Control device, hydraulic control unit, and leaning vehicle

Abstract

Provided is a control device capable of making it easier than before to upright a leaning vehicle. A control device according to the present invention is mounted on a leaning vehicle, the control device comprising: a state acquisition unit that acquires information indicating a state of the leaning vehicle; a determination unit that determines that braking force is to be generated on a wheel of the leaning vehicle when a predetermined condition is satisfied in a first state in which an automatic braking force generation mechanism for generating braking force on the wheel of the leaning vehicle is operable; and an operation execution unit that executes an auxiliary operation for operating the automatic braking force generation mechanism to generate braking force on the wheel of the leaning vehicle when the determination unit determines that braking force is to be generated on the wheel of the leaning vehicle. The predetermined condition includes a rollover condition indicating that the state acquisition unit has acquired information indicating that the leaning vehicle is in a rollover state.

Description

[Document name] Statement

[0002] [Name of invention] Control device, hydraulic pressure control unit and lean vehicle

[0004] [Technical Field]

[0006]

. 0 0 1

[0008] The present invention relates to a control device mounted on a lean vehicle, a hydraulic control unit including the control device, and a lean vehicle including the control device.

[0010] [Background technology]

[0012]

. 0 0 2

[0014] 2. Description of the Related Art Lean vehicles using an engine or a motor as a drive source have been known (see, for example, Patent Document 1). A lean vehicle is a vehicle whose body tilts in the turning direction when turning.

[0016] [Prior art documents]

[0018] [Patent documents]

[0020]

〇 0 0 3

[0022] [Patent Document 1] Japanese Patent Application Laid-Open No. 2024-9993

[0024] Summary of the Invention

[0026] [Problem to be solved by the invention]

[0028]

〇 0 0 4

[0030] Lean-backed vehicles have lower vehicle body stability than automobiles and other vehicles, making them more susceptible to overturning. Furthermore, if a lean-backed vehicle overturns, the rider of the lean-backed vehicle must right the vehicle. However, conventional lean-backed vehicles have the problem of being difficult to right. Possible cases of difficulty in righting a lean-backed vehicle include cases where the vehicle moves forward or backward when the rider tries to right the vehicle, such as when the vehicle has overturned on a sloping surface (roadway).

[0032]

〇 0 0 5

[0034] The present invention has been made in light of the above-mentioned problems, and has as its first object to provide a control device that makes it easier to raise a lean vehicle than conventional devices. Also, the present invention has as its second object to provide a hydraulic control unit equipped with such a control device. And, the present invention has as its third object to provide a lean vehicle equipped with such a control device.

[0036] [Means for solving the problem]

[0038]

〇 0 0 6

[0040] The control device of the present invention is a control device mounted on a lean vehicle and comprises: a state acquisition unit that acquires information indicating the state of the lean vehicle; a judgment unit that determines that braking force will be generated on the wheels of the lean vehicle when a predetermined condition is met in a first state in which an automatic braking force generation mechanism that generates braking force on the wheels of the lean vehicle is in an operable state; and an operation execution unit that, when the judgment unit determines that braking force will be generated on the wheels of the lean vehicle, operates the automatic braking force generation mechanism to execute an auxiliary operation to generate braking force on the wheels of the lean vehicle, wherein the predetermined condition includes a rollover condition that indicates that the state acquisition unit has acquired that the lean vehicle is in a rollover state.

[0042]

〇 0 0 7

[0044] Moreover, the hydraulic control unit according to the present invention includes the control device according to the present invention.

[0046]

〇 0 0 8

[0048] A lean vehicle according to the present invention includes the control device according to the present invention.

[0050] [Effects of the Invention]

[0052]

〇 0 0 9

[0054] The control device according to the present invention can generate braking force on the wheels by an assisting operation when a rider tries to right a lean-over vehicle, making it easier to right a lean-over vehicle than in the past.

[0056] [Brief explanation of the drawings]

[0058]

[0010] [Figure 1] A diagram showing the configuration of a lean vehicle equipped with a control device according to an embodiment of the present invention.

[0060] [Figure 2] A diagram showing the configuration of a brake system for a lean vehicle in an embodiment of the present invention.

[0062] [Figure 3] A diagram to explain an example of a situation in which it was difficult to lean a vehicle in the past.

[0064] [Figure 4] A diagram to explain an example of a situation in which it was difficult to lean a vehicle in the past.

[0066] [Figure 5] A block diagram for explaining a control device according to an embodiment of the present invention. [Figure 6] A flowchart showing the operation of a control device according to an embodiment of the present invention. [Form for carrying out the invention]

[0068] [ 0 0 1 1 ]

[0070] An example of a control device according to the present invention, a hydraulic control unit including the control device, and a lean vehicle including the control device will be described below with reference to the drawings.

[0072] [ 0 0 1 2 ]

[0074] The configuration and operation described below are examples of the present invention, and the present invention is not limited to such configurations and operations.

[0076] [ 0 0 1 3 ]

[0078] For example, in the following, a motorcycle is used as an example of a lean vehicle. However, a lean vehicle generally refers to a vehicle whose body leans in the turning direction when turning. Therefore, a lean vehicle is not limited to a motorcycle. For example, lean vehicles include motorcycles (motorcycles and motor tricycles whose body leans in the turning direction when turning) whose body leans in the turning direction when turning, and bicycles. Furthermore, motorcycles whose body leans in the turning direction when turning may be engine-powered or motor-powered, and include, for example, motorcycles, scooters, and electric scooters. Furthermore, a bicycle generally refers to a vehicle that can be propelled on a road by the rider's pedaling force applied to the pedals. Bicycles include standard bicycles, electrically assisted bicycles, and electric bicycles.

[0080] [ 0 0 1 4 ]

[0082] In the following, descriptions of identical or similar parts are simplified or omitted as appropriate. In addition, in each drawing, reference numerals are omitted for identical or similar parts or components, or the same reference numerals are used. Illustrations of detailed structures are simplified or omitted as appropriate.

[0084] [ 0 0 1 5 ]

[0086] Embodiments

[0088] <Configuration of lean vehicle and control device>

[0090] Fig. 1 is a diagram showing the configuration of a lean vehicle equipped with a control device according to an embodiment of the present invention. Fig. 2 is a diagram showing the configuration of a brake system of a lean vehicle equipped with a control device according to an embodiment of the present invention. In the following, an example is shown in which a control device 60 according to this embodiment is equipped in a hydraulic control unit 50 and also functions as a control device for the hydraulic control unit 50.

