Control device and control method

Abstract

The present invention achieves a control device and a control method with which safety can be improved. An execution unit uses configuration input information provided by a rider of a leaning vehicle as a basis for enabling a control mode in which a positional relationship adjustment operation is executed to adjust the positional relationship between the leaning vehicle and a vehicle ahead to obtain a target positional relationship on the basis of surrounding environment information about the leaning vehicle. When trigger information is acquired, the execution unit causes the control mode to go from a first phase in which the leaning vehicle is stopped to a second phase in which the leaning vehicle is started automatically. While the control mode is enabled, the execution unit acquires tip-over probability information, which is information indicating the probability of the leaning vehicle tipping over in the second phase, and cancels or suspends the control mode if the tip-over probability information indicates that the probability of the leaning vehicle tipping over exceeds a criterion.

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 safety.

[0005] [Background technology]

[0006]

[002] Various technologies have been proposed to assist the rider in driving a lean vehicle. For example, Patent Document 1 discloses a rider assistance system that warns the 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]

[0004] A known technology for assisting vehicle driving is a control mode in which a positional relationship adjustment operation is performed to adjust the positional relationship between the vehicle and a preceding vehicle to a target positional relationship. In such a control mode, when a trigger signal is received, there is a technology that transitions from a first phase in which the vehicle is stopped to a second phase in which the vehicle automatically starts moving. When adopting such a technology in a lean vehicle, consideration must be given to safety, since lean vehicles are more likely to have unstable vehicle behavior than other vehicles (e.g., automobiles).

[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 safety.

[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 activates, based on setting input information by a rider of the lean vehicle, a control mode in which a positional relationship adjustment operation is performed to adjust the positional relationship between the lean vehicle and a preceding vehicle to a target positional relationship based on ambient environmental information about the lean vehicle, and when trigger information is acquired, the execution unit transitions the control mode from a first phase in which the lean vehicle is stopped to a second phase in which the lean vehicle automatically starts moving, and while the control mode is activated, the execution unit acquires rollover possibility information that is information indicating the possibility of the lean vehicle rolling over in the second phase, and when the rollover possibility information indicates that the lean vehicle has a rollover possibility that exceeds a standard, cancels or suspends the control mode.

[0017] [0 0 0 7] A control method according to the present invention is a method for controlling the behavior of a lean vehicle, wherein an execution unit of a control device activates a control mode, based on setting input information by a rider of the lean vehicle, in which a positional relationship adjustment operation is performed to adjust the positional relationship between the lean vehicle and a preceding vehicle to a target positional relationship based on ambient environmental information about the lean vehicle; when trigger information is acquired, the execution unit transitions the control mode from a first phase in which the lean vehicle is stopped to a second phase in which the lean vehicle automatically starts; while the control mode is activated, the execution unit acquires rollover possibility information indicative of the possibility of the lean vehicle rolling over in the second phase; and when the rollover possibility information indicates that the lean vehicle will have a rollover possibility that exceeds a standard, the execution unit cancels or interrupts the control mode.

[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 activates a control mode, in which a positional relationship adjustment operation is performed to adjust the positional relationship between the lean vehicle and a preceding vehicle to a target positional relationship based on information about the environment surrounding the lean vehicle, based on setting input information by the rider of the lean vehicle. When trigger information is acquired, the execution unit transitions the control mode from a first phase in which the lean vehicle is stopped to a second phase in which the lean vehicle automatically starts. With the control mode activated, the execution unit acquires rollover possibility information in the second phase, which is information indicating the possibility of the lean vehicle rolling over, and when the rollover possibility information indicates that the lean vehicle has a rollover possibility that exceeds a standard, cancels or suspends the control mode. As a result, the automatic starting of the lean vehicle from a stopped state, which may cause the lean vehicle to tip over, is reliably prevented by canceling or interrupting the control mode, thereby improving safety.

[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.

[0024] [Figure 3] A diagram showing the operation flow of a control device according to an embodiment of the present invention.

[0025] DETAILED DESCRIPTION OF THE INVENTION

[0026]

[0010] Hereinafter, a control device and a control method according to the present invention will be described with reference to the drawings.

[0027]

[0011] Note that, although the following description focuses on a control device used for a two-wheeled motorcycle (see lean vehicle 1 in Fig. 1), the vehicle controlled by the control device according to the present invention may be any lean vehicle, and may be a lean vehicle other than a two-wheeled motorcycle. A lean vehicle is a vehicle whose body leans to the right when turning right, and leans to the left when turning left. Lean vehicles include, for example, motorcycles (motorcycles, two-wheeled vehicles, and three-wheeled vehicles) and bicycles. Motorcycles include vehicles powered by engines and vehicles powered by electric motors. Motorcycles include, for example, motorcycles, scooters, and electric scooters. A bicycle is a vehicle that can be propelled along a road by the rider's pedaling force applied to the pedals. Bicycles include standard bicycles, electrically assisted bicycles, and electric bicycles.

[0028]

[0012] 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.

