Control device and control method

Abstract

To provide a control device and a control method which can properly control braking force of a lean vehicle.SOLUTION: In a control device 20 and a control method according to the present invention, an executing part of the control device 20 executes braking force control operation of controlling wheel behavior of the lean vehicle 1 or braking force that is generated in the lean vehicle 1 in accordance with vehicle body behavior, when a rider in the lean vehicle 1 operates a brake. The executing part executes the braking force control operation, on the basis of information on a turning posture of the lean vehicle 1 and a height directional acceleration index value that is an index value of height directional acceleration generated in the lean vehicle 1.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] This disclosure relates to a control device and a control method capable of appropriately adjusting the braking force of a lean vehicle.

Background Art

[0002] As a conventional technique related to lean vehicles such as motorcycles, there is a technique for assisting a rider's driving. For example, in Patent Document 1, based on information detected by a sensor device that detects an obstacle in the traveling direction or substantially in the traveling direction, a driver assistance system that warns a motorcycle rider of approaching an obstacle inappropriately is disclosed.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, as a technique for assisting driving, there is a technique for performing a braking force adjustment operation that adjusts the braking force generated in a vehicle according to the wheel behavior or the vehicle body behavior of the vehicle when the driver operates the brake. Here, since a lean vehicle is lighter than an automobile having four wheels, the tire load of the lean vehicle is likely to change. As a result, a situation may occur where the braking force adjustment operation is not performed as intended by the rider. For example, when a lean vehicle is traveling straight, due to a change in tire load caused by undulations on the road surface, the braking force adjustment operation may be executed at an unintended timing with respect to the rider's brake input. Also, when a lean vehicle is turning, if the tire load is lost, the optimization of the wheel behavior or the vehicle body behavior may become insufficient. Therefore, it is desirable to more appropriately adjust the braking force of the lean vehicle by the braking force adjustment operation.

[0005] The present invention was made against the background of the above-mentioned problems, and aims to provide a control device and control method that can appropriately adjust the braking force of a lean vehicle. [Means for solving the problem]

[0006] The control device according to the present invention is a control device for controlling the behavior of a leaning vehicle, and comprises an execution unit that performs a braking force adjustment operation to adjust the braking force generated in the leaning vehicle in accordance with the wheel behavior or body behavior of the leaning vehicle when the rider of the leaning vehicle applies the brakes, and the execution unit performs the braking force adjustment operation based on the turning posture information of the leaning vehicle and a height acceleration index value which is an index value of the height acceleration occurring in the leaning vehicle. The execution unit (22) changes the braking force adjustment operation depending on whether the turning posture information indicates that the lean vehicle (1) is moving in a straight line or whether the turning posture information indicates that the lean vehicle (1) is turning.

[0007] The control method according to the present invention is a method for controlling the behavior of a leaning vehicle, wherein the execution unit of the control device performs a braking force adjustment operation to adjust the braking force generated in the leaning vehicle in accordance with the wheel behavior or body behavior of the leaning vehicle when the rider of the leaning vehicle applies the brakes, and the execution unit performs the braking force adjustment operation based on the turning posture information of the leaning vehicle and a height acceleration index value which is an index value of the height acceleration occurring in the leaning vehicle. The execution unit (22) changes the braking force adjustment operation depending on whether the turning posture information indicates that the lean vehicle (1) is moving in a straight line or whether the turning posture information indicates that the lean vehicle (1) is turning. [Effects of the Invention]

[0008] In the control device and control method according to the present invention, the execution unit of the control device performs a braking force adjustment operation to adjust the braking force generated on the leaning vehicle in accordance with the wheel behavior or body behavior of the leaning vehicle when the rider of the leaning vehicle applies the brakes. The execution unit performs the braking force adjustment operation based on the turning posture information of the leaning vehicle and the height acceleration index value, which is an index value of the height acceleration occurring in the leaning vehicle. As a result, the braking force based on the tire load can be adjusted according to the turning condition of the leaning vehicle. Therefore, the braking force of the leaning vehicle can be appropriately adjusted. Thus, situations in which the braking force adjustment operation is not performed as intended by the rider are suppressed. [Brief explanation of the drawing]

[0009] [Figure 1] This is a schematic diagram showing the general configuration of a lean vehicle according to an embodiment of the present invention. [Figure 2] This is a schematic diagram showing the general configuration of a brake system according to an embodiment of the present invention. [Figure 3] This is a block diagram showing an example of the functional configuration of a control device according to an embodiment of the present invention. [Figure 4] This flowchart shows the flow of a first processing example performed by the control device according to an embodiment of the present invention. [Figure 5] This flowchart shows the flow of a second processing example performed by the control device according to an embodiment of the present invention. [Modes for carrying out the invention]

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

[0011] Although the following description refers to a control device used in a two-wheeled motorcycle (see Lean Vehicle 1 in Figure 1), the vehicle controlled by the control device according to the present invention may be any lean vehicle, and may be other lean vehicles besides two-wheeled motorcycles. A lean vehicle is a vehicle in which the body leans to the right when turning to the right and to the left when turning to the left. Examples of lean vehicles include motorcycles (two-wheeled vehicles, three-wheeled vehicles), bicycles, etc. Motorcycles include vehicles powered by an engine, vehicles powered by an electric motor, etc. Examples of motorcycles include motorcycles, scooters, electric scooters, etc. A bicycle is a vehicle that can be propelled on the road by the rider's pedaling force. Bicycles include electric assist bicycles, electric bicycles, etc.

[0012] In the following description, a case where an engine (specifically, the engine 11 in FIG. 1 described later) is mounted as a drive source capable of outputting power for driving the wheels is explained. However, other drive sources (for example, an electric motor) other than the engine may be mounted as the drive source, or a plurality of types of drive sources may be mounted.

[0013] In the following description, a case where a hydraulic control unit (specifically, the hydraulic control unit 12 in FIG. 1 described later) that uses brake fluid to brake the wheels is adopted as a mechanism for braking the lean vehicle is explained. However, the mechanism for braking the lean vehicle may be other than the hydraulic control unit. For example, as a mechanism for braking the lean vehicle, a mechanism that uses electric power to brake the wheels may be adopted.

[0014] In addition, the configurations and operations described below are examples, and the control device and control method according to the present invention are not limited to such configurations and operations.

[0015] In the following, the same or similar descriptions are appropriately simplified or omitted. Also, in each figure, the same or similar members or parts are either not labeled with reference numerals or are labeled with the same reference numerals. Also, the detailed structure is appropriately simplified or omitted in the illustration.

[0016] <Configuration of Lean Vehicle> Referring to FIGS. 1 to 3, the configuration of a lean vehicle 1 according to an embodiment of the present invention will be described.

[0017] FIG. 1 is a schematic diagram showing a schematic configuration of a lean vehicle 1. The lean vehicle 1 is a two-wheeled motorcycle corresponding to an example of the lean vehicle according to the present invention. As shown in FIG. 1, the lean vehicle 1 includes a front wheel 2, a rear wheel 3, an engine 11, a hydraulic control unit 12, an inertial measurement unit (IMU) 13, a front wheel speed sensor 14, a rear wheel speed sensor 15, and a control device (ECU) 20.

[0018] The engine 11 corresponds to an example of a drive source of the lean vehicle 1 and can output power for driving the wheels. For example, the engine 11 is provided with one or a plurality of cylinders in which combustion chambers are formed, a fuel injection valve for injecting fuel toward the combustion chambers, and a spark plug. When fuel is injected from the fuel injection valve, an air-fuel mixture containing air and fuel is formed in the combustion chamber, and the air-fuel mixture is ignited by the spark plug and burns. Thereby, the piston provided in the cylinder reciprocates, and the crankshaft rotates. Further, a throttle valve is provided in the intake pipe of the engine 11, and the intake air amount to the combustion chamber changes according to the throttle opening which is the opening degree of the throttle valve.