[0092] [ 0 0 1 6 ]

[0094] The lean vehicle 100 is, for example, a motorcycle, and includes a body 1, a handlebar 2 rotatably held on the body 1, a front wheel 3 rotatably held on the body 1 together with the handlebar 2, and a rear wheel 4 rotatably held on the body 1. That is, the lean vehicle 100 is equipped with the front wheel 3 and the rear wheel 4 as wheels. The lean vehicle 100 also has a drive source 5. In this embodiment, the drive source 5 is an engine. However, the drive source 5 may also be a motor. The output of the drive source 5 is controlled by a drive source control device 6.

[0096] [ 0 0 1 7 ]

[0098] This lean vehicle 100 is equipped with an inertial measurement unit 70 and a brake system 10. The inertial measurement unit 70 detects at least one physical quantity of acceleration, angular velocity, and angular acceleration. In this embodiment, the inertial measurement unit 70 is configured to detect acceleration in the directions of three mutually orthogonal axes and angular velocity around each of the three axes. The brake system 10 includes a brake lever 11, which is a brake input unit, a first hydraulic circuit 12 filled with brake fluid, a brake pedal 13, which is a brake input unit, and a second hydraulic circuit 14 filled with brake fluid.

[0100] [ 0 0 1 8 ]

[0102] The brake lever 11 is provided on the handlebar 2 and is operated by the rider's hand. In this embodiment, the brake lever 11 is provided on an end 2a of the handlebar 2 that is held by the rider's right hand while riding the motorcycle. That is, in this embodiment, the brake lever 11 is operated by the rider's right hand while riding the motorcycle. Note that, as shown in Figures 3 and 4 described below, a clutch lever 7 is provided on an end 2b of the handlebar 2 that is held by the rider's left hand while riding the motorcycle. The first hydraulic circuit 12 generates a braking force on the rotor 3a, which rotates together with the front wheel 3, that corresponds to the amount of operation of the brake lever 11. That is, the first hydraulic circuit 12 generates a braking force on the front wheel 3 that corresponds to the amount of operation of the brake lever 11.

[0104] [ 0 0 1 9 ]

[0106] The brake pedal 13 is provided on the lower part of the vehicle body 1 and is operated by the rider's foot. In this embodiment, the brake pedal 13 is provided on the right side of the vehicle body 1. As shown in Figs. 3 and 4 described below, a change pedal 8 that is operated to change the gear ratio (number of stages) of the transmission is provided on the left side of the vehicle body 1. The second hydraulic circuit 14 generates a braking force in accordance with the amount of operation of the brake pedal 13 in a rotor 4a that rotates together with the rear wheel 4. In other words, the second hydraulic circuit 14 generates a braking force in accordance with the amount of operation of the brake pedal 13 in the rear wheel 4.

[0108] [ 0 0 2 0 ]

[0110] The brake lever 11 and the brake pedal 13 are examples of a brake input unit. For example, a brake pedal other than the brake pedal 13 provided on the vehicle body 1 may be used as a brake input unit replacing the brake lever 11. Also, for example, a brake lever other than the brake lever 11 provided on the handlebars 2 may be used as a brake input unit replacing the brake pedal 13. Furthermore, the first hydraulic circuit 12 may generate a braking force in a rotor 4 a that rotates together with the rear wheel 4 according to the amount of operation of the brake lever 11 or a brake pedal other than the brake pedal 13 provided on the vehicle body 1. In addition, the second hydraulic circuit 14 may generate a braking force in the rotor 3 a that rotates together with the front wheel 3 according to the amount of operation of the brake pedal 13 or a brake lever other than the brake lever 11 provided on the handlebars 2.

[0112] [ 0 0 2 1 ]

[0114] The first hydraulic circuit 12 and the second hydraulic circuit 14 of the brake system 10 have the same configuration. Therefore, the configuration of the first hydraulic circuit 12 will be described below as a representative example.

[0116] The first hydraulic circuit 12 includes a master cylinder 21 incorporating a piston (not shown), a reservoir 22 attached to the master cylinder 21, a brake caliper 23 having brake pads (not shown), and a wheel cylinder 24 that operates the brake pads (not shown) of the brake caliper 23.

[0118] [ 0 0 2 2 ]

[0120] The first hydraulic circuit 12 also includes a main flow path 25, a supply flow path 27, and a sub-flow path 26. In this embodiment, the main flow path 25, the supply flow path 27, and the sub-flow path 26 are provided in a base 51 of the hydraulic control unit 50.

[0122] [ 0 0 2 3 ]

[0124] The main flow path 25 is a flow path that connects the master cylinder 21 and the wheel cylinder 24. In this embodiment, a master cylinder port MP formed at one end of the main flow path 25 is connected to the master cylinder 21 by a fluid pipe. Furthermore, a wheel cylinder port WP formed at the other end of the main flow path 25 is connected to the wheel cylinder 24 by a fluid pipe. In this way, the main flow path 25 connects the master cylinder 21 and the wheel cylinder 24. Note that the main flow path 25 may also be directly connected to the master cylinder 21 and the wheel cylinder 24.

[0126] [ 0 0 2 4 ]

[0128] The supply flow path 27 is a flow path that supplies brake fluid to the intermediate portion 25a of the main flow path 25. Specifically, brake fluid in the master cylinder 21 is supplied to the intermediate portion 25a of the main flow path 25 via the supply flow path 27. One end 27a of the supply flow path 27 communicates with the master cylinder 21, and the other end 27b is connected to the intermediate portion 25a of the main flow path 25. Specifically, in this embodiment, the end 27a of the supply flow path 27 is connected to the main flow path 25 (more specifically, to a region on the master cylinder 21 side relative to a first switching valve 32 described later). An end 27a of the supply flow path 27 communicates with the master cylinder 21 via a fluid pipe connecting the master cylinder 21 and the master cylinder port MP and the main flow path 25. The end 27a of the supply flow path 27 may be connected to the master cylinder port MP or may be directly connected to the master cylinder 21.

