WO2023053021A1 - 制御装置及び制御方法 - Google Patents

制御装置及び制御方法 Download PDF

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Publication number
WO2023053021A1
WO2023053021A1 PCT/IB2022/059221 IB2022059221W WO2023053021A1 WO 2023053021 A1 WO2023053021 A1 WO 2023053021A1 IB 2022059221 W IB2022059221 W IB 2022059221W WO 2023053021 A1 WO2023053021 A1 WO 2023053021A1
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WO
WIPO (PCT)
Prior art keywords
lean vehicle
information
vehicle
execution unit
lean
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/IB2022/059221
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English (en)
French (fr)
Japanese (ja)
Inventor
井苅佳秀
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Priority to EP22798183.4A priority Critical patent/EP4410621B1/en
Priority to JP2023550744A priority patent/JP7727741B2/ja
Priority to US18/695,521 priority patent/US12606163B2/en
Publication of WO2023053021A1 publication Critical patent/WO2023053021A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/143—Speed control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095—Predicting travel path or likelihood of collision
    • B60W30/0956—Predicting travel path or likelihood of collision the prediction being responsive to traffic or environmental parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B60W30/1884—Avoiding stall or overspeed of the engine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0062—Adapting control system settings
    • B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
    • B60W2050/0083—Setting, resetting, calibration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2300/00—Indexing codes relating to the type of vehicle
    • B60W2300/36—Cycles; Motorcycles; Scooters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2420/00—Indexing codes relating to the type of sensors based on the principle of their operation
    • B60W2420/90—Single sensor for two or more measurements
    • B60W2420/905—Single sensor for two or more measurements the sensor being an xyz axis sensor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1005—Transmission ratio engaged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/12—Lateral speed
    • B60W2520/125—Lateral acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/14—Yaw
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/16—Pitch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/10—Weight
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/802—Longitudinal distance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed

Definitions

  • This disclosure relates to a control device and control method capable of improving the safety of a lean vehicle.
  • Patent Document 1 Japanese Unexamined Patent Application Publication No. 2009-116882
  • the present invention was made against the background of the above problems, and provides a control device and a control method that can improve the safety of a lean vehicle.
  • a control device is a control device for controlling the behavior of a lean vehicle, wherein the lean vehicle is controlled based on positional relationship information between the lean vehicle and a preceding vehicle of the lean vehicle.
  • an execution unit configured to execute a first operation, which is an operation for causing the vehicle to perform cruise control, wherein the execution unit converts the speed information of the lean vehicle acquired during execution of the first operation from the lean vehicle to the lean vehicle.
  • a second action which is an action of causing the lean vehicle to perform cruise control without based on the positional relationship information, is executed.
  • a control method is a method for controlling the behavior of a lean vehicle, wherein an execution unit of a control device determines positional relationship information between the lean vehicle and a preceding vehicle of the lean vehicle.
  • the execution unit performs a first operation, which is an operation for causing the lean vehicle to perform cruise control based on the lean vehicle, and the execution unit determines that the lean vehicle speed information acquired during the execution of the first operation is based on the lean vehicle.
  • a second action which is an action of causing the lean vehicle to perform cruise control without based on the positional relationship information, is executed.
  • the execution unit of the control device performs the first operation of causing the lean vehicle to perform cruise control based on the positional relationship information between the lean vehicle and the preceding vehicle of the lean vehicle.
  • the execution unit performs the following instead of the first operation: A second action is performed that causes the lean vehicle to implement cruise control without relying on the positional information.
  • the cruise control can prevent the lean vehicle from slowing down excessively by the second action, thereby preventing the lean vehicle from overturning. Therefore, it is possible to improve the safety of the lean vehicle.
  • FIG. 1 is a schematic diagram showing a schematic configuration of a lean vehicle according to an embodiment of the present invention
  • Fig. 2 is a block diagram showing an example of the functional configuration of the control device according to the embodiment of the present invention.
  • lean vehicle means a vehicle that leans to the right when turning to the right and leans to the left when turning to the left.
  • Lean vehicles include, for example, motorcycles (motorcycles and tricycles), bicycles, and the like.
  • motorcycles include vehicles powered by engines and vehicles powered by electric motors.
  • motorcycles include, for example, motorcycles, scooters, electric scooters, and the like.
  • Bicycle means a vehicle that can be propelled on the road by the rider's force applied to the pedals. Bicycles include electrically assisted bicycles, electric bicycles, and the like.
  • an engine specifically, engine 11 in FIG. 1 described later
  • a drive source other than the engine for example, an electric motor
  • a plurality of drive sources may be mounted.
  • FIG. 1 is a schematic diagram showing a schematic configuration of a lean vehicle 1.
  • FIG. 2 is a block diagram showing an example of the functional configuration of the control device 30. As shown in FIG.