[0019] The hydraulic control unit 12 is a unit responsible for the function of controlling the braking force generated on the wheels. For example, the hydraulic control unit 12 is provided on an oil path connecting the master cylinder and the wheel cylinder, and includes components (for example, control valves and pumps) for controlling the brake hydraulic pressure of the wheel cylinder. By controlling the operation of the components of the hydraulic control unit 12, the braking force generated on the wheels is controlled.

[0020] Note that the details of the brake system 10 including the hydraulic control unit 12 will be described later. Further, a control device 20 is provided in the hydraulic control unit 12, and the operation of the hydraulic control unit 12 is controlled by the control device 20. The details of the control device 20 will be described later.

[0021] The inertial measurement device 13 includes a three-axis gyro sensor and a three-direction acceleration sensor, and detects the attitude of the lean vehicle 1. The inertial measurement device 13 is provided, for example, on the body of the lean vehicle 1. The inertial measurement device 13 may include only a part of the three-axis gyro sensor and the three-direction acceleration sensor.

[0022] For example, the inertial measuring device 13 detects the lean angle of the lean vehicle 1 and outputs the detection result. The inertial measuring device 13 may also detect other physical quantities that can be substantially converted to the lean angle of the lean vehicle 1. The lean angle corresponds to the angle representing the inclination of the body (specifically, the fuselage) of the lean vehicle 1 in the roll direction relative to the vertically upward direction. The lean angle corresponds to an example of the turning attitude information of the lean vehicle 1. The turning attitude information is information about physical quantities that reflect the attitude of the lean vehicle 1 that changes as the lean vehicle 1 turns. The turning attitude information may include the lateral acceleration of the lean vehicle 1 and may also include the yaw rate of the lean vehicle 1. The lateral acceleration of the lean vehicle 1 includes the lateral acceleration in the vehicle coordinate system, or other physical quantities that can be substantially converted to said lateral acceleration.

[0023] Furthermore, for example, the inertial measuring device 13 detects the vertical acceleration occurring in the lean vehicle 1 and outputs the detection result. The inertial measuring device 13 may also detect other physical quantities that can be substantially converted to the vertical acceleration occurring in the lean vehicle 1. The vertical acceleration is a positive value when it is an upward acceleration and a negative value when it is a downward acceleration. When the vertical acceleration is an upward acceleration, the larger the absolute value, the larger the value. When the vertical acceleration is a downward acceleration, the larger the absolute value, the smaller the value. The vertical acceleration corresponds to an example of a vertical acceleration index value, which is an index value of the vertical acceleration occurring in the lean vehicle 1. The vertical acceleration may be the acceleration in a direction parallel to the vertical axis, which is the vertical axis of the body of the lean vehicle 1, or it may be the acceleration in a direction parallel to the direction of gravity. The vertical acceleration index value may be the acceleration values ​​themselves, or it may be other physical quantities that can be substantially converted to those accelerations.

[0024] The front wheel speed sensor 14 is a wheel speed sensor that detects the wheel speed of the front wheel 2 (for example, the number of rotations per unit time [rpm] or the distance traveled per unit time [km / h] of the front wheel 2, etc.) and outputs the detection result. The front wheel speed sensor 14 may also detect other physical quantities that can be substantially converted to the wheel speed of the front wheel 2. The front wheel speed sensor 14 is installed on the front wheel 2.

[0025] The rear wheel speed sensor 15 is a wheel speed sensor that detects the wheel speed of the rear wheel 3 (for example, the number of rotations per unit time [rpm] or the distance traveled per unit time [km / h] of the rear wheel 3, etc.) and outputs the detection result. The rear wheel speed sensor 15 may also detect other physical quantities that can be substantially converted to the wheel speed of the rear wheel 3. The rear wheel speed sensor 15 is installed on the rear wheel 3.

[0026] Here, with reference to Figure 2, the schematic configuration of the brake system 10 of the lean vehicle 1 and the control of the braking force generated in the lean vehicle 1 will be described. Figure 2 is a schematic diagram showing the schematic configuration of the brake system 10. As shown in Figure 2, the brake system 10 comprises a front wheel braking mechanism 31, a rear wheel braking mechanism 32, a first brake operating unit 41, and a second brake operating unit 42. The first brake operating unit 41 is, for example, a brake lever. The front wheel braking mechanism 31 brakes the front wheel 2 in conjunction with at least the first brake operating unit 41. The second brake operating unit 42 is, for example, a brake pedal. The rear wheel braking mechanism 32 brakes the rear wheel 3 in conjunction with at least the second brake operating unit 42. Part of the front wheel braking mechanism 31 and part of the rear wheel braking mechanism 32 are included in the hydraulic control unit 12.

[0027] Each of the front wheel braking mechanisms 31 and 32 includes a master cylinder 51 containing a piston (not shown), a reservoir 52 attached to the master cylinder 51, a brake caliper 53 held on the body of the lean vehicle 1 and having brake pads (not shown), a wheel cylinder 54 provided on the brake caliper 53, a main passage 55 for circulating brake fluid from the master cylinder 51 to the wheel cylinder 54, and a sub-passage 56 for releasing brake fluid from the wheel cylinder 54.

[0028] The main flow path 55 is equipped with a suction valve (EV) 61. The secondary flow path 56 bypasses the main flow path 55 between the wheel cylinder 54 side and the master cylinder 51 side relative to the suction valve 61. The secondary flow path 56 is equipped with, in order from the upstream side, a release valve (AV) 62, an accumulator 63, and a pump 64.

[0029] The sealing valve 61 is, for example, a solenoid valve that opens when de-energized and closes when energized. The release valve 62 is, for example, a solenoid valve that closes when de-energized and opens when energized.

[0030] The hydraulic control unit 12 includes components for controlling brake fluid pressure, including a fill valve 61, a release valve 62, an accumulator 63, and a pump 64, and a base body 12a on which these components are provided and which has internally formed passages for forming a main passage 55 and a sub-passage 56.

[0031] The base body 12a may be formed from a single member or from multiple members. Furthermore, if the base body 12a is formed from multiple members, each component may be provided on a different member.

[0032] The operation of the above-mentioned components of the hydraulic control unit 12 is controlled by the control device 20. This controls the braking force generated on the front wheels 2 by the front wheel braking mechanism 31 and the braking force generated on the rear wheels 3 by the rear wheel braking mechanism 32.

[0033] Under normal conditions (i.e., when the system is set to generate braking force on the wheels in response to the rider's brake operation), the control device 20 opens the engagement valve 61 and closes the release valve 62. In this state, when the first brake operation unit 41 is operated, the piston (not shown) of the master cylinder 51 is pushed in in the front wheel braking mechanism 31, increasing the hydraulic pressure of the brake fluid in the wheel cylinder 54, and the brake pads (not shown) of the brake caliper 53 are pressed against the rotor 2a of the front wheel 2, generating braking force on the front wheel 2. Also, when the second brake operation unit 42 is operated, the piston (not shown) of the master cylinder 51 is pushed in in the rear wheel braking mechanism 32, increasing the hydraulic pressure of the brake fluid in the wheel cylinder 54, and the brake pads (not shown) of the brake caliper 53 are pressed against the rotor 3a of the rear wheel 3, generating braking force on the rear wheel 3.

