WO2024048534A1

WO2024048534A1 - Leaning vehicle

Info

Publication number: WO2024048534A1
Application number: PCT/JP2023/031029
Authority: WO
Inventors: 大介神津
Original assignee: ヤマハ発動機株式会社
Priority date: 2022-08-29
Filing date: 2023-08-28
Publication date: 2024-03-07

Abstract

A control device (9) for a leaning vehicle (1) is configured to control at least one among driving torque and steering torque which are applied by a torque application device (10). The control device (9) controls at least one among the driving torque and the steering torque of the torque application device (10) so that a steering angle which is a rotation angle around a steering axis (X2) of at least one front wheel (3) reaches a target steering angle (δg) which is set on the basis of at least information pertaining to rider steering torque detected by a rider steering torque detection device (14), thereby executing orientation control for controlling the orientation in a roll direction of the leaning vehicle (1).

Description

lean vehicle

The present invention relates to a lean vehicle that leans to the right when turning right and leans to the left when turning left.

In a lean vehicle, the vehicle body tilts when the rider steers the steering wheel. A lean vehicle is, for example, a motorcycle. Conventionally, there is a lean vehicle whose attitude is controlled by a control device. In Patent Document 1, the roll angle of the vehicle body frame is controlled by setting a target roll angle based on the steering angle, which is the amount of operation by the rider, and controlling the driving force. Thereby, the lean vehicle of Patent Document 1 can be smoothly moved in the direction instructed by the rider.

Patent No. 5418512

In a lean vehicle that controls the posture in the roll direction as in Patent Document 1, it is desired to increase responsiveness to the rider's intention to change the traveling direction.

An object of the present invention is to provide a lean vehicle that can increase responsiveness to a rider's intention to change the traveling direction while controlling the posture of the lean vehicle in the roll direction.

A lean vehicle according to an embodiment of the present invention has the following configuration.
a plurality of wheels including at least one front wheel and at least one rear wheel arranged rearward in the longitudinal direction of the vehicle than the at least one front wheel; A vehicle body frame that rotatably supports at least one front wheel around a steering axis, and tilts to the right of the vehicle with respect to the vertical direction of the vehicle when turning to the right, and tilts to the left of the vehicle with respect to the vertical direction of the vehicle when turning to the left. a steering unit which can be steered by a rider and receives a rider steering torque, which is a torque produced by the rider's steering, to rotate the at least one front wheel about the steering axis; and a steering unit that rotates the at least one front wheel about the steering axis; A lean vehicle comprising: a control device for controlling the vehicle; a rider steering torque detection device for detecting information related to the rider steering torque input to the steering unit; and the at least one front wheel and the at least one rear wheel. a drive torque applying device configured to apply positive and negative drive torques about the axle axis to at least one of the wheels; and a drive torque applying device configured to apply the rider steering torque and the steering actuator to the at least one front wheel. a torque applying device including at least one of a steering torque applying device configured to apply a steering torque around the steering axis that is a composite torque with an actuator steering torque, the control device The device is configured to control at least one of the drive torque and the steering torque applied by the device, and a steering angle that is a rotation angle of the at least one front wheel about the steering axis is detected by the rider steering torque detection device. controlling at least one of the driving torque and the steering torque of the torque applying device so as to achieve a target steering angle set based at least on information related to the rider steering torque, thereby controlling the lean vehicle; Execute attitude control to control the attitude in the roll direction.

According to this configuration, attitude control is executed by the control device, and the attitude of the lean vehicle in the roll direction is controlled. In the attitude control, the control device controls at least one of the drive torque and the steering torque so that the steering angle becomes a target steering angle set based at least on information related to rider steering torque. The target steering angle is set based on the rider steering torque. Since the target steering angle is set based on the rider steering torque, which is the torque while the rider is steering the steering unit, the target roll angle is set based on the steering angle, which is the result after the rider steers the steering unit. Compared to the case where the target steering angle is set, the target steering angle can be set more quickly. Therefore, while controlling the attitude of the lean vehicle in the roll direction, it is possible to increase the responsiveness to the rider's intention to change the traveling direction.

A lean vehicle according to an embodiment of the present invention may have the following configuration.
When the intersection of the steering axis of the at least one front wheel and the running surface of the at least one front wheel is located in the vehicle forward direction from the grounding point of the at least one front wheel, the control device controls the rider steering torque. The direction of rotation around the steering axis that changes from the actual steering angle, which is the steering angle when the steering angle is applied, to the target steering angle is opposite to the direction of rotation around the steering axis of the rider steering torque. The target steering angle is set, and the intersection point of the steering axis of the at least one front wheel and the running surface of the at least one front wheel is the same as a grounding point of the at least one front wheel or a grounding point of the at least one front wheel. When the control device is located toward the rear of the vehicle from the point, the control device is configured such that the direction of rotation around the steering axis in which the actual steering angle changes from the target steering angle is the same as the direction of rotation of the rider steering torque around the steering axis. The target steering angle is set so as to correspond to the direction.

A lean vehicle in which the intersection of the steering axis of at least one front wheel and the running surface of at least one front wheel is located in the front direction of the vehicle from the grounding point of at least one front wheel, that is, a lean vehicle with a positive trail length, At least one front wheel moves to be steered in a direction opposite to the direction in which the rider applies rider steering torque. Further, a lean vehicle in which the intersection of the steering axis of at least one front wheel and the running surface of at least one front wheel is the same as the grounding point of at least one front wheel or is located in the vehicle rearward direction from the grounding point of at least one front wheel, In other words, a lean vehicle with a trail length of 0 or a negative value moves such that at least one front wheel is steered in the same direction as the direction in which the rider applies rider steering torque. According to this configuration, whether the lean vehicle is a lean vehicle with a positive trail length or a lean vehicle with a trail length of 0 or a negative value, the posture of the lean vehicle in the roll direction is controlled while , it is possible to increase responsiveness to the rider's intention to change the direction of travel.