[0130] [ 0 0 2 5 ]

[0132] The sub-flow path 26 is a flow path that releases brake fluid from the main flow path 25. Specifically, brake fluid that has flowed from the wheel cylinder 24 into the main flow path 25 is released into the sub-flow path 26. One end 26a of the sub-flow path 26 is connected to a middle portion 25b of the main flow path 25. The middle portion 25b is a middle portion of the main flow path 25 that is located in a region on the wheel cylinder 24 side with respect to the middle portion 25a. Furthermore, the end 26b of the sub-flow path 26 that is opposite to the end 26a is connected to a middle portion 27c of the supply flow path 27. The intermediate portion 27c is an intermediate portion of the supply flow path 27 located in a region between a second switching valve 33 (described later) and the pump 31.

[0134] [ 0 0 2 6 ]

[0136] The brake system 10 also includes a first hydraulic circuit 12 that is equipped with an inlet valve 28, a release valve 29, an accumulator 30, a first switching valve 32, a second switching valve 33, a pump 31, and a motor 40.

[0138] [ 0 0 2 7 ]

[0140] The inlet valve 28 is provided in a region of the main flow path 25 between the intermediate portions 25a and 25b. The flow rate of the brake fluid flowing through this region is controlled by opening and closing the inlet valve 28. The accumulator 30 is provided in the secondary flow path 26 and stores the brake fluid that has flowed into the secondary flow path 26 from the intermediate portion 25b. The release valve 29 is provided in a region of the secondary flow path 26 that is on the end portion 26a side with respect to the accumulator 30. The opening and closing of the release valve 29 controls the flow rate of the brake fluid flowing through this region. The first switching valve 32 is provided in a region of the main flow path 25 that is on the master cylinder 21 side with respect to the intermediate portion 25a. The flow rate of brake fluid flowing through this region is controlled by opening and closing the first switching valve 32. The second switching valve 33 is provided in the supply flow path 27. The flow rate of brake fluid flowing through the supply flow path 27 is controlled by opening and closing the second switching valve 33. The pump 31 is provided in a region of the supply flow path 27 that is on the end 27b side with respect to the second switching valve 33. The suction side of the pump 31 is connected to the second switching valve 33, and the discharge side is connected to the end 27b. The motor 40 is the drive source of the pump 31. In other words, the pump 31 is driven by the motor 40. In this embodiment, the pump 31 of the first hydraulic circuit 12 and the pump 31 of the second hydraulic circuit 14 are driven by a common motor 40.

[0142] [ 0 0 2 8 ]

[0144] In this embodiment, the brake system 10 is provided with a master cylinder side pressure sensor 34 in the first hydraulic circuit 12 that detects the pressure of the brake fluid in the master cylinder 21, and a wheel cylinder side pressure sensor 35 that detects the pressure of the brake fluid in the wheel cylinder 24. The master cylinder side pressure sensor 34 is provided in a region of the main flow path 25 that is closer to the master cylinder 21 than the first switching valve 32. The wheel cylinder side pressure sensor 35 is provided in a region of the main flow path 25 that is closer to the wheel cylinder 24 than the inlet valve 28.

[0146] [ 0 0 2 9 ]

[0148] The inlet valve 28 is, for example, a solenoid valve that switches the flow of brake fluid at the location where the inlet valve 28 is installed from open to closed when current is applied to the coil of the inlet valve 28. The release valve 29 is, for example, a solenoid valve that switches the flow of brake fluid toward the accumulator 30 via the location where the release valve 29 is installed from closed to open when current is applied to the coil of the release valve 29. The first selector valve 32 is, for example, a solenoid valve that switches the flow of brake fluid at the location where the first selector valve 32 is installed from open to closed when current is applied to the coil of the first selector valve 32. The second switching valve 33 is, for example, an electromagnetic valve that switches the flow of brake fluid from closed to open toward the pump 31 through the location where the second switching valve 33 is installed when electricity is applied to the coil of the second switching valve 33.

[0150] [ 0 0 3 0 ]

[0152] In this embodiment, the open / close states of the inlet valve 28, the release valve 29, the first switching valve 32, and the second switching valve 33 are controlled by the control device 60. In addition, in this embodiment, the drive state of the motor 40 is also controlled by the control device 60. The control device 60 may be a single device or may be divided into multiple devices. The control device 60 may be attached to the base 51, or may be attached to a member other than the base 51. In addition, part or all of the control device 60 may be composed of, for example, a microcomputer, a microprocessor unit, etc., or may be composed of updatable firmware, etc., or may be a program module, etc. executed by commands from a CPU, etc.

[0154] [ 0 0 3 1 ]

[0156] In this embodiment, the hydraulic control unit 50 is composed of a base 51, the various components provided on the base 51 (inlet valve 28, release valve 29, accumulator 30, pump 31, first switching valve 32, second switching valve 33, master cylinder side pressure sensor 34, wheel cylinder side pressure sensor 35, motor 40, etc.), and a control device 60.

[0158] [ 0 0 3 2 ]

[0160] The control device 60 controls the pressure of the brake fluid in the wheel cylinder 24 by controlling the inlet valve 28, the release valve 29, the first switching valve 32, the second switching valve 33, and the motor 40, thereby controlling the braking force generated on the front wheel 3 and the rear wheel 4. For example, the control device 60 controls the pressure of the brake fluid in the wheel cylinder 24 as follows:

[0162] [ 0 0 3 3 ]

[0164] For example, in a normal state, the control device 60 opens the inlet valve 28, closes the release valve 29, opens the first selector valve 32, closes the second selector valve 33, and stops the motor 40. When the brake lever 11 is operated in this state, the piston (not shown) of the master cylinder 21 is pressed by the brake lever 11, and an amount of brake fluid corresponding to the amount of operation of the brake lever 11 is forced out of the master cylinder 21. The brake fluid forced out of the master cylinder 21 then passes through the first selector valve 32 and the inlet valve 28 and flows into the wheel cylinder 24, increasing the pressure of the brake fluid in the wheel cylinder 24. As a result, the brake pads (not shown) of the brake calipers 23 are pressed against the rotor 3a of the front wheel 3, and a braking force corresponding to the amount of operation of the brake lever 11 is generated on the front wheel 3. Note that the control device 60 performs similar control on the second hydraulic circuit 14, so that a braking force corresponding to the amount of operation of the brake pedal 13 is generated on the rear wheel 4.

