Control device for leaning vehicle, and control method for leaning vehicle

Abstract

The present invention obtains a control device and a control method that can accommodate characteristics specific to leaning vehicle travel. If it is determined that collision possibility information regarding a leaning vehicle (100) is information indicating that the possibility of the leaning vehicle (100) being involved in a collision exceeds a reference, an execution unit of this control device executes a rider support operation. The collision possibility information is information acquired on the basis of travel position information regarding a plurality of second-lane other vehicles (200B), which are other vehicles (200) travelling in a second lane (L2) for travelling in a direction different from that of a first lane (L1) in which the leaning vehicle (100) is travelling.

Description

[0001] [Document name] Statement

[0002] [Title of invention] Lean vehicle control device and lean vehicle control method

[0003] [Technical Field]

[0004]

[001] The present invention relates to a control device for a lean vehicle and a control method for a lean vehicle.

[0005] [Background technology]

[0006]

[002] Conventional lean vehicles include those equipped with a rider assistance system that assists the rider (for example, Patent Document 1).

[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 4] Lean vehicles are significantly smaller than other types of vehicles (e.g., passenger cars, trucks, etc.), and have significantly greater freedom in their driving position within a lane. As a result, lean vehicles are more likely to collide with other vehicles traveling in lanes designed for driving in a different direction than the lane in which the lean vehicle is traveling than other types of vehicles. Conventional rider assistance systems do not take into account these special characteristics of lean vehicle driving, which can make it difficult to provide appropriate assistance to the rider.

[0014]

[0005] The present invention has been made in light of the above-mentioned problems, and provides a control device that can accommodate the particular characteristics of running a lean vehicle. Also, the present invention provides a control method that can accommodate the particular characteristics of running a lean vehicle.

[0015] [Means for solving the problem]

[0016]

[0006] The control device according to the present invention is a control device for a lean vehicle, and is equipped with an execution unit that executes a rider assistance operation to assist a rider of the lean vehicle, and when it is determined that the collision possibility information of the lean vehicle is information indicating that a collision possibility exceeding a standard has occurred for the lean vehicle, the execution unit executes the rider assistance operation, and the collision possibility information is information acquired based on traveling position information of a plurality of second lane other vehicles that are traveling in a second lane for traveling in a direction different from the first lane in which the lean vehicle is traveling.

[0017] [0 0 0 7] The control method of the present invention is a control method for a lean vehicle, wherein an execution unit of a control device executes a rider assistance operation to assist a rider of the lean vehicle, and when it is determined that collision possibility information of the lean vehicle is information indicating that a collision possibility exceeding a standard has occurred for the lean vehicle, the execution unit executes the rider assistance operation, and the collision possibility information is information acquired based on traveling position information of a plurality of second lane other vehicles, which are other vehicles traveling in a second lane for traveling in a direction different from the first lane in which the lean vehicle is traveling.

[0018] [Effects of the Invention]

[0019]

[0008] In the control device and control method according to the present invention, when it is determined that the collision likelihood information of the lean vehicle indicates that the lean vehicle has a collision likelihood that exceeds a standard, the execution unit executes a rider assistance operation. The collision likelihood information of the lean vehicle is acquired based on the traveling position information of multiple other vehicles in the second lane. Therefore, it is possible to assist the rider after appropriately understanding the collision likelihood of the lean vehicle with other vehicles in the second lane.

[0020] [Brief description of the drawing]

[0021] [ 0 0 0 9 ]

[0022] FIG. 1 is a diagram showing a state in which a rider assistance system according to an embodiment of the present invention is applied to a lean vehicle.

[0023] FIG. 2 is a diagram showing the system configuration of a rider assistance system according to an embodiment of the present invention.

[0024] [Figure 3] A diagram for explaining the configuration of a rider assistance system according to an embodiment of the present invention.

[0025] [Figure 4] A diagram for explaining the configuration of a rider assistance system according to an embodiment of the present invention.

[0026] FIG. 5 is a diagram showing the operation flow of a control device of a rider assistance system according to an embodiment of the present invention.

[0027] [Mode for Carrying Out the Invention]

[0028]

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

[0029]

[0011] Note that the configurations, operations, etc. described below are merely examples, and the control device and control method according to the present invention are not limited to such configurations, operations, etc.