  • the inertial measurement device 15 detects the lean angle of the lean vehicle 1 and outputs the detection result.
  • the inertial measurement device 15 may detect another physical quantity substantially convertible to the lean angle of the lean vehicle 1 .
  • the lean angle corresponds to an angle representing the inclination of the vehicle body (specifically, the body) of the lean vehicle 1 in the roll direction with respect to the vertically upward direction.
  • the inertial measurement device 15 may include only part of the 3-axis gyro sensor and 3-direction acceleration sensor.
  • the seating sensor 16 is provided on the rear seat of the lean vehicle 1 and detects the presence or absence of a passenger or load on the rear seat.
  • the presence or absence of a passenger on the rear seat corresponds to an example of passenger information of the lean vehicle 1 .
  • the occupant information may be information about the occupants of the lean vehicle 1, and may include information such as the number of occupants of the lean vehicle 1 or the weight of each occupant, for example.
  • the presence or absence of cargo on the rear seat corresponds to an example of cargo information of the lean vehicle 1 .
  • the load information may be information about the load of the lean vehicle 1, and may include information such as the number of loads of the lean vehicle 1 or the weight of each load, for example.
  • the seating sensor 16 corresponds to an example of a sensor that detects passenger information and load information of the lean vehicle 1 .
  • the occupant information or load information of the lean vehicle 1 may be detected by sensors other than the seating sensor 16 (for example, a camera, etc.).
  • the front wheel speed sensor 17 detects the wheel speed of the front wheel 2 (for example, the number of rotations of the front wheel 2 per unit time [rpm] or the distance traveled per unit time [km/h], etc.) It is a wheel speed sensor that detects and outputs the detection result.
  • the front wheel speed sensor 17 may detect another physical quantity substantially convertible to the wheel speed of the front wheels 2 .
  • a front wheel speed sensor 17 is provided on the front wheel 2 .
  • the rear wheel speed sensor 18 detects the wheel speed of the rear wheel 3 (for example, the number of rotations of the rear wheel 3 per unit time [rpm] or the distance traveled per unit time [km/h], etc. ) and outputs the detection result.
  • the rear wheel speed sensor 18 may detect another physical quantity substantially convertible to the wheel speed of the rear wheel 3.
  • a rear wheel speed sensor 18 is provided on the rear wheel 3 .
  • the gear position sensor 19 detects which gear stage the transmission 12 is in and outputs the detection result.
  • the gear position sensor 19 is provided in the transmission 12, for example.
  • the accelerator operation unit 21 is an operation unit used for accelerator operation by the rider.
  • the accelerator operation is an operation for adjusting the driving force of the lean vehicle 1 .
  • the accelerator operation unit 21 is an accelerator grip provided on the steering wheel of the lean vehicle 1, and the accelerator operation is an operation of turning the accelerator grip.
  • the brake operation unit 22 is an operation unit used for brake operation by the rider.
  • a brake operation is an operation for adjusting the braking force of the lean vehicle 1 .
  • the brake operation unit 22 is a brake lever provided on the steering wheel of the lean vehicle 1 or a brake pedal provided on the body, and the brake operation is an operation of grasping the brake lever or stepping on the brake pedal. be.
  • the clutch operation unit 23 is an operation unit used for clutch operation by the rider.
  • Clutch operation is an operation for engaging or disengaging a clutch interposed between the crankshaft of engine 11 and the input shaft of transmission 12 .
  • the clutch operation unit 23 is a clutch lever provided on the steering wheel of the lean vehicle 1, and the clutch operation is an operation of gripping the clutch lever [0032].
  • the shift operation unit 24 is an operation unit used for shift operation by the rider.
  • the shift operation is an operation for switching the gear stage of the transmission 12.
  • the shift operation unit 24 is a shift lever provided on the steering wheel of the lean vehicle 1, and the shift operation is an operation using the shift lever.
  • the control device 30 controls the behavior of the lean vehicle 1 .
  • part or all of the control device 30 is composed of a microcomputer, a microprocessor unit, or the like.
  • part or all of the control device 30 may be composed of an updateable device such as firmware, or may be a program module or the like executed by a command from a CPU or the like.
  • the control device 30 may be, for example, one, or may be divided into a plurality.
  • the control device 30 includes, for example, an acquisition unit 31 and an execution unit 32, as shown in FIG. Also, the control device 30 communicates with each device of the lean vehicle 1 .
  • the acquisition unit 31 acquires information from each device of the lean vehicle 1 and outputs the information to the execution unit 32 .
  • the acquisition unit 31 includes an ambient environment sensor 14, an inertial measurement device 15, a seating sensor 16, a front wheel speed sensor 17, a rear wheel speed sensor 18, a gear position sensor 19, and an accelerator operation unit.
