JP2018134969A - Vehicle equipped with lean mechanism - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle equipped with a lean mechanism that allows an occupant in a vehicle to surely and rapidly recognize a risk that the vehicle may fall and can suppress increase in manufacturing costs.SOLUTION: The vehicle equipped with a lean mechanism is provided with: a motor for an electromotive driving wheel that generates driving force for rotating the driving wheel of a plurality of wheels supporting a body of a vehicle; the lean mechanism that can incline the body in a planar view; a motor for an electromotive lean mechanism as a driving source for activating the lean mechanism; a control device for a motor for the lean mechanism that activates the lean mechanism by transmitting a driving signal to the motor for the lean mechanism on the basis of a detected value by a sensor for detecting operation-state amounts of the vehicle; vehicle operation limit determining means that determines whether or not the vehicle may fall or not, on the basis of the detected value by the sensor; and high-frequency signal transmitting means that transmits a high-frequency signal to the motor for the lean mechanism receiving the driving signal, when the vehicle operation limit determining means determines that the vehicle may fall.SELECTED DRAWING: Figure 6

Description

  The present invention relates to a vehicle including a lean mechanism that can tilt a vehicle body relative to wheels in a front view.

Patent Document 1 discloses a conventional example of this type of vehicle.
This vehicle includes a vehicle body, three wheels (two front wheels and one rear wheel) that support the vehicle body, an electric drive wheel motor that rotates and drives some of the drive wheels, and a drive wheel motor. And a battery capable of supplying electric power. That is, this vehicle is a so-called EV vehicle.

Furthermore, this vehicle is provided with a lean mechanism.
The lean mechanism is a mechanism that can tilt the vehicle body relative to the wheels in front view according to the state of the vehicle.
The electric lean mechanism motor, which is a part of the lean mechanism, is a separate drive from the drive wheel motor and is a drive source for operating the lean mechanism. This lean mechanism motor is driven by the electric power of the battery.

  The vehicle further includes a control device connected to the lean mechanism motor. Further, this control device is connected to a sensor that detects the amount of motion state of the vehicle.

  For example, if the steered wheel is turned to the right in conjunction with the steering wheel operation while the vehicle is traveling forward, a centrifugal force is applied to the vehicle. Then, the control device rotates the lean mechanism motor in one of the normal rotation direction and the reverse rotation direction based on the detection result of the sensor transmitted from the sensor. Then, the lean mechanism tilts the vehicle body in the direction opposite to the direction of the centrifugal force with respect to the normal line of the road surface on which the wheel is mounted by the driving force of the motor for the lean mechanism. Then, a part of the centrifugal force applied to the vehicle body is canceled out, so that the turning operation of the vehicle is stabilized.

  Furthermore, it is technically possible to give the control device a function of determining whether or not the vehicle may fall over based on the detection value of the sensor.

Furthermore, the vehicle can be provided with warning means connected to the control device and issuing visual or audible warnings.
In this case, when the control device determines that “the vehicle may fall down”, the control device activates the warning means. For example, when the warning means is a warning light, the warning light is turned on.

JP 2012-81784 A JP 2014-196005 A

However, when this type of warning means is provided in the vehicle, the driver (and other occupants) of the vehicle may overlook the warning by the warning means.
Furthermore, if the warning means is provided, the manufacturing cost of the vehicle is increased by the amount of the warning means.

  In addition, a vehicle (truck) disclosed in Patent Document 2 includes a cab (cab body), a vehicle body frame (chassis) that supports the cab, and an air suspension provided between the vehicle body frame and the cab. I have. That is, the cab is supported by the air suspension. A passenger seat is provided inside the cab.

When the vehicle control means determines that the vehicle may fall over, it activates the air suspension.
Then, since the cab tilts, an occupant seated in the cab seat can recognize that the vehicle may fall.

The technique of Patent Document 2 can be applied to a vehicle including a lean mechanism.
In this way, the air suspension can be operated when the control device determines that “the vehicle may fall down”. Then, since the vehicle body tilts, the occupant can recognize that the vehicle may fall down.

However, the response of the air suspension is low. Therefore, in this case, the air suspension may not operate before the vehicle falls.
Further, if an air suspension is provided, the manufacturing cost of the vehicle is increased by the amount of the air suspension.

