Control device and control method

Abstract

The present invention provides a control device and a control method that are capable of improving the safety of a leaning vehicle. In a control device (20) and a control method according to the present invention, an execution unit of the control device (20) executes, on the basis of information on the surrounding environment of a leaning vehicle (1), a positional-relationship adjustment operation for adjusting the positional relationship between the leaning vehicle (1) and an object so as to achieve a target positional relationship. In the case in which posture stability information, which is information indicating the posture stability in the process of automatically stopping the leaning vehicle (1), indicates that the posture stability is low in a state in which the execution unit is capable of executing an automatic stopping operation for causing the leaning vehicle (1) that has automatically decelerated by the positional-relationship adjustment operation to automatically come to a stop, the execution unit executes a deceleration suppression operation, which is an operation for suppressing the deceleration of the leaning vehicle (1) more than in the case in which the posture stability information indicates that the posture stability is high.

Description

[0001] [Document name] Statement

[0002] [Title of invention] Control device and control method

[0003] [Technical Field]

[0004] [. 0 0 1] This disclosure relates to a control device and a control method that can improve the safety of lean vehicles.

[0005] [Background technology]

[0006]

[002] Various technologies have been proposed to assist riders of lean vehicles such as motorcycles in driving. For example, Patent Document 1 discloses a driver assistance system that warns a motorcycle rider that he or she is inappropriately approaching an obstacle based on information detected by a sensor device that detects an obstacle in the direction of travel or substantially in the direction of travel.

[0007] [Prior art documents]

[0008] [Patent documents]

[0009]

〇 0 0 3

[0010] [Patent Document 1] Japanese Patent Application Laid-Open No. 2009-116882

[0011] Summary of the Invention

[0012] [Problem to be solved by the invention]

[0013] [0 0 0 4] Incidentally, one technology for assisting vehicle driving is a positional relationship adjustment operation that adjusts the positional relationship between the vehicle and an object to a target positional relationship. Furthermore, there is a technology that performs an automatic stopping operation that automatically brings a lean vehicle that has automatically decelerated through the positional relationship adjustment operation to a stop. It is conceivable that such positional relationship adjustment operations and automatic stopping operations can be applied to lean vehicles. However, unlike four-wheeled automobiles, lean vehicles can tip over in the roll direction due to their own weight. Therefore, it is desirable to prevent lean vehicles from tipping over due to automatic stopping operations and improve safety.

[0014]

[0005] The present invention has been made against the background of the above-mentioned problems, and aims to provide a control device and a control method that can improve the safety of lean vehicles.

[0015] [Means for solving the problem]

[0016]

[0006] A control device according to the present invention is a control device that controls the behavior of a lean vehicle, and includes an execution unit that executes a positional relationship adjustment operation based on ambient environment information about the lean vehicle to adjust the positional relationship between the lean vehicle and an object to a target positional relationship, and the execution unit, in a state in which it is possible to execute an automatic stopping operation that automatically brings the lean vehicle, which has been automatically decelerated by the positional relationship adjustment operation, to a stop, executes a deceleration suppression operation that is an operation that suppresses the deceleration of the lean vehicle more than when the posture stability information is information that indicates the posture stability is high, when posture stability information, which is information that indicates the posture stability of the lean vehicle during the process of automatically bringing the lean vehicle to a stop, is information that indicates that the posture stability is low.

[0017] [0 0 0 7] A control method according to the present invention is a control method for controlling the behavior of a lean vehicle, wherein an execution unit of a control device executes a positional relationship adjustment operation based on ambient environment information about the lean vehicle to adjust the positional relationship between the lean vehicle and an object to a target positional relationship, and the execution unit, in a state in which an automatic stopping operation can be executed to automatically stop the lean vehicle that has been automatically decelerated by the positional relationship adjustment operation, executes a deceleration suppression operation, which is an operation for suppressing the deceleration of the lean vehicle more than when the posture stability information is information indicating that the posture stability is high, when posture stability information, which is information indicating the posture stability of the lean vehicle during the process of the lean vehicle automatically coming to a stop, is information indicating that the posture stability is low.

[0018] [Effects of the Invention]

[0019]

[0008] In the control device and control method according to the present invention, an execution unit of the control device executes a positional relationship adjustment operation that adjusts the positional relationship between the lean vehicle and an object to a target positional relationship based on ambient environmental information about the lean vehicle. The execution unit, in a state where an automatic stopping operation can be executed to automatically stop the lean vehicle that has automatically decelerated through the positional relationship adjustment operation, executes a deceleration suppression operation that suppresses deceleration of the lean vehicle more than when the attitude stability information indicates high attitude stability when attitude stability information, which indicates the attitude stability of the lean vehicle during the process of automatically stopping the lean vehicle, indicates low attitude stability. This allows the speed of the lean vehicle to be adjusted according to the attitude stability of the lean vehicle when the automatic stopping operation can be executed. Therefore, tipping of the lean vehicle due to the automatic stopping operation can be suppressed according to the attitude stability of the lean vehicle. This improves the safety of the lean vehicle.

[0020] [Brief explanation of the drawings]

[0021] [ 0 0 0 9 ]

[0022] [Figure 1] Schematic diagram showing the general configuration of a lean vehicle according to an embodiment of the present invention.

[0023] [Figure 2] A block diagram showing an example of the functional configuration of a control device according to an embodiment of the present invention. Although the present description explains the case where a control unit that controls the position of the wheel braking part itself using an electrical signal (specifically, hydraulic control unit 12 in Figure 1 described below) is used, a control unit that controls the position of the wheel braking part itself using an electrical signal (so-called brake-by-wire) may also be used as the control unit for the braking force generated on the wheel.

[0024]

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

[0025] [ 0 0 1 5 ]

[0026] In addition, a throttle valve is provided in the intake pipe of the engine 11, and the amount of intake air into the combustion chamber changes depending on the throttle opening, which is the opening of the throttle valve.

[0027]

[0019] The hydraulic pressure control unit 12 is a unit that controls the braking force acting on the wheels. For example, the hydraulic pressure control unit 12 is provided on an oil passage connecting a master cylinder and a wheel cylinder, and includes components (e.g., a control valve and a pump) for controlling the brake hydraulic pressure of the wheel cylinder. The braking force acting on the wheels is controlled by controlling the operation of the components of the hydraulic pressure control unit 12. The hydraulic pressure control unit 12 may control the braking force acting on both the front and rear wheels, or may control only the braking force acting on either the front or rear wheels.

[0028]

[0020] The display device 13 has a display function for visually displaying information. An example of the display device 13 is a liquid crystal display. The display device 13 is provided, for example, in front of the steering wheel of the lean-to vehicle 1. However, the arrangement of the display device 13 relative to the vehicle body is not particularly limited.

[0029]

[0021] The input device 14 accepts various operations by the rider. The input device 14 is provided on the handlebars, for example, and includes push buttons used for rider operation. Information regarding the rider's operation using the input device 14 is output to the control device 20.

[0030]

[0022] The ambient environment sensor 15 detects ambient environment information relating to the environment around the lean vehicle 1. Specifically, the ambient environment sensor 15 is provided at the front of the lean vehicle 1 and detects ambient environment information ahead of the lean vehicle 1. The ambient environment information detected by the ambient environment sensor 15 is output to the control device 20.

[0031]

[0023] The ambient environment information detected by the ambient environment sensor 15 may be information related to the distance or direction to the object located around the lean vehicle 1 (for example, relative position, relative distance, relative speed, relative acceleration, etc.), or may be characteristics of the object located around the lean vehicle 1 (for example, the type of object, the shape of the object itself, a mark attached to the object, etc.). The ambient environment sensor 15 is, for example, a radar, a lidar sensor, an ultrasonic sensor, a camera, etc.