  • Information is acquired from 21 , brake operation unit 22 , clutch operation unit 23 and shift operation unit 24 .
  • acquisition of information may include “extraction or generation of information”.
  • the execution unit 32 executes various controls by controlling the operation of each device of the lean vehicle 1 .
  • the execution unit 32 controls operations of the engine 11, the transmission 12, and the hydraulic control unit 13, for example.
  • a cruise control mode for causing the lean vehicle 1 to perform cruise control can be selected as the driving mode.
  • the execution unit 32 sets the running mode to the cruise control mode.
  • the execution unit 32 automatically controls the speed of the lean vehicle 1 regardless of the rider's acceleration/deceleration operation (that is, accelerator operation and brake operation).
  • the execution unit 32 adjusts the speed of the lean vehicle 1 to the target speed by monitoring the speed value of the lean vehicle 1 obtained based on the wheel speed of the front wheels 2 and the wheel speed of the rear wheels 3. can be controlled.
  • the execution unit 32 operates the lean vehicle 1 and the lean vehicle ! As a normal operation, the lean vehicle 1 is caused to perform cruise control based on the information on the positional relationship with the preceding vehicle. In normal operation, the execution unit 32 determines the target speed based on, for example, the above positional relationship information, and controls the speed of the lean vehicle 1 to the target speed.
  • the target speed determined based on the above positional relationship information is a speed that ensures that the inter-vehicle distance between the lean vehicle 1 and the preceding vehicle is equal to or greater than the reference distance.
  • the reference distance is a distance that ensures sufficient safety against collision with the preceding vehicle.
  • Such normal operation optimizes the inter-vehicle distance between the lean vehicle 1 and the preceding vehicle.
  • the positional relationship information may include, for example, information such as the relative position, relative distance, relative speed, relative acceleration, relative jerk, or passing time difference of the lean vehicle 1 with respect to the preceding vehicle.
  • the positional relationship information described above may be information of other physical quantities that can be substantially converted into such information.
  • the above positional relationship information can be obtained, for example, based on the detection results of the ambient environment sensors 14
  • the execution unit 32 of the control device 30 controls the lean vehicle 1 based on the positional relationship information between the lean vehicle 1 and the preceding vehicle of the lean vehicle 1 in the cruise control mode.
  • the operation to implement cruise control is executed as a normal operation.
  • the execution unit 32 performs speed control instead of the normal operation. Carry out a maintenance action. Thereby, as will be described later, the safety of the lean vehicle 1 can be improved.
  • the processing example of FIG. 3 will be described below.
  • the normal operation corresponds to an example of the first operation, which is an operation for causing the lean vehicle 1 to perform cruise control based on the positional relationship information between the lean vehicle 1 and the preceding vehicle.
  • the speed maintenance operation corresponds to an example of the second operation, which is an operation that causes the lean vehicle 1 to perform cruise control without being based on the positional relationship information between the lean vehicle 1 and the preceding vehicle.
  • the second action is not limited to the speed maintenance action.
  • the automatic stop operation described later corresponds to an example of a third operation, which is an operation for causing the lean vehicle 1 to automatically stop without being based on the positional relationship information between the lean vehicle 1 and the preceding vehicle.
  • FIG. 3 is a flow chart showing an example of the flow of processing performed by the control device 30.
  • the control flow shown in FIG. 3 is executed, for example, when the driving mode is set to the cruise control mode.
  • Step S10i in FIG. 3 corresponds to the start of the control flow shown in FIG.
  • Step S111 in FIG. 3 corresponds to the end of the control flow shown in FIG. Further, when the control flow shown in FIG. 3 is started, normal operation is being executed.
  • step S102 the execution unit 32 determines that the speed information of the lean vehicle 1 is a state in which the lean vehicle 1 decelerates to the reference speed. It is determined whether or not the information indicates
  • the above speed information may be the current speed of the lean vehicle 1 or the future speed of the lean vehicle 1 .
  • the above current speed can be obtained based on the wheel speed of the front wheels 2 and the wheel speed of the rear wheels 3, for example.
  • the future speed can be obtained based on the history of the wheel speed of the front wheels 2 and the wheel speed of the rear wheels 3, for example.
  • the above current speed and the above future speed may be obtained based on the running state information of the preceding vehicle.
  • the running state information of the preceding vehicle is information relating to the running state of the preceding vehicle, and may include, for example, information such as the speed, acceleration or jerk of the preceding vehicle.
  • the driving state information of the preceding vehicle can be obtained based on the detection result of the surrounding environment sensor 14, for example.
  • the execution unit 32 sets the speed information of the lean vehicle 1 to a state in which the lean vehicle 1 decelerates to the reference speed. It may be determined that it is information indicating Further, for example, when the future speed of the lean vehicle 1 is in the vicinity of the reference speed and the speed of the lean vehicle 1 is expected to decelerate to the reference speed in the future, the execution unit 32 obtains the speed information of the lean vehicle 1. may be determined to be information indicating a state in which the lean vehicle 1 decelerates to the reference speed.