  The present invention has been made to address the above problems. That is, one of the objects of the present invention is to make it possible for a vehicle occupant to recognize surely and quickly that there is a risk of the vehicle falling over when the vehicle is overturned, and in addition, the manufacturing cost. An object of the present invention is to provide a vehicle equipped with a lean mechanism that can suppress an increase in the amount of noise.

To achieve the above object, a vehicle including a lean mechanism according to the present invention includes:
An electric drive wheel motor (21) that generates a drive force for rotating the drive wheels (19L, 19R) of the plurality of wheels that support the vehicle body (12) of the vehicle (10);
A lean mechanism (25) capable of tilting the vehicle body relative to the wheels in a front view;
An electric lean mechanism motor (27) which is a drive source for operating the lean mechanism and is separate from the drive wheel motor;
A sensor (47) for detecting an amount of motion of the vehicle;
A lean mechanism motor control device (35, 41) for operating the lean mechanism so that the vehicle does not fall by transmitting a drive signal, which is an electrical signal, to the lean mechanism motor based on the detection value of the sensor. When,
Vehicle movement limit determination means (35, 37) for determining whether or not the vehicle may fall over based on a detection value of the sensor;
A high-frequency signal transmitting means for transmitting a high-frequency signal, which is an electric signal, to the motor for the lean mechanism that has received the drive signal when the vehicle movement limit determining means determines that the vehicle may fall down; 35, 41),
Is provided.

When the vehicle motion limit determination means determines that the vehicle may fall, the vehicle including the lean mechanism of the present invention transmits a high-frequency signal that is an electrical signal to the motor for the lean mechanism that operates the lean mechanism. High-frequency signal transmitting means is provided.
When the high-frequency signal transmitting means transmits a high-frequency signal to the lean mechanism motor, the lean mechanism motor that operates the lean mechanism vibrates slightly, so the lean mechanism slightly vibrates. Then, the vehicle body is slightly vibrated by the lean mechanism.
Therefore, the vehicle occupant can reliably recognize that the vehicle may fall over.
Furthermore, the responsiveness of the electric motor is better (than air suspension). Therefore, the vehicle occupant can quickly recognize when the vehicle may fall down.
Furthermore, since it is not necessary to provide a new device (for example, a warning means and an air suspension), an increase in manufacturing cost can be suppressed.

  In the above description, in order to help understanding of the present invention, names and / or symbols used in the embodiment are attached to the configuration of the invention corresponding to the embodiment described later in parentheses. However, each component of the present invention is not limited to the embodiment defined by the reference numerals. Other objects, other features and attendant advantages of the present invention will be readily understood from the description of the embodiments of the present invention described with reference to the following drawings.

1 is a front view of a vehicle according to an embodiment of the present invention. 1 is a schematic plan view of a vehicle. It is the perspective view seen from the front of a front wheel and a lean mechanism. It is a block diagram showing an electronic control unit and each component connected to this. It is a block diagram which shows the relationship between the electronic control unit expressed functionally, and a sensor. It is a graph showing the relationship between the signal (electric current) given to the motor for lean mechanisms, and time. It is a typical front view at the time of normal driving | running | working of a vehicle. It is a typical front view of a vehicle when turning right. FIG. 3 is a schematic front view of the vehicle when the right front wheel is placed on a step.

  Hereinafter, a vehicle 10 according to an embodiment of the present invention will be described with reference to the accompanying drawings.

  The vehicle 10 includes a vehicle body 12, a rear wheel 17, front wheels 19L and 19R, a lean mechanism 25, and an electronic control unit 35 as main components.

  As shown in FIG. 2, a seat 13 and a steering wheel 14 are disposed in the internal space of the vehicle body 12. As is well known, the steering wheel 14 can rotate about its own axis.

As shown in FIGS. 1 and 2, one rear wheel 17 is provided at the rear portion of the vehicle 10. The outer peripheral portion of the rear wheel 17 is constituted by a rubber tire.
The rear wheel 17 is connected to the rear portion of the vehicle body 12 via a rear suspension (not shown). The rear wheel 17 is rotatable around a rotation axis that penetrates the center of the rear wheel 17 in the horizontal direction (vehicle width direction).
Further, the rear wheel 17 is connected to the steering wheel 14 via a steering mechanism (not shown). That is, the rear wheel 17 is a steered wheel. Therefore, when the steering wheel 14 is rotated counterclockwise as viewed from the driver, the steering angle in the counterclockwise direction in the plan view of the rear wheel 17 is increased. On the other hand, when the steering wheel 14 is rotated clockwise as viewed from the driver, the clockwise steering angle of the rear wheel 17 in plan view increases. When the steering wheel 14 is located at the initial position (neutral position), the rear wheel 17 is parallel to the front-rear direction in plan view.