[0030]

[0012] For example, although the following description will discuss a case in which the rider assistance system according to the present invention is used on a two-wheeled motorcycle, the rider assistance system according to the present invention may also be applied to lean vehicles other than two-wheeled motorcycles. A lean vehicle refers to any vehicle that runs leaning in the direction of the turn when turning. In other words, in a lean vehicle, the body leans to the right when turning to the right, and leans to the left when turning to the left. Lean vehicles include, for example, two-wheeled motorcycles, three-wheeled motorcycles, and bicycles. Motorcycles include, for example, vehicles that use an engine as a propulsion source and vehicles that use an electric motor as a propulsion source, and include, for example, motorcycles, scooters, and electric scooters. A bicycle refers to any vehicle that can be propelled down a road by the rider's pedaling force applied to the pedals. Bicycles include, for example, standard bicycles, electrically assisted bicycles, and electric bicycles.

[0031]

[0013] In the following, the same or similar descriptions are appropriately simplified or omitted. In addition, in each drawing, the same or similar parts are denoted by the same reference numerals or no reference numerals are used. In addition, the illustration of detailed structures is appropriately simplified or omitted.

[0032]

[0014] Embodiments. Below, a rider assistance system according to an embodiment will be described.

[0033]

[0015] <Configuration of rider assistance system> The configuration of a rider assistance system according to an embodiment will be described. Fig. 1 is a diagram showing a state in which a rider assistance system according to an embodiment of the present invention is applied to a lean vehicle. Fig. 2 is a diagram showing the system configuration of a rider assistance system according to an embodiment of the present invention. Figs. 3 and 4 are diagrams for explaining the configuration of a rider assistance system according to an embodiment of the present invention.

[0034]

[0016] As shown in Fig. 1 and Fig. 2, the rider assistance system 1 is mounted on a lean vehicle 100. The rider assistance system 1 includes, for example, an ambient environment sensor 11, a rotational speed sensor 12, an inertial sensor 13, a positioning sensor 14, a setting input device 15, and a control Alternatively, the device may be provided on equipment attached to the vehicle (e.g., a helmet, gloves, etc.), or may be provided on the rider's personal belongings (e.g., a mobile terminal, etc.).

[0035]

[0023] The control device 20 includes at least an acquisition unit 21 and an execution unit 22. All or each unit of the control device 20 may be provided together in a single housing, or may be provided separately in multiple housings. All or each unit of the control device 20 may be configured, for example, as a microcomputer, microprocessor unit, etc., or may be configured with updatable firmware, etc., or may be a program module, etc., executed by instructions from a CPU, etc.

[0036]

[0024] The acquisition unit 21 acquires ambient environment information for the lean vehicle 100 based on the output of the ambient environment sensor 11. The ambient environment information may include positional relationship information between the lean vehicle 100 and objects located around the lean vehicle 100 (e.g., vehicles, obstacles, road facilities, people, animals, etc.). The positional relationship information is, for example, information on relative position, relative distance, relative speed, relative acceleration, relative jerk, passing time difference, predicted time until collision, etc. The positional relationship information may also be information on other physical quantities that can be substantially converted to these. Alternatively or in addition, the ambient environment information may include characteristic information of objects located around the lean vehicle 100 (e.g., vehicles, obstacles, road facilities, people, animals, etc.). Road facilities include, for example, road signs, stop lines painted on the road surface, lane boundary lines painted on the road surface, traffic lights, roadside trees, utility poles, guardrails, curbs, bulletin boards, etc. Feature information includes, for example, information indicating the content of road signs, information indicating the type of lines painted on the road surface, road shape information (e.g., information indicating straight roads, curvature of curves, etc.), position information of lane boundary lines, information on the number of lanes, information indicating the status of traffic lights, information indicating congestion, construction, and / or accident status, etc. Feature information may also be information on other physical quantities that can be substantially converted into the above information.

[0037]

[0025] The acquisition unit 21 acquires vehicle speed information of the lean vehicle 100 based on the output of the rotational speed sensor 12 as needed. The acquisition unit 21 acquires running posture information of the lean vehicle 100 based on the output of the inertial sensor 13 as needed. The acquisition unit 21 acquires global coordinate information of the lean vehicle 100 based on the output of the positioning sensor 14 as needed.