[0166] [ 0 0 3 4 ]

[0168] Furthermore, for example, when the brake fluid pressure in the wheel cylinder 24 is excessive or there is a possibility of excessive pressure, the control device 60 executes pressure reduction control to discharge the brake fluid from the wheel cylinder 24 and reduce the pressure of the brake fluid in the wheel cylinder 24. In pressure reduction control, the control device 60 closes the inlet valve 28, opens the release valve 29, opens the first selector valve 32, and closes the second selector valve 33. The control device 60 then drives the motor 40. As a result, the suction force of the pump 31 driven by the motor 40 causes the brake fluid in the wheel cylinder 24 to flow from the intermediate portion 25b into the secondary flow path 26. The brake fluid that has flowed into the sub-flow path 26 then passes through the release valve 29 and is stored in the accumulator 30. As a result, in the first hydraulic circuit 12, the pressing force of the brake pads (not shown) of the brake carrier 23 against the rotor 3a is reduced, and a braking force smaller than the braking force corresponding to the amount of operation of the brake lever 11 is generated on the front wheel 3. Thereafter, the control device 60 opens and closes the inlet valve 28 and the release valve 29 to control the pressure of the brake fluid in the wheel cylinder 24 to a target pressure during pressure reduction that can, for example, prevent the front wheel 3 from locking and reduce the braking distance of the lean vehicle 100, thereby controlling the braking force generated on the front wheel 3. Furthermore, the control device 60 performs similar control in the second hydraulic circuit 14, so that a braking force smaller than the braking force corresponding to the operation amount of the brake pedal 13 is generated in the rear wheels 4.

[0170] [ 0 0 3 5 ]

[0172] Furthermore, for example, when the brake fluid pressure in the wheel cylinder 24 is insufficient or there is a possibility of insufficient pressure, the control device 60 executes pressure-increasing control, which supplies brake fluid to the wheel cylinder 24 to increase the pressure of the brake fluid in the wheel cylinder 24. In pressure-increasing control, the control device 60 opens the inlet valve 28, closes the release valve 29, closes the first selector valve 32, and opens the second selector valve 33. The control device 60 then drives the motor 40. As a result, the suction force of the pump 31 driven by the motor 40 causes the brake fluid in the master cylinder 21 to flow into the supply passage 27. The brake fluid that has flowed into the supply flow path 27 passes through the second selector valve 33 and the pump 31, and flows from the end 27b into the intermediate portion 25a of the main flow path 25. The brake fluid that has flowed into the main flow path 25 from the intermediate portion 25a then flows through the inlet valve 28 into the wheel cylinder 24, increasing the pressure of the brake fluid in the wheel cylinder 24. As a result, in the first hydraulic circuit 12, the pressing force of the brake pads (not shown) of the brake caliper 23 against the rotor 3a increases, and a braking force greater than the braking force corresponding to the amount of operation of the brake lever 11 is generated on the front wheel 3. Thereafter, the control device 60 controls the pressure of the brake fluid in the wheel cylinders 24 so that the pressure reaches the target pressure during pressure increase, thereby controlling the braking force generated on the front wheels 3. In addition, by the control device 60 performing similar control in the second hydraulic circuit 14, a braking force greater than the braking force corresponding to the amount of operation of the brake pedal 13 is generated on the rear wheels 4.

[0174] [ 0 0 3 6 ]

[0176] Here, a lean vehicle 100, whose body 1 tilts in the turning direction when turning, has lower vehicle stability than a four-wheeled automobile, etc., and is therefore prone to overturning. Furthermore, when the lean vehicle 100 overturns, the rider of the lean vehicle 100 must lift the overturned lean vehicle 100. In this case, conventional lean vehicles can be difficult to lift. A situation in which it is difficult to lift a lean vehicle is when the lean vehicle moves forward or backward when the rider lifts the lean vehicle. Below, an example of a situation in which it was difficult to lift a lean vehicle in the past is shown in Figures 3 and 4. Note that Figures 3 and 4 show a state in which the lean vehicle 100 according to this embodiment has overturned.

[0178] [ 0 0 3 7 ]

[0180] 3 and 4 are diagrams for explaining an example of a situation in which it has been difficult to pull a lean vehicle up in the past.

[0182] In Figure 3, the ground surface 200 on which the leaning vehicle 100 travels is inclined. That is, the leaning vehicle 100 shown in Figure 3 has overturned on the inclined ground surface 200. When the leaning vehicle 100 shown in Figure 3 is pulled up using the same method as a conventional leaning vehicle, the procedure is as follows: First, a brake input unit such as a brake lever 11 that can be operated by hand is operated to generate a braking force on the wheels of the leaning vehicle 100. Then, the rider pulls up the leaning vehicle 100. Here, when pulling up the leaning vehicle 100 that has overturned on the inclined ground surface 200, gravity acts on the leaning vehicle 100 in a direction that causes the leaning vehicle 100 to descend the inclined ground surface 200. For this reason, if the braking force acting on the wheels of the lean vehicle 1 XX is small, while trying to pull up the lean vehicle 1 0 XX, the lean vehicle 1 XX will start moving downward toward the ground 2 XX, making it difficult to pull up the lean vehicle 1 0 0.

[0184] [ 0 0 3 8 ]

[0186] In the leaning vehicle 100 shown in Figure 4, the end 2a of the handlebar 2 on which the brake lever 11 is attached is overturned, with the end 2a being farther from the ground 200 than the other end 2b. To lift the leaning vehicle 100 in this state, the rider typically grasps and pushes up the end 2b of the handlebar 2 with his left hand and supports and pushes up the rear of the vehicle body 1 (for example, the position indicated by symbol A in Figure 4) with his right hand, thereby lifting the leaning vehicle 100. For this reason, when lifting the leaning vehicle 100 in the state shown in Figure 4, the rider cannot operate the brake input parts such as the brake lever 11 that can be operated by hand. Therefore, when raising the lean vehicle 100, if the force component applied by the rider to the lean vehicle 100 acts in a direction that moves the lean vehicle 100 forward or backward, the lean vehicle 100 will start to move, making it difficult to raise the lean vehicle 100. In particular, if the ground surface 200 is inclined, while raising the lean vehicle 100, the lean vehicle 100 will start to move downward toward the ground surface 200, making it extremely difficult to raise the lean vehicle 100.