[0029]

[0013] In the following, the same or similar descriptions are appropriately simplified or omitted. In addition, in each drawing, the same or similar members or parts are either not labeled with a symbol or are labeled with the same symbol. In addition, the illustration of detailed structures is appropriately simplified or omitted.

[0030]

[0014] Configuration of lean vehicle> With reference to Figures 1 and 2, the configuration of a lean vehicle 1 according to an embodiment of the present invention will be described.

[0031]

[0015] Fig. 1 is a schematic diagram showing the general configuration of a lean vehicle 1. The lean vehicle 1 is a two-wheeled motorcycle that corresponds to an example of a lean vehicle according to the present invention. As shown in Fig. 1, the lean vehicle 1 includes a handlebar 2, a drive unit 11, a braking unit 12, a notification unit 13, and a setting input unit 14. The drive unit 11 is a drive source for the lean vehicle 1 and is capable of outputting power for driving the drive wheels (specifically, the rear wheels). For example, the drive unit 11 is an engine. The drive unit 11 may be equipped with a drive source other than an engine (for example, an electric motor), or may be equipped with multiple drive sources.

[0032]

[0017] The braking device 12 has the function of controlling the braking force acting on the wheels of the lean vehicle 1. For example, the braking device 12 is a hydraulic control unit that is provided on an oil passage connecting a master cylinder and a wheel cylinder and includes components (e.g., a control valve, a pump, etc.) for controlling the brake hydraulic pressure in the wheel cylinder. The braking force acting on the wheels is controlled by controlling the operation of the components of the braking device 12. The braking device 12 may control the braking force acting on both the front wheels and the rear wheels, or may control only the braking force acting on one of the front wheels or the rear wheels. A control unit that controls the position of the wheel braking unit itself using an electrical signal (so-called brake-by-wire) may be used as the braking device 12.

[0033]

[0018] The notification device 13 may notify information by display (i.e., perception using the visual organs as sensory organs), or by sound (i.e., perception using the auditory organs as sensory organs), or by vibration (i.e., perception using the tactile organs as sensory organs). For example, the notification device 13 is a display, a lamp, a speaker, a vibrator, etc. The notification device 13 may be provided in the lean vehicle 1, or may be provided in equipment associated with the lean vehicle 1 (e.g., a helmet, gloves, etc.). The notification by the notification device 13 may also be provided by causing the lean vehicle 1 to momentarily decelerate or accelerate. In other words, the alarm device 13 may be configured by the braking device 12 or the driving device 11.

[0034]

[0019] The setting input device 14 accepts various setting inputs by the rider. The setting input device 14 is provided, for example, on the handlebars 2 and includes push buttons operated by the rider. Setting input information, which is information related to setting inputs by the rider in the setting input device 14, is output to the control device 20. The setting input device 14 may be provided on the lean vehicle 1, or may be provided on equipment associated with the lean vehicle 1 (for example, a helmet, gloves, etc.). The setting input device 14 may also accept operations by the rider's body (for example, hands, feet, etc.), or may also accept voice utterances by the rider. The setting input device 14 may be integrated with the notification device 13, or may be separate from the notification device 13.

[0035]

[0020] The ambient environment sensor 15 detects ambient environment information of 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 in front of the lean vehicle 1. The ambient environment information detected by the ambient environment sensor 15 is output to the control device 20. The ambient environment information detected by the ambient environment sensor 15 may be information related to the distance or direction to an 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 surrounding environment sensor 15 is, for example, a radar, a LIDAR sensor, an ultrasonic sensor, a camera, etc. The surrounding environment information can also be detected by a surrounding environment sensor mounted on another vehicle or an infrastructure facility. In other words, the control device 20 can also acquire the surrounding environment information via wireless communication with another vehicle or an infrastructure facility.

[0036]

[0021] The inertial measurement unit 16 detects three-axial acceleration (acceleration in the longitudinal direction of the vehicle body, lateral acceleration, acceleration in the vertical direction of the vehicle body) and three-axial angular velocities (angular velocity in the roll direction, angular velocity in the pitch direction, and angular velocity in the yaw direction) occurring in the lean vehicle 1. The inertial measurement unit 16 may detect other physical quantities that can be substantially converted into the three-axial acceleration and three-axial angular velocities occurring in the lean vehicle 1. Alternatively, the inertial measurement unit 16 may detect only some of the three-axial acceleration and three-axial angular velocities.

[0037]

[0022] The grip force sensor 17 is provided on the handlebar 2 and detects the grip force, which is the force with which the rider grips the handlebar 2. The grip force sensor 17 may also detect other physical quantities that can be substantially converted into grip force.

[0038]

[0023] The steering angle sensor 18 detects the steering angle of the lean vehicle 1. For example, the steering angle sensor 18 detects the steering angle of the steering wheel 2 as the steering angle of the lean vehicle 1. The steering angle of the lean vehicle 1 is, for example, the angle between the front direction of the body of the lean vehicle 1 and the front direction of the steering wheel 2. The steering angle sensor 18 may detect another physical quantity that can be substantially converted into the steering angle of the steering wheel 2. For example, the steering angle sensor 18 may detect the angle between the front direction of the body of the lean vehicle 1 and the front direction of the front wheels.

