related information detection device, and the wheel speed related information detection device.If there is a test result in which the steering torque satisfies the discrimination conditions A1 to A3, it can be determined that at least the steering torque is controlled based at least on the information detected by the lean angle related information detection device, the steering angle related information detection device, and the wheel speed related information detection device. By the above procedure, when a lean vehicle is traveling on a flat road surface with a constant friction coefficient, with the vehicle's longitudinal acceleration at zero and the steering angular velocity at zero, the control device can determine whether it is controlling at least one of the driving torque and the steering torque based on the information detected by the three detection devices so that the relationship between the lean angle, steering angle, and vehicle speed falls within a balanced three-dimensional space.

[0041] In the present invention and the embodiments, the rotation is not limited to a rotation of 360° or more, but also includes a rotation of less than 360°.

[0042] In the present invention and the embodiments, "control based on A" does not mean that the information used for control is limited to A. "Control based on A" includes cases where control is based on A and information other than A.

[0043] In the present invention and the embodiments, "at least one (one) of a plurality of options" includes all possible combinations of the plurality of options. "At least one (one) of the plurality of options" may be any one of the plurality of options, or may be all of the plurality of options. For example, "at least one of A, B, and C" may be only A, only B, only C, A and B, A and C, B and C, or A, B, and C.

[0044] In the claims, if the number of a certain element is not clearly specified and is expressed in the singular when translated into English, the present invention may have a plurality of this element, or the present invention may have only one of this element.

[0045] In the present invention and embodiments, the words including, comprising, having, and their derivatives are used herein to encompass additional items in addition to the listed items and equivalents thereof.

[0046] In the present invention and the embodiments, the terms "mounted, connected, coupled, and supported" are used broadly. Specifically, they include not only direct mounting, connection, coupling, and support, but also indirect mounting, connection, coupling, and support. Furthermore, connected and coupled are not limited to physical or mechanical connections / couplings. They also include direct or indirect electrical connections / couplings.

[0047] Unless otherwise defined, all terms (including technical and scientific terms) used in the present specification and claims have the same meaning as commonly understood by those skilled in the art to which this invention belongs. Terms, such as those defined in commonly used dictionaries, should be interpreted to have a meaning consistent with the meaning in the context of the relevant technology and this disclosure, and should not be interpreted in an idealized or overly formal sense.

[0048] In the present invention and the embodiments, the term "preferable" is non-exclusive. "Preferable" means "preferably, but not limited to." In this specification, a configuration described as "preferable" at least achieves the above-mentioned effect obtained by the configuration of claim 1. In addition, in this specification, the term "may" is non-exclusive. "may" means "may, but not limited to." In this specification, a configuration described as "may" at least achieves the above-mentioned effect obtained by the configuration of claim 1.

[0049] Before describing embodiments of the present invention in detail, it is to be understood that the invention is not limited to the details of construction and the arrangement of components set forth in the following description or illustrated in the drawings. The present invention is capable of embodiments other than those described below. The present invention is also capable of embodiments incorporating various variations of the embodiments described below. [Effects of the Invention]

[0050] According to the lean vehicle of the present invention, it is possible to improve the stability of the lean vehicle attitude control system at least when the vehicle is accelerating or decelerating at a very low vehicle speed range. [Brief explanation of the drawings]

[0051] [Figure 1] 1 is a diagram illustrating a configuration of a lean vehicle according to an embodiment of the present invention; DETAILED DESCRIPTION OF THE INVENTION

[0052] <Direction definition> In the figure, U indicates the upper direction of the lean vehicle, D indicates the lower direction of the lean vehicle, L indicates the left direction of the lean vehicle, R indicates the right direction of the lean vehicle, F indicates the front direction of the lean vehicle, and Re indicates the rear direction of the lean vehicle.