A lean vehicle according to an embodiment of the present invention may have the following configuration.
a steering angle related information detection device that detects information related to a steering angle that is a rotation angle of the at least one front wheel about the steering axis; and a wheel speed that is the rotation speed of the at least one wheel about the axle axis. a wheel speed related information detection device that detects related information, and the control device is configured such that the steering angle of the at least one front wheel is in addition to information related to the rider steering torque. Target steering set based on at least one of information related to the actual vehicle speed, which is the vehicle speed when the rider steering torque was applied, and information related to the actual steering angle, which is the steering angle when the rider steering torque was applied. At least one of the driving torque and the steering torque of the torque applying device is controlled so that the torque applying device has an angle.

According to this configuration, the target steering angle is set based on at least one of the actual vehicle speed and the actual steering angle in addition to the rider steering torque. Even when the amount of change in the steering angle is the same, the attitude of the lean vehicle in the roll direction changes more as the speed increases. Therefore, even if the rider applies the same rider steering torque, the target steering angle can be made smaller if the actual vehicle speed is high. In addition, if the steering unit is being steered a lot and the actual steering angle is large, if the same target steering angle is given as when the steering unit is not being steered a lot and the actual steering angle is small, the mechanical Limits may be reached. Therefore, even if the rider applies the same rider steering torque, when the actual steering angle is large, the target steering angle can be made small so that it becomes difficult to largely steer the steering unit. As a result, it is possible to control the attitude of the lean vehicle in the roll direction while increasing the responsiveness to the rider's intention to change the traveling direction.

A lean vehicle according to an embodiment of the present invention may have the following configuration.
a steering angle related information detection device for detecting information related to a steering angle, which is a rotation angle of the at least one front wheel about the steering axis; and a lean angle, which is an inclination angle of the vehicle body frame in the left-right direction of the vehicle with respect to the vertical direction of the vehicle. A lean angle related information detection device that detects information related to the angle; and a wheel speed related information detection device that detects information related to a wheel speed that is a rotational speed of the at least one wheel about the axle axis. , in the attitude control, the control device controls the target steering, wherein the steering angle of the at least one front wheel is set based on at least information related to the rider steering torque detected by the rider steering torque detection device. information related to the steering angle detected by the steering angle related information detection device and the lean angle related information detection so that a change in the attitude of the lean vehicle in the roll direction is suppressed while the lean vehicle is at an angle. The drive torque and the steering torque of the torque applying device are determined based on information related to the lean angle detected by the device and information related to the rotation speed detected by the wheel rotation related information detection device. Control at least one of them.

If the control device does not execute the attitude control of the present invention and controls the attitude of the lean vehicle so that changes in the attitude of the lean vehicle in the roll direction are suppressed without considering the rider steering torque, There is a possibility that the target steering angle is controlled so that it does not comply with the rider's intention to change the direction of travel. According to this configuration, even when the control device is executing posture control of the lean vehicle, the posture of the lean vehicle in the roll direction is controlled so that changes in the posture of the lean vehicle in the roll direction are suppressed. At the same time, responsiveness to the rider's intention to change the traveling direction can be increased.

A lean vehicle according to an embodiment of the present invention may have the following configuration.
The attitude control executed by the control device applies the torque so that the steering angle becomes a target steering angle set based at least on information regarding the rider steering torque detected by the rider steering torque detection device. The first attitude control for controlling at least one of the drive torque and the steering torque of the device, and a lean angle that is an inclination angle of the vehicle body frame in the vehicle lateral direction with respect to the vehicle vertical direction, are performed by the rider steering torque detection device. second attitude control for controlling at least one of the driving torque and the steering torque of the torque applying device so as to achieve a target lean angle set based at least on information related to the detected rider steering torque; , including at least

According to this configuration, the attitude control executed by the control device includes at least the first attitude control and the second attitude control. The control device can switch between the first attitude control and the second attitude control depending on the running state of the lean vehicle. For example, in a low-speed running state where the steering angle is more likely to change than the lean angle of a lean vehicle, the control device may execute the first attitude control so that the steering angle becomes the target steering angle set based on the rider steering torque. Then, the steering angle of the lean vehicle is adjusted to a relatively large value, and the attitude of the lean vehicle in the roll direction is controlled. On the other hand, in high-speed driving conditions where the lean angle is more likely to change than the steering angle of a lean vehicle, the control device executes second attitude control to maintain the lean angle at a target lean angle set based on the rider steering torque. The lean angle of the vehicle is adjusted to a relatively large value to control the attitude of the lean vehicle in the roll direction. Thereby, it is possible to control the attitude of the lean vehicle in the roll direction according to the running state of the lean vehicle, while increasing the responsiveness to the rider's intention to change the traveling direction.

A lean vehicle according to an embodiment of the present invention may have the following configuration.
The torque applying device includes at least the driving torque applying device and the steering torque applying device of the steering torque applying device, and the control device controls the driving torque and the steering torque applied by the torque applying device. wherein the steering angle of the at least one front wheel is configured to control at least the steering torque, and in the attitude control, the steering angle of the at least one front wheel is based on information related to the rider steering torque detected by the rider steering torque detection device. At least the steering torque of the driving torque and the steering torque of the torque applying device is controlled so that the target steering angle is set based on at least the target steering angle.

According to this configuration, in attitude control of the control device, it is easier to make the steering angle equal to the target steering angle than when only the drive torque is controlled. Therefore, while controlling the attitude of the lean vehicle in the roll direction, it is possible to increase the responsiveness to the rider's intention to change the traveling direction.

A lean vehicle according to an embodiment of the present invention may have the following configuration.
The control device is configured to perform the attitude control at least when the vehicle speed is greater than 0 km/h and less than 10 km/h.

According to this configuration, attitude control is executed at least when the vehicle is traveling at a speed greater than 0 km/h and less than 10 km/h. In a low-speed running state of a lean vehicle where the vehicle speed is 10 km/h or less, the steering angle is more likely to change than the lean angle of a lean vehicle compared to a running state where the vehicle speed is greater than 10 km/h. In other words, when a lean vehicle is running at a low speed where the steering angle is more likely to change than the lean angle of the lean vehicle, the control device adjusts the steering angle to the target steering angle set based on the rider steering torque. By performing attitude control, the steering angle of the lean vehicle is adjusted to a relatively large value, and the attitude of the lean vehicle in the roll direction is controlled. This makes it possible to control the attitude of the lean vehicle in the roll direction while increasing responsiveness to the rider's intention to change the direction of travel.