[0034] Figure 3 is a block diagram showing an example of the functional configuration of the control device 20. The control device 20 controls the behavior of the lean vehicle 1. For example, part or all of the control device 20 is composed of a microcontroller, microprocessor unit, etc. Also, for example, part or all of the control device 20 may be composed of updatable components such as firmware, or it may be a program module executed by commands from a CPU, etc. The control device 20 may be, for example, a single unit, or it may be divided into multiple units.

[0035] As shown in Figure 3, the control device 20 includes, for example, an acquisition unit 21 and an execution unit 22. The control device 20 also communicates with each device of the lean vehicle 1.

[0036] The acquisition unit 21 acquires information from each device of the lean vehicle 1 and outputs it to the execution unit 22. For example, the acquisition unit 21 acquires information from the inertial measuring device 13, the front wheel speed sensor 14, and the rear wheel speed sensor 15. In this specification, information acquisition may include information extraction or generation.

[0037] The execution unit 22 performs various controls by controlling the operation of each device of the lean vehicle 1. In particular, the execution unit 22 performs braking force adjustment operations. The braking force adjustment operation is a control that adjusts the braking force generated on the lean vehicle 1 in accordance with the wheel behavior or body behavior of the lean vehicle 1 when the rider of the lean vehicle 1 applies the brakes. For example, the execution unit 22 performs anti-lock braking operations as a braking force adjustment operation. The anti-lock braking operation will be described below.

[0038] Anti-lock braking is a control mechanism that suppresses wheel locking by increasing or decreasing the braking force on the wheel to control the degree of slip of the wheel to a target slip degree. In anti-lock braking operation, the execution unit 22 controls the braking force generated on the wheels of the lean vehicle 1 by controlling the operation of each component of the hydraulic control unit 12 of the brake system 10.

[0039] The degree of slip is an index that indicates the degree to which the wheels are sliding relative to the road surface. For example, the slip ratio obtained by dividing the difference between the vehicle speed and the wheel speed by the vehicle speed is used as the degree of slip. The execution unit 22 determines the vehicle speed of the lean vehicle 1 (i.e., the vehicle body speed) based on the wheel speeds of the front wheels 2 and the rear wheels 3, and calculates the slip ratio of each wheel based on the comparison result between each wheel speed and the vehicle speed. Note that parameters other than the slip ratio (for example, other physical quantities that can be substantially converted to the slip ratio) may be used as the degree of slip.

[0040] The slip degree target is, for example, a numerical range with an upper limit and a lower limit. The following examples illustrate a slip degree target being a numerical range, but the slip degree target may also be a simple numerical value rather than a numerical range.

[0041] The execution unit 22 initiates anti-lock braking when the wheel locks or is likely to lock. In anti-lock braking, the braking force of the wheel is adjusted to a level that can prevent locking. Specifically, the execution unit 22 initiates anti-lock braking when the degree of slip of the wheel increases and exceeds the upper limit of the target slip of the wheel.

[0042] When the anti-lock brake operation is initiated, the execution unit 22 first reduces the degree of wheel slip by reducing the braking force on the wheel. Specifically, the execution unit 22 closes the loading valve 61 and opens the release valve 62, and in this state drives the pump 64 to reduce the hydraulic pressure of the brake fluid in the wheel cylinder 54, thereby reducing the braking force generated on the wheel.

[0043] The execution unit 22 then maintains the hydraulic pressure of the brake fluid in the wheel cylinder 54 and the braking force generated on the wheel by closing both the loading valve 61 and the release valve 62. Subsequently, when the degree of slip of the wheel decreases and falls below the lower limit of the target slip of the wheel, the execution unit 22 increases the degree of slip of the wheel by increasing the braking force of the wheel. Specifically, the execution unit 22 increases the hydraulic pressure of the brake fluid in the wheel cylinder 54 and increases the braking force generated on the wheel by opening the loading valve 61 and closing the release valve 62.

[0044] Subsequently, if the degree of wheel slip increases and again exceeds the upper limit of the target slip degree for that wheel, control to reduce the slip degree of that wheel by reducing the braking force of the wheel is performed again. In this way, control to reduce the slip degree of the wheel by reducing the braking force of the wheel, control to maintain the braking force of the wheel, and control to increase the slip degree of the wheel by increasing the braking force of the wheel are performed repeatedly. In addition, as described above, the execution unit 22 may perform control to maintain the braking force of the wheel when the slip degree of the wheel is between the upper and lower limits of the target slip degree.

[0045] In the above example, the execution unit 22 can individually control the braking force generated on the front wheel 2 and the braking force generated on the rear wheel 3 by individually controlling the operation of the front wheel braking mechanism 31 and the rear wheel braking mechanism 32. However, the hydraulic control unit 12 may be capable of controlling only one of the braking force generated on the front wheel 2 or the braking force generated on the rear wheel 3.

[0046] <Operation of the control device> The operation of the control device 20 according to an embodiment of the present invention will be described with reference to Figures 4 and 5.

[0047] As described above, the execution unit 22 of the control device 20 performs a braking force adjustment operation. In this embodiment, the execution unit 22 performs a braking force adjustment operation based on the turning posture information of the lean vehicle 1 and the height acceleration index value, which is an index value of the height acceleration occurring in the lean vehicle 1. As a result, the braking force of the lean vehicle 1 can be appropriately adjusted, as will be described later. Specifically, as will be described later, according to the processing example described below, it is possible to suppress the braking force adjustment operation from being performed at a timing unintended by the rider when the lean vehicle 1 is moving straight, and to suppress insufficient optimization of wheel behavior or vehicle body behavior due to the braking force adjustment operation when the lean vehicle 1 is turning.

[0048] The following section primarily describes the braking force adjustment operation for reducing the braking force generated in the lean vehicle 1 in accordance with the wheel behavior. As mentioned above, the braking force adjustment operation for reducing the braking force generated in the lean vehicle 1 is performed when the degree of wheel slip increases and exceeds the upper limit of the target slip degree of the wheel. However, the braking force adjustment operation performed based on turning attitude information and height direction acceleration index values ​​is not limited to this operation, as will be described later.

[0049] Below, the first processing example shown in Figure 4 and the second processing example shown in Figure 5 will be described in order as examples of processing related to the braking force adjustment operation performed by the control device 20. Note that the control flow of the first processing example shown in Figure 4 and the control flow of the second processing example shown in Figure 5 may be executed in parallel. However, only one of the control flow of the first processing example shown in Figure 4 or the control flow of the second processing example shown in Figure 5 may be executed.

[0050] Figure 4 is a flowchart showing the flow of a first example of processing performed by the control device 20. Step S101 in Figure 4 corresponds to the start of the control flow shown in Figure 4.

[0051] When the control flow shown in Figure 4 is initiated, in step S102, the execution unit 22 determines whether the lean vehicle 1 is moving in a straight line or not. If it is determined that the lean vehicle 1 is moving in a straight line (step S102 / YES), the process proceeds to step S103. On the other hand, if it is determined that the lean vehicle 1 is turning (step S102 / NO), the process proceeds to step S106.

[0052] In step S102, the execution unit 22 determines whether the lean vehicle 1 is moving in a straight line based on the lean vehicle 1's turning posture information. If the turning posture information indicates that the lean vehicle 1 is moving in a straight line, the execution unit 22 determines that the lean vehicle 1 is moving in a straight line. On the other hand, if the turning posture information indicates that the lean vehicle 1 is turning, the execution unit 22 determines that the lean vehicle 1 is turning.

