Leaning vehicle

Abstract

A control device (9) for a leaning vehicle (1) is configured to control at least one among driving torque and steering torque which are applied by a torque application device (10). The control device (9) controls at least one among the driving torque and the steering torque of the torque application device (10) so that a steering angle which is a rotation angle around a steering axis (X2) of at least one front wheel (3) reaches a target steering angle (δg) which is set on the basis of at least information pertaining to rider steering torque detected by a rider steering torque detection device (14), thereby executing orientation control for controlling the orientation in a roll direction of the leaning vehicle (1).

Description

Lean vehicle

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

[0002] In a lean vehicle, the body tilts when the rider steers the steering wheels. An example of a lean vehicle is a motorcycle. Conventionally, there are lean vehicles whose posture is controlled by a control device. In Patent Document 1, a target roll angle is set based on the steering angle, which is the amount of operation by the rider, and the roll angle of the body frame is controlled by controlling the driving force. This allows the lean vehicle of Patent Document 1 to move smoothly in the direction instructed by the rider.

[0003] Patent No. 5418512

[0004] In a lean vehicle that controls the posture in the roll direction as disclosed in Patent Document 1, it is desirable to improve responsiveness to the rider's intention to change the direction of travel.

[0005] An object of the present invention is to provide a lean vehicle that can control the posture of the lean vehicle in the roll direction while increasing responsiveness to the rider's intention to change the direction of travel.

[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 and the at least one front wheel rotatably about a steering axis, the body frame tilting to the right with respect to the vertical direction of the vehicle when turning right and tilting to the left with respect to the vertical direction of the vehicle when turning left, a steering unit that can be steered by a rider and that receives a rider steering torque resulting from the steering of the rider and rotates the at least one front wheel about the steering axis, and a control device that controls the attitude of the lean vehicle in the roll direction, the lean vehicle including: a rider steering torque detection device that detects information related to the rider steering torque input to the steering unit; and a torque applying device including at least one of a driving torque applying device configured to apply to the at least one front wheel a steering torque about the steering axis that is a resultant torque of the rider steering torque and an actuator steering torque generated by a steering actuator, wherein the control device is configured to control at least one of the driving torque and the steering torque applied by the torque applying device, and performs attitude control to control the attitude of the lean vehicle in the roll direction by controlling at least one of the driving torque and the steering torque of the torque applying device so that the steering angle, which is the rotational angle of the at least one front wheel about the steering axis, becomes a target steering angle that is set based at least on information related to the rider steering torque detected by the rider steering torque detection device.

[0007] According to this configuration, the control device executes attitude control to control the attitude of the lean vehicle in the roll direction. In the attitude control, the control device controls at least one of the drive torque and the steering torque so that the steering angle becomes a target steering angle set at least based on information related to the rider steering torque. The target steering angle is set based on the rider steering torque. Because the target steering angle is set based on the rider steering torque, which is the torque while the rider is steering the steering unit, the target steering angle can be set more quickly compared to when the target roll angle is set based on the steering angle that results after the rider steers the steering unit. Therefore, it is possible to increase responsiveness to the rider's intention to change the direction of travel while controlling the attitude of the lean vehicle in the roll direction.

[0008] A lean vehicle according to one embodiment of the present invention may have the following configuration: when the intersection of the steering axis of the at least one front wheel and the running surface of the at least one front wheel is located further forward of the vehicle than a ground contact point of the at least one front wheel, the control device sets the target steering angle so that the direction of rotation about the steering axis, which changes from an actual steering angle, which is the steering angle when the rider steering torque is applied, to the target steering angle, is opposite to the direction of rotation of the rider steering torque about the steering axis, and when the intersection of the steering axis of the at least one front wheel and the running surface of the at least one front wheel is located at the same location as the ground contact point of the at least one front wheel or further rearward of the ground contact point of the at least one front wheel, the control device sets the target steering angle so that the direction of rotation about the steering axis, which changes from the actual steering angle to the target steering angle, is the same as the direction of rotation of the rider steering torque about the steering axis.

[0009] A lean vehicle in which the intersection of the steering axis of at least one front wheel and the rolling surface of at least one front wheel is located forward of the ground contact point of at least one front wheel, i.e., a lean vehicle with a positive trail, moves so that at least one front wheel is steered in the direction opposite to the direction in which the rider applies rider steering torque. Furthermore, a lean vehicle in which the intersection of the steering axis of at least one front wheel and the rolling surface of at least one front wheel is located at the same point as the ground contact point of at least one front wheel or rearward of the ground contact point of at least one front wheel, i.e., a lean vehicle with a trail of zero or a negative value, moves so that at least one front wheel is steered in the same direction in which the rider applies rider steering torque. With this configuration, whether the lean vehicle has a positive trail or a trail of zero or a negative value, it is possible to control the roll attitude of the lean vehicle and increase responsiveness to the rider's intention to change direction of travel.

[0010] A lean vehicle according to one embodiment of the present invention may have the following configuration: A steering angle-related information detection device that detects information related to the steering angle, which is the rotational angle of the at least one front wheel about the steering axis, and a wheel speed-related information detection device that detects information related to the wheel speed, which is the rotational speed of the at least one wheel about the axle, wherein the control device controls at least one of the drive torque and the steering torque of the torque application device so that the steering angle of the at least one front wheel becomes a target steering angle that is set based on at least one of information related to the actual vehicle speed, which is the vehicle speed when the rider steering torque is applied, and information related to the actual steering angle, which is the steering angle when the rider steering torque is applied, in addition to the information related to the rider steering torque.

[0011] According to this configuration, the target steering angle is set based on at least one of the actual vehicle speed and the actual steering angle in addition to the rider steering torque. Even if the amount of change in the steering angle is the same, the greater the speed, the greater the change in the roll direction posture of the lean vehicle. Therefore, even if the rider applies the same rider steering torque, the target steering angle can be reduced when the actual vehicle speed is high. Furthermore, if the steering unit is steered significantly and the actual steering angle is large, applying the same target steering angle as when the steering unit is not steered significantly and the actual steering angle is small may reach the mechanical limits of the steering unit. Therefore, even if the rider applies the same rider steering torque, the target steering angle can be reduced when the actual steering angle is large so that it is more difficult to steer the steering unit significantly. This allows the lean vehicle's roll direction posture to be controlled while improving responsiveness to the rider's intention to change direction.

[0012] A lean-wheel vehicle according to one embodiment of the present invention may have the following configuration: a steering angle-related information detection device that detects information related to a steering angle, which is a rotational angle of the at least one front wheel about the steering axis, 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 left-right direction of the vehicle with respect to the up-down direction of the vehicle, and a wheel speed-related information detection device that detects information related to a wheel speed, which is a rotational speed of the at least one wheel about the axle, wherein in the attitude control, the control device controls at least one of the drive torque and the steering torque of the torque applying device based on the information related to the steering angle detected by the steering angle-related information detection device, the information related to the lean angle detected by the lean angle-related information detection device, and the information related to the rotation speed detected by the wheel rotation-related information detection device so as to suppress a change in the attitude of the lean-wheel vehicle in a roll direction while causing the steering angle of the at least one front wheel to become the target steering angle set based at least on the information related to the rider steering torque detected by the rider steering torque detection device.

[0013] If the control device did not execute the attitude control of the present invention and controlled the attitude of the lean vehicle so as to suppress changes in the attitude of the lean vehicle in the roll direction without taking the rider's steering torque into consideration, there is a possibility that the control would result in a target steering angle that does not conform to the rider's intention to change the direction of travel. With this configuration, even when the control device executes attitude control of the lean vehicle so as to suppress changes in the attitude of the lean vehicle in the roll direction, it is possible to increase responsiveness to the rider's intention to change the direction of travel while controlling the attitude of the lean vehicle in the roll direction.

[0014] A lean vehicle according to one embodiment of the present invention may have the following configuration: The attitude control executed by the control device includes at least a first attitude control that controls at least one of the drive torque and the steering torque of the torque application device so that the steering angle becomes a target steering angle that is set based at least on information related to the rider steering torque detected by the rider steering torque detection device, and a second attitude control that controls at least one of the drive torque and the steering torque of the torque application device so that a lean angle, which is the tilt angle of the body frame in the vehicle left-right direction with respect to the vehicle up-down direction, becomes a target lean angle that is set based at least on information related to the rider steering torque detected by the rider steering torque detection device.

[0015] According to this configuration, the attitude control executed by the control device includes at least first attitude control and second attitude control. The control device can switch between the first attitude control and the second attitude control depending on the driving condition of the lean vehicle. For example, in a low-speed driving condition in which the steering angle of the lean vehicle is more likely to change than the lean angle of the lean vehicle, the control device executes the first attitude control so that the steering angle becomes a target steering angle set based on the rider's steering torque, thereby adjusting the steering angle of the lean vehicle to a relatively large value and controlling the attitude of the lean vehicle in the roll direction. On the other hand, in a high-speed driving condition in which the lean angle becomes more likely to change than the steering angle of the lean vehicle, the control device executes the second attitude control so that the lean angle of the lean vehicle becomes a target lean angle set based on the rider's steering torque, thereby controlling the attitude of the lean vehicle in the roll direction. This makes it possible to control the attitude of the lean vehicle in the roll direction depending on the driving condition of the lean vehicle while increasing responsiveness to the rider's intention to change the direction of travel.

[0016] A lean vehicle according to one embodiment of the present invention may have the following configuration: the torque application device includes at least the steering torque application device of the driving torque application device and the steering torque application device, the control device is configured to control at least the steering torque of the driving torque and the steering torque applied by the torque application device, and in the attitude control, controls at least the steering torque of the driving torque and the steering torque of the torque application device so that the steering angle of the at least one front wheel becomes the target steering angle set based at least on information related to the rider steering torque detected by the rider steering torque detection device.