[0032]

[0024] The surrounding environment information can also be detected by surrounding environment sensors or infrastructure equipment installed in other vehicles. In other words, the control device 20 can also acquire the surrounding environment information via wireless communication with other vehicles or infrastructure equipment.

[0033]

[0025] The inertial measurement unit 16 is equipped with a three-axis gyro sensor and a three-directional acceleration sensor and detects the attitude of the lean vehicle 1. The inertial measurement unit 16 is provided, for example, on the body of the lean vehicle 1. For example, the inertial measurement unit 16 detects the lean angle of the lean vehicle 1 and outputs the detection result. The inertial measurement unit 16 may also detect other physical quantities that can be substantially converted into the lean angle of the lean vehicle 1. The lean angle corresponds to an angle that represents the inclination in the roll direction of the body (specifically, the body) of the lean vehicle 1 relative to the vertically upward direction. The inertial measurement unit 16 may also be equipped with only a portion of the three-axis gyro sensor and the three-directional acceleration sensor.

[0034]

[0026] The steering angle sensor 17 detects the steering angle of the lean vehicle 1. For example, the steering angle sensor 17 detects the steering angle of the steering wheel of the lean vehicle 1 as the steering angle of the lean vehicle 1. The steering angle of the lean vehicle 1 is, for example, the angle formed between the front direction of the body of the lean vehicle 1 and the front direction of the steering wheel. Note that the steering angle of the lean vehicle 1 may also mean the steering angle of the tires of the lean vehicle 1.

[0035]

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

[0036]

[0028] The rear wheel speed sensor 18' is a wheel speed sensor that detects the wheel speed of the rear wheel (for example, the number of rotations per unit time of the rear wheel [rpm] or the distance traveled per unit time [km / h], etc.) and outputs the detection result. The rear wheel speed sensor 18' may also detect other physical quantities that can be substantially converted into the wheel speed of the rear wheel. The rear wheel speed sensor 18r is provided on the rear wheel.

[0037]

[0029] The control device 20 controls the behavior of the lean vehicle 1. For example, part or all of the control device 20 is configured with a microcomputer, a microprocessor unit, a memory, etc. Also, for example, part or all of the control device 20 may be configured with updatable components such as firmware, or may be a program module executed by commands from a CPU, etc. The control device 20 may be, for example, one unit, or may be divided into multiple units.

[0038]

[0030] Fig. 2 is a block diagram showing an example of the functional configuration of the control device 20. As shown in Fig. 2, the control device 20 includes, for example, an acquisition unit 21 and an execution unit 22. The control device 20 also communicates with each device of the lean vehicle 1.

[0039]

[0031] The acquisition unit 21 acquires information from each device of the lean vehicle 1 and outputs it to the execution unit 22. For example, the acquisition unit 21 acquires information from the input device 14, the ambient environment sensor 15, the inertial measurement unit 16, the steering angle sensor 17, the front wheel speed sensor 18f, and the rear wheel speed sensor 18r. Note that in this specification, the acquisition of information may include the extraction or generation (for example, calculation) of information.

[0032] The execution unit 22 executes various controls by controlling the operation of each device of the lean vehicle 1. The execution unit 22 controls the operation of, for example, the engine 11, the hydraulic control unit 12, and the display device 13.

[0040]

[0033] Here, the execution unit 22 can execute a positional relationship adjustment operation based on the surrounding environment information of the lean vehicle 1. The positional relationship adjustment operation is an operation of adjusting the positional relationship between the lean vehicle 1 and an object (for example, a target vehicle) to a target positional relationship. Specifically, in the positional relationship adjustment operation, the execution unit 22 can adjust the positional relationship between the lean vehicle 1 and the object to a target positional relationship by automatically controlling the speed of the lean vehicle 1. Note that, although the following mainly describes an example in which the above-mentioned object is a target vehicle, the above-mentioned object is not limited to a target vehicle and may be, for example, a traffic light or the like.

[0041]

[0034] In the following, an example will be described in which the execution unit 22 executes adaptive cruise control as a control mode in which the positional relationship adjustment operation is performed. However, the positional relationship adjustment operation may be performed in a control mode other than adaptive cruise control as long as it is an operation that adjusts the positional relationship between the lean vehicle 1 and the object to a target positional relationship. For example, the positional relationship adjustment operation may be performed in a control mode in which the accelerator is not released even when the rider operates the accelerator, and the target positional relationship may change depending on the amount of accelerator operation.

[0042]

[0035] In adaptive cruise control, the execution unit 22 automatically controls the speed of the lean vehicle 1 without relying on the rider's acceleration / deceleration operations (i.e., accelerator and brake operations). The execution unit 22 can control the speed of the lean vehicle 1 based on information about the speed of the lean vehicle 1 acquired based on, for example, the wheel speed of the front wheels and the wheel speed of the rear wheels.

[0043]

[0036] In adaptive cruise control, for example, a target inter-vehicle distance, which is a target value of the inter-vehicle distance between the lean vehicle 1 and the target vehicle, is set, and the execution unit 22 controls the speed of the lean vehicle 1 so that the inter-vehicle distance between the lean vehicle 1 and the target vehicle becomes the target inter-vehicle distance. In other words, the positional relationship in which the inter-vehicle distance between the lean vehicle 1 and the target vehicle becomes the target inter-vehicle distance corresponds to the target positional relationship. Note that the inter-vehicle distance may mean the distance in the direction along the lane (specifically, the driving lane of the lean vehicle 1) or may mean the straight-line distance. For example, the acquisition unit 21 acquires the inter-vehicle distance between the lean vehicle 1 and the target vehicle based on the surrounding environment information of the lean vehicle 1, and the execution unit 22 can control the speed of the lean vehicle 1 as described above based on the inter-vehicle distance acquired in this way.

[0044]

[0037] However, in adaptive cruise control, for example, a target passing time difference is set, which is a target value of the passing time difference (specifically, the time it takes for the lean vehicle 1 to pass the current position of the target vehicle), and the execution unit 22 may control the speed of the lean vehicle 1 so that the passing time difference becomes the target passing time difference. In this case, the positional relationship in which the passing time difference becomes the target passing time difference corresponds to the target positional relationship. For example, the acquisition unit 21 acquires the passing time difference based on the ambient environment information of the lean vehicle 1, and the execution unit 22 can control the speed of the lean vehicle 1 as described above based on the acquired passing time difference.

[0045]

[0038] When the adaptive cruise control is being performed, for example, if a target vehicle is not detected, the execution unit 22 controls the speed of the lean vehicle 1 to a preset target speed. In such a case, for example, the positional relationship adjustment operation is not performed.

[0046]

[0039] The execution unit 22 starts adaptive cruise control, for example, when a rider operates the input device 14. The adaptive cruise control is released when the rider performs a specific operation, such as braking.

[0047]

[0040] Here, the adaptive cruise control may be released as the speed of the lean vehicle 1 decreases. On the other hand, in this embodiment, the adaptive cruise control executed by the execution unit 22 is a control mode that is not released due to a decrease in the speed of the lean vehicle 1. Therefore, in this embodiment, the execution unit 22 can automatically stop and start the lean vehicle 1 in the adaptive cruise control.

[0048] For example, in adaptive cruise control, the execution unit 22 sequentially executes a stop phase in which the lean vehicle 1 is automatically decelerated and stopped, and a start phase in which the lean vehicle 1 is automatically started. Note that the execution unit 22 is only required to be able to execute at least the stop phase, and is not necessarily required to execute the start phase.