  • the speed maintenance operation is executed. Thereby, the speed of the lean vehicle 1 is maintained at the reference speed after reaching the reference speed.
  • the reference speed can be set to the lower limit of the speed range in which the lean vehicle 1 can run in an independent state without falling over, or a value higher than the lower limit.
  • the reference speed can be set to the lower limit value of the speed range in which the engine stall does not occur in the lean vehicle 1, or to a value higher than the lower limit value.
  • step S!02 is repeated.
  • step S102 determines that the speed information of the lean vehicle 1 is information indicating the state in which the lean vehicle 1 decelerates to the reference speed.
  • step S1 Proceeding to 03, in step S!03, the execution unit 32 executes the speed maintenance operation.
  • the speed maintenance operation is an operation for causing the lean vehicle 1 to perform cruise control without based on the positional relationship information between the lean vehicle 1 and the preceding vehicle.
  • the execution unit 32 maintains the speed of the lean vehicle 1 in the speed maintenance operation.
  • the execution unit 32 maintains the speed of the lean vehicle 1 by speed maintenance operation after the speed of the lean vehicle 1 reaches the reference speed.
  • the execution unit 32 when the speed information of the lean vehicle 1 acquired during execution of the normal operation is information indicating a state in which the lean vehicle 1 decelerates to the reference speed, the execution unit 32 Then, the speed maintenance operation is executed instead of the normal operation.
  • the execution unit 32 specifically, determines that the speed information of the lean vehicle 1 acquired during execution of the normal operation in a state where the normal operation is enabled by the rider is set so that the lean vehicle 1 reaches the reference speed. If the information indicates a state of deceleration, the speed maintenance operation is executed instead of the normal operation.
  • the reference speed may be a preset value, or may be a value that varies based on various parameters. That is, the execution unit 32 may change the reference velocity based on various parameters.
  • the execution unit 32 may change the reference speed based on the gear stage information of the transmission 12 .
  • the gear stage information is information about the gear stage of the transmission 12, and includes, for example, information indicating which gear stage the transmission 12 is in.
  • Gear stage information can be obtained from the gear position sensor 19, for example.
  • the lower limit value of the speed range in which engine stall does not occur differs depending on the gear stages of the transmission 12. Therefore, by changing the reference speed based on the gear stage information of the transmission 12, the lower limit of the speed range in which the engine stall does not occur in the lean vehicle 1, or a value higher than the lower limit is appropriately set. can do. As a result, occurrence of engine stall can be suppressed in the speed maintenance operation.
  • the execution unit 32 may change the reference speed based on the running attitude information of the lean vehicle 1 .
  • the running posture information is information related to the running posture of the lean vehicle 1, and is, for example, lean angle information that is information related to the lean angle of the lean vehicle 1, yaw rate information that is information related to the yaw rate of the lean vehicle 1, or information of the lean vehicle 1. It includes lateral acceleration information, which is information related to lateral acceleration.
  • the running attitude information can be obtained from the inertial measurement device 15, for example.
  • the degree of stability of the attitude of the lean vehicle 1 varies depending on the running attitude of the lean vehicle 1 . Therefore, by changing the reference speed based on the running attitude information of the lean vehicle 1, the lower limit of the speed range in which the lean vehicle 1 can run independently without falling over, or a value higher than the lower limit. can be set appropriately.
  • the lean vehicle 1 It is possible to suppress the instability of the posture of the In particular, since the tendency of the lean vehicle 1 to fall in the roll direction varies depending on the lean angle and the lean angular velocity of the lean vehicle 1, by changing the reference velocity based on the lean angle information of the lean vehicle 1, It is possible to appropriately prevent the lean vehicle 1 from collapsing in the roll direction.
  • the execution unit 32 may change the reference speed based on the road surface information.
  • the road surface information is information about the road surface on which the lean vehicle 1 travels.
  • Road surface information can be obtained from the surrounding environment sensor 14, for example.
  • the road surface information can be obtained by performing image processing on the image captured by the camera.
  • the degree of stability of the attitude of the lean vehicle 1 varies according to the road surface information. Therefore, by changing the reference speed based on the road surface information, the lower limit value of the speed range in which the lean vehicle 1 can run in a self-supporting state without falling over, or a value higher than the lower limit value should be appropriately set. can be done. As a result, it is possible to prevent the attitude of the lean vehicle 1 from becoming unstable during the speed maintenance operation.
  • the degree of stability of the attitude of the lean vehicle 1 differs depending on whether the road surface on which the lean vehicle 1 travels is an uphill road or a downhill road, the reference speed is changed based on the road gradient information. As a result, it is possible to appropriately suppress the lean vehicle 1 from becoming unstable.