[0053] When the lean angle of the lean vehicle 1 is used as turning attitude information, for example, if the lean angle is smaller than the reference lean angle, the execution unit 22 determines that the lean vehicle 1 is moving in a straight line. On the other hand, if the lean angle is larger than the reference lean angle, the execution unit 22 determines that the lean vehicle 1 is turning. The reference lean angle is set to an angle small enough to determine whether or not the lean vehicle 1 is moving in a straight line. Note that if the lean angle matches the reference lean angle, the execution unit 22 may determine that the lean vehicle 1 is moving in a straight line or that the lean vehicle 1 is turning. However, in step S102, information other than the lean angle, such as the lateral acceleration of the lean vehicle 1 or the yaw rate of the lean vehicle 1, may be used as turning attitude information.

[0054] If the leaning vehicle 1 is moving straight and the result in step S102 is determined to be YES, then in step S103, the execution unit 22 determines whether the vertical acceleration occurring in the leaning vehicle 1 is greater than the reference acceleration.

[0055] The reference acceleration in step S103 is set to a value small enough to determine, for example, that the tire load has decreased excessively (for example, about half the acceleration due to gravity, or a value close to 0). The execution unit 22 can determine that the tire load has decreased excessively if the vertical acceleration is greater than the reference acceleration.

[0056] If it is determined that the vertical acceleration is less than the reference acceleration (step S103 / NO), the process proceeds to step S104, in which step S104 the execution unit 22 sets the control mode for the amount of braking force adjustment in the braking force adjustment operation to the normal mode. On the other hand, if it is determined that the vertical acceleration is greater than the reference acceleration (step S103 / YES), the process proceeds to step S105, in which step S105 the execution unit 22 sets the control mode for the amount of braking force adjustment in the braking force adjustment operation to the adjustment amount reduction mode. If the vertical acceleration is equal to the reference acceleration, the process may proceed to either step S104 or step S105. After step S104 or step S105, the process returns to step S102.

[0057] When the control mode for the adjustment amount is the adjustment amount reduction mode, the execution unit 22 reduces the amount of brake force adjustment in the brake force adjustment operation to reduce the brake force generated on the lean vehicle 1, compared to when the control mode for the adjustment amount is the normal mode. For example, in the brake force adjustment operation, when the control mode for the adjustment amount is the normal mode, the execution unit 22 determines the amount of brake force reduction based on the wheel slip ratio, etc., and reduces the brake force generated on the lean vehicle 1 by the determined amount of reduction. Here, when the control mode for the adjustment amount is the adjustment amount reduction mode, the execution unit 22 reduces the amount of brake force reduction in the brake force adjustment operation compared to when the control mode for the adjustment amount is the normal mode. As a result, the brake force generated on the lean vehicle 1 in the brake force adjustment operation becomes larger.

[0058] As described above, when the turning posture information indicates that the lean vehicle 1 is moving straight, the execution unit 22 increases the braking force applied to the lean vehicle 1 in the braking force adjustment operation when the height direction acceleration index value indicates that a large height direction acceleration is occurring in the lean vehicle 1 (i.e., a value indicating that a large height direction acceleration is occurring in the lean vehicle 1 and the tire load is small), compared to when the height direction acceleration index value indicates that a small height direction acceleration is occurring in the lean vehicle 1 (i.e., a value indicating that a small height direction acceleration is occurring in the lean vehicle 1 and the tire load is large). This prevents the braking force applied to the lean vehicle 1 from decreasing when the tire load returns to normal after it has decreased during straight-line movement. The execution unit 22 may change the braking force applied to the lean vehicle 1 in the braking force adjustment operation in steps or continuously according to the height direction acceleration occurring in the lean vehicle 1 during straight-line movement.

[0059] Here, when lean vehicle 1 is traveling straight on a road with significant undulations, the rider desires that the braking performance of lean vehicle 1 be maintained at a certain level. As described above, when lean vehicle 1 is traveling straight, if the tire load decreases and then returns to normal, the reduction in the braking force generated on lean vehicle 1 is suppressed, thereby suppressing situations in which the braking force generated on lean vehicle 1 is insufficient and the braking of lean vehicle 1 is hindered. This suppresses situations in which the braking force adjustment operation is not performed as intended by the rider.

[0060] If the lean vehicle 1 is turning and the result in step S102 is NO, then in step S106, the execution unit 22 determines whether the vertical acceleration occurring in the lean vehicle 1 is greater than the reference acceleration, similar to step S103.

[0061] The reference acceleration in step S106 is the same as the reference acceleration in step S103. In other words, in step S106, as in step S103, the execution unit 22 can determine that the tire load has been released and become excessively small if the vertical acceleration is greater than the reference acceleration.

[0062] If it is determined that the vertical acceleration is less than the reference acceleration (step S106 / NO), the process proceeds to step S107, in which step S107 the execution unit 22 sets the control mode for the amount of brake force adjustment in the brake force adjustment operation to the normal mode. On the other hand, if it is determined that the vertical acceleration is greater than the reference acceleration (step S106 / YES), the process proceeds to step S108, in which step S108 the execution unit 22 sets the control mode for the amount of brake force adjustment in the brake force adjustment operation to the adjustment amount increase mode. If the vertical acceleration is equal to the reference acceleration, the process may proceed to either step S107 or step S108. After step S107 or step S108, the process returns to step S102.

[0063] When the control mode for the adjustment amount is the adjustment amount increase mode, the execution unit 22 increases the amount of adjustment of the braking force in the braking force adjustment operation to reduce the braking force generated in the lean vehicle 1, compared to when the control mode for the adjustment amount is the normal mode. In other words, when the control mode for the adjustment amount is the adjustment amount increase mode, the execution unit 22 increases the amount of reduction of the braking force in the braking force adjustment operation compared to when the control mode for the adjustment amount is the normal mode. As a result, the braking force generated in the lean vehicle 1 during the braking force adjustment operation becomes smaller.

[0064] As described above, when the turning posture information indicates that the lean vehicle 1 is turning, the execution unit 22 reduces the braking force applied to the lean vehicle 1 in the braking force adjustment operation when the height direction acceleration index value indicates that a large height direction acceleration is occurring in the lean vehicle 1, compared to when the height direction acceleration index value indicates that a small height direction acceleration is occurring in the lean vehicle 1. This effectively reduces the braking force applied to the lean vehicle 1 when the tire load decreases during the turning of the lean vehicle 1. The execution unit 22 may change the braking force applied to the lean vehicle 1 in the braking force adjustment operation in steps or continuously according to the height direction acceleration occurring in the lean vehicle 1 during the turning of the lean vehicle 1.

[0065] Here, when lean vehicle 1 turns on a road surface with significant undulations, the rider desires that the wheel behavior or body behavior of lean vehicle 1 be optimized. As described above, when lean vehicle 1 turns and the tire load decreases, effectively reducing the braking force generated on lean vehicle 1 suppresses situations where wheel lock-up is not adequately suppressed. This suppresses situations where the braking force adjustment operation is not performed as intended by the rider.

[0066] Figure 5 is a flowchart showing the flow of a second processing example performed by the control device 20. Step S201 in Figure 5 corresponds to the start of the control flow shown in Figure 5.

[0067] The control flow shown in Figure 5 is a control flow in which steps S104, S105, S107, and S108 in the control flow shown in Figure 4 above are replaced with steps S204, S205, S207, and S208.

[0068] When the control flow shown in Figure 5 is initiated, in step S102, similar to the control flow shown in Figure 4 described above, the execution unit 22 determines whether the lean vehicle 1 is moving in a straight line or not.