[0049]

[0042] In the stopping phase, the lean vehicle 1 automatically stops. The execution unit 22 can execute an automatic stopping operation that automatically stops the lean vehicle 1 that has automatically decelerated through the positional relationship adjustment operation. The process by which the lean vehicle 1 automatically stops through the automatic stopping operation corresponds to the stopping phase. For example, when the target vehicle decelerates and stops, the execution unit 22 continues to execute the positional relationship adjustment operation so that the inter-vehicle distance between the lean vehicle 1 and the target vehicle becomes the target inter-vehicle distance, and as a result, the lean vehicle 1 automatically decelerates and stops.

[0050]

[0043] Hereinafter, an example will be described in which the automatic stopping operation is an operation of automatically slowing down and stopping the lean vehicle 1 by a positional relationship adjustment operation. However, as will be described later, the automatic stopping operation is not limited to this example, and may be an operation in which the positional relationship adjustment operation is not performed under some circumstances, or an operation in which the lean vehicle 1 is stopped only when a specific operation is performed by the rider.

[0051]

[0044] In order to prevent the lean vehicle 1 from moving (for example, sliding down due to its own weight) while stopped, it is preferable that the execution unit 22 executes braking maintenance control to maintain a state in which braking force is automatically applied to the stopped lean vehicle 1. In the braking maintenance control, the execution unit 22 can control the braking force applied to the lean vehicle 1, for example, by controlling the operation of the hydraulic control unit 12.

[0052]

[0045] In the starting phase, the lean vehicle 1 starts automatically. In the starting phase, the execution unit 22 acquires a starting trigger signal based on the surrounding environment information of the lean vehicle 1, for example, and causes the lean vehicle 1 to automatically start as the starting trigger signal is acquired. For example, when a stopped target vehicle starts, the execution unit 22 acquires a starting trigger signal based on the surrounding environment information of the lean vehicle 1, and causes the lean vehicle 1 to automatically start so that the inter-vehicle distance between the lean vehicle 1 and the target vehicle is maintained at the target inter-vehicle distance.

[0053] However, the execution unit 22 may acquire the start trigger signal taking into consideration whether or not a specific operation has been performed by the rider during the start phase. For example, the execution unit 22 may acquire the start trigger signal when it determines, based on the surrounding environment information, that the stopped target vehicle has started moving and when a specific operation has been performed by the rider using the input device 14. The specific operation may also be an acceleration operation by the rider (for example, rotating the accelerator grip toward the acceleration side).

[0054]

[0047] <Operation of the control device> The operation of the control device 20 according to the embodiment of the present invention will be described with reference to Figs. 3 to 5.

[0055]

[0048] As described above, the execution unit 22 of the control device 20 can execute an automatic stopping operation in adaptive cruise control to automatically stop the lean vehicle 1, which has automatically decelerated through a positional relationship adjustment operation. Here, unlike a four-wheeled automobile, the lean vehicle 1 can tip over in the roll direction due to its own weight. Therefore, it is desirable to prevent the lean vehicle 1 from tipping over due to the automatic stopping operation and improve safety.

[0056]

[0049] Therefore, in this embodiment, when the execution unit 22 of the control device 20 is in a state where it is able to execute an automatic stopping operation, if the attitude stability information, which is information indicating the attitude stability in the process of the lean vehicle 1 automatically coming to a stop, is information indicating that the attitude stability is low, the execution unit 22 of the control device 20 executes a deceleration suppression operation, which is an operation to suppress deceleration of the lean vehicle 1 more than when the attitude stability information is information indicating that the attitude stability is high. As a result, as will be described later, it is possible to improve the safety of the lean vehicle 1. Below, of the processes performed by the control device 20, first, second, and third processes will be described in order as examples of processes related to the deceleration suppression operation.

[0057]

[0050] Fig. 3 is a flowchart showing an example of the flow of the first process performed by the control device 20. Step S101 in Fig. 3 corresponds to the start of the control flow shown in Fig. 3. Step S105 in Fig. 3 corresponds to the end of the control flow shown in Fig. 3. The control flow shown in Fig. 3 is repeatedly executed at set time intervals, for example, in a state in which an automatic stopping operation can be executed. For example, the control flow shown in Fig. 3 is repeatedly executed while adaptive cruise control is being executed. In particular, the control flow shown in Fig. 3 may be executed in a situation in which the lean vehicle 1 is automatically decelerating due to a positional relationship adjustment operation while adaptive cruise control is being executed.

[0058]

[0051] When the control flow shown in FIG. 3 is started, in step S102, the execution unit 22 determines whether the posture stability information indicates that the posture stability of the lean vehicle 1 is higher than a reference value.

[0059] As described above, the posture stability information is information indicating the posture stability of the lean-mounted vehicle 1 during the process of automatically stopping the vehicle. For example, the acquisition unit 21 acquires the posture stability information, and step S!O2 is performed using the posture stability information acquired by the acquisition unit 21. In particular, the acquisition unit 21 acquires the posture stability information in a state in which an automatic stopping operation can be performed (for example, a state in which the lean-mounted vehicle 1 is automatically decelerating due to a positional relationship adjustment operation). Therefore, the acquisition unit 21 can acquire, as the posture stability information, information indicating the posture stability of the lean-mounted vehicle 1 during the process of automatically stopping the vehicle. The lower the posture stability of the lean-mounted vehicle 1, the more likely it is that the lean-mounted vehicle 1 will tip over during the automatic stopping operation. Therefore, in this embodiment, as described below, when the posture stability of the lean vehicle 1 is lower than a standard, a deceleration suppression operation is performed, thereby improving the safety of the lean vehicle 1.

[0060]

[0053] The criteria in step S102 are set so as to determine, for example, how likely it is that the lean vehicle 1 will tip over due to the automatic stopping operation if the deceleration suppression operation is not performed. If the posture stability of the lean vehicle 1 is higher than the criteria, it corresponds to a case where it is assumed that the lean vehicle 1 will not tip over due to the automatic stopping operation even if the deceleration suppression operation is not performed. On the other hand, if the posture stability of the lean vehicle 1 is lower than the criteria, it corresponds to a case where it is assumed that the lean vehicle 1 will tip over due to the automatic stopping operation if the deceleration suppression operation is not performed. In other words, the higher the posture stability, the higher the resistance of the lean vehicle 1 to tip over due to the automatic stopping operation.

[0061] For example, the acquisition unit 21 can acquire posture stability information based on running posture information of the lean vehicle 1. The running posture information is information related to the running posture of the lean vehicle 1, and may be, for example, information related to a change in the running posture of the lean vehicle 1. The acquisition unit 21 can acquire posture stability information based on running posture information of the lean vehicle 1 in a state where automatic deceleration is being performed by a positional relationship adjustment operation. However, as described later, the acquisition unit 21 may also acquire posture stability information based on running posture information of the lean vehicle 1 in a state where automatic deceleration is not being performed (specifically, a state where deceleration is temporarily interrupted during the deceleration process).

[0062] The running posture information may include, for example, lean angle information of the lean vehicle 1. That is, the acquisition unit 21 may acquire posture stability information based on the lean angle information of the lean vehicle 1. The lean angle information is information about the lean angle of the lean vehicle 1, and may be, for example, information indicating the value of the lean angle, rough information in which the degree of the lean angle is expressed in several stages, information indicating the value of the lean angle change rate, rough information in which the degree of the lean angle change rate is expressed in several stages, or information that can be substantially converted into such information. For example, the acquisition unit 21 can acquire the lean angle information based on the detection result of the inertial measurement unit 16. Note that the acquisition unit 21 may acquire the lean angle information by, for example, performing image processing on an image of the road surface obtained by a camera mounted on the lean vehicle 1.