[0039]

[0024] The front wheel speed sensor 19f 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 19f may also detect other physical quantities that can be substantially converted into the wheel speed of the front wheels. The front wheel speed sensor 19f is provided on the front wheels.

[0040]

[0025] The rear wheel speed sensor 19' 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 19' may also detect other physical quantities that can be substantially converted into the wheel speed of the rear wheel. The rear wheel speed sensor 19r is provided on the rear wheel.

[0041]

[0026] 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.

[0042]

[0027] 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.

[0043]

[0028] The acquisition unit 21 acquires various information based on the output of each device of the lean vehicle 1 and outputs it to the execution unit 22. For example, the acquisition unit 21 acquires various information based on the output of the setting input device 14, the ambient environment sensor 15, the inertial measurement unit 16, the grip force sensor 17, the steering angle sensor 18, the front wheel speed sensor 19f, and the rear wheel speed sensor 19r. The acquisition unit 21 acquires various information based on the output of each device not shown, as necessary.

[0044]

[0029] The execution unit 22 executes various control modes by controlling the operation of each device of the lean vehicle 1. The execution unit 22 controls the operation of, for example, the drive device 11, the braking device 12, and the notification device 13.

[0045]

[0030] Using the setting input device 14, the rider can enable or disable a control mode that can execute a positional relationship adjustment operation to adjust the positional relationship between the lean vehicle 1 and the preceding vehicle to a target positional relationship based on ambient environmental information about the lean vehicle 1. The execution unit 22 switches the control mode between enabled and disabled based on setting input information output from the setting input device 14. The positional relationship adjustment operation is an operation that automatically decelerates or accelerates the lean vehicle 1 to adjust the positional relationship between the lean vehicle 1 and the preceding vehicle (particularly, the inter-vehicle distance, the relative distance in the fore-and-aft direction of the vehicle body, or the passing time difference). When the control mode is enabled, the execution unit 22 performs the positional relationship adjustment operation when a preceding vehicle is identified, and performs an operation to control the speed of the lean vehicle 1 without performing the positional relationship adjustment operation when a preceding vehicle is not identified. The operation for controlling the speed of the lean vehicle 1 when a preceding vehicle is not identified may be a cruise control operation for maintaining the speed of the lean vehicle 1 at a set speed, an automatic deceleration operation for decelerating the lean vehicle 1 at a predetermined deceleration, an automatic acceleration operation for accelerating the lean vehicle 1 at a predetermined acceleration, or an operation for stopping the lean vehicle 1 at a predetermined position defined with respect to the stop line located in front of the lean vehicle 1. Note that the rider can disable the control mode by performing a predetermined operation on each device other than the setting input device 14 (e.g., the braking device 12, the drive device 11, etc.) when the control mode is enabled and predetermined conditions (e.g., a condition that the vehicle speed exceeds a standard) are satisfied.

[0046]

[0031] For example, the positional relationship adjustment operation performed when a preceding vehicle is identified is an adaptive cruise control operation that targets the preceding vehicle for speed tracking. The positional relationship adjustment operation may be an operation that generates a braking force on the lean vehicle 1 in order to adjust the positional relationship between the lean vehicle 1 and the preceding vehicle to a target positional relationship corresponding to the amount of operation while the rider is operating an operating part (e.g., accelerator grip, etc.) of the drive unit 11. The positional relationship adjustment operation may also be an operation that operates the drive unit 11 in order to adjust the positional relationship between the lean vehicle 1 and the preceding vehicle to a target positional relationship corresponding to the amount of operation while the rider is operating an operating part (e.g., brake lever, brake pedal, etc.) of the braking unit 12. The positional relationship adjustment operation may also be an operation to adjust the positional relationship between the lean vehicle 1 and the preceding vehicle by automatically increasing or decreasing the braking force acting on the wheels of the lean vehicle 1 in order to correct for excessive or insufficient operation of the operating part of the braking device 12 by the rider.The positional relationship adjustment operation may also be an operation to adjust the positional relationship between the lean vehicle 1 and the preceding vehicle by automatically increasing or decreasing the driving force acting on the lean vehicle 1 in order to correct for excessive or insufficient operation of the operating part of the driving device 11 by the rider.

[0047]

[0032] With a control mode capable of executing the positional relationship adjustment operation enabled, the execution unit 22 automatically decelerates the lean vehicle 1 until the lean vehicle 1 reaches the first phase in which the lean vehicle 1 is stopped. In the first phase, the execution unit 22 controls the drive device 11 and / or the brake device 12 so that the lean vehicle 1 remains stopped. The execution unit 22 may also control, for example, a clutch device, a transmission, etc. (not shown).