  • the execution unit 32 may change the reference speed based on at least one of the passenger information of the lean vehicle 1 and the load information. Passenger information and cargo information can be obtained from the seat sensor 16, for example.
  • the degree of stability of the attitude of the lean vehicle 1 varies depending on the passenger information and the load information of the lean vehicle 1 . Therefore, by changing the reference speed based on at least one of the occupant information and the load information of the lean vehicle 1, the lower limit of the speed range in which the lean vehicle 1 can run independently without collapsing, or , can be suitably set to a value higher than the lower limit. As a result, it is possible to prevent the attitude of the lean vehicle 1 from becoming unstable during the speed maintenance operation.
  • the parameters used for changing the reference speed are not limited to the above examples. That is, the execution unit 32 may change the reference velocity based on parameters other than the parameters exemplified above. Also, the execution unit 32 may change the reference speed based on multiple types of parameters. Note that the execution unit 32 may extract a plurality of candidates for the reference speed based on a plurality of types of parameters, and determine one of the plurality of candidates as the reference speed. In this case, the execution unit 32 preferably preferentially determines the candidate with the highest speed as the reference speed.
  • step S104 the execution unit 32 determines whether or not a condition for switching between the normal operation and the speed maintenance operation is satisfied. If it is determined that the switching condition is satisfied (step S104/YES), the process proceeds to step S105. Execute the action and return to step S! ⁇ 2.
  • the switching condition may be that the running state information of the preceding vehicle is information indicating that the preceding vehicle is accelerating.
  • the execution unit 32 performs the normal operation instead of the speed maintaining operation when the traveling state information of the preceding vehicle acquired during the execution of the speed maintaining operation is information indicating that the preceding vehicle is accelerating. may be executed.
  • the acceleration state is not limited to a state in which acceleration continues over a predetermined period of time, but also a state in which deceleration is performed during a part of the predetermined period of time. However, it may include a state in which the time average of the acceleration in a predetermined time is a positive value, or a state in which the acceleration increases over time as a result of comparing the accelerations at two points in time.
  • the switching condition may be that the rider's operation state information for the accelerator operation unit 21 is information indicating a state in which the accelerator operation unit 21 is being operated.
  • the execution unit 32 determines that the rider's operation state information for the accelerator operation unit 21 acquired during execution of the speed maintenance operation is information indicating the state in which the accelerator operation unit 21 is being operated.
  • Normal operation may be executed in place of the speed maintenance operation.
  • the rider's operation state information on the accelerator operation unit 21 is information on the rider's operation state on the accelerator operation unit 21, and can be obtained from the accelerator operation unit 21, for example.
  • the accelerator operation unit 21 is an accelerator grip
  • the accelerator grip when the accelerator operation unit 21 is operated, the accelerator grip is moved forward from the unloaded state (that is, The direction in which the driving force generated in the lean vehicle 1 increases) is performed, and the accelerator grip is rotated from the no-load state to the back direction, which is the opposite direction to the front direction. It can include the state in which the operation is being performed.
  • switching from the speed maintenance operation to the normal operation may be performed immediately when the above switching conditions are satisfied, or may be performed after a certain amount of time from the time when the above switching conditions are satisfied. It may be done after For example, when switching from the speed maintenance operation to the normal operation is performed based on the rider's operation state information on the accelerator operation unit 21, the execution unit 32 increases the speed of the lean vehicle 1 according to the accelerator operation, After the speed of the lean vehicle 1 reaches a speed higher than the reference speed to some extent, the speed maintaining operation may be switched to the normal operation.
  • the execution unit 32 may use the information set by the rider in the normal action executed before the speed maintaining action.
  • the setting information can include various information used in the cruise control mode.
  • the setting information may include the upper limit of the speed of the lean vehicle 1 in the cruise control mode, various parameters for determining the target speed of the lean vehicle 1, and the like.
  • step S104 if it is determined that the switching condition is not satisfied (step S104/NO), proceed to step S106, and in step S!06, The execution unit 32 determines whether or not the rider has performed a specific operation.
  • step S106 If it is determined in step S106 that the rider has not performed a specific operation (step S106/NO), return to step S103. On the other hand, in step S! ⁇ 6, if it is determined that the rider is performing a specific operation (step S106/YES), proceed to step S107, and in step S! ⁇ 7 , the execution unit 32 starts the automatic stop operation.
  • the automatic stop operation is an operation to automatically stop the lean vehicle 1 without based on the positional relationship information between the lean vehicle 1 and the preceding vehicle.
  • the execution unit 32 decelerates and stops the lean vehicle 1 in the automatic stop operation.
  • the execution unit 32 controls the deceleration that occurs in the lean vehicle 1 during the automatic stop operation without being based on the positional relationship information.