[0017] With this configuration, the steering angle can be more easily adjusted to the target steering angle in the attitude control of the control device than when only the drive torque is controlled. As a result, the attitude of the lean vehicle in the roll direction can be controlled while improving responsiveness to the rider's intention to change direction.

[0018] 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 at least when the vehicle is traveling at a speed greater than 0 km / h and equal to or less than 10 km / h.

[0019] According to this configuration, attitude control is executed at least when the vehicle speed is greater than 0 km / h and equal to or less than 10 km / h. When the lean vehicle is traveling at a low speed where the vehicle speed is equal to or less than 10 km / h, the steering angle is more likely to change than the lean angle of the lean vehicle compared to when the vehicle speed is greater than 10 km / h. In other words, when the lean vehicle is traveling at a low speed where the steering angle is more likely to change than the lean angle of the lean vehicle, the control device executes attitude control so that the steering angle becomes the target steering angle set based on the rider's steering torque. This adjusts the steering angle of the lean vehicle to a relatively large value, thereby controlling the roll attitude of the lean vehicle. This makes it possible to control the roll attitude of the lean vehicle while increasing responsiveness to the rider's intention to change direction.

[0020] A lean vehicle according to one embodiment of the present invention may have the following configuration: The steering unit includes a handle unit steered by a rider and a connection portion connecting the handle unit and the at least one front wheel, the connection portion being supported by the body frame so that the handle unit is rotatable about a handle axis, and the connection portion connecting the handle unit and the at least one front wheel so that when the handle unit rotates about the handle axis, the at least one front wheel rotates about the steering axis, and when the at least one front wheel rotates about the steering axis, the handle unit rotates about the handle axis, and a rotation angle of any one of the at least one front wheels about the steering axis is equal to or greater than a rotation angle of the handle unit about the handle axis.

[0021] In a lean vehicle in which the rotation angle of one of at least one front wheels about the steering axis is equal to or greater than the rotation angle of the handlebar unit about the steering axis, the steering angle changes more significantly with rider steering than in a vehicle in which the rotation angle of the front wheel about the steering axis is less than the rotation angle of the handlebar unit about the steering axis. Therefore, in a lean vehicle in which the rotation angle of one of at least one front wheels about the steering axis is equal to or greater than the rotation angle of the handlebar unit about the steering axis, the change in steering angle in response to rider steering torque input by the rider is more likely to be small than in a vehicle in which the rotation angle of the front wheel about the steering axis is less than the rotation angle of the handlebar unit about the steering axis. Therefore, the roll attitude of the lean vehicle is more likely to change. With this configuration, in a lean vehicle in which the change in steering angle in response to rider steering torque input by the rider is more likely to be small, the control device sets a target steering angle according to the rider steering torque. This allows the roll attitude of a lean vehicle, whose roll attitude is more likely to change, to be controlled while improving responsiveness to the rider's intention to change direction.

[0022] A lean vehicle according to one embodiment of the present invention may have the following configuration: the steering unit includes a handle unit steered by a rider and a connection portion connecting the handle unit and the at least one front wheel, the connection portion being supported by the body frame so that the handle unit is rotatable about a handle axis within a rotation angle range of less than 360°, and the connection portion connecting the handle unit and the at least one front wheel so that when the handle unit rotates about the handle axis, the at least one front wheel rotates about the steering axis, and when the at least one front wheel rotates about the steering axis, the handle unit rotates about the handle axis.

[0023] When the range of angles that at least one front wheel can rotate about its steering axis is the same, a lean vehicle equipped with a handle unit that can rotate within a rotation angle range of less than 360° will have a larger rotation angle of at least one front wheel about its steering axis when the handle unit is rotated the same rotation angle about its steering axis compared to a vehicle equipped with a handle unit that can rotate within a rotation angle range of 360° or more. Therefore, a lean vehicle equipped with a handle unit that can rotate within a rotation angle range of less than 360° is more likely to allow a rider to apply force to the handle unit and generate rider steering torque compared to a vehicle equipped with a handle unit that can rotate within a rotation angle range of 360° or more. With this configuration, in a lean vehicle in which the rider can easily apply force to the handle unit and generate rider steering torque as described above, the control device sets a target steering angle according to the rider steering torque. This allows the roll attitude of a lean vehicle, whose roll attitude is prone to change, to be controlled while improving responsiveness to the rider's intention to change direction.

[0024] The vehicle up-down direction in the present invention and the embodiments is the direction perpendicular to the riding surface. More specifically, it is the direction perpendicular to the contact point of the wheels. The riding surface is the road surface on which the lean vehicle rides. 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.

[0025] In the present invention and its 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 its 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. Motor tricycles also include scooters and mopeds. The lean vehicle may be a two-wheeled or three-wheeled bicycle. The lean vehicle in the present invention and its 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. The lean vehicle in the present invention and its 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 of the front wheels and the intersection of the steering axis and the road surface. A state in which trail is a positive value means that the ground contact point of the front wheels is located further forward of the vehicle than the intersection of the steering axis and the road surface. A lean vehicle in the present invention and embodiments may have a trail of 0 or a negative value. A lean vehicle in the present invention and embodiments may be configured so that the trail is unchangeable. A lean vehicle in the present invention and embodiments may be configured so that the trail is changeable. The trail may be changeable within a range of positive values. The trail may be changeable from a positive value to a negative value.

[0026] The lean vehicle of the present invention and the embodiments may be configured so that the rear wheels cannot be steered. The lean vehicle of the present invention and the embodiments may not have a mechanism that allows the lean angle to be changed 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 changes the center of gravity position of the body frame without changing the steering angle of the front wheels. The lean vehicle of the present invention and the embodiments may or may not have at least one operator (e.g., an accelerator operator, a brake operator, bicycle pedals, etc.) that the rider operates to maintain or change the vehicle speed. The lean vehicle of the present invention and the embodiments may be configured to be switchable between a mode that does not perform attitude control and a mode that performs attitude control.

[0027] In the present invention and embodiments, "supporting multiple wheels rotatably about their axles" means supporting multiple wheels rotatably about their respective axles. In the present invention and embodiments, when there are multiple front wheels, "supporting at least one front wheel rotatably about its steering axis" means supporting multiple front wheels rotatably about their respective steering axes. In the present invention and embodiments, a wheel (front wheel or rear wheel) includes a tire and a wheel body that holds the tire. In the present invention and embodiments, the portion of the outer edge of the front wheel that contacts the running surface in a cross section perpendicular to the circumferential direction of the front wheel may be arc-shaped. In the lean vehicle of the present invention and embodiments, the posture in the roll direction is more likely to change if the portion of the outer edge of the front wheel that contacts the running surface in a cross section perpendicular to the circumferential direction of the front wheel is arc-shaped.

[0028] In the present invention and embodiments, the roll direction of a lean vehicle is the direction of rotation around the roll axis of the lean vehicle along the fore-and-aft direction of the vehicle, and is the direction in which the body frame of the lean vehicle tilts in the left-right direction of the vehicle relative to the up-and-down direction of the vehicle.

[0029] 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).

[0030] 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, the steering angular velocity, which is the time rate of change of the steering angle, and the 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 at least one front wheel about the steering axis. The steering angle is zero when a lean vehicle is traveling straight. The lean vehicle may have only one front wheel. If 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. If 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 steering angle-related information detecting device may be a sensor that detects the rotation angle of a steering shaft that supports the front wheels rotatably about their axles and is supported on the body frame rotatably about the steering axis.The steering angle-related information detecting device may include a sensor that detects the rotation angle of a shaft of an electric motor included in the steering torque applying device.

[0031] 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 following: 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 at least one wheel about its axle. The rotational speed of one wheel about its axle is related to the rotational speeds of the remaining wheels about their axles. The rotational speeds about its axles are 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 also 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.

[0032] In the present invention and the embodiments, the steering unit includes a handle unit that a rider operates to maintain or change the steering angle. In the present invention and the embodiments, at least a portion of the steering unit is included in the steering torque imparting device. In the present invention and the embodiments, when a rider steers the steering unit, it means rotating the handle unit. When the steering unit is steered to the right of the vehicle, it means rotating the handle unit clockwise in a plan view. When the steering unit is steered to the left of the vehicle, it means rotating the handle unit counterclockwise in a plan view. The rotation axis of the handle unit may or may not coincide with the steering axis of the front wheel. When the rotation axis of the handle unit does not coincide with the steering axis of the front wheel, the steering unit is configured so that torque input to the handle unit about the rotation axis of the handle unit is transmitted within the steering unit as torque about the steering axis of the front wheel. In the present invention, the statement that the rider's steering torque is input to the steering unit as torque about the steering axis of at least one front wheel does not mean that torques about the steering axes of multiple front wheels can be simultaneously input to the steering unit when there are multiple front wheels. The steering unit of the present invention and its embodiments may be configured so that, when there are multiple front wheels, the torques about the steering axes of the multiple front wheels input to the steering unit by the rider's steering of the steering unit are always the same. Alternatively, the steering unit of the present invention and its embodiments may be configured so that, when there are multiple front wheels, the torques about the steering axes of the multiple front wheels input to the steering unit by the rider's steering of the steering unit can be slightly different.

[0033] In the present invention and the embodiments, the rider steering torque detection device is a device that detects information related to the rider steering torque input to the steering unit when the rider steers the steering unit. The rider steering torque detection device may detect at least the rider steering torque as the information related to the rider steering torque.