[0053] An embodiment of the present invention will be described below with reference to FIG. 1. A lean vehicle 1 of this embodiment has multiple wheels 2, a body frame 5, a lean angle-related information detection device 6, a steering angle-related information detection device 7, a wheel speed-related information detection device 8, a torque application device 10, and a control device 9. The multiple wheels 2 include at least one front wheel 3 and at least one rear wheel 4. The at least one rear wheel 4 is disposed rearward of the at least one front wheel 3 in the longitudinal direction of the vehicle. The lean vehicle 1 shown in FIG. 1 is an example of the lean vehicle 1 of this embodiment. Although the lean vehicle 1 shown in FIG. 1 is a two-wheeled vehicle, the lean vehicle 1 of this embodiment is not limited to two-wheeled vehicles. A body frame 5 supports the multiple wheels 2 rotatably about an axle line X1 and supports at least one front wheel 3 rotatably about a steering axis X2. The body frame 5 tilts to the right of the vehicle relative to the vertical direction of the vehicle when turning right, and tilts to the left of the vehicle relative to the vertical direction of the vehicle when turning left. The lean angle-related information detection device 6 detects information related to the lean angle φ, which is the tilt angle of the body frame 5 in the left-right direction of the vehicle relative to the vehicle's up-down direction. The steering angle-related information detection device 7 detects information related to the steering angle δ, which is the rotation angle of any one of the front wheels 3 about the steering axis X2. The wheel speed-related information detection device 8 detects information related to the wheel speed S, which is the rotation speed of any one of the wheels 2 about the axis X1. The torque application device 10 includes at least one of a driving torque application device 11 and a steering torque application device 12. The driving torque application device 11 is configured to apply positive and negative driving torque about the axis X1 to at least one of the at least one front wheel 3 and at least one rear wheel 4. 1 is configured to impart drive torque to both at least one front wheel 3 and at least one rear wheel 4, but the drive torque imparting device 11 of this embodiment may be configured to impart drive torque only to at least one front wheel 3, or may be configured to impart drive torque only to at least one rear wheel 4. The steering torque imparting device 12 is configured to impart steering torque about the steering axis X2 to at least one front wheel 3.

[0054] The lean vehicle 1 has a lean vehicle attitude control system including a lean angle related information detection device 6, a steering angle related information detection device 7, a wheel speed related information detection device 8, a torque application device 1, and a control device 9. The control device 9 is configured to perform attitude control to control the attitude of the lean vehicle 1 by controlling at least one of the driving torque and the steering torque applied by the torque application device 10 based at least on the information detected by the lean angle related information detection device 6, the steering angle related information detection device 7, and the wheel speed related information detection device 8. The control device 9 controls at least one of the driving torque and the steering torque applied by the torque application device 10 based at least on information detected by the lean angle related information detection device 6, the steering angle related information detection device 7, and the wheel speed related information detection device 8 so that the relationship between the lean angle φ, the steering angle δ, and the vehicle speed V falls within the equilibrium three-dimensional space E1 when the lean vehicle 1 is traveling on a flat road surface with a constant friction coefficient, at least with the vehicle's longitudinal acceleration at zero and the steering angular velocity, which is the time rate of change of the steering angle δ, at zero, so as to increase the stability of the lean vehicle attitude control system at least during acceleration or deceleration at vehicle speeds V in the extremely low speed range during attitude control.

[0055] As shown in FIG. 1 , the equilibrium three-dimensional space E1 includes a equilibrium three-dimensional non-plane E2. The equilibrium three-dimensional non-plane E2 is a non-plane with the lean angle φ, steering angle δ, and vehicle speed V as three axes, which represent the relationship between the lean angle φ, steering angle δ, and vehicle speed V in a geometrically determined equilibrium state of the lean vehicle 1 when the vehicle is traveling on a flat road surface with a constant coefficient of friction with zero acceleration in the vehicle's longitudinal direction and zero steering angular velocity, and with or without a person or object on board. The equilibrium three-dimensional space E1 also includes the relationship between the lean angle φ, steering angle δ, and vehicle speed V when at least one of the vehicle's longitudinal acceleration and steering angular velocity changes slightly from zero during execution of posture control while the lean vehicle 1 is traveling on a flat road surface with a constant coefficient of friction with zero acceleration in the vehicle's longitudinal direction and zero steering angular velocity, causing the relationship between the lean angle φ, steering angle δ, and vehicle speed V to deviate from the equilibrium three-dimensional non-plane.