[0063] For example, the greater the lean angle of the leaning vehicle 1, the more likely the leaning vehicle 1 will tip over in the roll direction when the leaning vehicle 1 stops. Therefore, for example, when the lean angle is smaller than the reference lean angle, the acquisition unit 21 acquires, as the posture stability information, information indicating that the posture stability of the leaning vehicle 1 is higher than the reference. On the other hand, when the lean angle is larger than the reference lean angle, the acquisition unit 21 acquires, as the posture stability information, information indicating that the posture stability of the leaning vehicle 1 is lower than the reference. The reference lean angle is set to a value that can determine whether the leaning vehicle 1 is likely to tip over due to the automatic stopping operation if the deceleration suppression operation is not performed.

[0064] The running attitude information may include, for example, yaw rate information of the lean vehicle 1. That is, the acquisition unit 21 may acquire attitude stability information based on the yaw rate information of the lean vehicle 1. The yaw rate information is information related to the yaw rate of the lean vehicle 1, and may be, for example, information indicating the value of the yaw rate, rough information in which the degree of the yaw rate is expressed in several stages, information indicating the value of the rate of change of the yaw rate, rough information in which the degree of the rate of change of the yaw rate is expressed in several stages, or information that can be substantially converted into such information. For example, the acquisition unit 21 can acquire yaw rate information based on the detection result of the inertial measurement unit 16.

[0065]

[0058] For example, the greater the yaw rate of the lean vehicle 1, the greater the lean angle of the lean vehicle 1, making it more likely that the lean vehicle 1 will tip over in the roll direction when it stops. Therefore, for example, if the yaw rate is smaller than a reference yaw rate, the acquisition unit 21 acquires, as posture stability information, information indicating that the posture stability of the lean vehicle 1 is higher than the reference. On the other hand, if the yaw rate is larger than the reference yaw rate, the acquisition unit 21 acquires, as posture stability information, information indicating that the posture stability of the lean vehicle 1 is lower than the reference. The above-mentioned reference yaw rate is set to a value that can determine whether the lean vehicle 1 is likely to tip over due to the automatic stopping operation if the deceleration suppression operation is not performed.

[0066] The traveling posture information may include, for example, steering angle information of the lean vehicle 1. That is, the acquisition unit 21 may acquire posture stability information based on the steering angle information of the lean vehicle 1. The steering angle information is information related to the steering angle of the lean vehicle 1, and is, for example, information indicating the value of the steering angle, rough information in which the degree of the steering angle is expressed in several stages, information indicating the value of the rate of change of the steering angle, rough information in which the degree of the rate of change of the steering angle is expressed in several stages, or information that can be substantially converted into such information. For example, the acquisition unit 21 can acquire the steering angle information based on the detection result of the steering angle sensor 17.

[0067] For example, the larger the steering angle of the lean vehicle 1, the larger the lean angle of the lean vehicle 1, and the more likely the lean vehicle 1 will tip over in the roll direction when the lean vehicle 1 stops. Therefore, for example, when the steering angle is smaller than the reference steering angle, the acquisition unit 21 acquires, as posture stability information, information indicating that the posture stability of the lean vehicle 1 is higher than the reference. On the other hand, when the steering angle is larger than the reference steering angle, the acquisition unit 21 acquires, as posture stability information, information indicating that the posture stability of the lean vehicle 1 is lower than the reference. The above-mentioned reference steering angle is set to a value that can determine whether the lean vehicle 1 is likely to tip over due to the automatic stopping operation if the deceleration suppression operation is not performed.

[0068]

[0061] Note that a rider of the lean vehicle 1 may balance the lean vehicle 1 by swinging the handlebars left and right. In such a case, the posture stability of the lean vehicle 1 is increased. Therefore, for example, when the acquisition unit 21 determines that the handlebars are being swung left and right based on the steering angle information, the acquisition unit 21 acquires, as posture stability information, information indicating that the posture stability of the lean vehicle 1 is higher than the standard.

[0069]

[0062] In the above, lean angle information, yaw rate information, and steering angle information have been described as examples of running posture information. However, information other than the information described above may be used as the running posture information. For example, lateral acceleration information of the lean vehicle 1 may be used as the running posture information. The lateral acceleration information is information about the lateral acceleration of the lean vehicle 1, and is, for example, information indicating the value of the lateral acceleration, rough information in which the degree of lateral acceleration is expressed in several stages, information indicating the value of the rate of change of lateral acceleration, rough information in which the degree of the rate of change of lateral acceleration is expressed in several stages, or information that can be substantially converted into such information. For example, the acquisition unit 21 can acquire the lateral acceleration information based on the detection result of the inertial measurement unit 16.

[0070]

[0063] For example, the greater the lateral acceleration of the lean vehicle 1, the greater the lean angle of the lean vehicle 1, making it more likely that the lean vehicle 1 will tip over in the roll direction when it stops. Therefore, for example, when the lateral acceleration is smaller than the reference lateral acceleration, the acquisition unit 21 acquires, as posture stability information, information indicating that the posture stability of the lean vehicle 1 is higher than the reference. On the other hand, when the lateral acceleration is larger than the reference lateral acceleration, the acquisition unit 21 acquires, as posture stability information, information indicating that the posture stability of the lean vehicle 1 is lower than the reference. The reference lateral acceleration is set to a value that can determine whether the lean vehicle 1 is likely to tip over due to the automatic stopping operation if the deceleration suppression operation is not performed.

[0071]

[0064] In the above, an example has been described in which posture stability information is acquired based on running posture information of the lean vehicle 1. However, the acquisition unit 21 may acquire posture stability information based on information other than running posture information. For example, the acquisition unit 21 may acquire posture stability information based on riding state information of the rider or passenger of the lean vehicle 1. The riding state information is information related to the riding state of the rider or passenger of the lean vehicle 1, and may include, for example, posture information of the rider or passenger of the lean vehicle 1. For example, the acquisition unit 21 can acquire riding state information based on detection results of various sensors such as a seating sensor. In this way, the information used to acquire posture stability information may be information related to the tendency of the lean vehicle 1 to tip over.

[0072]

[0065] Various examples of information used to acquire posture stability information have been described above. However, the information used to acquire posture stability information may be information other than the examples given above. Furthermore, multiple types of information may be used in combination as the information used to acquire posture stability information. For example, multiple types of information arbitrarily selected from the examples given above may be used in combination as the information used to acquire posture stability information.

[0073]

[0066] If it is determined that the attitude stability information indicates that the attitude stability of the lean vehicle 1 is higher than the standard (step S!O2 / YES), the process proceeds to step S103. Then, in step S103, the execution unit 22 permits the lean vehicle 1 to be stopped by an automatic stopping operation. On the other hand, if it is determined that the attitude stability information indicates that the attitude stability of the lean vehicle 1 is lower than the standard (step S!O2 / NO), the process proceeds to step S104. Then, in step S104, the execution unit 22 executes an operation to prohibit the lean vehicle 1 from being stopped by an automatic stopping operation as a deceleration suppression operation. After step S103 or step S!O4, the control flow shown in FIG. 3 ends.