[0034] In the present invention and its embodiments, the steering torque imparting device generates an actuator steering torque using a steering actuator and imparts to at least one front wheel a steering torque that is the sum of the actuator steering torque generated by the steering actuator and the rider steering torque input to the steering unit. In the present invention and its embodiments, "configured to impart steering torque about a steering axis to a front wheel" means "configured to impart 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 steering torque to a steering shaft that is supported on the body frame rotatably about the steering axis. In the present invention, "configured to impart steering torque to at least one front wheel" means that, in a vehicle with multiple front wheels, the steering torque imparting device may impart steering torque to multiple front wheels simultaneously, or the steering torque imparting device may impart steering torque to some of the multiple front wheels simultaneously. The steering actuator is, for example, an electric motor or a hydraulic actuator. If the lean vehicle has an electric power steering device, an assist motor (electric motor) that assists the rider steering torque input by the rider in the electric power steering device may function as the steering actuator of the present invention. In the present invention and the embodiments, when the control device controls the steering torque, it means that the control device controls the actuator steering torque.

[0035] 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 at least 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.

[0036] 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.

[0037] 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. Furthermore, 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, during the execution of attitude control, the control device does not control the brake device so that the steering angle becomes a target steering angle set at least based on information related to the rider's steering torque, the brake device may not be included in the driving torque imparting device.

[0038] In the present invention and embodiments, the torque applying device may include both a driving torque applying device and a steering torque applying device, or may include only a driving torque applying device, or may include only a steering torque applying device. Alternatively, the torque applying device may include at least a steering torque applying device, and may include both a driving torque applying device and a steering torque applying device, or may include only a steering torque applying device. An example of a case where the torque applying device includes only a steering torque applying device is when the lean vehicle is applied to a two-wheeled or three-wheeled bicycle.

[0039] In the present invention and its embodiments, the target steering angle is set based at least on the rider's steering torque. When the intersection of the steering axis of at least one front wheel and the road surface of at least one front wheel is located further forward of the ground contact point of at least one front wheel, i.e., when the trail is a positive value, the target steering angle is set so that the direction of change from the actual steering angle, which is the steering angle when the rider's steering torque is applied, is opposite to the direction of the rider's steering torque about the steering axis. When the intersection of the steering axis of at least one front wheel and the road surface of at least one front wheel is located at the same location as the ground contact point of at least one front wheel or further rearward of the ground contact point of at least one front wheel, i.e., when the trail is zero or a negative value, the target steering angle is set so that the direction of change from the actual steering angle is the same as the direction of the rider's steering torque about the steering axis. Furthermore, the target steering angle may be set so that the steering angle change amount, which is the difference between the target steering angle and the actual steering angle, increases as the magnitude of the rider steering torque increases. The target steering angle may be set based on the rider steering torque and the actual vehicle speed, which is the vehicle speed when the rider steering torque is applied. The target steering angle may be set based on the rider steering torque and the actual steering angle or the previously set target steering angle. Furthermore, the target steering angle may be set based on the rider steering torque, the actual vehicle speed, and the actual steering angle or the previously set target steering angle. Note that if a lean vehicle has multiple front wheels, the target steering angles may be the same or different for the multiple front wheels.

[0040] In the present invention, when the torque applying device includes both a driving torque applying device and a steering torque applying device, the type of torque controlled by the control device in the attitude control may be only steering torque, only driving torque, or both driving torque and steering torque. When the torque controlled in the attitude control is only steering torque, the control device may control the driving torque during the execution of the attitude control. More specifically, for example, the control device may control the driving torque in response to the rider's operation of an accelerator operator or a brake operator. Furthermore, when the torque applying device includes both a driving torque applying device and a steering torque applying device, the type of torque controlled in the attitude control is not necessarily the same each time the attitude control is executed. For example, the control device may determine the type of torque controlled in the attitude control based on the actual steering angle or actual speed of the lean vehicle. Specifically, when the actual steering angle of the lean vehicle is large, the control device may set the type of torque controlled in the attitude control to driving torque. When the actual speed of the lean vehicle is high, the control device may set the type of torque controlled in the attitude control to steering torque. The control device may also determine the type of torque to be controlled in the 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 the lean vehicle, or both. The user's operation may be an operation by the rider to drive the lean vehicle, or an operation performed by the user (including the rider) while the lean vehicle is stopped. Specifically, for example, the lean vehicle may be configured so that a mode that allows speed changes in the lean vehicle and a mode that does not allow speed changes in the lean vehicle are selected and input to the control device. Then, when the mode that allows speed changes in the lean vehicle is input to the control device, the control device may control either the drive torque or the steering torque in the attitude control, and when the mode that does not allow speed changes in the lean vehicle is input, the control device may control only the steering torque without controlling the drive torque in the attitude control.Furthermore, for example, when a rider operates a brake operator to decelerate a lean vehicle, if a rider steering torque is input, the control device may control only the steering torque without controlling the drive torque during posture control. If both the drive torque and the steering torque are controlled between the start and end of posture control, the timing at which the controlled drive torque is applied and the timing at which the controlled steering torque is applied may be the same or different.

[0041] In the present invention and embodiments, the control device executes attitude control to control the attitude of the lean vehicle in the roll direction so that the steering angle becomes a target steering angle. In the attitude control of the control device, for example, the target steering angle is determined based on a combination of information related to the detected rider steering torque and the target steering angle. The combination of the information related to the rider steering torque and the target steering angle is, for example, a map in which the input is the rider steering torque and the output is the target steering angle. Note that the control device may be composed of multiple devices that communicate with each other via wire or wirelessly, or may be composed of a single device.

[0042] In the present invention and the embodiments, the control device may perform attitude control so that changes in the posture of the lean vehicle in the roll direction are suppressed while the steering angle becomes a target steering angle. The control device performs attitude control so that a combination of the lean angle, steering angle, and vehicle speed values ​​becomes a combination of values ​​that indicates a state in which the steering angle becomes the target steering angle and changes in the posture of the lean vehicle in the roll direction are suppressed. A combination of the lean angle, steering angle, and vehicle speed values ​​that indicates a state in which changes in the posture of the lean vehicle in the roll direction are suppressed is a combination of the lean angle, steering angle, and vehicle speed values ​​that, if the lean vehicle were to travel so that the steering angle and vehicle speed were maintained at the combined values, would result in the lean angle not changing much from the combined value and being maintained within a certain range, or would not change from the combined value. Furthermore, in the posture control, at least one of the drive torque and the steering torque of the torque applying device is controlled based on information related to the lean angle, information related to the steering angle, and information related to the rotational speed so that a combination of lean angle, steering angle, and vehicle speed that suppresses a change in the posture of the lean vehicle in the roll direction corresponds to a target steering angle set based on at least the rider's steering torque. The information related to the lean angle, information related to the steering angle, and information related to the rotational speed may be, for example, the steering angle, steering angular velocity, lean angle, lean angular velocity, and vehicle speed. The control device of the present invention may store combinations of lean angle, steering angle, and vehicle speed that suppress a change in the posture of the lean vehicle in the roll direction. In this case, the control device may perform posture control based on the stored combinations of lean angle, steering angle, and vehicle speed. For example, the control device may control at least one of the driving torque and the steering torque based on the difference between the lean angle, steering angle, and vehicle speed or wheel speed detected by the lean angle related information detection device, the steering angle related information detection device, and the wheel speed related information detection device or calculated from the values ​​detected by these detection devices, and the value of the combination of the lean angle, steering angle, and vehicle speed.Furthermore, when the control device stores combinations of lean angle, steering angle, and vehicle speed values, the control device may be configured to correct the values ​​of the combinations of lean angle, steering angle, and vehicle speed values ​​or values ​​calculated based on the combinations of lean angle, steering angle, and vehicle speed values. The control device may also store a plurality of combinations of lean angle, steering angle, and vehicle speed values. The plurality of combinations of lean angle, steering angle, and vehicle speed values ​​may include, for example, a plurality of combinations of lean angle, steering angle, and vehicle speed values ​​created assuming different numbers of passengers in a lean vehicle. The control device of the present invention does not need to store combinations of lean angle, steering angle, and vehicle speed values.

[0043] Whether or not a lean vehicle control device is performing attitude control, which controls at least one of the driving torque and the steering torque so that the steering angle becomes a target steering angle, can be determined, for example, by the following method. A method for determining whether torque control is being performed based on rider steering torque in attitude control will be described. In this determination method, for example, a test is conducted multiple times in which a lean vehicle with a positive trail travels straight at a constant speed and the rider steers the steering unit. The test conditions for this determination method are to change the rider steering torque while keeping the vehicle speed and steering angle (0 degrees) the same. Whether or not attitude control is being performed can be determined by whether at least one of the applied driving torque and steering torque differs between two points in time when the rider steering torque is different after the rider steers the steering unit, and whether the traveling direction has changed in the opposite direction to the direction steered by the rider. The reason for determining whether the direction of travel has changed in the opposite direction to the direction steered by the rider is that in a lean vehicle with a positive trail, the steering unit is steered in the opposite direction to the direction in which the rider applies rider steering torque.