[0038]

[0026] Here, the control device 20 outputs a control command to the wireless communication device 60, and transmits the first positional relationship information, which is positional relationship information between the lean vehicle 100 and the stationary object that is a stationary object around the lean vehicle 100 acquired by the acquisition unit 21, and the global coordinate information of the lean vehicle 100, to the server S via the network N. The first positional relationship information may be transmitted in association with information on the vehicle type of the lean vehicle 100 that acquired the first positional relationship information (for example, information on whether it is a lean vehicle, information on the type of lean vehicle, etc.). Alternatively or additionally, the first positional relationship information may be transmitted in association with information on the driving mode selected in the lean vehicle 100 that acquired the first positional relationship information.

[0039]

[0027] The control device 20 may determine whether the object detected by the ambient environment sensor 11 is a stationary object and then transmit the first positional relationship information to the server S. Alternatively, the control device 20 may transmit the first positional relationship information to the server s regardless of whether the object detected by the ambient environment sensor 11 is a stationary object, and the server s may determine whether the object is a stationary object. For example, the control device 20 or the server S may determine whether the object detected by the ambient environment sensor 11 is a stationary object by comparing the vehicle speed of the lean vehicle 100 at the time when the ambient environment sensor 11 outputs the first positional relationship information with the relative speed between the lean vehicle 100 and the object as the first positional relationship information. Alternatively or in addition, the control device 20 or the server S determines whether the object detected by the surrounding environment sensor 11 is a stationary object by estimating the global coordinates of the object based on the first positional relationship information and the global coordinate information of the lean vehicle 100. Alternatively or in addition, the control device 20 or the server S determines whether the object detected by the surrounding environment sensor 11 is a stationary object based on feature information as surrounding environment information.

[0040]

[0028] Similar to the first positional relationship information and the global coordinate information of the lean vehicle 100, the other vehicle 200 transmits to the server S second positional relationship information, which is positional relationship information between the other vehicle 200 and a stationary object detected by the surrounding environment sensor 11 of the other vehicle 200, which is a vehicle different from the lean vehicle 100. The server S also transmits multiple sets of second positional relationship information and global coordinate information acquired by multiple different other vehicles 200. The second positional relationship information may be transmitted in association with information on the vehicle type of the other vehicle 200 that acquired the second positional relationship information (for example, information on whether it is a lean vehicle or not, information on the type of lean vehicle, etc.). Alternatively or additionally, the second positional relationship information may be transmitted in association with information on the driving mode selected in the other vehicle 200 that obtained the second positional relationship information.

[0041]

[0029] The map information has position coordinates of many stationary objects registered in advance based on multiple sets of second position relationship information and global coordinate information acquired by multiple different other vehicles 200. When the server (s) acquires the second position relationship information and global coordinate information acquired by a new other vehicle 200, it identifies which stationary object on the map information the stationary object in the second position relationship information corresponds to. The server (s) acquires traveling position information of the new other vehicle 200 based on the position coordinates of the identified stationary object on the map information and the second position relationship information. When the stationary object in the second position relationship information has characteristics that allow it to be identified as the only stationary object on the map information, the server (s) may identify which stationary object on the map information the stationary object in the second position relationship information corresponds to, without relying on the global coordinate information of the new other vehicle 200. When the server S determines which stationary object in the map information corresponds to the stationary object in the second positional relationship information based on the global coordinate information of the new other vehicle 200, it becomes possible to narrow down the specific candidates, thereby simplifying the processing.

[0042]

[0030] Furthermore, when the server S acquires the first positional relationship information and global coordinate information acquired by the lean vehicle 100, it identifies which stationary object on the map information the stationary object in the first positional relationship information corresponds to. The server S acquires traveling position information of the lean vehicle 100 based on the position coordinates of the identified stationary object on the map information and the first positional relationship information. If the stationary object in the first positional relationship information has characteristics that allow it to be identified as the only stationary object on the map information, the server S may identify which stationary object on the map information the stationary object in the first positional relationship information corresponds to, without relying on the global coordinate information of the lean vehicle 100. When the server S determines which stationary object in the map information corresponds to the stationary object in the first positional relationship information based on the global coordinate information of the lean vehicle 100, it becomes possible to narrow down the specific candidates, thereby simplifying the processing.