[0074]

[0067] When the execution unit 22 prohibits the lean vehicle 1 from being stopped by the automatic stopping operation in step S104, for example, the execution unit 22 maintains the speed of the lean vehicle 1 at a lower limit speed. The lower limit speed can be set to a speed corresponding to the lower limit of the speed range at which the lean vehicle 1 can travel while maintaining its posture without tipping over. For example, when the execution unit 22 prohibits the lean vehicle 1 from being stopped by the automatic stopping operation in step S104, the execution unit 22 first reduces the speed of the lean vehicle 1 to the lower limit speed from the point at which the lean vehicle 1 is prohibited from being stopped by the automatic stopping operation. Then, after the speed of the lean vehicle 1 reaches the lower limit speed, the execution unit 22 maintains the speed of the lean vehicle 1 at the lower limit speed. This allows the lean vehicle 1 to continue running while prohibiting the lean vehicle 1 from stopping due to automatic stopping operation.

[0075] As described above, in the first process, when the posture stability information indicates that the posture stability is low in a state in which the automatic stopping operation can be performed, the execution unit 22 executes an operation to prohibit stopping of the lean vehicle 1 by the automatic stopping operation as a deceleration suppression operation that suppresses deceleration of the lean vehicle 1 more than when the posture stability information indicates that the posture stability is high. This makes it possible to optimize whether or not to stop the lean vehicle 1 by the automatic stopping operation depending on the likelihood of the lean vehicle 1 tipping over due to the automatic stopping operation. For example, if it is assumed that the lean vehicle 1 is likely to tip over due to the automatic stopping operation if the deceleration suppression operation is not performed, it is possible to prohibit stopping of the lean vehicle 1 by the automatic stopping operation. Therefore, the safety of the lean vehicle 1 can be improved.

[0076]

[0069] The control flow shown in Fig. 3 described above is repeatedly executed, for example, during the execution of adaptive cruise control. Therefore, after a NO determination is made in step S102 and stopping of the lean vehicle 1 by the automatic stopping operation is prohibited in step S104, a YES determination may be made in step S102. In this case, stopping of the lean vehicle 1 by the automatic stopping operation is permitted in step S103. That is, in the first process, the execution unit 22 cancels the deceleration suppression operation based on the posture stability information while the deceleration suppression operation is being performed. This prevents unnecessary prohibition of stopping of the lean vehicle 1 by the automatic stopping operation when it is assumed that the lean vehicle 1 will not tip over due to the automatic stopping operation even if the deceleration suppression operation is not performed.

[0077]

[0070] Fig. 4 is a flowchart showing an example of the flow of the second process performed by the control device 20. Step S201 in Fig. 4 corresponds to the start of the control flow shown in Fig. 4. Step S204 in Fig. 4 corresponds to the end of the control flow shown in Fig. 4. The control flow shown in Fig. 4 is repeatedly executed at set time intervals, for example, in a state in which an automatic stopping operation can be executed. For example, the control flow shown in Fig. 4 is repeatedly executed while adaptive cruise control is being executed. In particular, the control flow shown in Fig. 4 may be executed in a situation in which the lean vehicle 1 is automatically decelerating due to a positional relationship adjustment operation while adaptive cruise control is being executed.

[0078]

[0071] The second process in FIG. 4 differs from the first process in FIG. 3 in that steps S103 and S104 are replaced with steps S202 and S203, respectively.

[0079]

[0072] In the second process of FIG. 4, if the determination in step S102 is YES (i.e., if the attitude stability of the lean vehicle 1 is determined to be higher than the standard), the process proceeds to step S202. Then, in step S202, the execution unit 22 switches the deceleration characteristic setting (for example, parameter value) in the adaptive cruise control to the first setting. On the other hand, if the determination in step S102 is NO (i.e., if the attitude stability of the lean vehicle 1 is determined to be lower than the standard), the process proceeds to step S203. Then, in step S203, the execution unit 22 switches the deceleration characteristic setting in the adaptive cruise control to the second setting. After step S202 or step S203, the control flow shown in FIG. 4 ends.

[0080]

[0073] In adaptive cruise control, deceleration characteristics are set, and the speed of the lean vehicle 1 is controlled so that the deceleration characteristics of the lean vehicle 1 become the set characteristics. The deceleration characteristics are characteristics related to deceleration and may include, for example, deceleration characteristics or deceleration change rate characteristics. For example, in adaptive cruise control, a deceleration upper limit value and a deceleration change rate upper limit value are set as deceleration characteristics. In adaptive cruise control, the execution unit 22 controls the deceleration of the lean vehicle 1 to be equal to or less than the deceleration upper limit value. In addition, in adaptive cruise control, the execution unit 22 controls the deceleration change rate of the lean vehicle 1 to be equal to or less than the deceleration change rate upper limit value.

[0081]

[0074] The second set upper deceleration limit value is smaller than the first set upper deceleration limit value. In other words, when the posture stability information is determined to be information indicating that the posture stability of the lean vehicle 1 is lower than the standard, the execution unit 22 executes the deceleration suppression operation to reduce the deceleration occurring in the lean vehicle 1, compared to when the posture stability information is determined to be information indicating that the posture stability of the lean vehicle 1 is higher than the standard.

[0082]

[0075] The second set upper limit value of the deceleration change rate is smaller than the first set upper limit value of the deceleration change rate. In other words, when the execution unit 22 determines that the posture stability information indicates that the posture stability of the lean vehicle 1 is lower than the standard, the execution unit 22 executes, as the deceleration suppression operation, an operation to reduce the deceleration change rate occurring in the lean vehicle 1, compared to when the posture stability information is determined to indicate that the posture stability of the lean vehicle 1 is higher than the standard.

[0083] As described above, in the second process, when the posture stability information indicates that the posture stability is low in a state in which the automatic stopping operation is executable, the execution unit 22 executes, as a deceleration suppression operation, an operation to reduce the deceleration and deceleration change rate occurring in the lean vehicle 1 compared to when the posture stability information indicates that the posture stability is high. This makes it possible to optimize the deceleration characteristics of the lean vehicle 1 according to the likelihood of the lean vehicle 1 tipping over due to the automatic stopping operation. For example, when it is assumed that the lean vehicle 1 is likely to tip over due to the automatic stopping operation if the deceleration suppression operation is not executed, it is possible to reduce the deceleration and deceleration change rate occurring in the lean vehicle 1. Therefore, it is possible to improve the safety of the lean vehicle 1.

[0084]

[0077] The control flow shown in Fig. 4 described above is repeatedly executed, for example, while adaptive cruise control is being performed. Therefore, there are cases where step S102 is determined to be NO, the deceleration characteristic setting is switched to the second setting in step S203, and then step S2 is determined to be YES. In this case, the deceleration characteristic setting is switched to the first setting in step S202. That is, in the second process, the execution unit 22 cancels the deceleration suppression operation based on the posture stability information while the deceleration suppression operation is being performed. This prevents the deceleration upper limit value and the deceleration change rate upper limit value from being unnecessarily reduced when it is assumed that the lean vehicle 1 will not tip over due to the automatic stopping operation even if the deceleration suppression operation is not performed.

[0085]

[0078] In the above description, the execution unit 22 reduces both the upper limit deceleration value and the upper limit deceleration change rate as the deceleration suppression operation. However, the execution unit 22 may reduce only one of the upper limit deceleration value and the upper limit deceleration change rate as the deceleration suppression operation.

[0086]

[0079] For example, the execution unit 22 may reduce the deceleration occurring in the lean vehicle 1 in the deceleration suppression operation by a method other than reducing the upper deceleration limit value. For example, the execution unit 22 may reduce the deceleration occurring in the lean vehicle 1 by reducing the target deceleration itself in the adaptive cruise control.