[0069] If lean vehicle 1 is moving straight, and step S102 is determined to be YES, and step S103 is determined to be less than the reference acceleration (step S103 / NO), the process proceeds to step S204, in which step S204 the execution unit 22 sets the upper limit of the slip degree target (i.e., the threshold used to determine whether or not a braking force adjustment operation to reduce the braking force generated on lean vehicle 1 can be performed) to the reference value. On the other hand, if step S103 is determined to be greater than the reference acceleration (step S103 / YES), the process proceeds to step S205, in which step S205 the execution unit 22 sets the upper limit of the slip degree target to a value greater than the reference value. If the height acceleration matches the reference acceleration, the process may proceed to either step S204 or step S205. After step S204 or step S205, the process returns to step S102.

[0070] As described above, for example, the execution unit 22 performs a braking force adjustment operation to reduce the braking force generated in the lean vehicle 1 when the degree of slip of the wheel increases and exceeds the upper limit of the target slip of the wheel. Therefore, by making the upper limit of the target slip of the wheel larger than the reference value, the conditions for performing the braking force adjustment operation to reduce the braking force become less likely to occur compared to when the upper limit of the target slip of the wheel is the reference value. In addition, by making the upper limit of the target slip of the wheel larger than the reference value, for example, in the process of the degree of slip of the wheel increasing, the start timing of the braking force adjustment operation to reduce the braking force becomes later compared to when the upper limit of the target slip of the wheel is the reference value.

[0071] As described above, when the turning posture information indicates that the lean vehicle 1 is moving straight, the execution unit 22 makes the execution conditions for the braking force adjustment operation to reduce the braking force less likely to be executed when the height direction acceleration index value indicates that a large height direction acceleration is occurring in the lean vehicle 1, compared to when the height direction acceleration index value indicates that a small height direction acceleration is occurring in the lean vehicle 1. This makes it possible to suppress the remaining control that reduces the braking force generated in the lean vehicle 1 when the tire load decreases and then returns to normal while the lean vehicle 1 is moving straight. The execution unit 22 may change the ease with which the braking force adjustment operation is executed in steps or continuously according to the height direction acceleration occurring in the lean vehicle 1 when the lean vehicle 1 is moving straight.

[0072] As described above, when lean vehicle 1 travels straight on a road with significant undulations, the rider desires that the braking performance of lean vehicle 1 be maintained at a certain level. As described above, when lean vehicle 1 travels straight, if the tire load decreases and then returns to normal, the control that reduces the braking force generated on lean vehicle 1 is suppressed, thereby suppressing situations in which the braking force generated on lean vehicle 1 is insufficient and the braking of lean vehicle 1 is hindered. This suppresses situations in which the braking force adjustment operation is not performed as intended by the rider.

[0073] Furthermore, as described above, when the turning posture information indicates that the lean vehicle 1 is moving straight, the execution unit 22 delays the start timing of the braking force adjustment operation to reduce the braking force when the height direction acceleration index value indicates that a large height direction acceleration is occurring in the lean vehicle 1, compared to when the height direction acceleration index value indicates that a small height direction acceleration is occurring in the lean vehicle 1. This prevents the control that reduces the braking force generated in the lean vehicle 1 from remaining when the tire load returns to normal after it has decreased due to a reduction in tire load during straight-line movement. Note that when the lean vehicle 1 is moving straight, the execution unit 22 may change the start timing of the braking force adjustment operation in steps or continuously according to the height direction acceleration occurring in the lean vehicle 1.

[0074] As described above, when lean vehicle 1 travels straight on a road with significant undulations, the rider desires that the braking performance of lean vehicle 1 be maintained at a certain level. As described above, when lean vehicle 1 travels straight, if the tire load decreases and then returns to normal, the control that reduces the braking force generated on lean vehicle 1 is suppressed, thereby suppressing situations in which the braking force generated on lean vehicle 1 is insufficient and the braking of lean vehicle 1 is hindered. This suppresses situations in which the braking force adjustment operation is not performed as intended by the rider.

[0075] If the lean vehicle 1 is turning and the result in step S102 is NO, and in step S106 the vertical acceleration is determined to be less than the reference acceleration (step S106 / NO), the process proceeds to step S207, in which step S207 the execution unit 22 sets the upper limit of the slip degree target (i.e., the threshold used to determine whether or not to perform a braking force adjustment operation to reduce the braking force generated on the lean vehicle 1) to the reference value. On the other hand, if the vertical acceleration is determined to be greater than the reference acceleration (step S106 / YES), the process proceeds to step S208, in which step S208 the execution unit 22 sets the upper limit of the slip degree target to a value smaller than the reference value. If the vertical acceleration is equal to the reference acceleration, the process may proceed to either step S207 or step S208. After step S207 or step S208, the process returns to step S102.

[0076] As described above, for example, the execution unit 22 performs a braking force adjustment operation to reduce the braking force generated in the lean vehicle 1 when the degree of slip of the wheel increases and exceeds the upper limit of the target slip of the wheel. Therefore, by making the upper limit of the target slip of the wheel smaller than the reference value, the conditions for performing the braking force adjustment operation to reduce the braking force become conditions that make it easier to perform the braking force adjustment operation compared to when the upper limit of the target slip of the wheel is the reference value. Also, by making the upper limit of the target slip of the wheel smaller than the reference value, for example, in the process of the degree of slip of the wheel increasing, the start timing of the braking force adjustment operation to reduce the braking force becomes earlier compared to when the upper limit of the target slip of the wheel is the reference value.

[0077] As described above, when the turning posture information indicates that the lean vehicle 1 is turning, the execution unit 22 adjusts the conditions for executing the braking force adjustment operation to reduce the braking force when the height direction acceleration index value indicates that a large height direction acceleration is occurring in the lean vehicle 1, compared to when the height direction acceleration index value indicates that a small height direction acceleration is occurring in the lean vehicle 1. This makes it easier to perform adjustments to reduce the braking force generated in the lean vehicle 1 when the tire load decreases during the turning of the lean vehicle 1. The execution unit 22 may change the ease with which the braking force adjustment operation is performed during the turning of the lean vehicle 1 in steps or continuously, according to the height direction acceleration occurring in the lean vehicle 1.

[0078] As described above, when lean vehicle 1 turns on a road with significant undulations, the rider desires that the wheel behavior or body behavior of lean vehicle 1 be optimized. As described above, when lean vehicle 1 turns, if the tire load decreases, making it easier to adjust the braking force generated on lean vehicle 1 will reduce the situation in which wheel lock-up is not adequately suppressed will be suppressed. This will suppress situations in which the braking force adjustment operation is not performed as intended by the rider.

[0079] Furthermore, as described above, when the turning posture information indicates that the lean vehicle 1 is turning, the execution unit 22 starts the braking force adjustment operation to reduce the braking force earlier when the height acceleration index value indicates that a large height acceleration is occurring in the lean vehicle 1, compared to when the height acceleration index value indicates that a small height acceleration is occurring in the lean vehicle 1. As a result, when the lean vehicle 1 turns, if the tire load on the wheels decreases, the start timing of the adjustment to reduce the braking force generated in the lean vehicle 1 is earlier. Note that when the lean vehicle 1 turns, the execution unit 22 may change the start timing of the braking force adjustment operation in steps according to the height acceleration occurring in the lean vehicle 1, or it may change it continuously.

[0080] As described above, when lean vehicle 1 turns on a road surface with significant undulations, the rider desires that the wheel behavior or body behavior of lean vehicle 1 be optimized. As described above, when lean vehicle 1 turns and the tire load decreases, by starting the adjustment to reduce the braking force generated on lean vehicle 1 earlier, situations in which wheel lock-up is not adequately suppressed are suppressed. This suppresses situations in which the braking force adjustment operation is not performed as intended by the rider.