[0043]

[0031] The server S acquires collision possibility information for the lean vehicle 100 based on map information and the driving position information of the other vehicle 200. As shown in Figs. 3 and 4, the server S identifies a plurality of second lane other vehicles 200B, which are other vehicles 200 traveling in the second lane L2 for traveling in a direction different from the first lane L1 in which the lean vehicle 100 travels, and determines whether the collision possibility information for the lean vehicle 100B indicates that the lean vehicle 100 has a collision possibility that exceeds a standard, based on the driving position information of the plurality of second lane other vehicles 200B.

[0044]

[0032] As an example, when the server S determines that the traveling position information of the multiple second lane other vehicles 200B is information indicating that the positional relationship between the traveling positions of the multiple second lane other vehicles 200B and the boundary line LB of the first lane L1 satisfies a standard, the server S determines that the collision possibility information is information indicating that there is a collision possibility with the lean vehicle 100 that exceeds the standard. For example, if the average of the driving positions of the multiple other second lane vehicles 200B is close enough to the boundary line LB of the first lane L1 (particularly the boundary line LB on the side closer to the second lane L2 opposite the first lane L1) to be below a standard, the server S determines that the driving position information of the multiple other second lane vehicles 200B is information indicating that the positional relationship between the driving positions of the multiple other second lane vehicles 200B and the boundary line LB of the first lane L1 satisfies the standard. For example, if the traveling positions of the multiple second lane other vehicles 200B cross the boundary line LB of the first lane L1 (especially the boundary line LB closer to the second lane L2 opposite the first lane L1) and invade the inside of the first lane L1 with a probability higher than a standard, the server S determines that the traveling position information of the multiple second lane other vehicles 200B is information indicating that the positional relationship between the traveling positions of the multiple second lane other vehicles 200B and the boundary line LB of the first lane L1 satisfies the standard.

[0045]

[0033] In particular, when the server S determines that the traveling position information of the plurality of second lane other vehicles 200B is information indicating that the positional relationship between the traveling positions of the plurality of second lane other vehicles 200B and the boundary line LB of the first lane L1 satisfies a criterion, and the traveling position information of the plurality of first lane other vehicles 200A that are other vehicles 200 traveling in the first lane L1 is information indicating that the positional relationship between the traveling positions of the plurality of first lane other vehicles 200A and the boundary line LB of the first lane L1 satisfies a criterion, the server S may determine that the collision possibility information is information indicating that there is a collision possibility with the lean vehicle 100 that exceeds the criterion. For example, if the average of the driving positions of the multiple other vehicles 200A in the first lane is close enough to the boundary line LB of the first lane L1 (especially the boundary line LB on the side closer to the second lane L2 opposite the first lane L1) that it is below a standard, the server S determines that the driving position information of the multiple other vehicles 200A in the first lane is information indicating that the positional relationship between the driving positions of the multiple other vehicles 200A in the first lane and the boundary line LB of the first lane L1 satisfies the standard. Here, the driving position information of the multiple first lane other vehicles 200A may be acquired only for the first lane other vehicles 200A that are the same vehicle type as the lean vehicle 100, or alternatively or additionally, the information may be acquired only for the first lane other vehicles 200A that have selected the same driving mode as the driving mode selected by the lean vehicle 100.

[0046]

[0034] Alternatively, when the server S determines that the traveling position information of the plurality of second lane other vehicles 200B is information indicating that the positional relationship between the traveling positions of the plurality of second lane other vehicles 200B and the boundary line LB of the first lane L1 satisfies a standard, and the traveling position information of the lean vehicle 100 is information indicating that the positional relationship between the traveling position of the lean vehicle 100 and the boundary line LB of the first lane L1 satisfies a standard, the server S may determine that the collision possibility information is information indicating that the lean vehicle 100 has a collision possibility that exceeds the standard. For example, when the running position of the lean vehicle 100 is close enough to the boundary line LB of the first lane L1 (particularly the boundary line LB closer to the second lane L2 opposite the first lane L1) that it is below a standard, the server S determines that the running position information of the lean vehicle 100 is information indicating that the positional relationship between the running position of the lean vehicle 100 and the boundary line LB of the first lane L1 satisfies the standard.