[0087]

[0080] For example, the execution unit 22 may reduce the deceleration change rate occurring in the lean vehicle 1 in the deceleration suppression operation by a method other than reducing the upper limit value of the deceleration change rate. For example, the execution unit 22 may reduce the deceleration change rate occurring in the lean vehicle 1 by reducing the target deceleration change rate itself in the adaptive cruise control.

[0088]

[0081] Also, for example, the deceleration characteristics of the lean vehicle 1 are not two-stage, but more multi-stage (i.e.,

[0089] The change may be in three or more steps or may be continuous.

[0090]

[0082] Fig. 5 is a flowchart showing an example of the flow of the third process performed by the control device 20. Step S301 in Fig. 5 corresponds to the start of the control flow shown in Fig. 5. Step S304 in Fig. 5 corresponds to the end of the control flow shown in Fig. 5. The control flow shown in Fig. 5 is repeatedly executed at set time intervals, for example, in a state in which an automatic stopping operation can be executed. For example, the control flow shown in Fig. 5 is repeatedly executed while adaptive cruise control is being executed. In particular, the control flow shown in Fig. 5 may be executed in a situation in which the lean vehicle 1 is automatically decelerating due to a positional relationship adjustment operation while adaptive cruise control is being executed.

[0091]

[0083] The third process in Figure 5 differs from the first process in Figure 3 described above in that steps S103 and S104 are replaced by steps S302 and S303, respectively.

[0092]

[0084] In the third process of FIG. 5, if step S102 is judged as YES (i.e., if it is judged that the posture stability of the lean vehicle 1 is higher than the standard), the process proceeds to step S302. Then, in step S302, the execution unit 22 continues or resumes the positional relationship adjustment operation in the adaptive cruise control. Specifically, in step S302, if the positional relationship adjustment operation is being performed, the positional relationship adjustment operation is continued, and if the positional relationship adjustment operation is not being performed, the positional relationship adjustment operation is resumed. On the other hand, if step S102 is judged as NO (i.e., if it is judged that the posture stability of the lean vehicle 1 is lower than the standard), the process proceeds to step S303. Then, in step S303, the execution unit 22 executes an operation to cancel the positional relationship adjustment operation in the adaptive cruise control as a deceleration suppression operation. After step S302 or step S303, the control flow shown in Fig. 5 ends.

[0093] As described above, in the third process, when the posture stability information indicates low posture stability in a state in which the automatic stopping operation can be performed, the execution unit 22 executes the operation of canceling the positional relationship adjustment operation as a deceleration suppression operation that suppresses deceleration of the lean vehicle 1 more than when the posture stability information indicates high posture stability. This makes it possible to optimize whether or not to execute the positional relationship adjustment operation depending on the likelihood of the lean vehicle 1 tipping over due to the automatic stopping operation. For example, if it is assumed that the lean vehicle 1 is likely to tip over due to the automatic stopping operation if the deceleration suppression operation is not executed, it is possible to avoid deceleration and therefore stopping of the lean vehicle 1 by canceling the positional relationship adjustment operation. Therefore, the safety of the lean vehicle 1 can be improved.

[0094]

[0086] The control flow shown in Fig. 5 described above is repeatedly executed, for example, while adaptive cruise control is being performed. Therefore, there are cases where step S102 is determined to be NO, and step S303 is terminated, followed by step S102 being determined to be YES. In such cases, step S302 resumes the positional relationship adjustment operation. For example, after step S303 terminates the positional relationship adjustment operation, step S102 is determined to be YES, and the rider performs an operation to permit the resumption of the positional relationship adjustment operation, and only then is the positional relationship adjustment operation resumed. In other words, in the third process, the execution unit 22 terminates the deceleration suppression operation based on the posture stability information while the deceleration suppression operation is being performed. This prevents the positional relationship adjustment operation from being unnecessarily released continuously in cases where it is assumed that the lean vehicle 1 will not tip over due to the automatic stopping operation even if the deceleration suppression operation is not performed.

[0095]

[0087] The first, second, and third processes have been described above as examples of processes performed by the control device 20. However, the processes performed by the control device 20 may be modified from the examples of processes described above.

[0096] For example, the execution unit 22 may execute a notification operation to notify the rider of the lean vehicle 1 of the deceleration suppression operation. The execution unit 22 may execute the notification operation before the deceleration suppression operation starts, or may execute the notification operation while the deceleration suppression operation is being performed.

[0097] For example, the execution unit 22 may notify the rider whether or not a deceleration suppression operation is being performed in the notification operation. For example, in the first process of FIG. 3, the execution unit 22 may notify the rider that an operation to prohibit stopping of the lean vehicle 1 by the automatic stopping operation will be performed or is currently being performed as a deceleration suppression operation. Also, for example, in the second process of FIG. 4, the execution unit 22 may notify the rider that an operation to reduce at least one of the deceleration and the deceleration change rate occurring in the lean vehicle 1 will be performed or is currently being performed as a deceleration suppression operation. Also, for example, in the third process of FIG. 5, the execution unit 22 may notify the rider that an operation to cancel the positional relationship adjustment operation will be performed or is currently being performed as a deceleration suppression operation.

[0098] For example, in the notification operation, the execution unit 22 may notify the rider of the mode of the deceleration suppression operation to be performed. For example, in the first process of FIG. 3, when the execution unit 22 prohibits the lean vehicle 1 from stopping due to the automatic stop operation, the execution unit 22 may notify the rider that the speed of the lean vehicle 1 will be maintained at the lower limit speed. For example, in the second process of FIG. 4, the execution unit 22 may notify the rider of information indicating the setting of the deceleration characteristics in the adaptive cruise control. For example, in the third process of FIG. 5, when the positional relationship adjustment operation is canceled after a predetermined time has elapsed since the determination in step S102 was NO, the execution unit 22 may notify the rider of information indicating the timing at which the positional relationship adjustment operation is canceled.

[0099]

[0091] By performing the above-mentioned notification operation before the deceleration suppression operation starts, the rider can know in advance that the deceleration suppression operation will be performed in the future and the mode of the deceleration suppression operation that will be performed in the future. By performing the above-mentioned notification operation while the deceleration suppression operation is being performed, the rider can know that the deceleration suppression operation is currently being performed and the mode of the deceleration suppression operation that is currently being performed.

[0100]

[0092] Note that the execution unit 22 may notify the rider of information other than the above-mentioned information in the notification operation, for example. For example, the execution unit 22 may notify the rider of posture stability information of the lean vehicle 1 in the notification operation. This allows the rider to drive the lean vehicle 1 after understanding the posture stability of the lean vehicle 1.

[0101]

[0093] Various examples of information notified by the notification operation have been described above. However, the information notified by the notification operation may be information other than the examples given above. Furthermore, multiple types of information may be notified by the notification operation. For example, multiple types of information arbitrarily selected from the examples given above may be notified by the notification operation.

[0102] The execution unit 22 executes the notification operation using, for example, the display device 13. However, the notification operation is not limited to this example. For example, the execution unit 22 may execute the notification operation using a display device provided on equipment worn by the rider (for example, a helmet). Also, for example, the execution unit 22 may execute the notification operation using a sound output device provided on the lean vehicle 1 or equipment worn by the rider. Also, for example, the execution unit 22 may execute the notification operation using a vibration generating device provided on the lean vehicle 1 or equipment worn by the rider. Also, for example, the execution unit 22 may execute the notification operation by causing instantaneous acceleration or deceleration in the lean vehicle 1. In this case, instantaneous acceleration and deceleration may be performed using the driving source of the lean vehicle 1 (e.g., the engine 11), using a control unit for the braking force generated at the wheels (e.g., a hydraulic control unit 12), or using the transmission mechanism of the lean vehicle 1.