[0188] [ 0 0 3 9 ]

[0190] In addition, in situations where it is difficult to lift the lean vehicle 100 described above, it is possible to make it easier to lift the lean vehicle 100 by setting the transmission to a gear other than two-way and preventing the lean vehicle 100 from moving forward or backward. However, it may be difficult to change the gears of the transmission in an overturned lean vehicle 100, for example, when the shift pedal 8 is located below the vehicle body 1 as shown in Figure 4. Also, depending on the condition of the transmission, it may be possible to change the gears only when the lean vehicle 100 is moving. In such cases, it is also difficult to change the gears of the transmission in an overturned lean vehicle 100.

[0192] [ 0 0 4 0 ]

[0194] Therefore, in order to make it easier to raise the lean vehicle 100 than in the past, the control device 60 according to this embodiment is configured as follows.

[0196] [ 0 0 4 1 ]

[0198] <Control device configuration>

[0200] 5 is a block diagram illustrating a control device 60 according to an embodiment of the present invention. The control device 60 according to this embodiment includes, as functional units, a status acquisition unit 61, a determination unit 62, and an operation execution unit 63.

[0202] [ 0 0 4 2 ]

[0204] The status acquisition unit 61 is a functional unit that acquires information indicating the status of the lean vehicle 100. The information indicating the status of the lean vehicle 100 is, for example, information indicating the status of the lean vehicle 100, such as whether the lean vehicle 100 has rolled over. Furthermore, for example, the information indicating the status of the lean vehicle 100 may be a physical quantity that can detect the status of the lean vehicle 100. In this case, the status acquisition unit 61 detects the status of the lean vehicle 100 based on the physical quantity that can detect the status of the lean vehicle 100. In this embodiment, the status acquisition unit 61 acquires the detection value of the inertial measurement unit 70 as one piece of information indicating the status of the lean vehicle 100. The status acquisition unit 61 detects the lean angle of the lean vehicle 100, for example, from the direction of gravitational acceleration relative to the vehicle body 1, and detects whether the lean vehicle 100 is overturning.

[0206] [ 0 0 4 3 ]

[0208] The determination unit 62 is a functional unit that determines that braking force should be generated on the wheels of the lean vehicle 100 when certain conditions are met. Specifically, a state in which the automatic braking force generation mechanism 52 that generates braking force on the wheels of the lean vehicle 100 is operable is defined as the first state. For example, in the case of a lean vehicle 100 whose driving source 5 is an engine, the state in which the automatic braking force generation mechanism 52 is operable is a state in which the lean vehicle 100 is in an accessory on state or an ignition on state, etc. In this embodiment, the hydraulic control unit 50 is the automatic braking force generation mechanism 52. The determination unit 62 determines that braking force should be generated on the wheels of the lean vehicle 100 when predetermined conditions are met in the first state. This predetermined condition includes a rollover condition indicating that the state acquisition unit 61 has acquired that the lean vehicle 100 is in a rollover state. In other words, when the state acquisition unit 61 acquires that the lean vehicle 100 is in a rollover state in the first state, the determination unit 62 determines that a braking force will be generated on the wheels of the lean vehicle 100.

[0210] [ 0 0 4 4 ]

[0212] The operation execution unit 63 is a functional unit that executes an auxiliary operation when the determination unit 62 determines that braking force should be generated on the wheels of the lean vehicle 1 XX. The auxiliary operation is an operation that operates the automatic braking force generation mechanism 52 to generate braking force on the wheels of the lean vehicle 1 XX. As described above, in this embodiment, the hydraulic control unit 50 is the automatic braking force generation mechanism 52. Therefore, the operation execution unit 63 executes the above-mentioned pressure increase control operation in at least one of the first hydraulic pressure circuit 12 and the second hydraulic pressure circuit 14 as the auxiliary operation. Specifically, as an auxiliary operation, the operation execution unit 63 opens the inlet valve 28, closes the release valve 29, closes the first selector valve 32, and opens the second selector valve 33 in at least one of the first hydraulic circuit 12 and the second hydraulic circuit 14, and drives the motor 40 that is the drive source of the pump 31. As a result, a braking force is generated in at least one of the front wheel 3 and the rear wheel 4 even if the rider is not operating the brake input unit.

[0214] [ 0 0 4 5 ]

[0216] In this embodiment, as described above, the control device 60 is the control device of the hydraulic control unit 50. However, this is merely one example. The lean vehicle 100 is also equipped with control devices other than the control device of the hydraulic control unit 50, such as the drive source control device 6. At least a part of the state acquisition unit 61, judgment unit 62, and operation execution unit 63 of the control device 60 may be equipped in a control device other than the control device of the hydraulic control unit 50.

[0218] [ 0 0 4 6 ]

[0220] <Controller operation>

[0222] FIG. 6 is a flowchart showing the operation of a control device according to an embodiment of the present invention. Note that FIG. 6 shows the operation of the control device 60 when raising the lean vehicle 100. When the conditions for starting the operation shown in FIG. 6 are met, the control device 60 starts the operation shown in FIG. 6 in step S1. The start condition for the operation is, for example, when the automatic braking force generation mechanism 52 is in an operable state. In other words, the start condition for the operation is, for example, when the automatic braking force generation mechanism 52 is in the first state. Step S2 after step S1 is an acquisition step. In step S2, the state acquisition unit 61 of the control device 60 acquires information indicating the state of the lean vehicle 100. For example, the state acquisition unit 61 acquires information on whether the lean vehicle 100 is in a rollover state.

[0224] [ 0 0 4 7 ]

[0226] Step S3 after step S2 is an auxiliary operation determination step. In step S3, the determination unit 62 of the control device 60 determines whether or not to perform an auxiliary operation. Specifically, the determination unit 62 determines whether or not a predetermined condition is met in the first state. If the determination unit 62 determines that the predetermined condition is not met in the first state, the process proceeds to step S5. On the other hand, if the determination unit 62 determines that the predetermined condition is met in the first state, the process proceeds to step S4. In this embodiment, if the state acquisition unit 61 acquires that the lean vehicle 1 OO is in a rollover state in the first state, the determination unit 62 proceeds to step S4.