[0044] Furthermore, whether or not a lean vehicle control device is executing attitude control, which controls at least one of the driving torque and the steering torque based 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 as to suppress changes in the lean vehicle's attitude in the roll direction while maintaining the steering angle at a target steering angle, can be determined, for example, by the following method. A method for determining whether or not torque control is being executed based on information (e.g., vehicle speed) detected by the wheel speed-related information detection device in attitude control will be described. In this determination method, for example, a test is conducted multiple times in which a lean vehicle with a positive trail travels straight at a constant speed while the rider steers the steering unit. Test conditions for this determination method include changing the vehicle speed while maintaining the same rider steering torque and steering angle (0 degrees). Whether or not attitude control is being executed can be determined based on whether at least one of the driving torque and the steering torque applied differ from each other at two points in time when the vehicle speed is different after the rider steers the steering unit, and whether or not the traveling direction changes to the opposite direction from the steering direction of the rider. In addition, a method for determining whether torque control is being performed based on information (e.g., steering angle) detected by a steering angle-related information detection device during attitude control will be described. In this determination method, for example, a test is conducted multiple times in which a lean vehicle with a positive trail is turned at a constant speed and the rider steers the steering unit. The test conditions for this determination method are to change the steering angle while maintaining the same rider steering torque, vehicle speed, and lean angle. Whether attitude control is being performed can be determined by whether at least one of the applied drive torque and steering torque differs between two points in time with different steering angles after the rider steers the steering unit, and whether the traveling direction has changed to the opposite direction from the steering direction of the rider. In addition, a method for determining whether torque control is being performed based on information (e.g., lean angle) detected by a lean angle-related information detection device will be described. In this determination method, for example, a test is conducted multiple times in which a lean vehicle with a positive trail is turned at a constant speed and the rider steers the steering unit.In this determination method, the test conditions are such that the lean angle is changed while the rider's steering torque, vehicle speed, and steering angle are kept constant. Whether or not attitude control is being performed can be determined by whether at least one of the applied drive torque and steering torque differs between two points in time at different lean angles after the rider turns the steering unit, and whether the direction of travel has changed in the opposite direction to the direction in which the rider has turned the steering wheel.

[0045] In a lean vehicle with a trail of zero or a negative value, the steering unit is steered in the same direction as the rider's steering torque. Therefore, when using a lean vehicle with a trail of zero or a negative value, the above determination method determines whether balance control is being performed by determining whether the direction of travel has changed to the same direction as the rider's steering.

[0046] 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°.

[0047] In the present invention and the embodiments, "control based on A" does not mean that the information used for control is limited to only A. "Control based on A" includes cases where control is based on A and information other than A.

[0048] 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.

[0049] 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.

[0050] 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.

[0051] 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.

[0052] 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.

[0053] 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.

[0054] 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.

[0055] According to the lean vehicle of the present invention, it is possible to control the posture of the lean vehicle in the roll direction while increasing the responsiveness to the rider's intention to change the direction of travel.

[0056] FIG. 1 is a diagram illustrating the configuration of a lean vehicle according to an embodiment of the present invention. FIG. 2 is a diagram illustrating an example of a lean vehicle in which attitude control is performed by a control device according to an embodiment of the present invention. FIG. 2(a) illustrates a lean vehicle in which the trail is a positive value, and FIG. 2(b) illustrates a lean vehicle in which the trail is 0 or a negative value. FIG. 3 is a diagram illustrating an example of a lean vehicle in which attitude control is performed by a control device according to an embodiment of the present invention. FIG. 3(a) illustrates a lean vehicle in which the trail is a positive value, and FIG. 3(b) illustrates a lean vehicle in which the trail is 0 or a negative value. FIG. 4 is a diagram illustrating an example of a lean vehicle in which attitude control is performed by a control device according to an embodiment of the present invention. FIG. 4(a) illustrates a lean vehicle in which the trail is a positive value, and FIG. 4(b) illustrates a lean vehicle in which the trail is 0 or a negative value. FIG. 5 is a diagram illustrating an example of a handle unit for a lean vehicle according to a sixth embodiment of the present invention. FIG. 5(a) is a diagram showing the configuration of a lean vehicle as seen from the front, and FIG. 5(b) is a diagram showing the configuration of a lean vehicle as seen from above.

[0057] <Definition of directions> In the diagram, U indicates the vehicle upward direction for a lean vehicle, D indicates the vehicle downward direction for a lean vehicle, L indicates the vehicle left direction for a lean vehicle, R indicates the vehicle right direction for a lean vehicle, F indicates the vehicle forward direction for a lean vehicle, and Re indicates the vehicle backward direction for a lean vehicle.

[0058] First Embodiment A first embodiment of the present invention will be described below with reference to FIG. 1 . A lean-angle vehicle 1 of the first embodiment includes a plurality of wheels 2, a body frame 5, a steering unit 13, a rider steering torque detection device 14, a torque application device 10, and a control device 9. The plurality of 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. While the lean-angle vehicle 1 shown in FIG. 1 is a motorcycle, the lean-angle vehicle 1 of the first embodiment is not limited to motorcycles. A body frame 5 supports the plurality of wheels 2 rotatably about an axle line X1 and supports the 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. FIG. 1 schematically illustrates a steering angle δ, which is the rotation angle of at least one front wheel 3 about the steering axis X2. The steering unit 13 can be steered by a rider. A rider steering torque T, which is a torque generated by the rider's steering, is input to the steering unit 13, causing at least one front wheel 3 to rotate about the steering axis X2. If there are multiple front wheels 3, each front wheel 3 has a steering axis X2. In this case, the rider steering torque T is input to the steering unit 13 as a torque about the steering axis X2 of each front wheel 3. The steering axis X2 is inclined in the front-rear direction of the vehicle with respect to the up-down direction of the vehicle. In the plan view of the lean vehicle 1 in FIG. 1, a portion of the steering unit 13 is schematically illustrated in accordance with the schematically illustrated steering angle δ. The lean vehicle 1 in FIG. 1 illustrates an example of a lean vehicle having a positive caster angle CA and a positive trail TL. The lean vehicle of the first embodiment of the present invention may have a positive caster angle CA and a trail TL of 0 or a negative value. When the lean vehicle has a trail TL of 0 or a negative value, the caster angle CA of the lean vehicle becomes smaller than the caster angle CA of the lean vehicle 1 shown in FIG.

[0059] The rider steering torque detection device 14 detects information related to the rider steering torque T input to the steering unit 13. The torque application device 10 includes at least one of a driving torque application device 11 and a steering torque application device 12. In FIG. 1 , the torque application device 10 includes the driving torque application device 11 and the steering torque application device 12. The torque application device 10 may include only either the driving torque application device 11 or the 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 the at least one rear wheel 4. Note that the driving torque application device 11 shown in FIG. 1 is configured to apply driving torque to both the at least one front wheel 3 and the at least one rear wheel 4, but the driving torque application device 11 of the first embodiment may be configured to apply driving torque only to the at least one front wheel 3 or only to the at least one rear wheel 4. The steering torque imparting device 12 is configured to impart steering torque about the steering axis X2 to one of the front wheels 3. The steering torque imparting device 12 includes a steering unit 13 and a steering actuator 15. The steering torque imparted by the steering torque imparting device 12 is the sum of the rider steering torque T input to the steering unit 13 and the actuator steering torque generated by the steering actuator 15. Note that the driving torque imparting device 11 shown in FIG. 1 is configured to impart driving torque to both at least one front wheel 3 and at least one rear wheel 4, but the driving torque imparting device 11 of the first embodiment may be configured to impart driving torque only to at least one front wheel 3 or 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. Note that although FIG. 1 shows one front wheel 3, there may be multiple front wheels 3. When there are a plurality of front wheels 3, the steering torque applying device 12 is configured to apply a steering torque about the steering axis X2 set for each front wheel 3 to the plurality of front wheels 3.

[0060] The control device 9 is configured to control at least one of the driving torque and the steering torque applied by the torque application device 10. That is, the control device 9 may be configured to control both the steering torque and the driving torque. Alternatively, the control device 9 may be configured to control only the steering torque or the driving torque. Specifically, when the lean vehicle 1 has only the driving torque application device 11, the control device 9 is configured to control only the driving torque. Furthermore, when the lean vehicle 1 has only the steering torque application device 12, the control device 9 is configured to control only the steering torque. When the lean vehicle 1 has both the driving torque application device 11 and the steering torque application device 12, the control device 9 is configured to control only the driving torque, only the steering torque, or both the driving torque and the steering torque, depending on various conditions. Here, the control device 9 controls the steering torque, which changes the steering angle of the lean vehicle 1, and therefore the steering angle δ can be set to a target steering angle δg that is set based on the rider steering torque T. On the other hand, by controlling the drive torque, the control device 9 changes the steering angle when the vehicle speed is changed while the lean vehicle 1 is turning, so that the steering angle δ can be set to a target steering angle δg that is set based on the rider steering torque T. Specifically, if the lean vehicle 1 accelerates while turning, the body of the lean vehicle 1 rises up and the steering angle becomes smaller, and if the lean vehicle 1 decelerates while turning, the body of the lean vehicle 1 leans down and the steering angle becomes larger. The control device 9 is configured to perform attitude control that controls at least one of the drive torque and the steering torque so that the steering angle δ becomes the target steering angle δg that is set based on the rider steering torque T. As a result, the control device 9 sets the target steering angle δg based on the rider steering torque T, which is the torque while the rider is steering the steering unit 13, and performs attitude control that controls the attitude of the lean vehicle 1 in the roll direction. On the other hand, in conventional techniques such as those disclosed in Patent Document 1, the target roll angle is set based on the current steering angle δ that is the result of the rider steering the steering unit 13. Therefore, in the prior art, the posture of the lean vehicle is controlled without taking into consideration how the rider will steer the steering unit 13 from now on.As described above, the lean vehicle 1 of this embodiment can set the target steering angle δg, which reflects the rider's intention to change the direction of travel, more quickly than in the conventional technology. Therefore, responsiveness to the rider's intention to change the direction of travel can be improved. Furthermore, when the control device 9 controls both the steering torque and the drive torque in the attitude control, it is easier to set the steering angle δ to the target steering angle δg than when controlling only the steering torque or only the drive torque. In this case, when the control device 9 controls both the steering torque and the drive torque in the attitude control, it can set the target steering angle δg, which reflects the rider's intention to change the direction of travel, more quickly than when controlling only the steering torque or only the drive torque. Therefore, responsiveness to the rider's intention to change the direction of travel can be improved.