[0103]

[0095] For example, in the above description, a process for executing, as a deceleration suppression operation, an operation for prohibiting the lean vehicle 1 from stopping due to an automatic stop operation (first process in FIG. 3), a process for executing, as a deceleration suppression operation, an operation for reducing at least one of the deceleration and the deceleration change rate occurring in the lean vehicle 1 (second process in FIG. 4), and a process for executing, as a deceleration suppression operation, an operation for canceling the positional relationship adjustment operation (third process in FIG. 5) have been described. A plurality of types of processes arbitrarily selected from these processes may be combined. In other words, a plurality of types of operations may be performed as a deceleration suppression operation.

[0104] For example, when the execution unit 22 determines that the posture stability information indicates that the posture stability of the lean vehicle 1 is lower than a standard, the execution unit 22 may execute, as the deceleration suppression operation, both an operation to prohibit the lean vehicle 1 from being stopped by the automatic stopping operation and an operation to reduce at least one of the deceleration and the deceleration change rate occurring in the lean vehicle 1. In this case, the execution unit 22 may, for example, reduce at least one of the deceleration and the deceleration change rate when reducing the speed of the lean vehicle 1 to the lower limit speed from the point at which the lean vehicle 1 is prohibited from being stopped by the automatic stopping operation.

[0105] For example, when the execution unit 22 determines that the posture stability information indicates that the posture stability of the lean vehicle 1 is lower than the standard, the execution unit 22 may execute both an operation to prohibit the lean vehicle 1 from stopping by the automatic stopping operation and an operation to cancel the positional relationship adjustment operation as the deceleration suppression operation. In this case, the execution unit 22, for example, reduces the speed of the lean vehicle 1 to the lower limit speed from the time when the lean vehicle 1 is prohibited from stopping by the automatic stopping operation, and maintains the speed of the lean vehicle 1 at the lower limit speed. After that, the execution unit 22 cancels the positional relationship adjustment operation.

[0106] For example, when the execution unit 22 determines that the posture stability information indicates that the posture stability of the lean vehicle 1 is lower than a reference value, the execution unit 22 may execute, as deceleration suppression operations, both an operation to reduce at least one of the deceleration and the deceleration change rate occurring in the lean vehicle 1 and an operation to cancel the positional relationship adjustment operation. In this case, the execution unit 22 may, for example, cancel the positional relationship adjustment operation after reducing at least one of the deceleration and the deceleration change rate in the positional relationship adjustment operation.

[0107]

[0099] When the execution unit 22 determines that the posture stability information indicates that the posture stability of the lean vehicle 1 is lower than a standard, the execution unit 22 may execute all of the following operations as deceleration suppression operations: an operation to prohibit stopping of the lean vehicle 1 by the automatic stopping operation; an operation to reduce at least one of the deceleration and the deceleration change rate occurring in the lean vehicle 1; and an operation to cancel the positional relationship adjustment operation.

[0108]

[0100] Furthermore, for example, in the above example, the automatic stopping operation is an operation of automatically slowing down and stopping the lean vehicle 1 by a positional relationship adjustment operation. However, the automatic stopping operation is not limited to the above example, and may be an operation in which a positional relationship adjustment operation is not performed under certain circumstances, or an operation in which the lean vehicle 1 is stopped only when a specific operation is performed by the rider.

[0109] For example, when the speed of the lean vehicle 1 decreases and falls below a threshold value as a result of performing the positional relationship adjustment operation, the execution unit 22 may interrupt the positional relationship adjustment operation and automatically decelerate and stop the lean vehicle 1 at a preset deceleration. The threshold value is set to a speed at which it is particularly necessary to reduce the deceleration in order to stabilize the posture of the lean vehicle 1. For example, by setting the deceleration after interrupting the positional relationship adjustment operation to a small value, the posture of the lean vehicle 1 can be stabilized immediately before the lean vehicle 1 stops.

[0110] For example, when the speed of the lean vehicle 1 decreases and falls below a threshold as a result of performing the positional relationship adjustment operation, the execution unit 22 may interrupt the deceleration of the lean vehicle 1 by interrupting the positional relationship adjustment operation, and when a specific operation indicating an intention to stop is performed by the rider, the lean vehicle 1 may automatically decelerate and stop. In this case, the acquisition unit 21 can acquire posture stability information based on the running posture information of the lean vehicle 1 in a state where the positional relationship adjustment operation is interrupted. In other words, the acquisition unit 21 may acquire posture stability information based on the running posture information of the lean vehicle 1 in a state where automatic deceleration is not being performed. In addition, when the above-mentioned specific operation is performed, the execution unit 22 may automatically decelerate and stop the lean vehicle 1 by resuming the positional relationship adjustment operation, or may automatically decelerate and stop the lean vehicle 1 at a predetermined deceleration rate without resuming the positional relationship adjustment operation.

[0111]

[0103] Even when the automatic stopping operation is one of the operations listed above, the execution unit 22 can improve the safety of the lean vehicle 1 by performing the deceleration suppression operation based on the posture stability information as described above.

[0112]

[0104] <Effects of the control device> The effects of the control device 20 according to the embodiment of the present invention will be described.

[0113]

[0105] The control device 20 includes an execution unit 22 that executes a positional relationship adjustment operation to adjust the positional relationship between the lean vehicle 1 and an object to a target positional relationship based on ambient environmental information about the lean vehicle 1. The execution unit 22 executes a deceleration suppression operation to suppress deceleration of the lean vehicle 1 more than when the posture stability information indicates high posture stability when the execution unit 22 is in a state where it is possible to execute an automatic stopping operation to automatically stop the lean vehicle 1 that has automatically decelerated through the positional relationship adjustment operation, if posture stability information indicating the posture stability of the lean vehicle 1 during the process of automatically stopping the lean vehicle 1 indicates low posture stability. This allows the speed of the lean vehicle 1 to be adjusted according to the posture stability of the lean vehicle 1 when it is in a state where it is possible to execute an automatic stopping operation. Therefore, the tipping over of the lean vehicle 1 due to the automatic stopping operation can be suppressed according to the posture stability of the lean vehicle 1. As a result, the safety of the lean vehicle 1 can be improved.

[0114] 〇

[0115]

[0106] Preferably, in the control device 20, the execution unit 22 cancels the deceleration suppression operation based on the posture stability information while the deceleration suppression operation is being performed. This makes it possible to prevent the deceleration suppression operation from being performed unnecessarily when it is assumed that the lean vehicle 1 will not tip over due to the automatic stopping operation even if the deceleration suppression operation is not performed.

[0107] Preferably, in the control device 20, the deceleration suppression operation is an operation that prohibits the lean vehicle 1 from being stopped by the automatic stopping operation. This makes it possible to optimize whether or not to stop the lean vehicle 1 by the automatic stopping operation depending on the likelihood of the lean vehicle 1 tipping over due to the automatic stopping operation. For example, when it is assumed that the lean vehicle 1 is likely to tip over due to the automatic stopping operation if the deceleration suppression operation is not performed, it is possible to prohibit the lean vehicle 1 from being stopped by the automatic stopping operation. Therefore, the safety of the lean vehicle 1 can be improved.

[0116]

[0108] Preferably, in the control device 20, the deceleration suppression operation is an operation that reduces the deceleration occurring in the lean vehicle 1 compared to when the posture stability information is information indicating high posture stability. This makes it possible to optimize the deceleration characteristics of the lean vehicle 1 according to the likelihood of the lean vehicle 1 tipping over due to the automatic stopping operation. For example, when it is assumed that the lean vehicle 1 is likely to tip over due to the automatic stopping operation if the deceleration suppression operation is not performed, it is possible to reduce the deceleration occurring in the lean vehicle 1. Therefore, it is possible to improve the safety of the lean vehicle 1.