[0056] The balance three-dimensional space E1 and the balance three-dimensional non-planar surface E2 shown in FIG. 1 are merely examples of the balance three-dimensional space E1 and the balance three-dimensional non-planar surface E2 of this embodiment. Although the balance three-dimensional non-planar surface E2 shown in FIG. 1 is a curved surface, the balance three-dimensional non-planar surface E2 does not have to be a curved surface. The difference between the lean angle φ of the balance three-dimensional non-planar surface E2 and the lean angle φ at the edge of the balance three-dimensional space E1 is not limited to the difference shown in the figure. Although the balance three-dimensional space E1 shown in FIG. 1 has a uniform magnitude in the direction of the lean angle φ, the magnitude in the direction of the lean angle φ does not have to be uniform. However, the balance three-dimensional space E1 does not include a relationship between the lean angle φ, the steering angle δ, and the vehicle speed V that would cause the lean vehicle attitude control system to become unstable.

[0057] The balanced three-dimensional non-plane E2 in FIG. 1 shows that the lean angle φ and steering angle δ in the lateral direction of the vehicle are different in the balanced state of the lean vehicle 1 turning at an extremely low vehicle speed V. In other words, the balanced three-dimensional non-plane E2 in FIG. 1 shows that when the lean vehicle 1 turns right at an extremely low vehicle speed V, the body frame 5 tilts to the left of the vehicle relative to the vertical direction of the vehicle, and when the lean vehicle 1 turns left at an extremely low vehicle speed V, the body frame 5 tilts to the right of the vehicle relative to the vertical direction of the vehicle. This is because the lean vehicle 1 has a positive caster angle and a positive trail. The extremely low vehicle speed V here may be lower than the upper limit vehicle speed of the extremely low speed region described above. A lean vehicle 1 having a positive caster angle and a positive trail is prone to a decrease in the stability of the lean vehicle attitude control system when accelerating and decelerating at a vehicle speed V in the extremely low speed range, so it is particularly effective to employ attitude control that can increase the stability of the lean vehicle attitude control system when accelerating and decelerating at a vehicle speed V in the extremely low speed range. However, the lean vehicle 1 of this embodiment is not limited to one having a positive caster angle and a positive trail.

[0058] The control device 9 of this embodiment may execute posture control at least in a vehicle speed range higher than 0 km / h and equal to or lower than 10 km / h. This can improve the stability of the lean vehicle posture control system when accelerating or decelerating at a vehicle speed V in the extremely low speed range. In this case, the control device 9 may execute posture control even in a vehicle speed range higher than 10 km / h. The control device 9 may also execute posture control when the vehicle speed V is 0 km / h. In other words, the control device 9 may execute posture control at least in a vehicle speed range higher than 0 km / h and equal to or lower than 10 km / h. Furthermore, the control device 9 of this embodiment may execute posture control only within a vehicle speed range that is higher than 0 km / h and is equal to or smaller than 10 km / h. In this case, the stability of the lean vehicle posture control system during acceleration or deceleration at the vehicle speed V in the extremely low speed range can be improved.

[0059] When the torque imparting device 10 of this embodiment has only one of the driving torque imparting device 11 and the steering torque imparting device 12, the control device 9 controls only the driving torque or the steering torque in attitude control based on the information detected by the three detection devices 6 to 8. Furthermore, when the torque application device 10 of this embodiment has both the driving torque application device 11 and the steering torque application device 12, the control device 9 controls both the driving torque and the steering torque based on the information detected by the three detectors 6 to 8 during attitude control. In this case, it is easier to improve the stability of the lean vehicle attitude control system when attitude control is being performed. In this case, during the execution of attitude control, in a state of acceleration or deceleration at a vehicle speed V in the extremely low speed range, the control device 9 can select, depending on the situation, a state in which both the driving torque and the steering torque are controlled based on the information detected by the three detectors 6 to 8, or a state in which only the driving torque or only the steering torque is controlled based on the information detected by the three detectors 6 to 8. In this case, while posture control is being performed, when the lean vehicle 1 is traveling on a flat road surface with a constant friction coefficient, with zero acceleration in the vehicle's fore-and-aft direction and zero steering angular velocity, the control device 9 can select, depending on the situation, a state in which both the driving torque and the steering torque are controlled based on the information detected by the three detection devices 6 to 8, or a state in which only the driving torque or only the steering torque is controlled based on the information detected by the three detection devices 6 to 8.