[0048]

[0033] For example, when the control mode is enabled, the execution unit 22 stops the lean vehicle 1 while adjusting the positional relationship between the lean vehicle 1 and the preceding vehicle by executing the positional relationship adjustment operation. Alternatively, when the control mode is enabled and the preceding vehicle stops, the execution unit 22 automatically decelerates the lean vehicle 1 and stops the lean vehicle 1 at a predetermined position specified for the preceding vehicle. Alternatively, when the control mode is enabled and the preceding vehicle is not specified and a stop line is detected, the execution unit 22 automatically decelerates the lean vehicle 1 and stops the lean vehicle 1 at a predetermined position specified for the stop line. Alternatively, when the control mode is enabled, the execution unit 22 performs a positional relationship adjustment operation to adjust the positional relationship between the lean vehicle 1 and the preceding vehicle, thereby reducing the vehicle speed of the lean vehicle 1 to a predetermined speed, and then automatically decelerates the lean vehicle 1 at a predetermined deceleration rate that has been set in advance, without relying on surrounding environment information, to stop the lean vehicle 1.

[0049]

[0034] For example, with the control mode enabled, the execution unit 22 reduces the vehicle speed of the lean vehicle 1 to a low speed while adjusting the positional relationship between the lean vehicle 1 and the preceding vehicle by executing a positional relationship adjustment operation, and then, when the rider performs a manual operation indicating an intention to stop (for example, pressing a push button on the setting input device 14, or temporarily gripping or stepping on an operating part of the braking device 12), the execution unit 22 stops the lean vehicle 1 while adjusting the positional relationship between the lean vehicle 1 and the preceding vehicle by executing a positional relationship adjustment operation. Alternatively, with the control mode enabled, the execution unit 22 stops the lean vehicle 1 at a predetermined position specified for the preceding vehicle when the rider performs a manual operation indicating an intention to stop after the preceding vehicle has stopped. Alternatively, when the control mode is enabled and a stop line is detected without a preceding vehicle being identified, and then a manual operation is performed by the rider indicating an intention to stop, the execution unit 22 stops the lean-in vehicle 1 at a predetermined position defined with respect to the stop line. Alternatively, when the control mode is enabled and the execution unit 22 reduces the vehicle speed of the lean-in vehicle 1 to a predetermined speed while adjusting the positional relationship between the lean-in vehicle 1 and the preceding vehicle by performing a positional relationship adjustment operation, and then a manual operation is performed by the rider indicating an intention to stop, the execution unit 22 automatically decelerates the lean-in vehicle 1 at a predetermined deceleration set in advance without relying on surrounding environment information, and stops the lean-in vehicle 1.

[0050]

[0035] When trigger information is acquired while a control mode capable of executing the positional relationship adjustment operation is enabled, the execution unit 22 transitions from a first phase in which the lean vehicle 1 is stopped to a second phase in which the lean vehicle 1 automatically starts. For example, the trigger information is information indicating that the preceding vehicle has started. The information may be acquired based on ambient environment information detected by the ambient environment sensor 15, or may be acquired based on ambient environment information that is information detected by other vehicles or infrastructure facilities. Alternatively, the trigger information is information indicating that a manual operation by the rider has been performed, indicating an intention to start. The manual operation may be an operation of an operating unit of the drive device 11 by the rider, in which case the trigger information is acquired based on the output of a sensor for detecting operation status information of the operating unit of the drive device 11 (for example, a sensor for detecting the amount of rotation of the accelerator grip, a sensor for detecting the throttle opening, a sensor for detecting the engine speed, etc.). Alternatively, the manual operation may be an operation of the rider pressing a push button on the setting input device 14, in which case the trigger information is acquired based on operation status information output from the setting input device 14. In other words, the trigger information can be acquired based on at least one of ambient environment information of the lean vehicle 1 and operation status information of the lean vehicle 1 by the rider.

[0051] For example, when the execution unit 22 acquires trigger information while the control mode is enabled, the execution unit 22 automatically starts the lean vehicle 1 while adjusting the positional relationship between the lean vehicle 1 and the preceding vehicle by performing a positional relationship adjustment operation. Alternatively, when the execution unit 22 acquires trigger information while the control mode is enabled, the execution unit 22 automatically starts the lean vehicle 1 at a predetermined acceleration rate set in advance without relying on surrounding environment information, and increases the vehicle speed of the lean vehicle 1 to a predetermined speed, and then starts the positional relationship adjustment operation.

[0052]

[0037] Here, the execution unit 22 acquires tipping possibility information, which is information indicating the possibility of tipping over of the lean vehicle 1 in the second phase, while a control mode capable of executing the positional relationship adjustment operation is enabled. If the tipping possibility information indicates that the lean vehicle 1 will have a tipping possibility exceeding a standard, the execution unit 22 cancels or suspends the control mode. If the tipping possibility information indicates that the lean vehicle 1 will have a tipping possibility below the standard, the execution unit 22 continues the control mode while keeping it enabled. The tipping possibility information is acquired in a stage prior to the second phase. In other words, the tipping possibility information is information indicating the possibility of the lean vehicle 1 tipping over if the stopped lean vehicle 1 is automatically started.

[0053] For example, the tipping possibility information is acquired based on vehicle body posture information of the lean vehicle 1. The vehicle body posture information is information about the vehicle body posture of the lean vehicle 1, and may include, for example, information about the tipping state of the lean vehicle 1.