A lean vehicle according to an embodiment of the present invention may have the following configuration.
The steering unit includes a handle unit that is steered by a rider, and a connection part that connects the handle unit and the at least one front wheel, and the connection part allows the handle unit to rotate around a handle axis. The at least one front wheel rotates around the steering axis when the handle unit rotates around the steering axis, and the at least one front wheel rotates around the steering axis when the handle unit rotates around the steering axis. When rotated, the handle unit rotates about the handle axis, and the rotation angle of any one of the at least one front wheel about the steering axis is the rotation angle of the handle unit about the handle axis. As described above, the vehicle includes a connecting portion that connects the handle unit and the at least one front wheel.

In a lean vehicle, the rotation angle of at least one front wheel around the steering axis is greater than or equal to the rotation angle around the steering axis of the steering wheel unit, and the rotation angle of the front wheel around the steering axis is greater than the rotation angle around the steering axis of the steering wheel unit. Compared to a vehicle where the rotation angle is less than the rotation angle, the steering angle changes greatly depending on the rider's steering. Therefore, in a lean vehicle, the rotation angle of at least one of the front wheels around the steering axis is greater than or equal to the rotation angle of the steering wheel unit around the steering axis. Compared to a vehicle where the rotation angle is less than the rotation angle around the steering wheel axis, the change in the steering angle with respect to the rider steering torque input by the rider tends to be small. Therefore, the attitude of the lean vehicle in the roll direction is likely to change.
According to this configuration, in a lean vehicle where the change in steering angle with respect to the rider steering torque input by the rider as described above tends to be small, the control device sets the target steering angle according to the rider steering torque. This makes it possible to control the roll direction posture of the lean vehicle, which tends to change its roll direction posture, while increasing responsiveness to the rider's intention to change the traveling direction.

A lean vehicle according to an embodiment of the present invention may have the following configuration.
The steering unit includes a handle unit that is steered by a rider, and a connection part that connects the handle unit and the at least one front wheel, and the connection part is configured such that the handle unit is rotated by less than 360° around the handlebar axis. the at least one front wheel rotates about the steering axis when the handle unit rotates about the steering wheel axis; A connecting portion is provided for connecting the handle unit and the at least one front wheel so that the handle unit rotates about the steering axis when the front wheel rotates about the steering axis.

If at least one front wheel has the same rotatable angular range around the steering axis, lean vehicles with a steering wheel unit that is rotatable in a rotary angular range of less than 360° may be rotated in a rotary angular range of 360° or more. The angle of rotation of the at least one front wheel about the steering axis when the steering wheel unit is rotated through the same angle of rotation about the axis of the steering wheel is greater than that of a vehicle with a steering wheel unit that is possible. Therefore, in a lean vehicle equipped with a handle unit that can be rotated within a rotation angle range of less than 360°, the rider is less likely to touch the handle unit compared to a vehicle equipped with a handle unit that can be rotated over a rotation angle range of 360° or more. It is easy to apply force and give rider steering torque.
According to this configuration, in a lean vehicle where the rider easily applies force to the handle unit and easily applies rider steering torque as described above, the control device sets the target steering angle according to the rider steering torque. This makes it possible to control the roll direction posture of the lean vehicle, which tends to change its roll direction posture, while increasing responsiveness to the rider's intention to change the traveling direction.

The vehicle vertical direction in the present invention and embodiments is a direction perpendicular to the running surface. More specifically, it is a direction perpendicular to the ground contact position of the wheel. The running surface is a road surface on which a lean vehicle runs. The vehicle longitudinal direction in the present invention and the embodiments is a direction fixed to the vehicle body frame, and is a traveling direction of the lean vehicle when the lean vehicle is traveling straight. The lateral direction of the vehicle in the present invention and the embodiments is a direction perpendicular to the longitudinal direction of the vehicle and the vertical direction of the vehicle. When a rider rides on a lean vehicle, the left-right direction of the vehicle is the left-right direction for the rider.

In the present invention and embodiments, the plurality of wheels including at least one front wheel and at least one rear wheel may include one front wheel and one rear wheel, or may include one front wheel and multiple rear wheels. , may include multiple front wheels and one rear wheel. In the present invention and embodiments, the lean vehicle may be a two-wheeled vehicle or a three-wheeled vehicle. The lean vehicle may be a motorcycle or a motor tricycle. Motorcycles also include scooters and mopeds. The lean vehicle may be a two-wheeled or three-wheeled bicycle. Lean vehicles according to the present invention and embodiments may have positive caster angles. That is, the steering axis may be tilted rearward. The caster angle is the angle formed between the steering axis and the vertical direction of the vehicle, and is positive when the steering axis is tilted rearward. A lean vehicle according to the present invention and embodiments may have a trail length of a positive value. The trail length is the distance between the grounding point of the front wheels and the intersection of the steering axis and the running surface. In other words, the trail length is the distance in the vehicle longitudinal direction between the axle axis of the front wheels and the intersection of the steering axis and the running surface. A state in which the trail length is a positive value is a state in which the grounding point of the front wheels is located further forward of the vehicle than the intersection of the steering axis and the running surface. A lean vehicle according to the present invention and embodiments may have a trail length of zero or a negative value. The lean vehicle according to the present invention and the embodiments may be configured such that the trail length cannot be changed. The lean vehicle according to the present invention and the embodiments may be configured to be able to change the trail length. The trail length may be varied within a range of positive values. The trail length may be changeable from a positive value to a negative value.

The lean vehicle according to the present invention and the embodiments may be configured such that the rear wheels cannot be steered. The lean vehicle according to the present invention and embodiments does not need to have a mechanism that can change the lean angle without changing the steering angle of the front wheels. The lean vehicle according to the present invention and embodiments does not need to have a mechanism that changes the center of gravity position of the body frame without changing the steering angle of the front wheels.
The lean vehicle according to the present invention and embodiments may have at least one operator (for example, an accelerator operator, a brake operator, a bicycle pedal, etc.) operated by the rider to maintain or change the vehicle speed, It is not necessary to have one.
The lean vehicle according to the present invention and embodiments may be configured to be switchable between a mode in which attitude control is not performed and a mode in which attitude control is performed.