[0060] The control device 9 of this embodiment may perform attitude control when the lean vehicle 1 is traveling autonomously without being driven by a rider. The control device 9 of this embodiment may perform attitude control when the lean vehicle 1 is traveling driven by a rider. The control device 9 of this embodiment may perform attitude control both when the lean vehicle 1 is traveling driven by a rider and when the lean vehicle 1 is traveling driven by a rider. [Explanation of symbols]

[0061] 1: lean vehicle, 2: wheel, 3: front wheel, 4: rear wheel, 5: vehicle frame, 6: lean angle related information detection device, 7: steering angle related information detection device, 8: wheel speed related information detection device, 9: control device, 10: torque application device, 11: driving torque application device, 12: steering torque application device, E1: equilibrium three-dimensional space, E2: equilibrium three-dimensional non-plane, S: wheel speed, V: vehicle speed, X1: axle line, X2: steering axis line, δ: steering angle, φ: lean angle

Claims

1. a plurality of wheels including at least one front wheel and at least one rear wheel disposed rearward of the at least one front wheel in a vehicle longitudinal direction; a body frame that supports the plurality of wheels rotatably about an axle line, supports the at least one front wheel rotatably about a steering axis line, and tilts to the right of the vehicle relative to the vehicle up-down direction when turning right, and tilts to the left of the vehicle relative to the vehicle up-down direction when turning left; a lean angle-related information detection device that detects information related to a lean angle, which is an inclination angle of the body frame in a vehicle left-right direction with respect to the vehicle up-down direction; a steering angle-related information detection device that detects information related to a steering angle, which is a rotation angle of any one of the front wheels about the steering axis; a wheel speed related information detection device that detects information related to a wheel speed, which is a rotation speed of any one of the wheels about the axle line; a torque applying device including at least one of a driving torque applying device configured to apply positive and negative driving torque about the axle to at least one of the at least one front wheel and the at least one rear wheel, and a steering torque applying device configured to apply a steering torque about the steering axis to the at least one front wheel; A lean vehicle comprising: a lean vehicle attitude control system including the lean angle related information detection device, the steering angle related information detection device, the wheel speed related information detection device, the torque application device, and a control device configured to execute attitude control to control the attitude of the lean vehicle by controlling at least one of the driving torque and the steering torque applied by the torque application device based at least on information detected by the lean angle related information detection device, the steering angle related information detection device, and the wheel speed related information detection device; The control device During the execution of the attitude control, the stability of the lean vehicle attitude control system is improved at least in an acceleration state or a deceleration state at a vehicle speed in an extremely low speed range, During the execution of the attitude control, in a state in which the lean vehicle is traveling on a flat road surface having at least a constant friction coefficient, the acceleration in the front-rear direction of the vehicle is zero and the steering angular velocity, which is the time rate of change of the steering angle, is zero, The relationship between the lean angle, the steering angle, and the vehicle speed is (A) A three-dimensional non-planar equilibrium surface with the lean angle, the steering angle, and the vehicle speed as three axes, showing the relationship between the lean angle, the steering angle, and the vehicle speed in a geometrically determined equilibrium state of the lean vehicle when the vehicle is traveling on a flat road surface with a constant coefficient of friction with zero acceleration in the longitudinal direction and zero steering angular velocity, and when the lean vehicle is carrying a person or an object or is not carrying a person or an object; (B) When the lean vehicle is traveling on the flat road surface with a constant friction coefficient, with the acceleration in the vehicle longitudinal direction being zero and the steering angular velocity being zero, the relationship between the lean angle, the steering angle, and the vehicle speed when at least one of the acceleration in the vehicle longitudinal direction and the steering angular velocity has changed slightly from zero, causing the relationship between the lean angle, the steering angle, and the vehicle speed to deviate from the equilibrium three-dimensional non-plane. The lean angle, the steering angle, and the vehicle speed are included in a three-dimensional equilibrium space having three axes, A lean vehicle characterized in that at least one of the driving torque and the steering torque applied by the torque application device is controlled based at least on information detected by the lean angle related information detection device, the steering angle related information detection device, and the wheel speed related information detection device.