[0047]

[0035] As another example, the server S determines whether the collision possibility information of the lean vehicle 100 indicates that a collision possibility that exceeds a standard has occurred with the lean vehicle 100 based on the driving position information of the multiple second lane other vehicles 200B as well as the driving position information of the multiple first lane other vehicles 200A. For example, if the average driving position of the multiple second lane other vehicles 200B is close enough to the average driving position of the multiple first lane other vehicles 200A that it is below the standard, the server S determines that the collision possibility information of the lean vehicle 100 indicates that a collision possibility that exceeds a standard has occurred with the lean vehicle 100. Here, the driving position information of the multiple first lane other vehicles 200A may be acquired only for the first lane other vehicles 200A that are the same vehicle type as the lean vehicle 100, or alternatively or additionally, may be acquired only for the first lane other vehicles 200A that have selected the same driving mode as the driving mode selected by the lean vehicle 100.

[0048]

[0036] As another example, the server S determines whether the collision possibility information of the lean vehicle 100 indicates that a collision possibility that exceeds a standard has occurred with the lean vehicle 100, based on the driving position information of the plurality of second lane other vehicles 200B as well as the driving position information of the lean vehicle 100. For example, if the average driving position of the plurality of second lane other vehicles 200B is close enough to the driving position of the lean vehicle 100 that it is below the standard, the server S determines that the collision possibility information of the lean vehicle 100 indicates that a collision possibility that exceeds a standard has occurred with the lean vehicle 100.

[0049]

[0037] As another example, the server S determines whether the collision possibility information of the lean vehicle 100 indicates that the lean vehicle 100 has a collision possibility that exceeds a standard, based on the driving position information of the multiple other second lane vehicles 200B as well as the driving posture information of the lean vehicle 100. For example, if the traveling position information of the multiple second lane other vehicles 200B is information indicating that the positional relationship between the traveling positions of the multiple second lane other vehicles 200B and the boundary line LB of the first lane L1 satisfies a standard, and the traveling posture information of the lean vehicle 100 is information indicating that the lean vehicle 100 is leaning toward the side of the second lane L2 at an angle that exceeds the standard, the server S determines that the collision possibility information of the lean vehicle 100 is information indicating that there is a collision possibility with the lean vehicle 100 that exceeds the standard. The server S may determine whether the leaning vehicle 100 leans toward the second lane L2 at an angle that exceeds a standard based on the roll angle of the leaning vehicle 100, or may determine whether the leaning vehicle 100 leans toward the second lane L2 at an angle that exceeds a standard based on the acceleration of the leaning vehicle 100 in the vehicle width direction, or may determine whether the leaning vehicle 100 leans toward the second lane L2 at an angle that exceeds a standard based on the yaw angular velocity of the leaning vehicle 100, or may determine whether the leaning vehicle 100 leans toward the second lane L2 at an angle that exceeds a standard based on the curvature of the first lane L1.

[0050]

[0038] When the acquisition unit 21 acquires, via the wireless communication device 60, information indicating that the collision likelihood information of the lean vehicle 100 is determined to be information indicating that the lean vehicle 100 has a collision likelihood that exceeds a standard, the execution unit 22 executes the rider assistance operation. The acquisition unit 21 may determine whether the collision likelihood information of the lean vehicle 100 is information indicating that the lean vehicle 100 has a collision likelihood that exceeds a standard.

[0051]

[0039] As an example, the execution unit 22 executes an alert operation for the rider as a rider assistance operation. The execution unit 22 outputs a control command to the alert device 50 to issue a warning to the rider. The alert device 50 may issue a warning by sound, or alternatively or additionally, by displaying or lighting up a warning, or alternatively or additionally, by vibrating. The execution unit 22 may issue a vibration as a warning by outputting a control command to the braking device 30 and / or the drive device 40 to instantaneously decelerate or accelerate the lean vehicle 100. The notification device 50 may be provided in the lean vehicle 100, or may be provided in equipment (e.g., a helmet, gloves, etc.) associated with the lean vehicle 100. For example, the acquisition unit 21 acquires coordinate information of a point where the lean vehicle 100 has a collision possibility that exceeds a standard from the server S, and the execution unit 22 displays the point on a map screen of the navigation device serving as the notification device 50. Furthermore, the acquisition unit 21 acquires coordinate information of a point where the lean vehicle 100 has a collision possibility that exceeds a standard from the server S, and when the lean vehicle 100 approaches or is located at the point, the execution unit 22 performs a notification operation.