[0061] In the attitude control of control device 9, target steering angle δg is set based on information related to rider steering torque T detected by rider steering torque detection device 14. In the attitude control of control device 9, target steering angle δg is determined, for example, based on a combination of information related to rider steering torque detected by rider steering torque detection device 14 and the target steering angle. The combination of information related to rider steering torque and target steering angle is, for example, a map in which the input is rider steering torque and the output is target steering angle, and is stored in advance in control device 9. Furthermore, when intersection P of steering axis X2 of at least one front wheel 3 and running surface G of at least one front wheel 3 is located further forward of the vehicle than ground contact point Q of at least one front wheel 3, that is, when trail TL is a positive value, target steering angle δg is set so that the direction of change from steering angle δ when rider steering torque T is applied is opposite to the direction of rider steering torque T about steering axis X2. When an intersection P between the steering axis X2 of at least one front wheel 3 and the running surface G of at least one front wheel 3 is located at the same position as the ground contact point Q of at least one front wheel 3 or is located rearward of the ground contact point Q of at least one front wheel 3, that is, when the trail TL is 0 or a negative value, the target steering angle δg is set so that the direction of change from the actual steering angle is the same as the direction of the rider steering torque T about the steering axis X2. In the attitude control of the control device 9, the target steering angle δg may be set so that the amount of steering angle change, which is the difference between the target steering angle δg and the steering angle δ when the rider steering torque T is applied, increases as the magnitude of the rider steering torque T increases. Furthermore, when the lean vehicle 1 has multiple front wheels 3, the target steering angle δg may be the same or different for each of the multiple front wheels 3.

[0062] The lean vehicle 1 may further include a steering angle-related information detection device 7 and a wheel speed-related information detection device 8. 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. In the attitude control of the control device 9, the target steering angle δg may be set based on, for example, the rider steering torque T and the vehicle speed V. Alternatively, the target steering angle δg may be set based on, for example, the rider steering torque T and the actual steering angle δ, which is the current steering angle δ, or the previously set target steering angle δg. In this case, the target steering angle δg may be set by adding a steering angle change amount calculated based on the rider steering torque T to the actual steering angle δ or the previously set target steering angle δg. Alternatively, the target steering angle δg may be set based on, for example, the rider steering torque T, the vehicle speed V, and the actual steering angle δ, which is the current steering angle δ, or the previously set target steering angle δg. In this case, for example, the target steering angle δg may be set by adding the steering angle change amount calculated based on the rider steering torque T and the vehicle speed V to the actual steering angle δ or the previously set target steering angle δg.

[0063] The type of torque controlled in the posture control of the control device 9 is not necessarily the same each time the posture control of the control device 9 is executed. For example, the control device 9 may determine the type of torque controlled in the posture control based on information input to the control device 9. The information input to the control device 9 may be information indicating the rider's operation, information indicating the behavior of the lean vehicle 1, or may include both. When both the driving torque and the steering torque are controlled between the start and end of the balance control of the lean vehicle 1, the timing at which the driving torque is applied and the timing at which the steering torque is applied may be the same or different.

[0064] Specific examples of attitude control by the control device 9 will now be described with reference to FIGS. 2 to 4. FIG. 2 is an explanatory diagram illustrating a case where the lean vehicle 1 traveling straight is turned right and a case where the lean vehicle 1 traveling straight is turned left by steering the steering unit 13 by the rider. FIG. 3 is an explanatory diagram illustrating a case where the lean vehicle 1 traveling right is made to travel straight and a case where the lean vehicle 1 traveling left is made to travel straight by steering the steering unit 13 by the rider. FIG. 4 is an explanatory diagram illustrating a case where the turning radius of the lean vehicle 1 traveling right is made to decrease and a case where the turning radius of the lean vehicle 1 traveling left is made to decrease by steering the steering unit 13 by the rider. In FIGS. 2 to 4, the traveling direction of the lean vehicle 1 is changed by steering the steering unit 13 by the rider.

[0065] Using FIG. 2 , a case where the lean vehicle 1 is turned right or left from a straight traveling state by steering the steering unit 13 by the rider will be described. First, as shown in FIG. 2( a), a case where the lean vehicle 1 has a positive trail TL will be described. When the attitude control is not performed by the control device 9 and the rider is steering the steering unit 13 to turn the lean vehicle 1 right from a straight traveling state, the rider performs counter-steering, which is a slight steering of the steering unit 13 to the left of the vehicle, to tilt the body frame 5 to the right of the vehicle. Thereafter, the front wheel 3 and the steering unit 13 are steered to the right of the vehicle by so-called self-steering, and the lean vehicle 1 begins to turn right. Furthermore, when the attitude control is not performed by the control device 9 and the rider is steering the steering unit 13 to turn the lean vehicle 1 left from a straight traveling state by steering the steering unit 13 by the rider, the rider performs counter-steering, which is a slight steering of the steering unit 13 to the right of the vehicle, to tilt the body frame 5 to the left of the vehicle. Thereafter, the front wheel 3 and the steering unit 13 are steered toward the left of the vehicle by so-called self-steering, and the lean vehicle 1 begins to turn left. In other words, when the lean vehicle 1 is traveling straight, if the rider applies rider steering torque T, the lean angle φ changes in the left-right direction of the vehicle in a direction different from the direction of the rider steering torque T, causing the lean vehicle 1 to lean. As the lean vehicle 1 leans, the steering angle δ of the lean vehicle 1 also changes in the direction opposite to the direction in which the rider steering torque T is applied. As a result, the traveling direction of the lean vehicle 1 changes in the left-right direction of the vehicle in a direction different from the direction of the rider steering torque T. Therefore, as shown in FIG. 2( a), when the trail TL of the lean vehicle 1 is a positive value and the rider turns the lean vehicle 1 right or left from a straight traveling state, the direction of change of the target steering angle δg from the steering angle δ when the rider steering torque T is applied is opposite to the direction of the rider steering torque T.After the rider applies a rider steering torque T to perform so-called counter-steering, the control device 9 sets the target steering angle δg as shown in Figure 2(a) and controls at least one of the drive torque and the steering torque applied by the torque application device 10, thereby enabling the lean vehicle 1 to turn right or left from a straight traveling state. Therefore, the attitude of the lean vehicle 1 can be controlled so as to increase responsiveness to the rider's intention to change the traveling direction while keeping the traveling direction of the lean vehicle 1 in line with the rider's intention.

[0066] Next, as shown in FIG. 2B , a case will be described in which the lean vehicle 1 has a trail TL of 0 or a negative value. When the controller 9 does not perform attitude control and the rider steers the steering unit 13 to turn the lean vehicle 1 from a straight-ahead traveling state to the right, the rider performs forward steering, steering the steering unit 13 toward the right of the vehicle, thereby tilting the body frame 5 toward the right of the vehicle. The lean vehicle 1 then starts turning right. Also, when the controller 9 does not perform attitude control and the rider steers the steering unit 13 to turn the lean vehicle 1 from a straight-ahead traveling state to the left, the rider performs forward steering, steering the steering unit 13 toward the left of the vehicle, thereby tilting the body frame 5 toward the left of the vehicle. The lean vehicle 1 then starts turning left. In other words, when the rider applies a rider steering torque T while the lean vehicle 1 is traveling straight, the lean angle φ changes in the same direction as the rider steering torque T in the left-right direction of the vehicle, causing the lean vehicle 1 to tilt. As a result, the traveling direction of the lean vehicle 1 changes in the same direction as the direction of the rider steering torque T in the left-right direction of the vehicle. Therefore, as shown in FIG. 2B, when the trail TL of the lean vehicle 1 is 0 or a negative value and the rider turns the lean vehicle 1 to the right or left from a straight traveling state, the direction of change of the target steering angle δg from the steering angle δ when the rider steering torque T is applied becomes the same as the direction of the rider steering torque T. After the rider applies the rider steering torque T to perform so-called forward steering, the control device 9 sets the target steering angle δg as shown in FIG. 2B and controls at least one of the drive torque and the steering torque applied by the torque application device 10, thereby enabling the lean vehicle 1 to turn to the right or left from a straight traveling state. Therefore, the attitude of the lean vehicle 1 can be controlled so as to match the traveling direction of the lean vehicle 1 with the rider's intention and to increase responsiveness to the rider's intention to change the traveling direction.