2. the control device is configured to execute the attitude control to control the attitude of the lean vehicle by controlling at least one of the driving torque and the steering torque applied by the torque application device based at least on information detected by the lean angle related information detection device, the steering angle related information detection device, and the wheel speed related information detection device, at least in a vehicle speed range higher than 0 km / h and equal to or lower than 10 km / h; The control device During execution of the attitude control, the stability of the lean vehicle attitude control system is increased at least in an acceleration state or a deceleration state at a vehicle speed in the extremely low speed range, During execution of the attitude control, in a state in which the lean vehicle is traveling on the flat road surface having at least a constant friction coefficient, the vehicle speed is higher than 0 km / h and is equal to or lower than 10 km / h, the acceleration in the front-rear direction of the vehicle is zero, and the steering angular velocity is zero, The relationship between the lean angle, the steering angle, and the vehicle speed is (A) A three-dimensional non-planar equilibrium surface with the lean angle, the steering angle, and the vehicle speed as three axes, showing the relationship between the lean angle, the steering angle, and the vehicle speed in a geometrically determined equilibrium state of the lean vehicle when the vehicle is traveling on a flat road surface with a constant coefficient of friction with zero acceleration in the longitudinal direction and zero steering angular velocity, and when the lean vehicle is carrying a person or an object or is not carrying a person or an object; (B) When the vehicle is traveling on a flat road surface with a constant coefficient of friction at a vehicle speed higher than 0 km / h and equal to or lower than 10 km / h, with the vehicle longitudinal acceleration being zero and the steering angular velocity being zero, the relationship between the lean angle, the steering angle, and the vehicle speed when at least one of the vehicle longitudinal acceleration and the steering angular velocity has changed slightly from zero, causing the relationship between the lean angle, the steering angle, and the vehicle speed to deviate from the equilibrium three-dimensional non-plane. The lean angle, the steering angle, and the vehicle speed are included in a three-dimensional equilibrium space having three axes, 2. The lean vehicle according to claim 1, wherein at least one of the drive torque and the steering torque applied by the torque application device is controlled based at least on information detected by the lean angle related information detection device, the steering angle related information detection device, and the wheel speed related information detection device.

3. the torque imparting device includes at least the driving torque imparting device of the driving torque imparting device and the steering torque imparting device, the control device is configured to control the attitude of the lean vehicle by controlling at least the driving torque of the driving torque and the steering torque applied by the torque application device based at least on information detected by the lean angle related information detection device, the steering angle related information detection device, and the wheel speed related information detection device, The control device During execution of the attitude control, the stability of the lean vehicle attitude control system is increased at least in an acceleration state or a deceleration state at a vehicle speed in the extremely low speed range, During execution of the attitude control, in a state in which the lean vehicle is traveling on the flat road surface having at least a constant friction coefficient with the acceleration in the vehicle longitudinal direction being zero and the steering angular velocity being zero, The relationship between the lean angle, the steering angle, and the vehicle speed is (A) A three-dimensional non-planar equilibrium surface with the lean angle, the steering angle, and the vehicle speed as three axes, showing the relationship between the lean angle, the steering angle, and the vehicle speed in a geometrically determined equilibrium state of the lean vehicle when the vehicle is traveling on a flat road surface with a constant coefficient of friction with zero acceleration in the longitudinal direction and zero steering angular velocity, and when the lean vehicle is carrying a person or an object or is not carrying a person or an object; (B) When the lean vehicle is traveling on the flat road surface with a constant friction coefficient, with the acceleration in the vehicle longitudinal direction being zero and the steering angular velocity being zero, the relationship between the lean angle, the steering angle, and the vehicle speed when at least one of the acceleration in the vehicle longitudinal direction and the steering angular velocity has changed slightly from zero, causing the relationship between the lean angle, the steering angle, and the vehicle speed to deviate from the equilibrium three-dimensional non-plane. The lean angle, the steering angle, and the vehicle speed are included in a three-dimensional equilibrium space having three axes, 3. The lean vehicle according to claim 1, wherein at least the driving torque and the steering torque applied by the torque application device are controlled based at least on information detected by the lean angle related information detection device, the steering angle related information detection device, and the wheel speed related information detection device.