[0081] The above mainly describes braking force adjustment operations for reducing the braking force generated in the lean vehicle 1 according to the wheel behavior. However, braking force adjustment operations performed based on turning posture information and height direction acceleration index values ​​are not limited to the above operations, and may be any operation that adjusts the braking force generated in the lean vehicle 1 according to the wheel behavior or body behavior of the lean vehicle 1. For example, braking force adjustment operations performed based on turning posture information and height direction acceleration index values ​​may be operations to reduce the braking force generated in the lean vehicle 1 according to the body behavior. Also, for example, braking force adjustment operations performed based on turning posture information and height direction acceleration index values ​​may be operations to increase the braking force generated in the lean vehicle 1 according to the wheel behavior or body behavior. Braking force adjustment operations according to wheel behavior are performed, for example, to optimize the wheel behavior. Braking force adjustment operations according to body behavior are performed, for example, to optimize the body behavior.

[0082] First, we will explain an example in which braking force adjustment operations are performed based on turning attitude information and height direction acceleration index values ​​to reduce the braking force generated in lean vehicle 1 according to the vehicle's behavior.

[0083] In this example, similar to the example described with reference to Figures 4 and 5, when the turning posture information indicates that the lean vehicle 1 is moving straight, the execution unit 22 may increase the braking force applied to the lean vehicle 1 in the braking force adjustment operation when the height direction acceleration index value indicates that a large height direction acceleration is occurring in the lean vehicle 1, compared to when the height direction acceleration index value indicates that a small height direction acceleration is occurring in the lean vehicle 1. The execution conditions for the braking force adjustment operation to reduce the braking force may be set to conditions that make it difficult to perform the braking force adjustment operation, and the start timing of the braking force adjustment operation to reduce the braking force may be delayed. As a result, when the lean vehicle 1 is moving straight, the situation in which the braking force applied to the lean vehicle 1 is insufficient and the braking of the lean vehicle 1 is hindered is suppressed.

[0084] Furthermore, in this example, similar to the example described with reference to Figures 4 and 5, when the turning posture information indicates that the lean vehicle 1 is turning, the execution unit 22 may reduce the braking force applied to the lean vehicle 1 in the braking force adjustment operation when the height direction acceleration index value indicates that a large height direction acceleration is occurring in the lean vehicle 1, compared to when the height direction acceleration index value indicates that a small height direction acceleration is occurring in the lean vehicle 1. The execution conditions for the braking force adjustment operation to reduce the braking force may be set to conditions that make the braking force adjustment operation easier to execute, and the start timing of the braking force adjustment operation to reduce the braking force may be advanced. As a result, situations in which the optimization of the vehicle body behavior is insufficient when the lean vehicle 1 is turning are suppressed.

[0085] Next, we will describe an example in which a braking force adjustment operation to increase the braking force generated in the lean vehicle 1 in accordance with the wheel behavior or vehicle body behavior is performed based on turning attitude information and height direction acceleration index values. For example, as described above, the braking force adjustment operation to increase the braking force generated in the lean vehicle 1 is performed when the degree of wheel slip decreases and falls below the lower limit of the target value for the degree of wheel slip.

[0086] In this example, similar to the example described with reference to Figures 4 and 5, the execution unit 22 may, when the turning attitude information indicates that the lean vehicle 1 is moving straight, increase the braking force applied to the lean vehicle 1 in the braking force adjustment operation when the height acceleration index value indicates that a large height acceleration is occurring in the lean vehicle 1, compared to when the height acceleration index value indicates that a small height acceleration is occurring in the lean vehicle 1 (for example, increase the amount of increase in braking force). This suppresses situations in which the braking force applied to the lean vehicle 1 is insufficient when the lean vehicle 1 is moving straight, thereby hindering the braking of the lean vehicle 1.

[0087] Here, the execution unit 22 may, when the turning posture information indicates that the lean vehicle 1 is moving straight, adjust the execution conditions for the braking force adjustment operation to increase the braking force when the height direction acceleration index value indicates that a large height direction acceleration is occurring in the lean vehicle 1, to conditions that make it easier to perform the braking force adjustment operation, and may also advance the start timing of the braking force adjustment operation to increase the braking force. This suppresses situations in which the braking force generated in the lean vehicle 1 is insufficient when the lean vehicle 1 is moving straight, thereby hindering the braking of the lean vehicle 1.

[0088] For example, the execution unit 22 can make the execution conditions for the braking force adjustment operation to increase braking force more likely to be performed, and advance the start timing of the braking force adjustment operation to increase braking force, by setting the lower limit of the slip degree target (i.e., the threshold used to determine whether or not to perform the braking force adjustment operation to increase the braking force) to a value greater than the reference value.

[0089] Furthermore, in this example, similar to the example described with reference to Figures 4 and 5, when the turning posture information indicates that the lean vehicle 1 is turning, the execution unit 22 may reduce the braking force applied to the lean vehicle 1 in the braking force adjustment operation when the height acceleration index value indicates that a large height acceleration is occurring in the lean vehicle 1, compared to when the height acceleration index value indicates that a small height acceleration is occurring in the lean vehicle 1 (for example, the amount of increase in braking force may be reduced). This suppresses situations in which the optimization of wheel behavior or vehicle body behavior is insufficient when the lean vehicle 1 is turning.

[0090] Here, the execution unit 22 may, when the turning posture information indicates that the lean vehicle 1 is turning, set the execution conditions for the braking force adjustment operation to increase the braking force to conditions that make it difficult to perform the braking force adjustment operation, or delay the start timing of the braking force adjustment operation to increase the braking force, compared to when the height direction acceleration index value indicates that the lean vehicle 1 is experiencing a large height direction acceleration. This suppresses situations in which the optimization of wheel behavior or vehicle body behavior is insufficient when the lean vehicle 1 is turning.

[0091] For example, the execution unit 22 can make the conditions for performing the braking force adjustment operation to increase the braking force less likely to be performed, and delay the start timing of the braking force adjustment operation to increase the braking force, by making the lower limit of the slip degree target (i.e., the threshold used in determining whether or not to perform the braking force adjustment operation to increase the braking force) smaller than the reference value.

[0092] Furthermore, some of the processes described above with reference to Figures 4 and 5 may be added, deleted, or modified as appropriate.

[0093] For example, in the above example, in step S103, the height acceleration occurring in the lean vehicle 1 is used as the height acceleration. However, the execution unit 22 may also identify the height acceleration occurring in the front wheel 2 and the height acceleration occurring in the rear wheel 3 based on the height acceleration occurring in the lean vehicle 1 and the pitch angular velocity of the lean vehicle 1. In that case, the execution unit 22 may use the height acceleration occurring in the front wheel 2 as the height acceleration in the processing related to the braking force adjustment operation for the front wheel 2, and use the height acceleration occurring in the rear wheel 3 as the height acceleration in the processing related to the braking force adjustment operation for the rear wheel 3.

[0094] Alternatively, for example, the execution unit 22 may perform necessary preprocessing, such as coordinate transformation or low-pass filtering, on the height acceleration occurring in the lean vehicle 1 before proceeding with the processing in step S103.

[0095] <Effects of the control device> The effects of the control device 20 according to an embodiment of the present invention will be described.

[0096] In the control device 20, the execution unit 22 performs a braking force adjustment operation to adjust the braking force generated on the lean vehicle 1 in accordance with the wheel behavior or body behavior of the lean vehicle 1 when the rider of the lean vehicle 1 applies the brakes. Here, the execution unit 22 performs the braking force adjustment operation based on the turning posture information of the lean vehicle 1 and the height acceleration index value, which is an index value of the height acceleration occurring in the lean vehicle 1. As a result, the braking force based on the tire load can be adjusted according to the turning condition of the lean vehicle 1. Therefore, the braking force of the lean vehicle 1 can be adjusted appropriately. Thus, situations in which the braking force adjustment operation is not performed as intended by the rider are suppressed.