[0067] Using FIG. 3 , a case where the lean vehicle 1 is caused to travel straight from a turning state by steering the steering unit 13 by the rider will be described. First, as shown in FIG. 3( a), a case where the lean vehicle 1 has a positive trail TL will be described. When the controller 9 does not perform attitude control and the rider steers the steering unit 13 to cause the lean vehicle 1 to travel straight from a right-turning state, the rider steers the steering unit 13 to the right of the vehicle, thereby raising the body frame 5 to the left of the vehicle. Thereafter, the front wheel 3 and the steering unit 13 are steered to the left of the vehicle by self-steering or by steering the steering unit 13 by the rider, and the lean vehicle 1 begins to travel straight. Furthermore, when the controller 9 does not perform attitude control and the rider steers the steering unit 13 to cause the lean vehicle 1 to travel straight from a left-turning state, the rider steers the steering unit 13 to the left of the vehicle, thereby raising the body frame 5 to the right of the vehicle. Thereafter, the front wheel 3 and the steering unit 13 are steered to the right of the vehicle by self-steering or by the rider's steering of the steering unit 13, and the lean vehicle 1 begins to travel straight. In other words, while the lean vehicle 1 is turning, if the rider applies a rider steering torque T in the same direction as the turning direction in the left-right direction of the vehicle, the lean angle φ changes in the left-right direction of the vehicle in a direction different from the direction of the rider steering torque T, causing the lean vehicle 1 to rise up. As a result, the traveling direction of the lean vehicle 1 changes in the left-right direction of the vehicle in a direction different from the direction of the rider steering torque T, and the lean vehicle 1 travels straight. Therefore, as shown in FIG. 3( a), when the trail TL of the lean vehicle 1 is a positive value and the rider starts the lean vehicle 1 from a state turning right or left to travel straight, the direction of change of the target steering angle δg from the steering angle δ when the rider steering torque T is applied is opposite to the direction of the rider steering torque T.After the rider applies the rider steering torque T to steer in the same direction as the turning direction, the control device 9 sets the target steering angle δg as shown in Figure 3(a) and controls at least one of the drive torque and the steering torque applied by the torque application device 10, thereby enabling the lean vehicle 1 to travel straight from a state in which it is turning right or left. Therefore, the attitude of the lean vehicle 1 can be controlled so as to increase responsiveness to the rider's intention to change the traveling direction while keeping the traveling direction of the lean vehicle 1 in line with the rider's intention.

[0068] Next, as shown in FIG. 3B , a case will be described in which the lean vehicle 1 has a trail TL of 0 or a negative value. When the controller 9 does not execute attitude control and the rider steers the steering unit 13 to cause the lean vehicle 1 to travel straight from a right-turning state, the rider steers the steering unit 13 to the left of the vehicle, thereby raising the body frame 5 to the left. The lean vehicle 1 then starts traveling straight. Also, when the controller 9 does not execute attitude control and the rider steers the steering unit 13 to cause the lean vehicle 1 to travel straight from a left-turning state, the rider steers the steering unit 13 to the right of the vehicle, thereby raising the body frame 5 to the right. The lean vehicle 1 then starts traveling straight. In other words, when the rider applies a rider steering torque T in the left-right direction of the vehicle opposite to the turning direction, the lean angle φ changes in the same left-right direction as the rider steering torque T, causing the lean vehicle 1 to rise. As a result, the traveling direction of the lean vehicle 1 changes in the same direction as the direction of the rider steering torque T in the left-right direction of the vehicle, and the lean vehicle 1 travels straight. Therefore, as shown in FIG. 3B, when the trail TL of the lean vehicle 1 is 0 or a negative value and the rider causes the lean vehicle 1 to travel straight from a state in which it was turning right or left, the direction of change of the target steering angle δg from the steering angle δ when the rider steering torque T was applied becomes the same as the direction of the rider steering torque T. After the rider applies the rider steering torque T to steer in the same direction as the turning direction, the control device 9 sets the target steering angle δg as shown in FIG. 3B and controls at least one of the drive torque and the steering torque applied by the torque application device 10, thereby enabling the lean vehicle 1 to travel straight from a state in which it was turning right or left. Therefore, the attitude of the lean vehicle 1 can be controlled so as to match the traveling direction of the lean vehicle 1 with the rider's intention and to increase responsiveness to the rider's intention to change the traveling direction.

[0069] Using FIG. 4 , a case where the turning radius of the lean vehicle 1 turning right or left is reduced by steering the steering unit 13 by the rider will be described. First, as shown in FIG. 4( a), a case where the lean vehicle 1 has a positive trail TL will be described. When the attitude control is not performed by the control device 9, and the turning radius of the lean vehicle 1 turning right is reduced by steering the steering unit 13 by the rider, the rider steers the steering unit 13 to the left of the vehicle, thereby tilting the body frame 5 to the right of the vehicle. Thereafter, the front wheel 3 and the steering unit 13 are steered to the right of the vehicle by self-steering or by steering the steering unit 13 by the rider, thereby reducing the turning radius of the lean vehicle 1. Furthermore, when the balance control is not performed by the control device 9, and the turning radius of the lean vehicle 1 turning left is reduced by steering the steering unit 13 by the rider, the rider steers the steering unit 13 to the right of the vehicle, thereby tilting the body frame 5 to the left of the vehicle. Thereafter, the front wheel 3 and the steering unit 13 are steered to the left of the vehicle by self-steering or by the rider steering the steering unit 13, thereby reducing the turning radius of the lean vehicle 1. In other words, while the lean vehicle 1 is turning, if the rider applies a rider steering torque T in a direction different from the turning direction in the left-right direction of the vehicle, the lean angle φ changes in a direction different from the rider steering torque T in the left-right direction of the vehicle, causing the lean vehicle 1 to lean more. As a result, the traveling direction of the lean vehicle 1 changes in a direction different from the rider steering torque T in the left-right direction of the vehicle. Therefore, as shown in FIG. 4( a), when the trail TL of the lean vehicle 1 is a positive value and the rider reduces the turning radius of the lean vehicle 1, the direction of change of the target steering angle δg from the steering angle δ when the rider steering torque T is applied is opposite to the direction of the rider steering torque T.After the rider applies rider steering torque T to steer in a direction different from the turning direction, the control device 9 sets the target steering angle δg as shown in Figure 4(a) and controls at least one of the drive torque and steering torque applied by the torque application device 10, thereby changing the traveling direction of the lean vehicle 1 so as to reduce the turning radius of the lean vehicle 1. Therefore, the attitude of the lean vehicle 1 can be controlled so as to increase responsiveness to the rider's intention to change the traveling direction while keeping the traveling direction of the lean vehicle 1 in line with the rider's intention.

[0070] Next, as shown in FIG. 4B , a case will be described in which the lean vehicle 1 has a trail TL of 0 or a negative value. When the attitude control is not performed by the control device 9, and the rider steers the steering unit 13 to the right of the vehicle to reduce the turning radius of the lean vehicle 1 turning right, the rider steers the steering unit 13 to the right of the vehicle, causing the body frame 5 to tilt to the right of the vehicle. The turning radius of the lean vehicle 1 then decreases. Also, when the balance control is not performed by the control device 9, and the rider steers the steering unit 13 to the left of the vehicle to reduce the turning radius of the lean vehicle 1 turning left, the rider steers the steering unit 13 to the left of the vehicle, causing the body frame 5 to tilt to the left of the vehicle. The turning radius of the lean vehicle 1 then decreases. In other words, when the rider applies a rider steering torque T in the same direction as the turning direction in the left-right direction of the vehicle while the lean vehicle 1 is turning, the lean angle φ changes in the same direction as the rider steering torque T in the left-right direction of the vehicle, causing the lean vehicle 1 to lean more. As a result, the traveling direction of the lean vehicle 1 changes in the same direction as the rider steering torque T in the vehicle left-right direction. Therefore, as shown in FIG. 4B , when the trail TL of the lean vehicle 1 is 0 or a negative value and the rider reduces the turning radius of the lean vehicle 1, the direction of change of the target steering angle δg from the steering angle δ when the rider steering torque T is applied becomes the same as the direction of the rider steering torque T. After the rider applies the rider steering torque T to steer in a direction different from the turning direction, the control device 9 sets the target steering angle δg as shown in FIG. 4B and controls at least one of the driving torque and the steering torque applied by the torque application device 10, thereby changing the traveling direction of the lean vehicle 1 so as to reduce the turning radius of the lean vehicle 1. Therefore, the attitude of the lean vehicle 1 can be controlled so as to increase responsiveness to the rider's intention to change the traveling direction of the lean vehicle 1 while maintaining the traveling direction of the lean vehicle 1 in line with the rider's intention.

[0071] In the lean vehicle 1 having a positive trail TL shown in the examples of Figures 2(a), 3(a), and 4(a), as described above, the body frame 5 basically leans to the right when turning right and to the left when turning left. On the other hand, when the lean vehicle 1 turns at an extremely low speed, the body frame 5 leans to the left when turning right and to the right when turning left. In other words, over most of the entire range of vehicle speed V, the left-right direction of the lean angle φ of the lean vehicle 1 during turning is the same as the left-right direction of the steering angle δ. On the other hand, in the extremely low vehicle speed range, the left-right direction of the lean angle φ of the lean vehicle 1 during turning is different from the left-right direction of the steering angle δ. 2(a), 3(a), and 4(a) show examples in which the lean vehicle 1 travels at a vehicle speed V at which the left-right direction of the lean angle φ and the left-right direction of the steering angle δ are the same, but the attitude control of the control device 9 of the first embodiment may also be executed in cases in which the lean vehicle 1 travels at an extremely low vehicle speed V at which the left-right direction of the lean angle φ and the left-right direction of the steering angle δ are different. The extremely low vehicle speed V at which the left-right direction of the lean angle φ and the left-right direction of the steering angle δ are different differs depending on the lean vehicle 1, but is, for example, greater than 0 km / h and equal to or less than approximately 3 to 5 km / h.

[0072] In the lean vehicle 1 of the first embodiment of the present invention, when the control device 9 sets the target steering angle δg and performs attitude control to control at least one of the driving torque and steering torque applied by the torque application device 10, the control device 9 may or may not accept input of at least one of the driving torque and the rider steering torque applied by the rider. If the control device 9 accepts input of at least one of the driving torque and the rider steering torque applied by the rider when performing attitude control, the control device 9 adjusts the value for controlling at least one of the driving torque and the steering torque applied by the torque application device 10 according to the value of at least one of the driving torque and the rider steering torque applied by the rider. Furthermore, in the lean vehicle 1 of the first embodiment of the present invention, when the control device 9 performs attitude control, the control device 9 may set the target steering angle δg immediately after detecting the rider steering torque and control at least one of the driving torque and the steering torque applied by the torque application device 10. For example, when a rider is performing counter-steering on a lean vehicle 1, at least one of the driving torque and steering torque applied by the torque application device 10 may be controlled so that the steering angle δ of the lean vehicle 1 becomes the target steering angle δg.