  • the execution unit 32 performs an automatic stop operation when the rider of the lean vehicle 1 performs a specific operation while the normal operation is enabled by the rider. Execute.
  • the specific operations described above may include various operations.
  • the above-mentioned specific operation may include operation using the brake operation unit 22 used for braking operation by the rider.
  • Specific operations using the brake operation unit 22 include, for example, operation of the brake operation unit 22 with an operation amount that substantially does not generate braking force in the lean vehicle 1 .
  • the above specific operation may include an operation using the accelerator operation unit 21 used for accelerator operation by the rider.
  • the accelerator grip is moved from the unloaded state to the front direction (that is, the direction in which the driving force generated in the lean vehicle 1 increases) and the back direction, which is the opposite direction.
  • An operation of rotating the device and the like can be mentioned.
  • the specific operation may include an operation using the clutch operation unit 23 used for clutch operation by the rider.
  • Specific operations using the clutch operation unit 23 include, for example, an operation for releasing a clutch interposed between the crankshaft of the engine 11 and the input shaft of the transmission 12. .
  • the above-mentioned specific operation may include an operation using the shift operation unit 24 used for shift operation by the rider.
  • Specific operations using the shift operating unit 24 include, for example, a downshift operation to lower the gear stage of the transmission 12 by one stage.
  • the above specific operations are not limited to the above examples.
  • the specific operation described above may be an operation that uses the operation unit described above but is different from the example described above.
  • the above specific operation may be an operation using an operation unit different from the above operation unit.
  • the above specific operation may be an operation using a dedicated operation unit for executing the automatic stop operation.
  • the above specific operation may be an operation using a plurality of operation units.
  • the execution unit 32 controls, for example, deceleration occurring in the lean vehicle 1 to a preset deceleration in the automatic stop operation.
  • the rider can easily predict the behavior of the lean vehicle 1 in the automatic stopping operation, so the behavior of the lean vehicle 1 is likely to match the rider's intention.
  • the execution unit 32 may change the deceleration generated in the lean vehicle 1 in the automatic stop operation based on various parameters.
  • the execution unit 32 may change the deceleration generated in the lean vehicle 1 in the automatic stop operation based on the running state information of the preceding vehicle.
  • the inter-vehicle distance between the lean vehicle 1 and the preceding vehicle tends to become shorter depending on the running state of the preceding vehicle. Therefore, during the automatic stop operation, by changing the deceleration generated in the lean vehicle 1 based on the driving state information of the preceding vehicle, the inter-vehicle distance between the lean vehicle 1 and the preceding vehicle is prevented from becoming excessively short. can. For example, when the speed of the preceding vehicle is excessively low, by increasing the deceleration occurring in the lean vehicle 1, it is possible to prevent the inter-vehicle distance between the lean vehicle 1 and the preceding vehicle from becoming excessively short.
  • the execution unit 32 may change the deceleration occurring in the lean vehicle 1 in the automatic stop operation based on the running posture information of the lean vehicle 1.
  • the degree of stability of the attitude of the lean vehicle 1 varies depending on the running attitude of the lean vehicle 1 . Therefore, by changing the deceleration generated in the lean vehicle 1 in the automatic stop operation based on the running attitude information of the lean vehicle 1, it is possible to suppress the attitude of the lean vehicle 1 from becoming unstable.
  • the execution unit 32 may change the deceleration occurring in the lean vehicle 1 in the automatic stop operation based on the road surface information.
  • the degree of stability of the attitude of the lean vehicle 1 varies according to the road surface information. Therefore, by changing the deceleration generated in the lean vehicle 1 in the automatic stop operation based on the road surface information, it is possible to suppress the attitude of the lean vehicle 1 from becoming unstable. In particular, by changing the deceleration generated in the lean vehicle 1 in the automatic stop operation based on the road surface gradient information, it is possible to appropriately suppress the lean vehicle 1 from becoming unstable.
  • the execution unit 32 may change the stop position of the lean vehicle 1 based on the road surface information.
  • the execution unit 32 can adjust the stop position of the lean vehicle 1 in the longitudinal direction by appropriately controlling the engine 11 and the hydraulic pressure control unit 13, for example.
  • the execution unit 32 evaluates the degree of danger when the rider's foot touches the road surface at a plurality of positions on the road surface in the front-rear direction based on the road surface information.
  • the execution unit 32 adjusts the stop position of the lean vehicle 1 so that the risk level at the stop position of the lean vehicle 1 is lower than the reference.
  • the stopping posture can be stabilized, so that the lean vehicle 1 and the rider can be prevented from overturning.
  • the execution unit 32 may change the deceleration caused in the lean vehicle 1 based on the speed of the lean vehicle 1 in the automatic stop operation.