In the present invention and embodiments, supporting a plurality of wheels so as to be rotatable around an axle line means supporting a plurality of wheels so that each wheel can rotate around an axle line. In the present invention and embodiments, when there is a plurality of front wheels, supporting at least one front wheel rotatably around the steering axis means supporting a plurality of front wheels rotatably around the steering axis for each front wheel. means. In the present invention and embodiments, a wheel (front wheel or rear wheel) includes a tire and a wheel body that holds the tire. In the present invention and embodiments, the portion of the outer edge of the front wheel that contacts the running surface in a cross section perpendicular to the circumferential direction of the front wheel may be arcuate. In the lean vehicle of the present invention and embodiments, when the portion of the outer edge of the front wheel that contacts the running surface in a cross section perpendicular to the circumferential direction of the front wheel is arcuate, the posture in the roll direction is more likely to change.

In the present invention and embodiments, the roll direction of a lean vehicle is a rotation direction about a roll axis of the lean vehicle along the longitudinal direction of the vehicle, in which the body frame of the lean vehicle is rotated with respect to the vertical direction of the vehicle. This is the direction in which the vehicle is inclined in the left-right direction.

In the present invention and embodiments, the lean angle-related information detected by the lean angle-related information detection device includes the lean angle, the lean angular velocity which is the time change rate of the lean angle, and the lean angle velocity which is the time change rate of the lean angular velocity. and at least one of angular acceleration. The lean angle may be a so-called roll angle. The lean angle related information detection device may be, for example, an IMU (Inertial Measurement Unit).

In the present invention and embodiments, the information related to the steering angle detected by the steering angle related information detection device includes the steering angle, the steering angular velocity which is the time rate of change of the steering angle, and the steering angle which is the time rate of change of the steering angular velocity. and at least one of angular acceleration. In the present invention, the steering angle is the rotation angle of at least one front wheel about the steering axis. When a lean vehicle is traveling straight, the steering angle is zero. A lean vehicle may have one front wheel. When the number of front wheels is plural, the lean vehicle may be configured such that the rotation angles of the plurality of front wheels about the steering axis are always the same. When the number of front wheels is plural, the lean vehicle may be configured such that the rotation angles of the plurality of front wheels about the steering axis can be slightly different. In this case, the rotation angle of any one front wheel about the steering axis is related to the rotation angle of the remaining front wheels about the steering axis. The steering angle related information detection device may be a sensor that supports the front wheels rotatably about the axle axis and detects a rotation angle of a steering shaft that is rotatably supported by the vehicle body frame about the steering axis. The steering angle related information detection device may include a sensor that detects the rotation angle of the shaft of the electric motor included in the steering torque imparting device.

In the present invention and embodiments, the information related to the wheel speed detected by the wheel speed related information detection device includes the rotational speed of the front wheel around the axle line, the rotational acceleration around the axle line of the front wheel, and the rotational acceleration around the axle line of the front wheel. Amount of rotation (number of rotations or rotation angle), rotation speed of the rear wheels around the axle line, rotational acceleration of the rear wheels around the axle line, amount of rotation of the rear wheels around the axle line, vehicle speed (vehicle longitudinal speed of lean vehicles) ), acceleration of the lean vehicle in the longitudinal direction of the vehicle. In the present invention, wheel speed is the rotation angle of at least one wheel around the axle axis. The rotational speed of one wheel about its axle is related to the rotational speed of the remaining wheels about their axles. The rotation speed around the axle axis is the number of rotations or rotation angle per unit time. The wheel speed related information detection device may be a sensor provided on the wheel. The wheel speed related information detection device may be a device that detects information related to the wheel speed of the lean vehicle using GNSS (Global Navigation Satellite System). The control device may calculate the vehicle speed from the rotational speed of the front wheels around the axle line and the steering angle. The control device may calculate the vehicle speed from the rotation speed of the rear wheels around the axle line.

In the present invention and embodiments, the steering unit includes a handle unit operated by a rider to maintain or change the steering angle. In the present invention and embodiments, at least a portion of the steering unit is included in the steering torque applying device. In the present invention and embodiments, when a rider steers the steering unit, it means rotating the handle unit. Steering the steering unit to the right of the vehicle means rotating the handle unit clockwise in plan view. Steering the steering unit to the left of the vehicle means rotating the handle unit counterclockwise in plan view. The rotational axis of the handle unit may or may not coincide with the steering axis of the front wheels. If the rotational axis of the steering wheel unit does not match the steering axis of the front wheels, the steering unit will transmit the torque input to the steering wheel unit around the rotational axis of the steering wheel unit as torque around the steering axis of the front wheels. It is configured to In the present invention, rider steering torque is input to the steering unit as torque about the steering axis of at least one front wheel, when the number of front wheels is plural, the rider steering torque is input to the steering unit as torque about the steering axis of the plurality of front wheels. It is not our intention to deny input at the same time. The steering unit of the present invention and the embodiments is configured such that when there is a plurality of front wheels, the torque around the steering axis of the plurality of front wheels input to the steering unit by the rider's steering of the steering unit is always the same. It's okay. Alternatively, when there are a plurality of front wheels, the steering unit of the present invention and the embodiments may slightly differ in the torque around the steering axis of the plurality of front wheels that is input to the steering unit by the rider's steering of the steering unit. It may be configured so that it can be done.

In the present invention and embodiments, the rider steering torque detection device is a device that detects information related to the rider steering torque input to the steering unit when the rider steers the steering unit. The rider steering torque detection device may detect at least rider steering torque as information related to rider steering torque.

In the present invention and embodiments, the steering torque applying device generates an actuator steering torque by a steering actuator, and the torque is a combination of the actuator steering torque generated by the steering actuator and the rider steering torque input to the steering unit. Applying steering torque to at least one front wheel. In the present invention and embodiments, being configured to apply steering torque around the steering axis to the front wheels means being configured to apply steering torque to a member that rotatably supports the front wheels around the axle axis. It means to be done. For example, the steering torque applying device may be configured to rotatably support the front wheels around the axle axis and apply steering torque to a steering shaft supported by the vehicle body frame so as to be rotatable around the steering axis. In the present invention, the steering torque applying device is configured to apply steering torque to at least one front wheel, when the number of front wheels is plural, the steering torque applying device applies steering torque to the plurality of front wheels simultaneously. Alternatively, the steering torque applying device may apply steering torque to some of the plurality of front wheels simultaneously. The steering actuator is, for example, an electric motor or a hydraulic actuator. When the lean vehicle has an electric power steering device, an assist motor (electric motor) that assists rider steering torque input by a rider in the electric power steering device may function as the steering actuator of the present invention. In the present invention and the embodiments, when the control device controls the steering torque, it means controlling the actuator steering torque.