4. the control device is configured to execute the attitude control to control the attitude of the lean vehicle by controlling at least one of the driving torque and the steering torque applied by the torque application device based at least on information detected by the lean angle related information detection device, the steering angle related information detection device, and the wheel speed related information detection device in at least one of a state in which the lean vehicle autonomously travels without being driven by a rider and a state in which the lean vehicle travels while being driven by a rider, (i) When the attitude control is performed in a state in which the lean vehicle is autonomously traveling without being driven by a rider, The control device During the execution of the attitude control, in a state in which the lean vehicle is autonomously traveling without being driven by a rider, the stability of the lean vehicle attitude control system is increased at least in an acceleration state or a deceleration state at a vehicle speed in the extremely low speed range, During the execution of the attitude control, in a state where the lean vehicle is autonomously traveling without being driven by a rider on a flat road surface having at least a constant friction coefficient, the acceleration in the front-rear direction of the vehicle is zero, the steering angular velocity is zero, and the lean vehicle is autonomously traveling on the flat road surface having a constant friction coefficient without being driven by a rider, The relationship between the lean angle, the steering angle, and the vehicle speed is (A) A three-dimensional non-planar equilibrium surface with the lean angle, the steering angle, and the vehicle speed as three axes, showing the relationship between the lean angle, the steering angle, and the vehicle speed in a geometrically determined equilibrium state of the lean vehicle when the vehicle is traveling on a flat road surface with a constant coefficient of friction with zero acceleration in the longitudinal direction and zero steering angular velocity, and when the lean vehicle is carrying a person or an object or is not carrying a person or an object; (B) When the vehicle is traveling autonomously without being driven by a rider on a flat road surface with a constant coefficient of friction, with the vehicle longitudinal acceleration at zero and the steering angular velocity at zero, the relationship between the lean angle, the steering angle, and the vehicle speed when at least one of the vehicle longitudinal acceleration and the steering angular velocity changes slightly from zero, causing the relationship between the lean angle, the steering angle, and the vehicle speed to deviate from the equilibrium three-dimensional non-plane. The lean angle, the steering angle, and the vehicle speed are included in a three-dimensional equilibrium space having three axes, controlling at least one of the driving torque and the steering torque applied by the torque application device based on at least the information detected by the lean angle related information detection device, the steering angle related information detection device, and the wheel speed related information detection device; (ii) When the attitude control is performed in a state in which the lean vehicle is driven by a rider, The control device During the execution of the attitude control, in a state in which the lean vehicle is driven by a rider and traveling, the stability of the lean vehicle attitude control system is increased at least in an acceleration state or a deceleration state at a vehicle speed in the extremely low speed range, During execution of the attitude control, in a state in which the lean vehicle is driven by a rider on a flat road surface having at least a constant coefficient of friction, with the acceleration in the front-rear direction of the vehicle being zero and the steering angular velocity being zero, The relationship between the lean angle, the steering angle, and the vehicle speed is (A) A three-dimensional non-planar equilibrium surface with the lean angle, the steering angle, and the vehicle speed as three axes, showing the relationship between the lean angle, the steering angle, and the vehicle speed in a geometrically determined equilibrium state of the lean vehicle when the vehicle is traveling on a flat road surface with a constant coefficient of friction with zero acceleration in the longitudinal direction and zero steering angular velocity, and when the lean vehicle is carrying a person or an object or is not carrying a person or an object; (B) When the lean vehicle is driven by a rider on a flat road surface with a constant coefficient of friction, with the acceleration in the vehicle's longitudinal direction being zero and the steering angular velocity being zero, and at least one of the acceleration in the vehicle's longitudinal direction and the steering angular velocity has changed slightly from zero, the relationship between the lean angle, the steering angle, and the vehicle speed when the relationship between the lean angle, the steering angle, and the vehicle speed has become a relationship that is away from the equilibrium three-dimensional non-plane. The lean angle, the steering angle, and the vehicle speed are included in a three-dimensional equilibrium space having three axes, 3. The lean vehicle according to claim 1, wherein at least one of the driving torque and the steering torque applied by the torque application device is controlled based at least on information detected by the lean angle related information detection device, the steering angle related information detection device, and the wheel speed related information detection device.