[0228] [ 0 0 4 8 ]

[0230] Step S4 is an auxiliary operation execution step. In step S4, the operation execution unit 63 of the control device 60 executes the auxiliary operation. In this embodiment, the operation execution unit 63 executes the above-mentioned pressure increase control operation in at least one of the first hydraulic circuit 12 and the second hydraulic circuit 14 as the auxiliary operation. Then, the operation execution unit 63 proceeds to step S5. Step S5 is an end determination step. In step S5, the control device 60 determines whether an operation end condition has been met. An example of the operation end condition is when the automatic braking force generation mechanism 52 is in an inoperable state. If the operation end condition has been met, the control device 60 proceeds to step S6 and ends the operation shown in FIG. 6. On the other hand, if the operation end condition has not been met, the control device 60 returns to step S2.

[0232] [ 0 0 4 9 ]

[0234] <Effects of the control device> The control device 60 according to this embodiment is a control device mounted on a lean vehicle 100. The control device 60 includes a state acquisition unit 61, a judgment unit 62, and an operation execution unit 63. The state acquisition unit 61 is a functional unit that acquires information indicating the state of the lean vehicle 100. The judgment unit 62 is a functional unit that judges that braking force will be generated on the wheels of the lean vehicle 100 when a predetermined condition is satisfied in a first state in which the automatic braking force generation mechanism 52 that generates braking force on the wheels of the lean vehicle 100 is in an operable state. The operation execution unit 63 is a functional unit that, when the determination unit 62 determines that braking force should be generated on the wheels of the lean vehicle 1 XX, operates the automatic braking force generation mechanism 52 to execute an auxiliary operation to generate braking force on the wheels of the lean vehicle 1 XX. In the control device 60 according to this embodiment, the above-mentioned predetermined conditions include a rollover condition that indicates that the state acquisition unit 61 has acquired that the lean vehicle 1 XX is in a rollover state.

[0236] [ 0 0 5 0 ]

[0238] The control device 6〇 configured in this manner can generate braking force on the wheels through an auxiliary operation when a rider tries to lift up an overturned lean vehicle 100. Therefore, the control device 6〇 configured in this manner can prevent the lean vehicle 100 from moving forward or backward more than before when a rider tries to lift up the lean vehicle 100, making it easier to lift up the lean vehicle 100 than before.

[0240] [ 0 0 5 1 ]

[0242] Note that the method of generating braking force on the wheels of the lean vehicle 100 when performing an auxiliary operation is not particularly limited. For example, in an auxiliary operation, the operation execution unit 63 may operate the automatic braking force generation mechanism 52 so that braking force is generated on the front wheels 3 and the rear wheels 4. Furthermore, the operation execution unit 63 may preferentially generate braking force on one of the front wheels 3 and the rear wheels 4 when performing an auxiliary operation. For example, when the handlebars 2 are turned, the center of rotation of the front wheels 3 does not coincide with the center of the contact point, which is the center of the point where the front wheels 3 contact the ground 200. Therefore, when the handlebars 2 are turned, the front wheels 3 move forward or backward. Therefore, when raising the lean vehicle 100, if it is easier to raise the lean vehicle 100 by preventing the front wheels 3 from moving forward or backward and by preventing the steering wheel 2 from turning, it is preferable to generate braking force preferentially on the front wheels 3. Specifically, in the auxiliary operation, the operation execution unit 63 operates the automatic braking force generation mechanism 52 so as to generate braking force only on the front wheels 3, or so that the braking force generated on the front wheels 3 is greater than the braking force generated on the rear wheels 4. On the other hand, when raising the lean vehicle 100, if it is easier to raise the lean vehicle 100 by not preventing the front wheels 3 from moving forward or backward and making it easier to turn the steering wheel 2, it is preferable to generate braking force preferentially on the rear wheels 4. Specifically, in the auxiliary operation, the operation execution unit 63 operates the automatic braking force generating mechanism 52 so as to generate a braking force only on the rear wheels 4, or so that the braking force generated on the rear wheels 4 is greater than the braking force generated on the front wheels 3.

[0244] [ 0 0 5 2 ]

[0246] The timing for ending the assisting operation is not particularly limited, and may be a specified time after the assisting operation starts. However, it is preferable to end the assisting operation at the following timing: [0 0 5 3]

[0248] A state in which the automatic braking force generation mechanism 52 is not operable is defined as the second state. Preferably, when the automatic braking force generation mechanism 52 enters the second state and then the first state while the auxiliary operation is being performed, the determination unit 62 determines that the braking force on the wheels of the lean vehicle 1 XXX will be released. Then, the operation execution unit 63 terminates the auxiliary operation when the determination unit 62 determines that the braking force on the wheels of the lean vehicle 1 XXX will be released. Switching the automatic braking force generation mechanism 52 from the first state to the second state and from the second state to the first state is an action that must be intentionally performed by the rider, for example, by the rider turning the key. In other words, this configuration of terminating the auxiliary operation improves the safety of the lean vehicle 100 because braking force remains generated on the wheels of the lean vehicle 100 until the lean vehicle 100 has been fully raised and the rider himself changes the state of the automatic braking force generating mechanism 52 described above.

[0250] [ 0 0 5 4 ]

[0252] Preferably, the judgment unit 62 judges that the braking force on the wheels of the lean vehicle 100 is to be released when the brake input unit of the lean vehicle 100 is operated. Then, the operation execution unit 63 terminates the assist operation when the judgment unit 62 judges that the braking force on the wheels of the lean vehicle 100 is to be released. This configuration for terminating the assist operation terminates the assist operation after the rider himself applies braking force to the wheels of the lean vehicle 100, improving the safety of the lean vehicle 100.

[0254] [ 0 0 5 5 ]

[0256] Preferably, the judgment unit 62 judges that the braking force on the wheels of the lean vehicle 100 is released when the drive source 5 of the lean vehicle 100 is turned on. Then, the operation execution unit 63 terminates the auxiliary operation when the judgment unit 62 judges that the braking force on the wheels of the lean vehicle 100 is released. The drive source 5 of the lean vehicle 100 is turned on when the drive source 5 generates propulsive force when the accelerator is operated. For example, if the drive source 5 is an engine, the drive source 5 of the lean vehicle 100 is turned on when the engine starts. Typically, the rider turns on the drive source 5 of the lean vehicle 100 after the lean vehicle 100 has been raised and the lean vehicle 100 has stabilized. Therefore, this configuration of terminating the auxiliary operation improves the safety of the lean vehicle 100 because braking force is generated on the wheels of the lean vehicle 100 until the lean vehicle 100 has been raised and the lean vehicle 100 is in a stable state.