[0097] Preferably, in the control device 20, the execution unit 22 changes the braking force adjustment operation depending on whether the turning posture information indicates that the lean vehicle 1 is moving straight or whether the turning posture information indicates that the lean vehicle 1 is turning. This appropriately adjusts the braking force based on the tire load according to the turning condition of the lean vehicle 1. Therefore, the braking force of the lean vehicle 1 can be adjusted more appropriately. Thus, situations in which the braking force adjustment operation is not performed as intended by the rider are appropriately suppressed.

[0098] Preferably, in the control device 20, when the turning posture information indicates that the lean vehicle 1 is moving straight, the execution unit 22 increases the braking force applied to the lean vehicle 1 in the braking force adjustment operation when the height direction acceleration index value indicates that a large height direction acceleration is occurring in the lean vehicle 1, compared to when the height direction acceleration index value indicates that a small height direction acceleration is occurring in the lean vehicle 1. This suppresses the decrease in the braking force applied to the lean vehicle 1 when the tire load decreases due to a reduction in the tire load during straight-line movement of the lean vehicle 1. Therefore, the situation in which the braking force applied to the lean vehicle 1 is insufficient and the braking of the lean vehicle 1 is hindered during straight-line movement of the lean vehicle 1 is suppressed.

[0099] Preferably, in the control device 20, the execution unit 22, when the turning posture information indicates that the lean vehicle 1 is moving straight, sets the execution conditions for the braking force adjustment operation to reduce the braking force to conditions that make it less likely to be performed when the height direction acceleration index value indicates that a large height direction acceleration is occurring in the lean vehicle 1, compared to when the height direction acceleration index value indicates that a small height direction acceleration is occurring in the lean vehicle 1. This suppresses the remaining control that reduces the braking force generated in the lean vehicle 1 when the tire load decreases when the lean vehicle 1 is moving straight. Thus, when the lean vehicle 1 is moving straight, the situation in which the braking force generated in the lean vehicle 1 is insufficient and the braking of the lean vehicle 1 is hindered is suppressed.

[0100] Preferably, in the control device 20, the execution unit 22 adjusts the execution conditions for the braking force adjustment operation to increase the braking force when the turning posture information indicates that the lean vehicle 1 is moving straight, and the height direction acceleration index value is a value that indicates a large height direction acceleration is occurring in the lean vehicle 1, compared to when the height direction acceleration index value is a value that indicates a small height direction acceleration is occurring in the lean vehicle 1. This makes it easier to adjust the braking force generated in the lean vehicle 1 when the tire load decreases due to a reduction in the tire load during straight-line movement. Therefore, situations in which the braking force generated in the lean vehicle 1 is insufficient and the braking of the lean vehicle 1 is hindered during straight-line movement are suppressed.

[0101] Preferably, in the control device 20, when the turning posture information indicates that the lean vehicle 1 is moving straight, the execution unit 22 delays the start timing of the braking force adjustment operation to reduce the braking force when the height direction acceleration index value indicates that a large height direction acceleration is occurring in the lean vehicle 1, compared to when the height direction acceleration index value indicates that a small height direction acceleration is occurring in the lean vehicle 1. This prevents the control that reduces the braking force generated in the lean vehicle 1 from remaining active when the tire load decreases due to the lean vehicle 1 moving straight. Therefore, when the lean vehicle 1 is moving straight, situations in which the braking force generated in the lean vehicle 1 is insufficient and the braking of the lean vehicle 1 is hindered are suppressed.

[0102] Preferably, in the control device 20, when the turning posture information indicates that the lean vehicle 1 is moving straight, the execution unit 22 advances the start timing of the braking force adjustment operation to increase the braking force when the height direction acceleration index value indicates that a large height direction acceleration is occurring in the lean vehicle 1, compared to when the height direction acceleration index value indicates that a small height direction acceleration is occurring in the lean vehicle 1. As a result, when the lean vehicle 1 is moving straight, the start timing of the adjustment to increase the braking force generated in the lean vehicle 1 when the tire load decreases is advanced. Therefore, when the lean vehicle 1 is moving straight, situations in which the braking force generated in the lean vehicle 1 is insufficient and the braking of the lean vehicle 1 is hindered are suppressed.

[0103] Preferably, in the control device 20, when the turning posture information indicates that the lean vehicle 1 is turning, the execution unit 22 reduces the braking force applied to the lean vehicle 1 in the braking force adjustment operation when the height direction acceleration index value indicates that a large height direction acceleration is occurring in the lean vehicle 1, compared to when the height direction acceleration index value indicates that a small height direction acceleration is occurring in the lean vehicle 1. As a result, when the tire load decreases due to the turning of the lean vehicle 1, the braking force applied to the lean vehicle 1 in the braking force adjustment operation is effectively reduced. Therefore, situations in which the optimization of wheel behavior or vehicle body behavior is insufficient when the lean vehicle 1 is turning are suppressed.

[0104] Preferably, in the control device 20, the execution unit 22 adjusts the execution conditions for the braking force adjustment operation to reduce the braking force when the turning posture information indicates that the lean vehicle 1 is turning, and the height direction acceleration index value is a value that indicates a large height direction acceleration is occurring in the lean vehicle 1, compared to when the height direction acceleration index value is a value that indicates a small height direction acceleration is occurring in the lean vehicle 1. This makes it easier to adjust the braking force generated in the lean vehicle 1 when the tire load decreases during the turning of the lean vehicle 1. Thus, situations in which the optimization of wheel behavior or vehicle body behavior is insufficient during the turning of the lean vehicle 1 are suppressed.

[0105] Preferably, in the control device 20, the execution unit 22, when the turning posture information indicates that the lean vehicle 1 is turning, sets the execution conditions for the braking force adjustment operation to increase the braking force to conditions that make it less likely to be performed when the height direction acceleration index value indicates that a large height direction acceleration is occurring in the lean vehicle 1, compared to when the height direction acceleration index value indicates that a small height direction acceleration is occurring in the lean vehicle 1. As a result, when the lean vehicle 1 turns, if the tire load decreases due to reduction, it becomes less likely that adjustments to increase the braking force generated in the lean vehicle 1 will be performed. Therefore, situations in which the optimization of wheel behavior or vehicle body behavior is insufficient when the lean vehicle 1 turns are suppressed.

[0106] Preferably, in the control device 20, when the turning posture information indicates that the lean vehicle 1 is turning, the execution unit 22 starts the braking force adjustment operation to reduce the braking force earlier when the height direction acceleration index value indicates that a large height direction acceleration is occurring in the lean vehicle 1, compared to when the height direction acceleration index value indicates that a small height direction acceleration is occurring in the lean vehicle 1. As a result, when the lean vehicle 1 turns, the timing of starting the adjustment to reduce the braking force generated in the lean vehicle 1 when the tire load is reduced is brought earlier. Therefore, situations in which the optimization of wheel behavior or vehicle body behavior is insufficient when the lean vehicle 1 turns are suppressed.

[0107] Preferably, in the control device 20, when the turning posture information indicates that the lean vehicle 1 is turning, the execution unit 22 delays the start timing of the braking force adjustment operation to increase the braking force when the height direction acceleration index value indicates that a large height direction acceleration is occurring in the lean vehicle 1, compared to when the height direction acceleration index value indicates that a small height direction acceleration is occurring in the lean vehicle 1. As a result, when the lean vehicle 1 turns, the start timing of the adjustment to increase the braking force generated in the lean vehicle 1 when the tire load decreases is delayed. Therefore, situations in which the optimization of wheel behavior or vehicle body behavior is insufficient when the lean vehicle 1 turns are suppressed.