[0117]

[0109] Preferably, in the control device 20, the deceleration suppression operation is an operation that reduces the deceleration change rate occurring in the lean vehicle 1 compared to when the posture stability information is information indicating high posture stability. This makes it possible to optimize the deceleration characteristics of the lean vehicle 1 according to the likelihood of the lean vehicle 1 tipping over due to the automatic stopping operation. For example, if it is assumed that the lean vehicle 1 is likely to tip over due to the automatic stopping operation if the deceleration suppression operation is not performed, it is possible to reduce the deceleration change rate occurring in the lean vehicle 1. This makes it possible to improve the safety of the lean vehicle 1.

[0118]

[0110] Preferably, in the control device 20, the deceleration suppression operation is an operation to cancel the positional relationship adjustment operation. This makes it possible to optimize whether or not to perform the positional relationship adjustment operation depending on the likelihood of the lean vehicle 1 tipping over due to the automatic stopping operation. For example, if it is assumed that the lean vehicle 1 is likely to tip over due to the automatic stopping operation if the deceleration suppression operation is not performed, it is possible to avoid the lean vehicle 1 from slowing down and therefore stopping by canceling the positional relationship adjustment operation. Therefore, it is possible to improve the safety of the lean vehicle 1.

[0119] Preferably, in the control device 20, the execution unit 22 executes a notification operation to notify the rider of the lean vehicle 1 of the deceleration suppression operation. This allows the rider to drive the lean vehicle 1 after understanding information about the deceleration suppression operation.

[0120]

[0112] Preferably, in the control device 20, the execution unit 22 notifies the rider of whether or not the deceleration suppression operation is being performed in the notification operation. This allows the rider to know that the deceleration suppression operation will be performed in the future or that the deceleration suppression operation is currently being performed.

[0121]

[0113] Preferably, in the control device 20, the execution unit 22 notifies the rider of the mode of the deceleration suppression operation to be performed in the notification operation. This allows the rider to know the mode of the deceleration suppression operation to be performed in the future or the mode of the deceleration suppression operation currently being performed.

[0122]

[0114] Preferably, in the control device 20, the posture stability information is acquired based on the running posture information of the lean vehicle 1. This allows the posture stability information to be appropriately acquired taking into account the running posture of the lean vehicle 1.

[0123]

[0115] Preferably, in the control device 20, the attitude stability information is acquired based on the running attitude information of the lean vehicle 1 in a state where the vehicle is automatically decelerating. This makes it possible to more appropriately acquire, as attitude stability information, information indicating the stability of the lean vehicle 1 in a process where the vehicle automatically stops, taking into account the running attitude of the lean vehicle 1 in a state where the vehicle is automatically decelerating.

[0124]

[0116] Preferably, in the control device 20, the running posture information includes lean angle information of the lean vehicle 1. Thus, by focusing on the lean angle information, it is possible to appropriately acquire posture stability information taking into account the running posture of the lean vehicle 1.

[0125]

[0117] Preferably, in the control device 20, the running posture information includes yaw rate information of the lean vehicle 1. Thus, by focusing on the yaw rate information, it is possible to appropriately acquire posture stability information taking into account the running posture of the lean vehicle 1.

[0126]

[0118] Preferably, in the control device 20, the running posture information includes steering angle information of the lean vehicle 1. Thus, by focusing on the steering angle information, it is possible to appropriately acquire posture stability information taking into account the running posture of the lean vehicle 1.

[0127]

[0119] The present invention is not limited to the description of the embodiments. For example, only a part of the embodiments may be implemented.

[0128] [Explanation of symbols]

[0129] [ 0 1 2 0 ]

[0130] 1 lean vehicle, 11 engine, 12 hydraulic control unit, 13 display device, 14 input device, 15 ambient environment sensor, 16 inertial measurement unit, 17 steering angle sensor, 18f front wheel speed sensor, 18r rear wheel speed sensor, 20 control device, 21 acquisition unit, 22 execution unit.

Claims

[Document name] Scope of claims

1. A control device (20) for controlling a behavior of a lean vehicle (1), comprising an execution unit (22) for executing a positional relationship adjustment operation for adjusting a positional relationship between the lean vehicle (1) and an object so as to become a target positional relationship based on ambient environment information of the lean vehicle (1), wherein the execution unit (22) executes a deceleration suppression operation, which is an operation for suppressing deceleration of the lean vehicle (1) more than when the posture stability information is information indicating that the posture stability is high, in a state in which an automatic stopping operation for automatically bringing the lean vehicle (1) that has been automatically decelerated by the positional relationship adjustment operation to a stop can be executed, when posture stability information, which is information indicating posture stability during the process of the lean vehicle (1) automatically coming to the stop, is information indicating that the posture stability is low.

2. The control device according to claim 1, wherein the execution unit (22) cancels the deceleration suppression operation based on the posture stability information while the deceleration suppression operation is being performed.

3. A control device as described in claim 1 or 2, wherein the deceleration suppression operation is an operation that prohibits the stop.

4. The control device according to claim 1 or 2, wherein the deceleration suppression operation is an operation for reducing the deceleration occurring in the lean vehicle (1) compared to a case in which the posture stability information is information indicating that the posture stability is high.

5. The control device according to claim 1 or 2, wherein the deceleration suppression operation is an operation for lowering a deceleration change rate occurring in the lean vehicle (1) compared to a case where the posture stability information is information indicating that the posture stability is high.

6. A control device as described in claim 1 or 2, wherein the deceleration suppression operation is an operation of canceling the positional relationship adjustment operation.

7. The control device according to claim 1 or 2, wherein the execution unit (22) executes an alarm operation to notify a rider of the lean vehicle (1) of the deceleration suppression operation.

8. The control device as described in claim ?, wherein the execution unit (22) notifies the rider of whether or not the deceleration suppression operation is being executed in the notification operation.

9. The control device as described in claim 2, wherein the execution unit (22) notifies the rider of the state of the deceleration suppression operation being executed in the notification operation. [Claim 1 ○] The control device as described in claim 1, wherein the posture stability information is acquired based on driving posture information of the lean vehicle (1).

11. The posture stability information is acquired based on the running posture information of the lean vehicle (1) in a state where the vehicle is automatically decelerating. A control device as described in claim 1.

12. A control device as described in claim 10 or 11, wherein the driving posture information includes lean angle information of the lean vehicle (1).

13. The control device as described in claim 10 or 11, wherein the driving posture information includes yaw rate information of the lean vehicle (1).

14. The control device as described in claim 10 or 11, wherein the driving posture information includes steering angle information of the lean vehicle (1).

15. A control method for controlling a behavior of a lean vehicle (1), comprising: an execution unit (22) of a control device (20) executes a positional relationship adjustment operation for adjusting a positional relationship between the lean vehicle (1) and an object so as to become a target positional relationship based on surrounding environment information of the lean vehicle (1); and the execution unit (22) executes, in a state in which an automatic stopping operation for automatically bringing the lean vehicle (1) that has been automatically decelerated by the positional relationship adjustment operation to a stop is executable, a deceleration suppression operation that is an operation for suppressing deceleration of the lean vehicle (1) more than when the posture stability information is information indicating that the posture stability is high, when posture stability information that is information indicating posture stability during a process in which the lean vehicle (1) automatically comes to the stop is information indicating that the posture stability is low.

Images