[0258] [ 0 0 5 6 ]

[0260] <Modification>

[0262] In the above-described embodiment, the default conditions used by the determination unit 62 to determine whether to apply braking force to the wheels of the lean vehicle 100 included only the rollover condition, which indicates that the state acquisition unit 61 has acquired that the lean vehicle 100 is in a rollover state. However, the default conditions may include conditions other than the rollover condition in addition to the rollover condition. In other words, the control device 60 does not necessarily need to always perform an assisting operation when the lean vehicle 100 rolls over, and may be configured to perform an assisting operation when the assisting operation is more effective. Below are some examples of conditions other than the rollover condition that may be included in the default conditions.

[0264] [ 0 0 5 7 ]

[0266] The lean-in vehicle 100 is provided with a brake input unit such as a brake lever 11 on at least one end 2a of the handlebar 2. Furthermore, the rollover posture condition is a condition indicating that the state acquisition unit 61 has acquired that the lean-in vehicle 100 has rolled over when the end 2a of the handlebar 2 on which the brake input unit is provided is farther from the ground 200 than the other end 2b, when the rollover condition is satisfied. When the rollover posture condition is defined in this way, the default condition may include the rollover posture condition. As described in FIG. 4, when the rollover posture condition is satisfied, the rider cannot operate the brake input unit provided on the end 2a of the handlebar 2 when righting the lean-in vehicle 100. For this reason, even in a situation where the lean vehicle 1 XX satisfies the rollover condition, a situation where the lean vehicle 1 XX satisfies the rollover posture condition becomes a situation where it is more difficult to cause the lean vehicle 1 XX. For this reason, by adding the rollover posture condition to the predetermined conditions, the operating time of the automatic braking force generation mechanism 52 can be shortened and the life of the automatic braking force generation mechanism 52 can be extended.

[0268] [ 0 0 5 8 ]

[0270] When the rollover condition is satisfied, a condition indicating that the state acquisition unit 61 has acquired that the vehicle body 1 of the lean vehicle 100 is stationary is defined as a stationary condition. When the stationary condition is defined in this way, the default condition may include the stationary condition. The method for detecting that the lean vehicle 100 is stationary is not particularly limited. For example, if only gravitational acceleration is detected by the inertial measurement unit 70, the lean vehicle 100 may be determined to be stationary. When braking force is applied to the wheels of an overturned lean vehicle 100, the wheels lock. Therefore, if the overturned lean vehicle 100 is sliding on the ground 200, the direction of travel of the lean vehicle 100 may change in an unexpected direction when the locked wheels come into contact with the ground 200. By adding the stationary condition to the default condition, it is possible to prevent such unpredictable behavior of the lean vehicle 100.

[0272]

[0059] As shown in FIG. 1, the lean vehicle 100 is equipped with an operation unit 101 that accepts the application of braking force to the wheels of the lean vehicle 100. The operation unit 101 is, for example, a mechanical switch or a capacitance switch provided on a touch panel or the like. When the lean vehicle 100 is equipped with the operation unit 101, the default conditions may include a permissive condition indicating that the state acquisition unit 61 has acquired that the operation unit 101 has been operated. When the default conditions include a permissive condition, an auxiliary operation is executed when the operation unit 101 is operated while the lean vehicle 100 is in a rollover state. Therefore, when the default conditions include a permissive condition, the rider can select whether or not to execute the auxiliary operation, improving the convenience of the lean vehicle 100. In addition, when the rollover conditions are met, the control device 60 may issue a notification using an alarm device (not shown) to ask the rider whether or not to perform an assist operation.

[0274] [ 0 0 6 0 ]

[0276] The default conditions may include a movement condition indicating that the lean vehicle 100 is moving forward or backward as acquired by the state acquisition unit 61. As described above, a case in which it is difficult to raise the lean vehicle 100 is a case in which the lean vehicle 100 moves forward or backward when the rider raises the lean vehicle 100. For this reason, the control device 60 may be configured to add a movement condition to the default conditions and to perform an auxiliary operation if the lean vehicle 100 moves forward or backward when the rider raises the lean vehicle 100. This can shorten the operating time of the automatic braking force generation mechanism 52 and extend the life of the automatic braking force generation mechanism 52.

[0278] [ 0 0 6 1 ]

[0280] The default conditions may include a standing condition indicating that the state acquisition unit 61 has acquired that the lean vehicle 100 is being raised after the rollover condition has been satisfied. The state in which the lean vehicle 100 is being raised after the rollover condition has been satisfied may be a state in which the lean vehicle 100 is in the middle of being raised, or a state after the lean vehicle 100 has been raised. By adding the standing condition to the default conditions, even if the lean vehicle 100 has rolled over, the automatic braking force generation mechanism 52 will not operate until the lean vehicle 100 begins to be raised. Therefore, by adding the standing condition to the default conditions, the operating time of the automatic braking force generation mechanism 52 can be shortened and the life of the automatic braking force generation mechanism 52 can be extended.

[0282] [ 0 0 6 2 ]

[0284] In the above-described embodiment, the hydraulic control unit 50 is the automatic braking force generating mechanism 52. However, the present invention is not limited to this, and the automatic braking force generating mechanism 52 may be something other than the hydraulic control unit 50. For example, the lean vehicle 100 is equipped with an electric brake that generates a braking force on at least one of the front wheels 3 and the rear wheels 4. In such a case, the automatic braking force generating mechanism 52 may be an electric brake that generates a braking force on at least one of the front wheels 3 and the rear wheels 4. Also, for example, the drive source 5 of the lean vehicle 100 is a motor. In this case, the motor that is the drive source 5 can be used as the automatic braking force generating mechanism 52 by causing the motor that is the drive source 5 to generate a magnetic force in a direction that inhibits rotation of the drive wheels. In this case, at least the operation execution unit 63 of the functional units of the control device 60 is mounted on the drive source control device 6.

[0286] [ 0 0 6 3 ]

[0288] Although an example of the control device according to the present invention has been described above in the embodiment, the control device according to the present invention is not limited to the description of the embodiment. For example, the control device according to the present invention may be implemented in only a part of the description of the embodiment.