[0054]

[0039] Specifically, the acquisition unit 21 may acquire the leaning state information based on the roll angle information of the leaning vehicle 1. The roll angle information is information related to the roll angle of the leaning vehicle 1, and may be, for example, information indicating the value of the roll angle, rough information in which the degree of the roll angle is expressed in several stages, information indicating the value of the rate of change of the roll angle, rough information in which the degree of the rate of change of the roll angle is expressed in several stages, or information that can be substantially converted into such information. For example, the acquisition unit 21 may acquire the roll angle information based on the detection result of the inertial measurement unit 16. Note that the acquisition unit 21 may acquire the roll angle information by, for example, performing image processing on an image of the road surface acquired by a camera mounted on the leaning vehicle 1. The execution unit 22 determines that the likelihood of falling is lower than the standard when the roll angle and / or its rate of change is smaller than the standard, and determines that the likelihood of falling is higher than the standard when the roll angle and / or its rate of change is larger than the standard, or determines that the likelihood of falling is lower than the standard when the state in which the roll angle is larger than the standard does not continue beyond the standard time, and determines that the likelihood of falling is higher than the standard when the state in which the roll angle is larger than the standard continues beyond the standard time.

[0055] Specifically, the acquisition unit 21 may acquire the tipping state information based on the lateral acceleration information of the lean-in vehicle 1. The lateral acceleration information is information related to the lateral acceleration of the lean-in vehicle 1, such as information indicating the value of the lateral acceleration, rough information expressing the degree of lateral acceleration in several stages, or information that can be substantially converted into such information. For example, the acquisition unit 21 may acquire the lateral acceleration information based on the detection results of the inertial measurement unit 16. Note that the acquisition unit 21 may acquire the lateral acceleration information by, for example, performing image processing on an image of the road surface acquired by a camera mounted on the lean-in vehicle 1. The execution unit 22 determines that the possibility of tipping is lower than the standard when the lateral acceleration is smaller than the standard, and determines that the possibility of tipping is higher than the standard when the lateral acceleration is larger than the standard.

[0056]

[0041] Specifically, the acquisition unit 21 may acquire the leaning state information based on 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 may be, 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 18. The execution unit 22 determines that the possibility of tipping is lower than the standard when the steering angle and / or its rate of change is smaller than the standard, and determines that the possibility of tipping is higher than the standard when the steering angle and / or its rate of change is larger than the standard. Alternatively, the execution unit 22 determines that the possibility of tipping is lower than the standard when the state in which the steering angle is larger than the standard does not continue beyond the standard time, and determines that the possibility of tipping is higher than the standard when the state in which the steering angle is larger than the standard continues beyond the standard time.

[0057] For example, the tipping possibility information is acquired based on vehicle body posture information of the lean vehicle 1. The vehicle body posture information is information related to the vehicle body posture of the lean vehicle 1, and may include, for example, steering angle information of the lean vehicle 1. That is, in the above, an example has been described in which steering angle information is used to acquire the leaning state information. However, when the leaning vehicle 1 is stopped, there are cases in which the steering angle is somewhat large even though the leaning vehicle 1 is not tilted in the roll direction. Therefore, the acquisition unit 21 may acquire the steering angle information as vehicle body posture information, rather than using it to acquire the tipping state information.

[0058] For example, the tip-over possibility information is acquired based on vehicle body posture information of the lean-mounted vehicle 1. The vehicle body posture information is information related to the vehicle body posture of the lean-mounted vehicle 1, and may include, for example, kickstand status information of the lean-mounted vehicle 1. The kickstand status information is information related to the kickstand of the lean-mounted vehicle 1, and may be, for example, information on whether the kickstand is upright, information on the rotation angle of the kickstand, rough information in which the degree of rotation angle of the kickstand is expressed in several stages, or information that can be substantially converted into such information. For example, the acquisition unit 21 can acquire the kickstand information based on the detection result of a sensor (not shown) that detects the status of the kickstand. The execution unit 22 determines that the tip-over possibility is lower than a standard when the kickstand is retracted, and determines that the tip-over possibility is higher than a standard when the kickstand is upright. Alternatively, the execution unit 22 determines that the possibility of tipping over is lower than the standard when the rotation angle of the kickstand is smaller than the standard, and determines that the possibility of tipping over is higher than the standard when the rotation angle of the kickstand is larger than the standard.

[0059]

[0044] Specifically, the acquisition unit 21 acquires steering angle information of the lean vehicle 1 as vehicle body posture information when the lean vehicle 1 is not tilted in the roll direction. For example, the acquisition unit 21 can acquire steering angle information based on the detection result of the steering angle sensor 18. The execution unit 22 determines that the possibility of rollover is lower than the standard when the steering angle and / or its rate of change is smaller than the standard, and determines that the possibility of rollover is higher than the standard when the steering angle and / or its rate of change is larger than the standard. Alternatively, the execution unit 22 determines that the possibility of rollover is lower than the standard when the state in which the steering angle is larger than the standard does not continue beyond the standard time, and determines that the possibility of rollover is higher than the standard when the state in which the steering angle is larger than the standard continues beyond the standard time.