  • the degree of stability of the attitude of the lean vehicle 1 varies depending on the speed of the lean vehicle 1 . Therefore, by changing the deceleration generated in the lean vehicle 1 based on the speed of the lean vehicle 1 in the automatic stop operation, it is possible to suppress the unstable posture of the lean vehicle 1 . For example, when the speed of the lean vehicle 1 is excessively low (for example, near ⁇ km/h), the attitude of the lean vehicle 1 becomes unstable by reducing the deceleration generated in the lean vehicle 1. can be appropriately suppressed.
  • the execution unit 32 changes the deceleration generated in the lean vehicle 1 in the automatic stop operation based on at least one of the passenger information and the load information of the lean vehicle 1.
  • the parameters used for changing the deceleration occurring in the lean vehicle 1 in the automatic stop operation are not limited to the above examples. That is, the execution unit 32 may change the deceleration occurring in the lean vehicle 1 in the automatic stop operation based on parameters other than the parameters exemplified above. Further, the execution unit 32 may change the deceleration generated in the lean vehicle 1 in the automatic stop operation based on multiple types of parameters.
  • step S 1 0 7 the execution unit 3 2 determines whether the rider's operation state information with respect to the accelerator operation unit 2 1 is operated. It is determined whether or not the information indicates a state where the If it is determined that the rider's operation state information for accelerator operation unit 21 is information indicating the state in which accelerator operation unit 21 is being operated (step S108/YES), step S105 Proceeding to step S105, the execution unit 32 executes the normal operation instead of the automatic stop operation, and returns to step S102.
  • the execution unit 32 determines that the rider's operation state information for the accelerator operation unit 21 acquired during the execution of the automatic stop operation is based on whether the accelerator operation unit 21 is being operated. If the information indicates the status, normal operation is executed instead of automatic stop operation.
  • the accelerator operation unit 21 is an accelerator grip
  • the state in which the accelerator operation unit 21 is operated is such that the accelerator grip is moved forward from the no-load state (that is, the driving force generated in the lean vehicle 1). increased power
  • the state in which the accelerator grip is rotated from the no-load state to the back direction which is the opposite direction to the front direction, is performed. can contain
  • the switching from the automatic stop operation to the normal operation may be performed immediately when it is determined YES in step S108, and it is determined YES in step S108. It may be performed after a certain amount of time has passed since the time when it was performed.
  • the execution unit 32 increases the speed of the lean vehicle 1 as the accelerator is operated, and after the speed of the lean vehicle 1 reaches the reference speed or a speed higher than the reference speed to some extent, the automatic stop operation is performed. may be switched from to normal operation.
  • the executing section 32 may use setting information by the rider in the normal action executed before the automatic stopping action.
  • the setting information as described above, may contain various information used in the cruise control mode.
  • Step S ! If it is determined in ⁇ 8 that the rider's operation state information for the accelerator operation unit 21 is not information indicating that the accelerator operation unit 21 is being operated (step S 1 08/NO), proceed to step S109, and in step S!09, the execution unit 32 determines whether or not the lean vehicle 1 is stopped.
  • step S109 When it is determined in step S109 that the lean vehicle 1 is not stopped (step S109/NO), the process returns to step S108. On the other hand, in step S109, when it is determined that the lean vehicle 1 is stopped (step S109/YES), the process proceeds to step S110, and in step S110, the execution unit 32 ends the automatic stop operation and the control flow shown in FIG. 3 ends.
  • the execution unit 32 determines that when the accelerator operation is performed by the rider in this state (that is, the rider's operation state information for the accelerator operation unit 21 is information indicating the state in which the accelerator operation unit 21 is being operated). ), the lean vehicle 1 is re-started and re-accelerated in response to the accelerator operation. Then, after the speed of the lean vehicle 1 reaches the reference speed or a speed higher than the reference speed to some extent, the execution unit 32 executes the normal operation.
  • the lean vehicle 1 can be stopped and restarted during the cruise control mode without performing an operation to cancel the cruise control mode.
  • the execution unit 32 restarts the lean vehicle 1 when an operation using an operation unit other than the accelerator operation unit 21 is performed.
  • control device 30 has been described above with reference to the flowchart of FIG. 3, the processing performed by the control device 30 is not limited to the above example.
  • some of the processes described above may be modified, and additional processes may be performed with respect to the processes described above.
  • the execution unit 32 may execute the automatic stop action when the rider performs a specific operation while the normal action is being executed.
  • the execution unit 32 determines that the collision possibility information of the lean vehicle 1 acquired during execution of the speed maintenance operation is information indicating that the collision probability of the lean vehicle 1 exceeding the reference will occur.
  • the speed An operation of causing the lean vehicle 1 to perform automatic emergency braking may be executed instead of the degree maintaining operation.
  • the collision probability information is information about the collision probability of the lean vehicle 1, and can be obtained from the surrounding environment sensor 14, for example.