[0052] As another example, the execution unit 22 executes, as a rider assistance operation, a control operation of the braking force and / or driving force generated in the lean vehicle 100. The execution unit 22 outputs a control command to the brake device 30 and / or the drive device 40 to generate a braking force and / or a driving force in the lean vehicle 100, or to change the braking force and / or driving force generated in the lean vehicle 100. The rider assistance operation may be executed while the lean vehicle 100 is coasting, or while the rider is operating the operating unit of the brake device 30, or while the rider is operating the operating unit of the drive device 40, or while the lean vehicle 100 is automatically decelerating or accelerating.

[0053]

[0041] <Operation of rider assistance system> The operation of the rider assistance system according to the embodiment will be described. Fig. 5 is a diagram showing the operation flow of the control device of the rider assistance system according to the embodiment of the present invention.

[0054]

[0042] The control device 20 repeatedly executes the operation flow shown in Figure 5 while the lean vehicle 100 is traveling.

[0055] [ 0 0 4 3 ]

[0056] (Acquisition step) In step S101, the acquisition unit 21 acquires first positional relationship information, which is positional relationship information between the lean vehicle 100 and a stationary object that is a stationary object around the lean vehicle 100, based on the output of the surrounding environment sensor 11 mounted on the lean vehicle 100. The acquisition unit 21 also acquires information that the collision possibility information of the lean vehicle 100 has been determined to be information indicating that a collision possibility that exceeds a standard has occurred for the lean vehicle 100. The collision possibility information of the lean vehicle 100 is information acquired based on the traveling position information of multiple other second lane vehicles 200B.

[0057] [ 0 0 4 4 ]

[0058] (Execution step) In step S102, the execution unit 22 executes rider assistance operations to assist the rider.

[0059]

[0045] <Effects of the Rider Assistance System> The effects of the rider assistance system according to the embodiment will be described.

[0060]

[0046] In the rider assistance system 1, when it is determined that the collision possibility information of the lean vehicle 100 indicates that the lean vehicle 100 has a collision possibility that exceeds a standard, the execution unit 22 executes a rider assistance operation. The collision possibility information of the lean vehicle 100 is acquired based on the traveling position information of multiple other second lane vehicles 200B. Therefore, it is possible to assist the rider after appropriately understanding the collision possibility of the lean vehicle 100 with the other second lane vehicles 200B.

[0061]

[0047] The embodiments of the present invention are not limited to the above description. In other words, the present invention includes modifications to the embodiments described above. The present invention also includes embodiments in which only some of the embodiments described above are implemented, or embodiments in which these embodiments are combined.

[0062] [Explanation of symbols]

[0063] [ 0 0 4 8 ]

[0064] 1 Rider assistance system, 11 Surrounding environment sensor, 12 Rotational speed sensor, 13 Inertial sensor, 14 Positioning sensor, 15 Setting input device, 20 Control device, 21 Acquisition unit, 22 Execution unit, 3 ○ Braking device, 4 ○ Drive device, 5 ○ Notification device, 6 ○ Wireless communication device, 100 Lean vehicle, 200 Other vehicles, 200 A First lane other vehicles, 200 B Second lane other vehicles, N Network, S Server, S1 First lane, L2 Second lane, LB Boundary line.

Claims

[Document name] Scope of claims

1. A control device (20) for a lean vehicle (100), comprising an execution unit (22) that executes a rider assistance operation to assist a rider of the lean vehicle (100), wherein when it is determined that collision possibility information for the lean vehicle (100) is information indicating that a collision possibility exceeding a standard has occurred for the lean vehicle (100), the execution unit (22) executes the rider assistance operation, and the collision possibility information is information acquired based on traveling position information of a plurality of second lane other vehicles (200B), which are other vehicles (200) traveling in a second lane (L2) for traveling in a direction different from a first lane (L1) in which the lean vehicle (100) is traveling.