[0060]

[0045] For example, the tipping possibility information is acquired based on riding state information of the rider of the lean vehicle 1. The riding state information is information about the riding state of the rider of the lean vehicle 1, and may include, for example, information about the grip state of the handlebars 2 of the lean vehicle 1 by the rider of the lean vehicle 1.

[0061] Specifically, the grip state information is information related to the grip state of the handlebars 2 of the lean vehicle 1 by the rider, such as information indicating the value of the grip force of the rider on the handlebars 2, rough information in which the degree of grip force is expressed in several stages, information indicating whether the rider is gripping the handlebars 2, or information that can be substantially converted into such information. For example, the acquisition unit 21 can acquire the grip state information based on the detection result of the grip force sensor 17. For example, if the rider is not gripping the handlebars 2, the execution unit 22 determines that the possibility of falling is higher than the standard. Alternatively, if the rider's grip force on the handlebars 2 is greater than the standard, the execution unit 22 determines that the possibility of falling is lower than the standard, and if the rider's grip force on the handlebars 2 is less than the standard, the execution unit 22 determines that the possibility of falling is higher than the standard.

[0062]

[0047] For example, the tipping possibility information is acquired based on riding state information of the rider of the lean vehicle 1. The riding state information is information about the riding state of the rider of the lean vehicle 1, and may include, for example, posture information of the rider of the lean vehicle 1.

[0063] Specifically, the posture information is information about the posture of the rider, such as information indicating the direction of the rider's head. The acquisition unit 21 can acquire the posture information using various sensors. For example, the acquisition unit 21 may acquire the posture information based on the detection results of a camera mounted on the lean-type vehicle 1 that captures images of each part of the rider. Alternatively, for example, the acquisition unit 21 may acquire posture information about the posture of the rider's head (for example, information indicating the direction of the rider's head) based on the detection results of an inertial measurement unit mounted on the rider's helmet. Alternatively, for example, the acquisition unit 21 may acquire the posture information based on the detection results of a sensor (for example, a seating sensor) mounted on the lean-type vehicle 1 that can detect contact with each part of the rider. For example, the execution unit 22 determines that the possibility of tipping over is lower than the standard when the angle formed between the forward direction of the body of the lean-in vehicle 1 and the direction of the rider's head is smaller than the standard, and determines that the possibility of tipping over is higher than the standard when the angle formed between the forward direction of the body of the lean-in vehicle 1 and the direction of the rider's head is larger than the standard.

[0064]

[0049] Various examples of fall possibility information have been described above. The fall possibility information may be information other than the examples given above. Furthermore, multiple types of information may be used in combination as the fall possibility information. For example, multiple types of information arbitrarily selected from the examples given above may be used in combination as the fall possibility information.

[0065]

[0050] Preferably, when a control mode capable of executing the positional relationship adjustment operation is enabled and the control mode is in the first phase, that is, before the trigger information is acquired, if the tip-over possibility information acquired at or before that time, that is, the tip-over possibility information indicating the tip-over possibility that will occur in the lean vehicle 1 in the second phase, indicates that the lean vehicle 1 will have a tip-over possibility that exceeds a standard, the execution unit 22 releases or suspends the control mode, and if the tip-over possibility information indicates that the lean vehicle 1 will have a tip-over possibility that is lower than the standard, the execution unit 22 continues to enable the control mode.

[0066]

[0051] Alternatively, when a control mode capable of executing the positional relationship adjustment operation is enabled and when trigger information is acquired, the execution unit 22 cancels or suspends the control mode if the tip-over possibility information acquired at or before that time, that is, the tip-over possibility information indicating the tip-over possibility of the lean vehicle 1 in the second phase, is information indicating that the tip-over possibility of the lean vehicle 1 exceeds a standard, and continues to enable the control mode if the tip-over possibility information is information indicating that the tip-over possibility of the lean vehicle 1 is below the standard.

[0067]