As shown in FIG. 3, the left and right front wheels 19L and 19R are supported by a pair of left and right disc-shaped wheel holding members 20 (only the right side is shown in FIG. 3) so as to be rotatable about a rotation axis extending in the horizontal direction. ing. The outer peripheral portions of the left and right front wheels 19L, 19R are constituted by rubber tires.
An in-wheel motor 21 is provided in each of the left and right wheel holding members 20. When electric power is supplied to the left and right in-wheel motors 21, each in-wheel motor 21 rotates, and the front wheels 19 </ b> L and 19 </ b> R rotate around the respective rotation axes by the rotational driving force of each in-wheel motor 21. That is, the front wheels 19L and 19R are drive wheels.

Further, although not shown, brake devices are provided corresponding to the front wheels 19L, 19R and the rear wheels 17, respectively.
This brake device applies a braking force to the corresponding rear wheel 17 or front wheels 19L, 19R when a brake pedal (not shown) is depressed by the driver.

  Furthermore, the rear frame of the pair of left and right leading arms 22 (only the right leading arm is shown in FIG. 3) can rotate around a rotation axis extending in the left-right direction on the body frame which is a part of the vehicle body 12 and not shown. It is supported by. The front end portions of the left and right leading arms 22 are connected to the left and right wheel holding members 20 via ball joints, respectively.

  As shown in FIGS. 3 and 4, the lean mechanism 25 provided at the front portion of the vehicle 10 includes a housing 26, a lean mechanism motor 27, a speed reducer 28, a seesaw 31, and leg portions 32 </ b> L as main components. , 32R.

  The housing 26 is connected to the vehicle body 12 via a shock absorber and a damper (not shown). The shock absorber and the damper operate according to the movement of the vehicle body 12 in the pitch direction. In other words, the vehicle 10 does not include a shock absorber and a damper that operate according to the movement of the vehicle body 12 in the roll direction (lean direction).

  A lean mechanism motor 27 and a speed reducer 28 are disposed in the housing 26. The axis of the output shaft 29 of the lean mechanism motor 27, which is a DC motor, extends in the front-rear direction. When electric power is supplied to the lean mechanism motor 27 and the lean mechanism motor 27 is rotated forward or reverse, the output shaft 29 is decelerated by the speed reducer 28 and is rotated clockwise or counterclockwise in front view around its own axis. Rotate to.

  The front end portion of the output shaft 29 is fixed to the center portion of the seesaw 31 located immediately before the housing 26. The seesaw 31 is a bar-like member extending in the left-right direction. When the lean mechanism motor 27 rotates forward, the seesaw 31 rotates clockwise around the output shaft 29 in a front view. On the other hand, when the lean mechanism motor 27 reverses, the seesaw 31 rotates counterclockwise around the output shaft 29 as viewed from the front.

  At the left and right ends of the seesaw 31, the upper ends of the leg portions 32L and 32R extending in the vertical direction are supported so as to be rotatable around the rotation shafts 33L and 33R extending in the front-rear direction, respectively. The lower end portions of the leg portions 32L and 32R are fixed to the left and right wheel holding members 20, respectively.

As shown in FIG. 4, the lean mechanism motor 27 of the lean mechanism 25 is connected to an electronic control unit 35 (hereinafter referred to as ECU 35) provided in the vehicle body 12. The ECU 35 is an electronic control circuit having a microcomputer including a CPU, a ROM, a RAM, an interface, and the like as main components. The CPU implements various functions to be described later by executing instructions stored in a memory (ROM).
The ECU 35 is further connected to a sensor group 47 including an in-wheel motor 21, a battery 43, a main switch 45, and a plurality of sensors.

  The sensor group 47 includes at least a wheel speed sensor that detects the wheel speed of each of the rear wheel 17 and the front wheels 19L and 19R, a brake pedal sensor that detects that the brake pedal is stepped on, and a steering angle of the steering wheel 14. Steering angle sensor for detecting the vehicle body, lateral acceleration sensor for detecting the lateral acceleration applied to the vehicle body 12, roll angle sensor for detecting the roll angle of the vehicle body, and pitch angle sensor for detecting the pitch angle of the vehicle body. The roll angle sensor and the pitch angle sensor are gyro sensors. Thus, the sensor group 47 acquires various motion state quantities of the vehicle 10.