5. The control device is configured to perform the attitude control to control the attitude of the lean vehicle by controlling at least one of the driving torque and the steering torque applied by the torque application device based at least on information detected by the lean angle related information detection device, the steering angle related information detection device, and the wheel speed related information detection device in at least one of a state in which the lean vehicle runs autonomously without being driven by a rider, and a state in which the lean vehicle runs while being driven by a rider, (i) When the attitude control is performed in a state in which the lean vehicle is autonomously traveling without being driven by a rider, The control device During the execution of the attitude control, in a state in which the lean vehicle is autonomously traveling without being driven by a rider, the stability of the lean vehicle attitude control system is increased at least in an acceleration state or a deceleration state at a vehicle speed in the extremely low speed range, During the execution of the attitude control, in a state where the lean vehicle is autonomously traveling without being driven by a rider on a flat road surface having at least a constant friction coefficient, the acceleration in the front-rear direction of the vehicle is zero, the steering angular velocity is zero, and the lean vehicle is autonomously traveling on the flat road surface having a constant friction coefficient without being driven by a rider, The relationship between the lean angle, the steering angle, and the vehicle speed is (A) A three-dimensional non-planar equilibrium surface with the lean angle, the steering angle, and the vehicle speed as three axes, showing the relationship between the lean angle, the steering angle, and the vehicle speed in a geometrically determined equilibrium state of the lean vehicle when the vehicle is traveling on a flat road surface with a constant coefficient of friction with zero acceleration in the longitudinal direction and zero steering angular velocity, and when the lean vehicle is carrying a person or an object or is not carrying a person or an object; (B) When the vehicle is traveling autonomously without being driven by a rider on a flat road surface with a constant coefficient of friction, with the vehicle longitudinal acceleration at zero and the steering angular velocity at zero, the relationship between the lean angle, the steering angle, and the vehicle speed when at least one of the vehicle longitudinal acceleration and the steering angular velocity changes slightly from zero, causing the relationship between the lean angle, the steering angle, and the vehicle speed to deviate from the equilibrium three-dimensional non-plane. The lean angle, the steering angle, and the vehicle speed are included in a three-dimensional equilibrium space having three axes, controlling at least one of the driving torque and the steering torque applied by the torque application device based on at least the information detected by the lean angle related information detection device, the steering angle related information detection device, and the wheel speed related information detection device; (ii) When the attitude control is performed in a state in which the lean vehicle is driven by a rider, The control device During the execution of the attitude control, in a state in which the lean vehicle is driven by a rider and traveling, the stability of the lean vehicle attitude control system is increased at least in an acceleration state or a deceleration state at a vehicle speed in the extremely low speed range, During execution of the attitude control, in a state in which the lean vehicle is driven by a rider on a flat road surface having at least a constant coefficient of friction, with the acceleration in the front-rear direction of the vehicle being zero and the steering angular velocity being zero, The relationship between the lean angle, the steering angle, and the vehicle speed is (A) A three-dimensional non-planar equilibrium surface with the lean angle, the steering angle, and the vehicle speed as three axes, showing the relationship between the lean angle, the steering angle, and the vehicle speed in a geometrically determined equilibrium state of the lean vehicle when the vehicle is traveling on a flat road surface with a constant coefficient of friction with zero acceleration in the longitudinal direction and zero steering angular velocity, and when the lean vehicle is carrying a person or an object or is not carrying a person or an object; (B) When the lean vehicle is driven by a rider on a flat road surface with a constant coefficient of friction, with the acceleration in the vehicle's longitudinal direction being zero and the steering angular velocity being zero, and at least one of the acceleration in the vehicle's longitudinal direction and the steering angular velocity has changed slightly from zero, the relationship between the lean angle, the steering angle, and the vehicle speed when the relationship between the lean angle, the steering angle, and the vehicle speed has become a relationship that is away from the equilibrium three-dimensional non-plane. The lean angle, the steering angle, and the vehicle speed are included in a three-dimensional equilibrium space having three axes, 4. The lean vehicle according to claim 3, wherein at least one of the driving torque and the steering torque applied by the torque application device is controlled based at least on information detected by the lean angle related information detection device, the steering angle related information detection device, and the wheel speed related information detection device.

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