In the present invention and embodiments, the drive torque application device generates drive torque and applies the generated drive torque to at least one of at least one front wheel and at least one rear wheel. The driving torque applying device may be configured to apply driving torque only to at least one front wheel, may be configured to apply driving torque only to at least one rear wheel, and may be configured to apply driving torque only to at least one front wheel. It may be configured to apply drive torque to both of the at least one rear wheel. When the drive torque application device is configured to apply drive torque to both at least one front wheel and at least one rear wheel, the drive torque is not necessarily applied to at least one front wheel and at least one rear wheel at the same time. It's okay. When driving torque is applied to a plurality of wheels simultaneously, the value of the driving torque applied to at least one wheel may be the same or different from the value of the driving torque applied to the remaining wheels. In the present invention, the term "driving torque" means a driving torque applied to one wheel, or a general term for a plurality of driving torques applied to a plurality of wheels.

In the present invention and embodiments, being configured to apply positive and negative driving torques means being configured to be able to apply positive and negative driving torques to one wheel at different timings. It means to do something. The positive drive torque is a torque that rotates the wheels in the positive direction so that the lean vehicle moves forward. If a negative drive torque is applied while the wheel is rotating in the positive direction, the rotation of the wheel in the positive direction is decelerated. In the present invention and embodiments, the drive torque applying device may or may not be configured to be able to generate a torque that rotates the wheels in a negative direction as a negative drive torque.

In the present invention and embodiments, the drive torque applying device may include a plurality of devices that each apply torque to one wheel. In this case, a composite torque of a plurality of torques simultaneously applied to one wheel corresponds to the driving torque of the present invention. Further, in this case, the drive torque applying device may be configured to be able to simultaneously apply positive torque and negative torque to one wheel. In the present invention and embodiments, the drive torque applying device may include at least one of an engine and an electric motor. The drive torque applying device may include a brake device. The brake device may be a hydraulic brake device, for example. A lean vehicle does not have a brake device included in the drive torque applying device, and may have a brake device not included in the drive torque applying device. During attitude control, if the control device does not control the braking device so that the steering angle becomes the target steering angle set based at least on information related to rider steering torque, the braking device controls the driving torque applying device. Does not need to be included.

In the present invention and embodiments, the torque applying device may include both a driving torque applying device and a steering torque applying device, may include only a driving torque applying device, or may include only a steering torque applying device. Alternatively, the torque applying device includes at least a steering torque applying device, and may include both a driving torque applying device and a steering torque applying device, or may include only a steering torque applying device. The case where the torque applying device includes only the steering torque applying device is, for example, the case where the lean vehicle is applied to a two-wheeled or three-wheeled bicycle.

In the present invention and embodiments, the target steering angle is set based on at least the rider steering torque. When the intersection of the steering axis of at least one front wheel and the running surface of at least one front wheel is located in the vehicle front direction from the grounding point of at least one front wheel, that is, when the trail length is a positive value, the target steering angle is set such that the direction of change from the actual steering angle, which is the steering angle when the rider steering torque is applied, is opposite to the direction of the rider steering torque around the steering axis. If the intersection of the steering axis of the at least one front wheel and the running surface of the at least one front wheel is located at the same point as the grounding point of the at least one front wheel or located further rearward of the vehicle than the grounding point of the at least one front wheel, that is, When the trail length is 0 or a negative value, the target steering angle is set so that the direction of change from the actual steering angle is the same as the direction of the rider steering torque around the steering axis. Further, the target steering angle may be set such that the amount of change in the steering angle, which is the difference between the target steering angle and the actual steering angle, increases as the rider steering torque increases. The target steering angle may be set based on the rider steering torque and the actual vehicle speed that is the vehicle speed when the rider steering torque is applied. The target steering angle may be set based on the rider steering torque and the actual steering angle or the previously set target steering angle. Further, the target steering angle may be set based on the rider steering torque, the actual vehicle speed, and the actual steering angle or the previously set target steering angle. Note that when the lean vehicle has a plurality of front wheels, the target steering angle may be the same or different for the plurality of front wheels.

In the present invention, when the torque applying device includes both a driving torque applying device and a steering torque applying device, the type of torque controlled by the control device in attitude control may be only the steering torque or only the driving torque, Both driving torque and steering torque may be used. When the torque controlled in the attitude control is only the steering torque, the control device may control the drive torque while the attitude control is being performed. More specifically, for example, the control device may control the drive torque in response to the rider's operation of an accelerator operator or a brake operator. Further, when the torque applying device includes both a driving torque applying device and a steering torque applying device, the type of torque controlled in attitude control is not necessarily the same every time attitude control is executed. For example, the control device may determine the type of torque to be controlled in attitude control based on the actual steering angle and actual speed of the lean vehicle. Specifically, when the actual steering angle of the lean vehicle is large, the control device may set the type of torque controlled in attitude control to drive torque. When the actual speed of the lean vehicle is high, the control device may set the type of torque controlled in attitude control to steering torque. Further, the control device may determine the type of torque to be controlled in attitude control based on information input to the control device. The information input to the control device may be information input to the control device through an operation by a user, information indicating the behavior of a lean vehicle, or may include both. The operation by the user may be an operation for the rider to drive the lean vehicle, or may be an operation performed by the user (including the rider) while the lean vehicle is stopped. Specifically, for example, a lean vehicle may be configured such that a mode that allows a speed change of a lean vehicle and a mode that does not allow a speed change of a lean vehicle are selected and input to the control device. . When a mode that allows speed changes of the lean vehicle is input to the control device, the control device may control either the driving torque or the steering torque in attitude control, and does not allow speed changes of the lean vehicle. When the mode is input, the control device may control only the steering torque without controlling the drive torque in attitude control. Also, for example, if rider steering torque is input while the lean vehicle is decelerating by the rider operating the brake operator, the control device will control only the steering torque without controlling the drive torque during attitude control. May be controlled. When both driving torque and steering torque are controlled between the start and end of attitude control, the timing of applying the controlled driving torque and the timing of applying the controlled steering torque may be the same or different. It's okay.