[0108] The present invention is not limited to the description of embodiments. For example, only a part of the embodiments may be implemented. Also, examples of embodiments may be combined.

[0109] For example, when the turning posture information indicates that the lean vehicle 1 is moving straight, the execution unit 22 may perform all of the various processes described above (specifically, the process of increasing the braking force generated on the lean vehicle 1 in the braking force adjustment operation, the process of making the execution conditions for the braking force adjustment operation to reduce the braking force difficult to perform, the process of making the execution conditions for the braking force adjustment operation to increase the braking force easy to perform, the process of delaying the start timing of the braking force adjustment operation to reduce the braking force, and the process of advancing the start timing of the braking force adjustment operation to increase the braking force), or it may perform any part of these processes.

[0110] Furthermore, for example, when the turning posture information indicates that the lean vehicle 1 is turning, the execution unit 22 may perform all of the various processes described above (specifically, the process of reducing the braking force generated on the lean vehicle 1 in the braking force adjustment operation, the process of making the execution conditions for the braking force adjustment operation to reduce the braking force into conditions that make it easier to perform the braking force adjustment operation, the process of making the execution conditions for the braking force adjustment operation to increase the braking force into conditions that make it difficult to perform the braking force adjustment operation, the process of advancing the start timing of the braking force adjustment operation to reduce the braking force, and the process of delaying the start timing of the braking force adjustment operation to increase the braking force), or it may perform any part of these processes. [Explanation of symbols]

[0111] 1 Lean vehicle, 2 Front wheel, 2a Rotor, 3 Rear wheel, 3a Rotor, 10 Brake system, 11 Engine, 12 Hydraulic control unit, 12a Base, 13 Inertial measurement device, 14 Front wheel speed sensor, 15 Rear wheel speed sensor, 20 Control device, 21 Acquisition unit, 22 Execution unit, 31 Front wheel braking mechanism, 32 Rear wheel braking mechanism, 41 First brake operation unit, 42 Second brake operation unit, 51 Master cylinder, 52 Reservoir, 53 Brake caliper, 54 Wheel cylinder, 55 Main flow path, 56 Sub-flow path, 61 Fill valve, 62 Release valve, 63 Accumulator, 64 Pump.

Claims

1. A control device (20) for controlling the behavior of a lean vehicle (1), The system includes an execution unit (22) that performs a braking force adjustment operation to adjust the braking force generated on the lean vehicle (1) in accordance with the wheel behavior or body behavior of the lean vehicle (1) when the rider of the lean vehicle (1) applies the brakes, The execution unit (22) executes the braking force adjustment operation based on the turning posture information of the lean vehicle (1) and the height acceleration index value, which is an index value of the height acceleration occurring in the lean vehicle (1). The execution unit (22) changes the braking force adjustment operation depending on whether the turning posture information indicates that the lean vehicle (1) is moving straight or whether the turning posture information indicates that the lean vehicle (1) is turning. Control device.

2. The execution unit (22), when the turning posture information indicates that the lean vehicle (1) is moving in a straight line, increases the braking force generated on the lean vehicle (1) in the braking force adjustment operation when the height acceleration index value indicates that a large height acceleration is occurring on the lean vehicle (1), compared to when the height acceleration index value indicates that a small height acceleration is occurring on the lean vehicle (1). The control device according to claim 1.

3. The execution unit (22) makes the execution conditions for the braking force adjustment operation to reduce the braking force less likely to be performed when the turning posture information indicates that the lean vehicle (1) is moving in a straight line, compared to when the height acceleration index value indicates that the lean vehicle (1) is experiencing a large height acceleration. The control device according to claim 1.

4. The execution unit (22) adjusts the execution conditions for the braking force adjustment operation to increase the braking force when the turning posture information indicates that the lean vehicle (1) is moving in a straight line, and the height acceleration index value is a value that indicates that the lean vehicle (1) is experiencing a large height acceleration, compared to the case where the height acceleration index value is a value that indicates that the lean vehicle (1) is experiencing a small height acceleration. The control device according to claim 1.

5. The execution unit (22) delays the start timing of the braking force adjustment operation to reduce the braking force when the turning posture information indicates that the lean vehicle (1) is moving in a straight line, compared to when the height acceleration index value indicates that the lean vehicle (1) is experiencing a large height acceleration. The control device according to claim 1.

6. The execution unit (22), when the turning posture information indicates that the lean vehicle (1) is moving straight, and the height acceleration index value is a value indicating that a large height acceleration is occurring in the lean vehicle (1), advances the start timing of the braking force adjustment operation to increase the braking force compared to when the height acceleration index value is a value indicating that a small height acceleration is occurring in the lean vehicle (1). The control device according to claim 1.

7. The execution unit (22), when the turning posture information indicates that the lean vehicle (1) is turning, reduces the braking force generated on the lean vehicle (1) in the braking force adjustment operation when the height direction acceleration index value is a value indicating that a large height direction acceleration is occurring on the lean vehicle (1), compared to when the height direction acceleration index value is a value indicating that a small height direction acceleration is occurring on the lean vehicle (1). The control device according to claim 1.

8. The execution unit (22) adjusts the execution conditions for the braking force adjustment operation to reduce the braking force when the turning posture information indicates that the lean vehicle (1) is turning, and when the height direction acceleration index value is a value indicating that a large height direction acceleration is occurring in the lean vehicle (1), the execution conditions for the braking force adjustment operation to reduce the braking force are adjusted to conditions that make the braking force adjustment operation easier to perform compared to when the height direction acceleration index value is a value indicating that a small height direction acceleration is occurring in the lean vehicle (1). The control device according to claim 1.

9. The execution unit (22) makes it less likely to perform the braking force adjustment operation to increase the braking force when the turning posture information indicates that the lean vehicle (1) is turning, compared to when the height acceleration index value indicates that the lean vehicle (1) is experiencing a large height acceleration. The control device according to claim 1.

10. When the turning posture information indicates that the lean vehicle (1) is turning, the execution unit (22) accelerates the start timing of the braking force adjustment operation to reduce the braking force when the height acceleration index value indicates that a large height acceleration is occurring in the lean vehicle (1), compared to when the height acceleration index value indicates that a small height acceleration is occurring in the lean vehicle (1). The control device according to claim 1.

11. The execution unit (22) delays the start timing of the braking force adjustment operation to increase the braking force when the turning posture information indicates that the lean vehicle (1) is turning, compared to when the height acceleration index value indicates that the lean vehicle (1) is experiencing a large height acceleration. The control device according to claim 1.

12. A hydraulic control unit (12) comprising a control device (20) according to any one of claims 1 to 11, Lean vehicle (1).

13. A method for controlling the behavior of a lean vehicle (1), The execution unit (22) of the control device (20) performs a braking force adjustment operation to adjust the braking force generated on the lean vehicle (1) in accordance with the wheel behavior or body behavior of the lean vehicle (1) when the rider of the lean vehicle (1) applies the brakes. The execution unit (22) executes the braking force adjustment operation based on the turning posture information of the lean vehicle (1) and the height acceleration index value, which is an index value of the height acceleration occurring in the lean vehicle (1). The execution unit (22) changes the braking force adjustment operation depending on whether the turning posture information indicates that the lean vehicle (1) is moving straight or whether the turning posture information indicates that the lean vehicle (1) is turning. Control method.

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