[0290] [Explanation of symbols]

[0292] [ 0 0 6 4 ]

[0294] 1 vehicle body, 2 handle, 2 a end, 2 b end, 3 front wheel, 3 a rotor, 4 rear wheel, 4 a rotor, 5 drive source, 6 drive source control device, 7 clutch lever, 8 change pedal, 10 brake system, ! 1 brake lever, 1 2 first hydraulic circuit, 1 3 brake pedal, 1 4 second hydraulic circuit, 2 1 master cylinder, 2 2 reservoir, 2 3 brake caliper, 2 4 wheel cylinder, 2 5 main flow path, 2 5 a intermediate portion, 2 5 b intermediate portion, 2 6 secondary flow path, 2 6 a end, 2 6 b end, 2 7 supply flow path, 2 7 a end, 2 7 b end, 2 7 c intermediate portion, 2 8 inlet valve, 29 Release valve, 3〇 Accumulator, 31 Pump, 32 First switching valve, 33 Second switching valve, 34 Master cylinder side pressure sensor, 35 Wheel cylinder side pressure sensor, 4〇 Motor, 5〇 Hydraulic pressure control unit, 5! Base, 52 Automatic braking force generation mechanism, 6〇 Control device, 61 Status acquisition unit, 62 Judgment unit, 63 Action execution unit, 7〇 Inertial measurement unit, 100 Lean vehicle, 10! Operation unit, 200 Ground, MP Master cylinder port, WP Wheel cylinder port〇

Claims

[Document name] Scope of claims

1. A control device (60) mounted on a lean vehicle (100), a state acquisition unit (61) that acquires information indicating a state of the lean vehicle (100); and a determination unit (62) that determines that a braking force is to be generated on the wheels (3, 4) of the lean vehicle (100) when a predetermined condition is satisfied in a first state in which an automatic braking force generation mechanism (52) that generates a braking force on the wheels (3, 4) of the lean vehicle (100) is in an operable state; an operation execution unit (63) that, when the determination unit (62) determines that a braking force should be generated on the wheels (3, 4) of the lean vehicle (100), operates the automatic braking force generation mechanism (52) to execute an auxiliary operation to generate a braking force on the wheels (3, 4) of the lean vehicle (100); Equipped with The predetermined conditions include a rollover condition indicating that the state acquisition unit (61) has acquired that the lean vehicle (100) is in a rollover state. Control device (60).

2. The lean vehicle (100) is provided with a brake input portion at at least one end (2a) of the handle (2), The control device (60) according to claim 1, wherein the predetermined conditions include a rollover posture condition indicating that, when the rollover condition is satisfied, the state acquisition unit (61) has acquired that the lean vehicle (100) is rolling over in a state where an end (2a) of the handle (2) on which the brake input unit is provided is farther from the ground (200) than the other end (2b).

3. The predetermined conditions include a stationary condition indicating that the state acquisition unit (61) has acquired that the body (1) of the lean vehicle (1 XXX) is stationary in a state in which the rollover condition is satisfied. A control device (60) according to claim 1.

4. The predetermined condition includes an allowance condition indicating that the state acquisition unit (61) has acquired the fact that an operating unit (101) that accepts the generation of a braking force on the wheels (3, 4) of the lean vehicle (100) has been operated. A control device (60) according to claim 1.

5. The predetermined condition includes a movement condition indicating that the forward or reverse movement of the lean vehicle (100) is acquired by the state acquisition unit (61). A control device (60) according to claim 1.

6. The predetermined conditions include a standing condition indicating that the state acquisition unit (61) has acquired that the lean vehicle (100) is in an upright state after the rollover condition is satisfied. A control device (60) according to claim 1. [Claim?] When a state in which the automatic braking force generation mechanism (52) is not operable is defined as a second state, the determination unit (62) is configured to determine that the braking force on the wheels (3, 4) of the lean vehicle (100) is to be released when the automatic braking force generation mechanism (52) enters the first state after entering the second state while the auxiliary operation is being performed, and the operation execution unit (63) is configured to terminate the auxiliary operation when the determination unit (62) determines that the braking force on the wheels (3, 4) of the lean vehicle (100) is to be released. Ru, A control device (60) according to any one of claims 1 to 6.

8. the determination unit (62) is configured to determine that the braking force applied to the wheels (3, 4) of the lean vehicle (100) is to be released when a brake input unit of the lean vehicle (100) is operated, The operation execution unit (63) is configured to terminate the auxiliary operation when the determination unit (62) determines that the braking force on the wheels (3, 4) of the lean vehicle (100) is to be released. A control device (60) according to any one of claims 1 to 6.

9. the determination unit (62) is configured to determine that the braking force applied to the wheels (3, 4) of the lean vehicle (100) is to be released when the drive source (5) of the lean vehicle (100) is turned on; The operation execution unit (63) is configured to terminate the auxiliary operation when the determination unit (62) determines that the braking force on the wheels (3, 4) of the lean vehicle (100) is to be released. A control device (60) according to any one of claims 1 to 6. [Claim 1〇] In the auxiliary operation, the operation execution unit (63) is configured to operate the automatic braking force generation mechanism (52) so that braking forces are generated on the front wheels (3) and rear wheels (4) of the lean vehicle (100). A control device (60) according to any one of claims 1 to 6. [Claim 1 1] In the auxiliary operation, the operation execution unit (63) is configured to operate the automatic braking force generation mechanism (52) so as to generate a braking force only on the front wheels (3) of the lean vehicle (100), or so as to make the braking force generated on the front wheels (3) of the lean vehicle (100) larger than the braking force generated on the rear wheels (4) of the lean vehicle (100). A control device (60) according to any one of claims 1 to 6. [Claim 1 2] In the auxiliary operation, the operation execution unit (63) is configured to operate the automatic braking force generation mechanism (52) so as to generate a braking force only on the rear wheels (4) of the lean vehicle (100), or so as to make the braking force generated on the rear wheels (4) of the lean vehicle (100) larger than the braking force generated on the front wheels (3) of the lean vehicle (100). A control device (60) according to any one of claims 1 to 6. [Claim 1 3] A hydraulic control unit (50) comprising the control device (60) according to any one of claims 1 to 6. [Claim 1 4] A lean vehicle (100) comprising the control device (60) according to any one of claims 1 to 6.

Images