  As shown in FIG. 5, the ECU 35 functionally includes a vehicle state calculation unit 36, a motion limit determination unit 37, a target lateral acceleration calculation unit 38, a target lean angle calculation unit 39, a command value calculation unit 40, and a motor. A driver 41 is provided. The vehicle state calculation unit 36 and the target lateral acceleration calculation unit 38 are connected to a sensor group 47. The motor driver 41 is connected to the in-wheel motor 21 and the lean mechanism motor 27.

  The vehicle state calculation unit 36 calculates various state quantities of the vehicle 10 based on the detection values transmitted from each sensor of the sensor group 47. The vehicle state calculation unit 36 is, for example, an acceleration Gy in the left-right direction of the vehicle 10 based on the detection value of the roll angle sensor, a vehicle speed Vx based on the detection value of the wheel speed sensor, and the front-rear direction of the vehicle 10 based on the detection value of the pitch angle sensor. The acceleration Gx is calculated.

  The exercise limit determination unit 37 calculates (determines) whether or not the vehicle 10 can maintain the travelable state using the calculation result of the vehicle state calculation unit 36. In other words, the exercise limit determination unit 37 determines whether or not the vehicle 10 may fall.

  The target lateral acceleration calculation unit 38 calculates the lateral acceleration that the vehicle body 12 needs to generate based on the detection result of the lateral acceleration sensor. In other words, the target lateral acceleration calculation unit 38 calculates a target lateral acceleration that is a lateral acceleration that is actually applied to the vehicle body 12 and that can cancel (at least a part of) the lateral acceleration detected by the lateral acceleration sensor. To do.

  The target lean angle calculation unit 39 calculates a target lean angle that is an inclination angle in the roll direction of the vehicle body 12 necessary for generating the target lateral acceleration.

  The command value calculator 40 calculates the torque to be generated by the lean mechanism motor 27 based on the calculated value (target lean angle) of the target lean angle calculator 39. That is, the command value calculation unit 40 calculates the torque to be generated by the lean mechanism motor 27 in order to incline the vehicle body 12 by the target lean angle.

When the motor driver 41 receives a command from the command value calculation unit 40, the motor driver 41 generates a direct current (electrical current) of a magnitude necessary to cause the motor 27 for the lean mechanism to generate a torque corresponding to the calculation value of the command value calculation unit 40. Signal) to the lean mechanism motor 27. Hereinafter, this direct current is referred to as a “drive signal”.
Furthermore, the motor driver 41 supplies a current (electric signal) to the lean mechanism motor 27 when receiving a signal representing a determination result “the vehicle may fall down” from the movement limit determination unit 37. This current is a high-frequency current having a small amplitude (for example, 0.1 deg and 20 Hz). Hereinafter, this current is referred to as a “high frequency signal”.

  In addition, when the electric power of the battery 43 is supplied to the ECU 35, the ECU 35 repeatedly executes the above processing every predetermined time. Further, when the electric power of the battery 43 is supplied to the sensor group 47, the sensor group 47 repeatedly executes the detection operation every predetermined time and repeatedly transmits the detection result to the ECU 35 every predetermined time.

A main switch 45 that is fixed inside the vehicle body 12 and provided on an instrumental panel (not shown) is movable between an OFF position and an ON position. The initial position of the main switch 45 is the OFF position.
When the main switch 45 is located at the OFF position, the electric power of the battery 43 is not supplied to the ECU 35.
On the other hand, when the main switch 45 is located at the ON position, the electric power of the battery 43 is supplied to the ECU 35. That is, the battery 43 can supply power to the in-wheel motor 21, the lean mechanism motor 27, and the sensor group 47 via the ECU 35.

Next, the operation of the vehicle 10 will be described.
In a state where the main switch 45 is in the ON position, for example, a shift lever (not shown) provided on the vehicle 10 is moved to a position corresponding to the D (drive) range, and the driver steps on an accelerator pedal (not shown). Then, the ECU 35 (motor driver 41) sends a normal rotation signal to the in-wheel motor 21. Therefore, the vehicle 10 travels so as to move forward. When the shift lever is moved to a position corresponding to the R (reverse) range and the driver steps on the accelerator pedal, the ECU 35 (motor driver 41) sends a reverse rotation signal to the in-wheel motor 21. Therefore, the vehicle 10 travels so as to move backward.