In the present invention and embodiments, the control device executes attitude control to control the attitude of the lean vehicle in the roll direction so that the steering angle becomes the target steering angle. In attitude control of the control device, for example, a target steering angle is determined based on a combination of information related to detected rider steering torque and a target steering angle. The combination of the information related to the rider steering torque and the target steering angle is, for example, a map in which the input is the rider steering torque and the output is the target steering angle. Note that the control device may be composed of a plurality of devices that communicate by wire or wirelessly, or may be composed of one device.

In the present invention and embodiments, the control device may perform attitude control so that the steering angle becomes the target steering angle, and a change in attitude of the lean vehicle in the roll direction is suppressed. The control device sets the lean angle, the steering angle, and the vehicle speed so that the combination of values indicates a state in which the steering angle becomes the target steering angle and a change in attitude of the lean vehicle in the roll direction is suppressed. Then, attitude control is executed. A combination of values of lean angle, steering angle, and vehicle speed that indicates a state in which changes in the attitude of a lean vehicle in the roll direction are suppressed is a condition in which a lean vehicle is driven so that the steering angle and vehicle speed are maintained at the values of the combination. A combination of lean angle, steering angle, and vehicle speed such that when the steering wheel is turned on, the lean angle does not change much from the value of that combination and is maintained within a certain range, or does not change from the value of that combination. . Furthermore, in attitude control, in a combination of lean angle, steering angle, and vehicle speed values that suppress changes in attitude of the lean vehicle in the roll direction, at least the value of the target steering angle set based on the rider steering torque is set. At least one of the driving torque and the steering torque of the torque applying device is determined based on information related to the lean angle, information related to the steering angle, and information related to the rotational speed so that the values of the lean angle and vehicle speed become a combination. control. The information related to the lean angle, the information related to the steering angle, and the information related to the rotational speed are, for example, a steering angle, a steering angular velocity, a lean angle, a lean angular velocity, and a vehicle speed.
The control device of the present invention may store a combination of lean angle, steering angle, and vehicle speed values that suppresses changes in the attitude of the lean vehicle in the roll direction. In this case, the control device may perform attitude control based on a combination of the stored lean angle, steering angle, and vehicle speed values. For example, the control device may detect lean angles and steering angles detected by a lean angle related information detection device, a steering angle related information detection device, and a wheel speed related information detection device or calculated from values detected by these detection devices. At least one of the driving torque and the steering torque may be controlled based on the difference between the vehicle speed or the wheel speed, and the combination of the lean angle, the steering angle, and the vehicle speed. In addition, when the control device stores a combination of values of lean angle, steering angle, and vehicle speed, calculation is performed based on the combination of values of lean angle, steering angle, and vehicle speed, or based on the combination of values of lean angle, steering angle, and vehicle speed. may be configured to correct the calculated value. Further, the control device may store multiple types of combinations of lean angle, steering angle, and vehicle speed values. The combinations of multiple types of lean angles, steering angles, and vehicle speed values may include, for example, multiple combinations of lean angles, steering angles, and vehicle speed values created on the assumption that the lean vehicle has different number of occupants. . The control device of the present invention does not need to store combinations of lean angle, steering angle, and vehicle speed values.

Whether or not the control device for a lean vehicle is executing attitude control that controls at least one of the drive torque and the steering torque so that the steering angle becomes the target steering angle can be determined, for example, by the following method.
In attitude control, a method for determining whether torque control is being performed based on rider steering torque will be described. In this determination method, for example, a test is performed multiple times in which a lean vehicle with a positive trail length is driven straight at a constant speed and a rider steers a steering unit. In the test conditions for this determination method, the rider steering torque is changed and the vehicle speed and steering angle (0 degrees) are kept the same. Whether or not at least one of the applied driving torque and the steering torque is different from each other at two points in time after the rider steers the steering unit when the rider steering torque is different, and whether the direction of travel is opposite to the direction in which the rider steered the steering unit. It can be determined whether attitude control is being executed by determining whether the attitude has changed in the direction of . In addition, in lean vehicles with a positive trail length, the steering unit determines whether the direction of travel has changed in the opposite direction to the direction in which the rider has steered. This is because the vehicle is steered in the same direction.

In addition, the lean vehicle control device controls the lean angle related information detection device and the steering angle related information detection device so that the steering angle becomes the target steering angle and changes in the attitude of the lean vehicle in the roll direction are suppressed. , and the information detected by the wheel speed related information detection device, it can be determined, for example, by the following method whether attitude control that controls at least one of the drive torque and the steering torque is being executed.
In attitude control, a method for determining whether torque control is being performed based on information (for example, vehicle speed) detected by a wheel speed related information detection device will be described. In this determination method, for example, a test is performed multiple times in which a lean vehicle with a positive trail length is driven straight at a constant speed and a rider steers a steering unit. In the test conditions for this determination method, the vehicle speed is changed and the rider steering torque and steering angle (0 degrees) are kept the same. Whether at least one of the applied driving torque and steering torque is different from each other at two points in time when the vehicle speed is different after the rider steers the steering unit, and the direction of travel is opposite to the direction in which the rider steered the steering unit. It can be determined whether posture control is being executed by whether the position has changed.
Further, in attitude control, a method for determining whether torque control is being performed based on information (for example, steering angle) detected by the steering angle related information detection device will be described. In this determination method, for example, a test is performed multiple times in which a lean vehicle with a positive trail length is turned at a constant speed and a rider steers a steering unit. In the test conditions for this determination method, the steering angle is changed and the rider steering torque, vehicle speed, and lean angle are kept the same. After the rider steers the steering unit, at least one of the applied driving torque and the steering torque is different at two points in time when the steering angles are different, and the direction of travel is opposite to the direction in which the rider steered the steering unit. It can be determined whether attitude control is being executed based on whether the direction has changed.
Furthermore, in attitude control, a method for determining whether torque control is being performed based on information (for example, lean angle) detected by the lean angle related information detection device will be described. In this determination method, for example, a test is performed multiple times in which a lean vehicle with a positive trail length is turned at a constant speed and a rider steers a steering unit. In the test conditions for this determination method, the lean angle is changed and the rider steering torque, vehicle speed, and steering angle are kept the same. After the rider steers the steering unit, at least one of the applied driving torque and the steering torque is different from each other at two points in time when the lean angles are different, and the direction of travel is opposite to the direction in which the rider steered the steering unit. It is possible to determine whether posture control is being executed based on the change in direction.