[0073] Second Embodiment A lean vehicle 1 according to a second embodiment of the present invention will now be described with reference to Fig. 1. The lean vehicle 1 according to the second embodiment has all the features of the lean vehicle 1 according to the first embodiment.

[0074] As shown in Figure 1, the lean vehicle 1 further includes a lean angle-related information detection device 6, a steering angle-related information detection device 7, and a wheel speed-related information detection device 8. The lean angle-related information detection device 6 detects information related to the lean angle φ, which is the inclination angle of the body frame 5 in the left-right direction of the vehicle relative to the up-down direction of the vehicle. 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 axle axis X1.

[0075] The control device 9 performs posture control so that changes in the posture of the lean vehicle 1 in the roll direction are suppressed while the steering angle δ becomes the target steering angle δg. The control device 9 executes posture control so that a combination of the values ​​of the lean angle φ, the steering angle δ, and the vehicle speed V is a combination of values ​​that indicates a state in which the steering angle δ becomes the target steering angle δg and a change in the posture of the lean vehicle 1 in the roll direction is suppressed. Furthermore, in this posture control, at least one of the drive torque and the steering torque of the torque applying device 10 is controlled based on information related to the lean angle, information related to the steering angle, and information related to the rotational speed so that a combination of the values ​​of the lean angle, the steering angle, and the vehicle speed that suppresses a change in the posture of the lean vehicle 1 in the roll direction corresponds to the value of the target steering angle δg set based on at least the rider steering torque T. The control device 9 may previously store information related to a combination of the values ​​of the lean angle φ, the steering angle δ, and the vehicle speed V that is used for control so that a state in which changes in the posture of the lean vehicle 1 in the roll direction are suppressed. In this case, the control device 9 may execute attitude control based on stored information regarding the combination of the values ​​of the lean angle φ, the steering angle δ, and the vehicle speed V. By being configured in this manner, even when the control device 9 executes attitude control of the lean vehicle 1 so as to suppress changes in the attitude of the lean vehicle 1 in the roll direction, it is possible to increase responsiveness to the rider's intention to change the direction of travel while controlling the attitude of the lean vehicle 1 in the roll direction.

[0076] Third Embodiment A lean vehicle 1 according to a third embodiment of the present invention will be described below. The lean vehicle 1 according to the third embodiment has all of the features of the lean vehicle 1 according to the first or second embodiment.

[0077] The attitude control executed by the control device 9 of the lean vehicle 1 of the third embodiment includes at least a first attitude control and a second attitude control. In the first attitude control, the control device 9 controls at least one of the drive torque and the steering torque of the torque application device 10 so that the steering angle δ becomes a target steering angle δg set based at least on information related to the rider steering torque T detected by the rider steering torque detection device 14. In the second attitude control, the control device 9 controls at least one of the drive torque and the steering torque of the torque application device 10 so that the lean angle φ becomes a target lean angle φg set based at least on information related to the rider steering torque T detected by the rider steering torque detection device 14. This allows the control device 9 to switch between the first attitude control and the second attitude control depending on the traveling state of the lean vehicle 1. For example, in a low-speed driving state where the steering angle δ is more likely to change than the lean angle φ of the lean vehicle 1, the control device 9 executes the first attitude control so that the steering angle δ becomes the target steering angle δg set based on the rider steering torque T, thereby adjusting the steering angle δ of the lean vehicle 1 to a relatively large value and controlling the attitude of the lean vehicle 1 in the roll direction. On the other hand, in a high-speed driving state where the lean angle φ is more likely to change than the steering angle δ of the lean vehicle 1, the control device 9 executes the second attitude control so that the lean angle φ becomes the target lean angle φg set based on the rider steering torque T, thereby adjusting the lean angle φ of the lean vehicle 1 to a relatively large value and controlling the attitude of the lean vehicle 1 in the roll direction. Alternatively, the control device 9 may execute the first attitude control when the target steering angle δg is larger than the target lean angle φg, and execute the second attitude control when the target steering angle δg is the same as or smaller than the target lean angle φg. In this case, the vehicle speed at which the first attitude control and the second attitude control are switched is, for example, about 10 km / h. This makes it possible to control the posture of the lean vehicle 1 in the roll direction in accordance with the running state of the lean vehicle 1, while increasing responsiveness to the rider's intention to change the direction of travel.

[0078] Fourth Embodiment A lean vehicle 1 according to a fourth embodiment of the present invention will be described below. The lean vehicle 1 according to the fourth embodiment has all of the features of any of the lean vehicles 1 according to the first to third embodiments.

[0079] The control device 9 of the lean vehicle 1 of the fourth embodiment is configured to control at least the steering torque of the driving torque and steering torque applied by the torque application device 10. That is, the control device 9 may be configured to control both the steering torque and the driving torque. Alternatively, the control device 9 may be configured to control only the steering torque. Specifically, when the lean vehicle 1 has only the steering torque application device 12, the control device 9 is configured to control only the steering torque. When the lean vehicle 1 has both the driving torque application device 11 and the steering torque application device 12, the control device 9 is configured to control only the steering torque or both the driving torque and the steering torque depending on various conditions. The control device 9 is configured to perform attitude control that controls at least the steering torque of the driving torque and the steering torque so that the steering angle δ becomes the target steering angle δg set based on the rider steering torque T. This makes it easier for the attitude control of the control device 9 to make the steering angle δ become the target steering angle δg compared to when only the driving torque is controlled. Therefore, it is possible to control the posture of the lean vehicle 1 in the roll direction while increasing the responsiveness to the rider's intention to change the direction of travel.

[0080] Fifth Embodiment A lean vehicle 1 according to a fifth embodiment of the present invention will be described below. The lean vehicle 1 according to the fifth embodiment has all of the features of the lean vehicle 1 according to any one of the first to fourth embodiments.

[0081] The control device 9 is configured to perform posture control at least when the lean vehicle 1 is in a low-speed traveling state. The low-speed traveling state of the lean vehicle 1 is a state in which the lean vehicle 1 is traveling at a vehicle speed greater than 0 km / h and equal to or less than 10 km / h. When the lean vehicle 1 is in a low-speed traveling state where the vehicle speed is equal to or less than 10 km / h, the posture of the lean vehicle 1 is more likely to change than when the vehicle speed is greater than 10 km / h. In other words, when the lean vehicle 1 is traveling in a low-speed traveling state where the posture of the lean vehicle 1 is more likely to change, it is possible to increase responsiveness to the rider's intention to change the direction of travel.

[0082] Sixth Embodiment A lean vehicle 1 according to a sixth embodiment of the present invention will be described below with reference to Figures 1 and 5. The lean vehicle 1 according to the sixth embodiment has all of the features of the lean vehicle 1 according to any one of the first to fifth embodiments.

[0083] The steering unit 13 of the lean vehicle 1 of the sixth embodiment includes a connection portion 28 and a handle unit 29. The handle unit 29 is steered by the rider. In the examples of Figures 1 and 5, the handle unit 29 has a bar handle in which a portion to be held by the rider's right hand and a portion to be held by the rider's left hand are integrated, but the handle unit 29 may also have a separate handle in which the portion to be held by the rider's right hand and the portion to be held by the rider's left hand are separate members.

[0084] The connection portion 28 connects the handle unit 29 and at least one front wheel 3. The connection portion 28 has a steering shaft 31 coupled to the handle unit 29. The steering shaft 31 is supported by the body frame 5 so as to be rotatable around the handle axis X3 within a rotation angle range of less than 360°. As a result, the connection portion 28 is supported by the body frame 5 so that the handle unit 29 is rotatable around the handle axis X3. Here, in the example of FIGS. 1 and 5 , the lean vehicle 1 has one front wheel 3, and the connection portion 28 is configured so that the one front wheel 3 can rotate integrally with the connection portion 28 around the steering axis X2 relative to the body frame 5. As a result, the handle axis X3 coincides with the steering axis X2. However, the lean vehicle 1 of the sixth embodiment may include a plurality of front wheels 3, and the connection portion 28 may be configured so that each front wheel 3 is rotatable about the steering axis X2 of each front wheel 3 integrally with a portion of the connection portion 28 relative to the other portion of the connection portion 28. In this case, the steering wheel axis X3 does not coincide with the steering axis X2 of any of the front wheels 3. Furthermore, although not shown in FIG. 5 , the steering torque imparting device 12 is configured to impart steering torque about the steering axis X2 to the front wheels 3, for example, by imparting torque about the steering wheel axis X3 to the steering shaft 32.

[0085] The connection portion 28 is configured to connect the handle unit 29 and at least one front wheel 3 such that when the handle unit 29 rotates about the handle axis X3, the at least one front wheel 3 rotates about the steering axis X2, and when the at least one front wheel 3 rotates about the steering axis X2, the handle unit 29 rotates about the handle axis X3. The rotation angle of any one of the at least one front wheels 3 about the steering axis X2 is equal to or greater than the rotation angle of the handle unit 29 about the handle axis X3. As in the examples of FIGS. 1 and 5 , when the lean vehicle 1 has one front wheel 3 and the handle axis X3 coincides with the steering axis X2, the rotation angle of the handle unit 29 about the handle axis X3 and the rotation angle of the one front wheel 3 about the steering axis X2 are the same or approximately the same. When the lean vehicle 1 of the second embodiment is equipped with two front wheels 3 and the handle axis X3 does not coincide with the steering axis X2 of either of the front wheels 3, the rotation angle of the handle unit 29 about the handle axis X3 may be a rotation angle between the rotation angles about the steering axis X2 of the two front wheels 3. In other words, the connection portion 28 does not include a speed reduction mechanism that makes the rotation angle of the front wheels 3 about the steering axis X2 smaller than the rotation angle of the handle unit 29 about the handle axis X3.