  As shown in FIG.1 and FIG.7, when the vehicle 10 is located on the flat and substantially horizontal road surface R1, the seesaw 31 becomes horizontal. Furthermore, the leg portions 32L and 32R are vertical (perpendicular to the road surface R1). Further, at this time, the axis A passing through the center of the vehicle body 12 and extending in the height direction of the vehicle body 12 is parallel to the vertical direction.

  On the other hand, for example, when the driver steers the steering wheel 14 clockwise when the vehicle 10 travels forward, the vehicle 10 travels while turning right as shown in FIG. Then, various information detected by the sensor group 47 is transmitted to the ECU 35 (target lateral acceleration calculation unit 38). Then, the ECU 35 (motor driver 41) sends a normal rotation signal as a drive signal to the lean mechanism motor 27 based on these pieces of information. Then, since the seesaw 31 rotates clockwise around the output shaft 29 in the front view, the relative angles of the leg 32L and the leg 32R with respect to the seesaw 31 change, and the axis A of the vehicle body 12 moves from the position of FIG. Inclined to. That is, the vehicle body 12 is inclined relative to the rear wheel 17 in a front view, while the seesaw 31 is maintained in a horizontal state. When the vehicle body 12 is tilted in such a manner, at least a part of the centrifugal force (lateral acceleration) applied to the vehicle body 12 during cornering is canceled by the centrifugal force (lateral acceleration) generated by the vehicle body 12 tilting. The right turning operation of the vehicle 10 is stabilized.

  For example, when the driver steers the steering wheel 14 counterclockwise when the vehicle 10 travels forward, the vehicle 10 travels while turning left. Then, the ECU 35 (motor driver 41) sends a reverse rotation signal as a drive signal to the lean mechanism motor 27 based on various information detected by the sensor group 47, so that the seesaw 31 is counterclockwise when viewed from the front centering on the output shaft 29. Rotate in the direction. As a result, since the axis A of the vehicle body 12 is tilted to the left from the position of FIG. 7, the left turn operation of the vehicle 10 is stabilized.

  As shown in FIG. 9, when only the front wheel 19R rides on the step R2a of the road surface R2 when the vehicle 10 travels forward, the front wheel 19R is positioned higher than the front wheel 19L. Then, the ECU 35 that detects this state based on the detection result of the sensor group 47 rotates the lean mechanism motor 27, so that the seesaw 31 is tilted in the manner shown in FIG. On the other hand, the axis A remains parallel to the vertical direction. That is, the vehicle body 12 is inclined relative to the rear wheel 17 in a front view. Therefore, the straight traveling operation of the vehicle 10 in this case is stabilized.

By the way, as described above, the motion limit determination unit 37 of the ECU 35 may cause the vehicle 10 to fall using the calculation result of the vehicle state calculation unit 36, the detection result of the wheel speed sensor, and the detection result of the brake pedal sensor. It is determined whether or not there is.
More specifically, the exercise limit determination unit 37 determines that “the vehicle 10 may fall down” when any one of the following conditions 1 to 4 is satisfied.

Condition 1: | Acceleration Gy | ≧ Horizontal acceleration threshold Thgy
Condition 2: vehicle speed Vx ≧ vehicle speed threshold Thvx
Condition 3: | Acceleration Gx | ≧ Longitudinal acceleration threshold Thgx
Condition 4: The brake pedal sensor detects that the brake pedal is depressed, the wheel speed of any one of the wheels is zero, and the acceleration Gx ≦ the longitudinal acceleration threshold Thlockgx for avoiding tire lock. The tire lock avoidance longitudinal acceleration threshold Thlockgx is a negative value.

The lateral acceleration threshold Thgy, the vehicle speed threshold Thvx, and the tire lock avoiding longitudinal acceleration threshold Thlockgx are all predetermined values, and are all recorded in the memory of the ECU 35 in advance.
When the condition 4 is satisfied, it can be estimated that at least one of the rear wheel 17 and the front wheels 19L and 19R is in a locked state.
As described above, when the motion limit determination unit 37 determines that “the vehicle 10 may fall”, the signal representing the determination result “the vehicle may fall” is received from the motion limit determination unit 37. The motor driver 41 supplies a high frequency signal to the motor 27 for the lean mechanism.