Note that in a lean vehicle where the trail length is 0 or negative, the steering unit is steered in the same direction as the direction in which the rider applies rider steering torque. Therefore, in the above determination method, when using a lean vehicle with a trail length of 0 or a negative value, the determination is made based on whether the balance control is being executed based on whether the traveling direction has changed to the same direction as the direction steered by the rider.

In the present invention and embodiments, rotation is not limited to rotation of 360° or more. Rotation in the present invention and embodiments also includes rotations of less than 360°.

In the present invention and embodiments, controlling based on A does not mean to limit the information used for control to only A. Controlling based on A includes controlling based on A and information other than A.

In the present invention and embodiments, "at least one of the plurality of options" includes all possible combinations of the plurality of options. At least one (one) of the multiple options may be any one of the multiple options, or may be all of the multiple options. For example, at least one of A, B, and C may be only A, only B, only C, A and B, or A and C. It may be B and C, or it may be A, B, and C.

In the claims, if the number of a certain component is not clearly specified and is expressed in the singular when translated into English, the present invention may have a plurality of this component. Further, the present invention may include only one such component.

In the present invention and embodiments, the words including, comprising, having and derivatives thereof are intended to encompass additional items in addition to the listed items and their equivalents. It has been used for many years.

In the present invention and embodiments, the terms "mounted," "connected," "coupled," and "supported" are used in a broad sense. Specifically, it includes not only direct attachment, connection, coupling, and support, but also indirect attachment, connection, coupling, and support. Furthermore, connected and coupled are not limited to physical or mechanical connections/couplings. They also include direct or indirect electrical connections/coupling.

Unless defined otherwise, all terms (including technical and scientific terms) used in this specification and the claims have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. Terms such as those defined in commonly used dictionaries should be construed to have meanings consistent with the relevant art and their meanings in the context of this disclosure, and should not be interpreted as It cannot be interpreted in any meaningful sense.

Note that in the present invention and embodiments, the term "preferable" is non-exclusive. "Preferred" means "preferred, but not limited to." In this specification, the configuration described as "preferable" exhibits at least the above-mentioned effects obtained by the configuration of claim 1. Furthermore, in this specification, the term "may" is non-exclusive. "You may do so" means "you may do so, but it is not limited to this." In this specification, the configuration described as "may be performed" produces at least the above-mentioned effects obtained by the configuration of claim 1.

Before describing embodiments of the invention in detail, it is to be understood that the invention is not limited to the details of construction and arrangement of components that are described in the following description or illustrated in the drawings. The present invention is also possible in embodiments other than those described below. The present invention is also possible in embodiments in which various changes are made to the embodiments described below.

According to the lean vehicle of the present invention, it is possible to control the attitude of the lean vehicle in the roll direction while increasing the responsiveness to the rider's intention to change the traveling direction.

FIG. 1 is a diagram illustrating the configuration of a lean vehicle according to an embodiment of the present invention. FIG. 2 is a diagram illustrating an example of a lean vehicle in which posture control is performed by the control device according to the embodiment of the present invention. FIG. 2(a) shows the case of a lean vehicle with a trail length of a positive value, and FIG. 2(b) shows the case of a lean vehicle with a trail length of 0 or a negative value. FIG. 3 is a diagram illustrating an example of a lean vehicle in which posture control is performed by the control device according to the embodiment of the present invention. FIG. 3(a) shows the case of a lean vehicle with a trail length of a positive value, and FIG. 3(b) shows the case of a lean vehicle with a trail length of 0 or a negative value. FIG. 4 is a diagram illustrating an example of a lean vehicle in which posture control is performed by the control device according to the embodiment of the present invention. FIG. 4(a) shows the case of a lean vehicle with a positive trail length, and FIG. 4(b) shows the case of a lean vehicle with a trail length of 0 or a negative value. FIG. 5 is a diagram illustrating an example of a steering wheel unit for a lean vehicle according to a sixth embodiment of the present invention. FIG. 5(a) is a diagram showing the configuration of a lean vehicle viewed from the front, and FIG. 5(b) is a diagram showing the configuration of the lean vehicle viewed from above.

<Definition of direction>
In the figure, U is the vehicle upward direction of a lean vehicle, D is the vehicle downward direction of the lean vehicle, L is the vehicle left direction of the lean vehicle, R is the vehicle right direction of the lean vehicle, F is the vehicle front direction of the lean vehicle, Re indicates the rearward direction of the lean vehicle.

<First embodiment>
Hereinafter, a first embodiment of the present invention will be described with reference to FIG. 1. The lean vehicle 1 of the first embodiment includes a plurality of wheels 2, a body frame 5, a steering unit 13, a rider steering torque detection device 14, a torque application device 10, and a control device 9. The plurality of wheels 2 include at least one front wheel 3 and at least one rear wheel 4. At least one rear wheel 4 is arranged further rearward than at least one front wheel 3 in the longitudinal direction of the vehicle. Note that although the lean vehicle 1 shown in FIG. 1 is a two-wheeled vehicle, the lean vehicle 1 of the first embodiment is not limited to a two-wheeled vehicle. The vehicle body frame 5 rotatably supports a plurality of wheels 2 around an axle axis X1, and supports at least one front wheel 3 rotatably around a steering axis X2. The vehicle body frame 5 tilts to the right of the vehicle with respect to the vertical direction of the vehicle when turning to the right, and tilts to the left of the vehicle with respect to the vertical direction of the vehicle when turning to the left. Note that FIG. 1 schematically represents the steering angle δ, which is the rotation angle of at least one front wheel 3 about the steering axis X2. The steering unit 13 can be steered by a rider. A rider steering torque T, which is a torque generated by the rider's steering, is input to the steering unit 13 to rotate at least one front wheel 3 around the steering axis X2. When there are multiple front wheels 3, each front wheel 3 has a steering axis X2. In this case, the rider steering torque T is input to the steering unit 13 as a torque around the steering axis X2 of each front wheel 3. The steering axis X2 is inclined in the vehicle longitudinal direction with respect to the vehicle vertical direction. In addition, in the plan view of the lean vehicle 1 in FIG. 1, a part of the steering unit 13 is schematically expressed in accordance with the schematically expressed steering angle δ. Note that the lean vehicle 1 in FIG. 1 is an example of a lean vehicle that has a positive caster angle CA and a positive trail length TL. The lean vehicle of the first embodiment of the present invention may have a caster angle CA of a positive value and a trail length TL of 0 or a negative value. When the lean vehicle has a trail length TL of 0 or a negative value, the caster angle CA of the lean vehicle is smaller than the caster angle CA of the lean vehicle 1 shown in FIG.