[0086] <Modification of Sixth Embodiment> In the lean vehicle 1 of the sixth embodiment, the rotation angle of at least one front wheel 3 about the steering axis X2 may be smaller than or larger than the rotation angle of the handle unit 29 about the steering axis X3, and the rotation angle range of the handle unit 29 may be less than or equal to 360°. Alternatively, in the lean vehicle 1 of the sixth embodiment, the rotation angle of any one of the at least one front wheels 3 about the steering axis X2 may be larger than or equal to the rotation angle of the handle unit 29 about the steering axis X3, and the rotation angle range of the handle unit 29 may be 360° or larger. Alternatively, in the lean vehicle 1 of the sixth embodiment, the rotation angle of at least one front wheel 3 about the steering axis X2 may be smaller than the rotation angle of the handle unit 29 about the steering axis X3, and the rotation angle range of the handle unit 29 may be 360° or larger but less than 360°.

[0087] 1: lean vehicle, 2: wheel, 3: at least one front wheel, 4: at least one rear wheel, 5: vehicle body 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, 13: steering unit, 14: rider steering torque detection device, 15: steering actuator, 28: connection part, 29: handle unit, X2: steering axis, X3: handle axis

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 vehicle 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 steering unit that can be steered by a rider and that receives a rider steering torque, which is a torque generated by the steering of the rider, to rotate the at least one front wheel around the steering axis; A control device that controls a posture of the lean vehicle in a roll direction; A lean vehicle comprising: a rider steering torque detection device for detecting information related to the rider steering torque input to the steering unit; a torque imparting device including at least one of a driving torque imparting device configured to impart positive and negative driving torques 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 imparting device configured to impart a steering torque about the steering axis to the at least one front wheel, the steering torque being a sum of the rider steering torque and an actuator steering torque generated by a steering actuator; Equipped with The control device includes: A torque applying device is configured to control at least one of the driving torque and the steering torque applied by the torque applying device, a steering angle detecting device for detecting a steering torque of the at least one front wheel around the steering axis of the at least one front wheel, the steering angle being a rotation angle of the at least one front wheel around the steering axis of the at least one front wheel; When the lean vehicle is a lean vehicle in which an intersection between the steering axis of the at least one front wheel and the running surface of the at least one front wheel is located in a vehicle forward direction from a ground contact point of the at least one front wheel, the control device sets the target steering angle so that a rotation direction about the steering axis that changes from an actual steering angle, which is the steering angle when the rider steering torque is applied, to the target steering angle is opposite to a rotation direction about the steering axis of the rider steering torque, When the lean vehicle is a lean vehicle in which the intersection of the steering axis of the at least one front wheel and the running surface of the at least one front wheel is located at the same point as the ground contact point of the at least one front wheel or is located rearward of the ground contact point of the at least one front wheel, the control device sets the target steering angle so that the direction of rotation around the steering axis that changes from the actual steering angle to the target steering angle is the same as the direction of rotation around the steering axis of the rider steering torque.

2. a steering angle related information detection device that detects information related to a steering angle, which is a rotation angle of the at least one front wheel 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 the at least one wheel about the axle line; Equipped with The control device includes:

2. The lean vehicle according to claim 1, wherein at least one of the drive torque and the steering torque of the torque applying device is controlled so that the steering angle of the at least one front wheel becomes a target steering angle that is set based on at least one of information related to the rider steering torque, information related to an actual vehicle speed, which is the vehicle speed when the rider steering torque is applied, and information related to an actual steering angle, which is the steering angle when the rider steering torque is applied.

3. A steering angle related information detection device that detects information related to a steering angle, which is a rotation angle of the at least one front wheel about the steering axis; 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 left-right direction of the vehicle with respect to the up-down direction of the vehicle; a wheel speed related information detection device that detects information related to a wheel speed, which is a rotation speed of the at least one wheel about the axle line; Equipped with The control device includes: The lean vehicle described in claim 1, characterized in that in the attitude control, at least one of the drive torque and the steering torque of the torque applying device is controlled based on information related to the steering angle detected by the steering angle-related information detection device, information related to the lean angle detected by the lean angle-related information detection device, and information related to the rotational speed detected by the wheel speed-related information detection device so that changes in the attitude of the lean vehicle in the roll direction are suppressed while the steering angle of the at least one front wheel becomes the target steering angle set based at least on information related to the rider steering torque detected by the rider steering torque detection device.

4. a steering angle related information detection device that detects information related to a steering angle, which is a rotation angle of the at least one front wheel about the steering axis; 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 left-right direction of the vehicle with respect to the up-down direction of the vehicle; a wheel speed related information detection device that detects information related to a wheel speed, which is a rotation speed of the at least one wheel about the axle line; Equipped with The control device includes: The lean vehicle described in claim 2, characterized in that in the attitude control, at least one of the drive torque and the steering torque of the torque applying device is controlled based on information related to the steering angle detected by the steering angle-related information detection device, information related to the lean angle detected by the lean angle-related information detection device, and information related to the rotational speed detected by the wheel speed-related information detection device so that changes in the attitude of the lean vehicle in the roll direction are suppressed while the steering angle of the at least one front wheel becomes the target steering angle set based at least on information related to the rider steering torque detected by the rider steering torque detection device.

5. The attitude control executed by the control device includes: a first attitude control for controlling at least one of the drive torque and the steering torque of the torque application device so that the steering angle becomes a target steering angle that is set based at least on information about the rider steering torque detected by the rider steering torque detection device; and a second attitude control that controls at least one of the drive torque and the steering torque of the torque application device so that 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, becomes a target lean angle that is set based at least on information related to the rider steering torque detected by the rider steering torque detection device; The lean vehicle according to any one of claims 1 to 4, characterized in that it includes at least

6. The torque applying device is The vehicle includes at least the steering torque imparting device of the driving torque imparting device and the steering torque imparting device, The control device includes: a torque applying device configured to apply a torque to the vehicle, the torque applying device being configured to apply a torque to the vehicle, the torque applying device being configured to apply a torque to the vehicle, A lean vehicle as described in any one of claims 1 to 4, characterized in that in the attitude control, at least the steering torque of the drive torque and the steering torque of the torque imparting device is controlled so that the steering angle of the at least one front wheel becomes the target steering angle that is set at least based on information related to the rider steering torque detected by the rider steering torque detection device.

7. The control device includes:

5. The lean vehicle according to claim 1, wherein the attitude control is performed at least when the vehicle speed is greater than 0 km / h and is equal to or less than 10 km / h.

8. The steering unit includes a handle unit steered by a rider and a connection portion connecting the handle unit and the at least one front wheel, The connection portion is supported on the body frame so that the handle unit is rotatable around the handle axis, and the connection portion connects the handle unit and the at least one front wheel so that when the handle unit rotates around the handle axis, the at least one front wheel rotates around the steering axis, and when the at least one front wheel rotates around the steering axis, the handle unit rotates around the handle axis, and a rotation angle of any one of the at least one front wheels around the steering axis is greater than or equal to a rotation angle of the handle unit around the handle axis.

9. The steering unit includes a handle unit steered by a rider and a connection portion connecting the handle unit and the at least one front wheel, The connection portion is supported by the body frame so that the handle unit can rotate within a rotation angle range of less than 360° around the handle axis, and is provided with a connection portion that connects the handle unit and the at least one front wheel so that when the handle unit rotates around the handle axis, the at least one front wheel rotates around the steering axis, and when the at least one front wheel rotates around the steering axis, the handle unit rotates around the handle axis.A lean vehicle as described in any one of claims 1 to 4, characterized in that the connection portion is supported by the body frame so that the handle unit can rotate within a rotation angle range of less than 360° around the handle axis, and is provided with a connection portion that connects the handle unit and the at least one front wheel so that when the handle unit rotates around the steering axis, the at least one front wheel rotates around the steering axis.

10. The attitude control executed by the control device comprises: a first attitude control that controls at least one of the drive torque and the steering torque of the torque application device so that the steering angle becomes a target steering angle that is set based at least on information about the rider steering torque detected by the rider steering torque detection device; a second attitude control that controls at least one of the drive torque and the steering torque of the torque application device so that 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, becomes a target lean angle that is set based at least on information related to the rider steering torque detected by the rider steering torque detection device; At least The torque applying device is The vehicle includes at least the steering torque imparting device of the driving torque imparting device and the steering torque imparting device, The control device includes: a torque applying device configured to apply a torque to the vehicle, the torque applying device being configured to apply a torque to the vehicle, the torque applying device being configured to apply a torque to the vehicle, A lean vehicle as described in any one of claims 1 to 4, characterized in that in the attitude control, at least the steering torque of the drive torque and the steering torque of the torque imparting device is controlled so that the steering angle of the at least one front wheel becomes the target steering angle that is set at least based on information related to the rider steering torque detected by the rider steering torque detection device.

11. The control device 6. The lean vehicle according to claim 5, wherein the attitude control is executed at least when the vehicle is traveling at a speed greater than 0 km / h and equal to or less than 10 km / h.

12. The control device 7. The lean vehicle according to claim 6, wherein the attitude control is executed at least when the vehicle is traveling at a speed greater than 0 km / h and equal to or less than 10 km / h.

13. The control device 11. The lean vehicle according to claim 10, wherein the attitude control is executed at least when the vehicle is traveling at a speed greater than 0 km / h and equal to or less than 10 km / h.