[0052] Preferably, when the execution unit 22 suspends the control mode in which the positional relationship adjustment operation is executable when the overturn possibility information, that is, the overturn possibility information indicating the overturn possibility that will occur in the lean vehicle 1 in the second phase, is information indicating that the lean vehicle 1 will have a overturn possibility that exceeds a standard, the execution unit 22 may determine the timing to resume the suspended control mode based on the output of a sensor for detecting operation state information of the rider's operation unit of the drive device 11 of the lean vehicle 1 (for example, a sensor for detecting the rotation amount of the accelerator grip, a sensor for detecting the throttle opening, a sensor for detecting engine torque, etc.). For example, the execution unit 22 resumes the suspended control mode when the rider's operation of the operation unit of the drive device 11 of the lean vehicle 1 is released. Alternatively, the execution unit 22 resumes the interrupted control mode when the amount of operation of the operating unit of the drive device 11 of the lean vehicle 1 by the rider becomes smaller than a reference value. The reference value for suspension and the reference value for resumption may be the same or different. Alternatively, if the operating unit of the drive device 11 of the lean vehicle 1 is an accelerator grip that increases the output of the drive device 11 when rotated in a first direction from an initial position where the output of the drive device 11 is minimum, and that can also rotate in a second direction from that initial position, the execution unit 22 resumes the interrupted control mode when the rider rotates the accelerator grip from its initial position in the second direction. When resuming, it is preferable that the execution unit 22 take over the setting state that was in place immediately before the control mode was interrupted. In particular, it is preferable that trigger information for transitioning the control mode from the first phase to the second phase be acquired based on the output of a sensor for detecting the operating state information of the operating unit of the drive device 11.In other words, when a control mode capable of executing the positional relationship adjustment operation is enabled and the lean-mounted vehicle 1 is stopped, the rider operates the operating unit of the drive unit 11 or increases the amount of operation of the operating unit of the drive unit 11 beyond a standard, permitting a transition from the first phase to the second phase; however, if the tip-over possibility information, which is information indicating the possibility of the lean-mounted vehicle 1 tipping over in the second phase, indicates that the possibility of the lean-mounted vehicle 1 tipping over exceeds the standard, the control mode is interrupted, and the lean-mounted vehicle 1 begins to move by manual operation by the rider. Then, when the rider operates the operating unit of the drive unit 11 to a predetermined state, the control mode is resumed, and the permission to transition from the first phase to the second phase that was given before the interruption is taken over, and the execution unit 22 automatically continues the start of the lean-mounted vehicle 1.

[0068]

[0053] Preferably, the execution unit 22 may cause the notification device 13 to output information notifying the rider of the cancellation or suspension of the control mode when the rollover possibility information, that is, the rollover possibility information indicating the rollover possibility of the lean vehicle 1 in the second phase, is information indicating that the lean vehicle 1 will have a rollover possibility that exceeds a standard. In other words, when the rollover possibility information is information indicating that the lean vehicle 1 will have a rollover possibility that exceeds a standard, the execution unit 22 outputs a control command to the notification device 13 simultaneously with automatically canceling or suspending the control mode, or prior to automatically canceling or suspending the control mode, or after automatically canceling or suspending the control mode. The criterion for canceling or suspending the control mode and the criterion for the notification may be the same or different.

[0069] Alternatively, when the rollover possibility information, that is, the rollover possibility information indicating the rollover possibility occurring in the lean vehicle 1 in the second phase, is information indicating that the lean vehicle 1 has a rollover possibility exceeding a standard, the execution unit 22 may output information urging the rider to cancel or interrupt the control mode to the notification device 13. In other words, when the rollover possibility information is information indicating that the lean vehicle 1 has a rollover possibility exceeding a standard, the execution unit 22 outputs a control command to the notification device 13 to prompt the rider to perform an operation to cancel or interrupt the control mode, and when the performance of the operation is detected based on the output of the setting input device 14, that is, the setting input information, the execution unit 22 cancels or interrupts the control mode.

[0070]

[0055] <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 Fig. 3. Fig. 3 is a diagram showing the operation flow of the control device 20.

[0071]

[0056] The control device 20 executes the operation flow shown in Figure 3 while the lean vehicle 1 is traveling.

[0072] [ 0 0 5 7 ]

[0073] (Acquisition step) In step S101, the acquisition unit 21 acquires various information based on the output of each device of the lean vehicle 1 and outputs it to the execution unit 22.

[0074] [ 0 0 5 8 ]

[0075] (Execution Step) In step S102, the execution unit 22 executes various control modes by controlling the operation of each device of the lean vehicle 1. The execution unit 22 activates a control mode in which a positional relationship adjustment operation is executed to adjust the positional relationship between the lean vehicle 1 and a preceding vehicle to a target positional relationship based on ambient environment information of the lean vehicle 1, based on setting input information by the rider of the lean vehicle 1. When trigger information is acquired, the execution unit 22 transitions the control mode from a first phase in which the lean vehicle 1 is stopped to a second phase in which the lean vehicle 1 automatically starts. When the control mode is enabled, the execution unit 22 acquires tipping possibility information that indicates the possibility of tipping over of the lean vehicle 1 in the second phase, and when the tipping possibility information indicates that the lean vehicle 1 will have a tipping possibility that exceeds a standard, the execution unit 22 cancels or suspends the control mode.

[0059] <Effects of the control device> The effects of the control device 20 according to the embodiment of the present invention will be described.

[0076]

[0060] The execution unit 22 of the control device 20 enables a control mode, in which a positional relationship adjustment operation is performed to adjust the positional relationship between the lean vehicle 1 and the preceding vehicle to a target positional relationship based on ambient environment information of the lean vehicle 1, based on setting input information by the rider of the lean vehicle 1. When trigger information is acquired, the execution unit 22 transitions the control mode from a first phase in which the lean vehicle 1 is stopped to a second phase in which the lean vehicle 1 automatically starts. When the control mode is enabled, the execution unit 22 acquires rollover possibility information that indicates the possibility of the lean vehicle 1 rolling over in the second phase, and when the rollover possibility information indicates that the lean vehicle 1 will have a rollover possibility that exceeds a standard, the execution unit 22 cancels or interrupts the control mode. As a result, the lean vehicle 1 is reliably prevented from automatically starting from a stopped state, even though this could cause the lean vehicle 1 to tip over, by canceling or interrupting the control mode, thereby improving safety.