2. The control device (20) according to claim 1, wherein the traveling position information of the plurality of second lane other vehicles (200B) is information acquired based on positional relationship information between the second lane other vehicle (200B) and a stationary object around the second lane other vehicle (200B), detected by an ambient environment sensor (11) mounted on each of the plurality of second lane other vehicles (200B).

3. The control device (20) according to claim 1, wherein, when it is determined that the traveling position information of the plurality of second lane other vehicles (200B) is information indicating that the positional relationship between the traveling positions of the plurality of second lane other vehicles (200B) and the boundary line (LB) of the first lane (L1) satisfies a standard, it is determined that the collision possibility information is information indicating that the lean vehicle (100) has a collision possibility that exceeds the standard.

4. The control device (20) according to claim 1, wherein the collision possibility information is information acquired based on the traveling position information of the plurality of second lane other vehicles (200B) as well as the traveling position information of a plurality of first lane other vehicles (200A), which are other vehicles (200) traveling in the first lane (L1).

5. The control device (20) according to claim 4, wherein the traveling position information of the plurality of first lane other vehicles (200A) is information acquired based on positional relationship information between the first lane other vehicle (200A) and a stationary object around the first lane other vehicle (200A), detected by an ambient environment sensor (11) mounted on each of the plurality of first lane other vehicles (200A).

6. The control device (20) according to claim 4, wherein, when it is determined that the traveling position information of the plurality of first lane other vehicles (200A) is information indicating that the positional relationship between the traveling positions of the plurality of first lane other vehicles (200A) and the boundary line (LB) of the first lane (L1) satisfies a standard, it is determined that the collision possibility information is information indicating that the lean vehicle (100) has a collision possibility that exceeds the standard. [Claim ?] The control device (20) according to claim 4, wherein the collision possibility information is information acquired based on the traveling position information of the plurality of other first lane vehicles (200A) of the same vehicle type as the lean vehicle (100).

8. The collision possibility information is based on the traveling positions of the plurality of first lane other vehicles (200A) that have selected the same traveling mode as the traveling mode selected by the lean vehicle (100). The control device (20) according to claim 4, wherein the information is acquired based on information.

9. The control device (20) according to claim 1, wherein the collision possibility information is information acquired based on the traveling position information of the lean vehicle (100) in addition to the traveling position information of the plurality of second lane other vehicles (200B).

10. The control device (20) according to claim 9, wherein the traveling position information of the lean vehicle (100) is information acquired based on positional relationship information between the other first lane vehicle (200A) and a stationary object around the other first lane vehicle (200A), detected by an ambient environment sensor (11) mounted on each of a plurality of other first lane vehicles (200A) that are other vehicles (200) traveling in the first lane (L1).

11. A control device (20) as described in claim 9, wherein, when it is determined that the traveling position information of the lean vehicle (100) is information indicating that the positional relationship between the traveling position of the lean vehicle (100) and the boundary line (LB) of the first lane (L1) satisfies a criterion, it is determined that the collision possibility information is information indicating that the collision possibility of the lean vehicle (100) exceeds the criterion.

12. A control device (20) according to any one of claims 1 to 11, wherein the collision possibility information is information acquired based on the driving position information of the plurality of second lane other vehicles (200B) as well as the driving posture information of the lean vehicle (100).

13. The control device (20) according to any one of claims 1 to 11, wherein the execution unit (22) executes an alert operation for the rider as the rider assistance operation.

14. The control device (20) according to any one of claims 1 to 11, wherein the execution unit (22) executes, as the rider assistance operation, a control operation of a braking force and / or a driving force generated in the lean vehicle (100).

15. A control method for a lean vehicle (100), wherein an execution unit (22) of a control device (20) executes a rider assistance operation to assist a rider of the lean vehicle (100), and when it is determined that collision possibility information of the lean vehicle (100) is information indicating that a collision possibility exceeding a standard has occurred for the lean vehicle (100), the execution unit (22) executes the rider assistance operation, and the collision possibility information is information acquired based on traveling position information of a plurality of second lane other vehicles (200B), which are other vehicles (200) traveling in a second lane (L2) for traveling in a direction different from a first lane (L1) in which the lean vehicle (100) is traveling.

Images