When the motor driver 41 supplies a drive signal to the lean mechanism motor 27 and the motor driver 41 supplies a high frequency signal to the lean mechanism motor 27, as shown in FIG. It is superimposed on the drive signal.
In the example of FIG. 6, the motor driver 41 starts supplying the drive signal to the lean mechanism motor 27 at time t1, and the current value of the drive signal corresponds to the calculated value of the command value calculation unit 40 at time t3. The current value (target current value Itrg) can be generated by the lean mechanism motor 27. At time t2, the movement limit determination unit 37 determines that “the vehicle 10 may fall down” and the motor driver 41 starts supplying a high-frequency signal to the lean mechanism motor 27.

When the high frequency signal is superimposed on the drive signal in this manner, the lean mechanism motor 27 vibrates slightly while rotating forward or backward. Therefore, the lean mechanism 25 slightly vibrates, and as a result, the vehicle body 12 is slightly vibrated by the lean mechanism 25.
Therefore, the occupant of the vehicle 10 can reliably recognize that the vehicle 10 may fall.
Further, the response of the lean mechanism motor 27, which is an electric DC motor, is better (than air suspension). Therefore, the passenger of the vehicle 10 can quickly recognize that the vehicle 10 may fall down.
Furthermore, since it is not necessary to provide a new device (for example, a warning means and an air suspension), an increase in manufacturing cost can be suppressed.

  The motor driver 41 outputs a high-frequency signal to the lean mechanism motor 27 only after a predetermined time has elapsed after the movement limit determination unit 37 determines that “the vehicle 10 may fall down”. Good. Further, the motor driver 41 has a high frequency until the motion limit determination unit 37 determines that “the vehicle 10 may fall” after the motion limit determination unit 37 determines that “the vehicle 10 may fall”. A signal may be output to the lean mechanism motor 27.

  In addition, this invention is not limited to the said embodiment, A various modification can be employ | adopted within the scope of the present invention.

  For example, the command value calculation unit 40 may calculate the rotation angle required for the rotation output shaft of the lean mechanism motor 27 (instead of the torque) based on the calculation value of the target lean angle calculation unit 39. In this case, when the motor driver 41 receives a command from the command value calculation unit 40, the motor driver 41 leans a drive signal necessary for rotating the lean mechanism motor 27 by a rotation angle corresponding to the calculation value of the command value calculation unit 40. This is supplied to the mechanism motor 27.

  Further, the lean mechanism motor 27 may be a three-phase AC brushless motor. Also in this case, when the motion limit determination unit 37 determines that “the vehicle may fall down”, the drive signal (alternating current) supplied from the motor driver 41 to the lean mechanism motor 27 is determined from the alternating current. A high frequency signal having a high frequency is superimposed.

For example, the number of wheels of the vehicle 10 need not be three and may be four or more.
The front wheels may be steered wheels and the rear wheels may be drive wheels.

  DESCRIPTION OF SYMBOLS 10 ... Vehicle, 12 ... Vehicle body, 21 ... In-wheel motor, 22 ... Leading arm, 25 ... Lean mechanism, 27 ... Motor for lean mechanism, 35 ... Electronic control unit (ECU), 43... Battery, 47... Sensor group.

Claims (1)

An electric drive wheel motor for generating a drive force for rotating a drive wheel among a plurality of wheels that support a vehicle body; and
A lean mechanism capable of tilting the vehicle body relative to the wheels in a front view;
An electric lean mechanism motor that is a drive source for operating the lean mechanism and is separate from the drive wheel motor;
A sensor for detecting the amount of motion of the vehicle;
A lean mechanism motor control device that operates the lean mechanism so that the vehicle does not fall by transmitting a drive signal that is an electric signal to the lean mechanism motor based on the detection value of the sensor;
Vehicle movement limit determination means for determining whether or not the vehicle may fall down based on a detection value of the sensor;
High-frequency signal transmitting means for transmitting a high-frequency signal, which is an electrical signal, to the motor for the lean mechanism that has received the drive signal when the vehicle movement limit determining means determines that the vehicle may fall down; ,
Comprising
A vehicle equipped with a lean mechanism.

Images