[0077]

[0061] Although the embodiments have been described above, only a part of the embodiments may be implemented, or parts of the embodiments may be combined, or parts of the embodiments may be modified in different ways. In other words, the present invention is not limited to the description of the embodiments.

[0078] For example, in the embodiment described above, the rollover possibility information, which is information indicating the possibility of the lean vehicle 1 rolling over in the second phase, is acquired in a stage prior to the second phase, but the rollover possibility information may be acquired in the second phase. In other words, the rollover possibility information may be information indicating the possibility of the lean vehicle 1 rolling over during an automatic start.

[0079] For example, in the described embodiment, the control mode is released or suspended before or after the trigger information is acquired, but the control mode may be released or suspended after the trigger information is acquired. In such a case, the rollover possibility information, which is information indicating the possibility of the lean vehicle 1 rolling over in the second phase, may be acquired before the second phase, or may be acquired during the second phase.

[0080] [Explanation of symbols]

[0081] [ 0 0 6 4 ]

[0082] 1 lean vehicle, 2 handle, 1 1 drive device, 1 2 braking device, 1 3 alarm device,

[0083] 14 Setting input device, 15 Surrounding environment sensor, 16 Inertial measurement unit, 17 Grip force sensor, 18 Steering angle sensor, 19f Front wheel speed sensor, 19r 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 enabling, based on setting input information by a rider of the lean vehicle (1), a control mode in which a positional relationship adjustment operation is executed to adjust a positional relationship between the lean vehicle (1) and a preceding vehicle to a target positional relationship based on surrounding environment information of the lean vehicle (1), the execution unit (22) transitions the control mode from a first phase in which the lean vehicle (1) is stopped to a second phase in which the lean vehicle (1) is automatically started when trigger information is acquired, and the execution unit (22) acquires rollover possibility information which is information indicating a rollover possibility occurring in the lean vehicle (1) in the second phase while the control mode is enabled, and the rollover possibility information indicates A control device that releases or interrupts the control mode when the information indicates that the lean vehicle (1) has a possibility of rolling over that exceeds a standard.

2. The control device according to claim 1, wherein the execution unit (22) causes a notification device to output information notifying or urging the rider to cancel or interrupt the control mode when the rollover possibility information indicates that a rollover possibility exceeding a reference level will occur in the lean vehicle (1).

3. The control device according to claim 1, wherein the execution unit (22) interrupts the control mode when the overturn possibility information indicates that the lean vehicle (1) has a possibility of overturning that exceeds the criterion, and determines a timing for resuming the interrupted control mode based on operation state information of an operation unit of a drive device (11) of the lean vehicle (1) by the rider.

4. The control device described in claim 3, wherein the trigger information is obtained based on the operation status information.

5. The control device according to claim 1, wherein the trigger information is acquired based on at least one of the surrounding environment information and operation state information of the lean vehicle (1) by the rider.

6. A control device as described in any one of claims 1 to 5, wherein the tip-over possibility information is acquired based on vehicle body posture information of the lean vehicle (1).

7. The control device according to claim 6, wherein the vehicle body attitude information includes leaning state information of the lean vehicle (1).

8. A control device as described in claim ?, wherein the leaning state information is acquired based on roll angle information of the lean vehicle (1).

9. A control device as described in claim ?, wherein the leaning state information is obtained based on lateral acceleration information of the lean vehicle (1). [Claim 1 ○] The control device described in claim 7, wherein the lean state information is acquired based on steering angle information of the lean vehicle (1).

11. The vehicle body posture information includes steering angle information of the lean vehicle (1), The control device according to claim 6. [Claim 1 2] A control device described in any one of claims 1 to 5, wherein the fall possibility information is obtained based on the rider's riding status information.

13. The control device as described in claim 12, wherein the riding state information includes gripping state information of a handlebar (2) of the lean vehicle (1) by the rider.

14. The control device described in claim 12, wherein the riding status information includes posture information of the rider.

15. A method for controlling a behavior of a lean vehicle (1), comprising: an execution unit (22) of a control device (20) enables a control mode in which a positional relationship adjustment operation is performed to adjust a positional relationship between the lean vehicle (1) and a preceding vehicle to a target positional relationship based on surrounding environment information of the lean vehicle (1), based on setting input information by a rider of the lean vehicle (1); when trigger information is acquired, the execution unit (22) shifts the control mode from a first phase in which the lean vehicle (1) is stopped to a second phase in which the lean vehicle (1) is automatically started; and while the control mode is enabled, the execution unit (22) acquires rollover possibility information that is information indicating a rollover possibility that may occur in the lean vehicle (1) in the second phase, and the rollover possibility information indicates When the information indicates that the lean vehicle (1) has a rollover possibility exceeding a standard, the control method releases or interrupts the control mode.

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