  • the automatic emergency braking is control that causes the lean vehicle 1 to decelerate so as to avoid collision with an obstacle such as a preceding vehicle.
  • the execution unit 32 may execute the operation of continuing to apply the braking force to the lean vehicle 1 after the lean vehicle 1 has stopped by the automatic stop operation. In this operation, the execution unit 32 causes the lean vehicle 1 to generate a braking force without depending on the braking operation by the rider. As a result, the lean vehicle 1 is held at the stop position and prevented from moving back and forth.
  • the second operation may be any operation that causes the lean vehicle 1 to perform cruise control without being based on positional relationship information between the lean vehicle 1 and the preceding vehicle. It may be an operation to control within the speed range of .
  • the execution unit 32 performs a first operation (for example, , normal operation in the above example) is information indicating a state in which the lean vehicle 1 decelerates to the reference speed, instead of the first operation, the position A second operation (for example, the speed maintenance operation in the above example) is performed, which is an operation for causing the lean vehicle 1 to perform cruise control without based on the relevant information.
  • the execution unit 32 determines that the speed information of the lean vehicle 1 acquired during the execution of the first operation is based on the lean vehicle 1 in a state where the first operation is enabled by the rider 1. If the information indicates a state of deceleration to speed, the second action is executed instead of the first action.
  • the execution unit 32 determines that the running state information of the preceding vehicle acquired during execution of the second operation is information indicating that the preceding vehicle is in an accelerating state. , the first action is executed instead of the second action.
  • cruise control is performed based on the positional relationship information, so the inter-vehicle distance between the lean vehicle 1 and the preceding vehicle is appropriately controlled.
  • the execution unit 32 receives the operation of the rider of the lean vehicle 1 with respect to the accelerator operation unit 21 of the lean vehicle 1 acquired during execution of the second operation.
  • the state information is information indicating a state in which the accelerator operation unit 21 is being operated
  • the first action is executed instead of the second action.
  • the specific operation includes operation using the accelerator operation unit 21 used for accelerator operation by the rider.
  • the specific operation includes operation using the clutch operation unit 23 used for clutch operation by the rider.
  • the clutch operation unit 23 used for clutch operation by the rider.
  • the specific operation includes an operation using the shift operation unit 24 used in the shift operation by the rider.
  • the shift operation unit 24 used in the shift operation by the rider.
  • the execution unit 32 changes the deceleration caused in the lean vehicle 1 in the third operation based on the running state information of the preceding vehicle.
  • the third operation it is possible to prevent the inter-vehicle distance between the lean vehicle 1 and the preceding vehicle from becoming excessively short.
  • the execution unit 32 changes the deceleration caused in the lean vehicle 1 based on the running attitude information of the lean vehicle 1 in the third operation. As a result, it is possible to prevent the posture of the lean vehicle 1 from becoming unstable in the third operation.
  • the execution unit 32 changes the deceleration occurring in the lean vehicle 1 in the third operation based on the road surface information. As a result, it is possible to prevent the lean vehicle 1 from becoming unstable in the third operation.
  • the execution unit 32 changes the stop position of the lean vehicle 1 in the third operation based on the road surface information. As a result, it is possible to more appropriately suppress the lean vehicle 1 from becoming unstable in the third operation.
  • the execution unit 32 converts the deceleration occurring in the lean vehicle 1 into at least one of the passenger information and the load information of the lean vehicle 1 in the third operation. change based on As a result, it is possible to prevent the posture of the lean vehicle 1 from becoming unstable in the third operation.
  • the execution unit 32 executes the operation of continuing to apply the braking force to the lean vehicle 1 after the lean vehicle 1 is stopped by the third operation.
  • the execution unit 32 executes the operation of continuing to apply the braking force to the lean vehicle 1 after the lean vehicle 1 is stopped by the third operation.
  • the execution unit 32 determines that the operation state information of the rider with respect to the accelerator operation unit 21 of the lean vehicle 1 acquired during the execution of the third operation is the accelerator operation state information. If the information indicates that the operation unit 2! is being operated, the first action is executed instead of the third action. As a result, when the accelerator operation is performed and the speed of the lean vehicle 1 becomes higher than the reference speed, it is possible to appropriately switch from the third action to the first action.
  • the execution unit 32 when executing the first action in place of the third action, performs the first action before the execution of the third action.
  • the setting information by As a result, when the first action is performed after the third action is performed, the feeling of discomfort caused by the change in the behavior of the lean vehicle 1 compared to the first action performed before the third action is performed. What is given to the rider is suppressed.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
PCT/IB2022/059221 2021-09-28 2022-09-28 制御装置及び制御方法 Ceased WO2023053021A1 (ja)

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JPWO2023053021A1 (https=) 2023-04-06
US20250162582A1 (en) 2025-05-22

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