The rider steering torque detection device 14 detects information regarding the rider steering torque T input to the steering unit 13. The torque applying device 10 includes at least one of a driving torque applying device 11 and a steering torque applying device 12. In FIG. 1 , the torque applying device 10 includes a driving torque applying device 11 and a steering torque applying device 12 . The torque applying device 10 may be only either the driving torque applying device 11 or the steering torque applying device 12. The drive torque applying device 11 is configured to apply positive and negative drive torques about the axle axis X1 to at least one of the at least one front wheel 3 and the at least one rear wheel 4. Note that the driving torque applying device 11 shown in FIG. 1 is configured to apply driving torque to both at least one front wheel 3 and at least one rear wheel 4, but the driving torque applying device 11 of the first embodiment 11 may be configured to apply driving torque only to at least one front wheel 3, or may be configured to apply driving torque only to at least one rear wheel 4. The steering torque applying device 12 is configured to apply a steering torque around the steering axis X2 to any one of the front wheels 3. Steering torque applying device 12 includes a steering unit 13 and a steering actuator 15. The steering torque applied by the steering torque applying device 12 is the sum of the rider steering torque T input to the steering unit 13 and the actuator steering torque generated by the steering actuator 15. Note that the driving torque applying device 11 shown in FIG. 1 is configured to apply driving torque to both at least one front wheel 3 and at least one rear wheel 4, but the driving torque applying device 11 of the first embodiment 11 may be configured to apply driving torque only to at least one front wheel 3, or may be configured to apply driving torque only to at least one rear wheel 4. The steering torque applying device 12 is configured to apply a steering torque around the steering axis X2 to at least one front wheel 3. In addition, although the number of front wheels 3 is one in FIG. 1, the number of front wheels 3 may be plural. When the number of front wheels 3 is plural, the steering torque applying device 12 is configured to apply a steering torque around the steering axis X2 set for each front wheel 3 to the plurality of front wheels 3.

The control device 9 is configured to control at least one of the driving torque and the steering torque applied by the torque applying device 10. That is, the control device 9 may be configured to control both the steering torque and the drive torque. Alternatively, the control device 9 may be configured to control only the steering torque or the drive torque. Specifically, when the lean vehicle 1 has only the drive torque applying device 11, the control device 9 is configured to control only the drive torque. Furthermore, when the lean vehicle 1 has only the steering torque applying device 12, the control device 9 is configured to control only the steering torque. When the lean vehicle 1 has the driving torque applying device 11 and the steering torque applying device 12, the control device 9 controls only the driving torque, only the steering torque, or the driving torque and the steering torque, depending on various conditions. configured to do so. Here, since the steering angle of the lean vehicle 1 changes as the control device 9 controls the steering torque, the steering angle δ can be set to the target steering angle δg set based on the rider steering torque T. On the other hand, since the control device 9 controls the drive torque and the steering angle changes when the vehicle speed changes while the lean vehicle 1 is turning, the steering angle δ is set as the target steering angle set based on the rider steering torque T. δg. Specifically, when the lean vehicle 1 accelerates while turning, the body of the lean vehicle 1 rises and the steering angle decreases, and when the lean vehicle 1 decelerates while turning, the body of the lean vehicle 1 falls down. The steering angle increases. The control device 9 is configured to perform attitude control to control at least one of the drive torque and the steering torque so that the steering angle δ becomes a target steering angle δg set based on the rider steering torque T. . Thereby, the control device 9 controls the posture of the lean vehicle 1 in the roll direction by setting the target steering angle δg based on the rider steering torque T, which is the torque while the rider is steering the steering unit 13. Perform posture control. On the other hand, in the conventional technology such as Patent Document 1, the target roll angle is set based on the current steering angle δ which is the result of the rider steering the steering unit 13. Therefore, in the prior art, the attitude of the lean vehicle is controlled without considering how the rider will steer the steering unit 13 from now on. In this way, the lean vehicle 1 of this embodiment can more quickly set the target steering angle δg that reflects the rider's intention to change the traveling direction, compared to the conventional technology. Therefore, responsiveness to the rider's intention to change the traveling direction can be increased. Furthermore, when the control device 9 controls both the steering torque and the driving torque in attitude control, the steering angle δ can be set to the target steering angle δg, compared to the case where the control device 9 controls only the steering torque or only the driving torque. is easy. In this case, when the control device 9 controls both the steering torque and the drive torque in attitude control, the rider's intention to change the traveling direction is reflected more easily than when the control device 9 controls only the steering torque or only the drive torque. The target steering angle δg can be set more quickly. In addition, responsiveness to the rider's intention to change the traveling direction can be increased.

In the attitude control of the control device 9, the target steering angle δg is set based on information regarding the rider steering torque T detected by the rider steering torque detection device 14. In the attitude control of the control device 9, the target steering angle δg is determined, for example, based on a combination of the information related to the rider steering torque detected by the rider steering torque detection device 14 and the target steering angle. The combination of the information related to the rider steering torque and the target steering angle is, for example, a map in which the input is the rider steering torque and the output is the target steering angle, and is stored in the control device 9 in advance. Further, when the intersection point P between the steering axis X2 of at least one front wheel 3 and the running surface G of at least one front wheel 3 is located in the vehicle front direction from the grounding point Q of at least one front wheel 3, that is, the trail length TL When is a positive value, the target steering angle δg is set such that the direction of change from the steering angle δ when the rider steering torque T is applied is opposite to the direction of the rider steering torque T around the steering axis X2. Set. The intersection point P between the steering axis X2 of the at least one front wheel 3 and the running surface G of the at least one front wheel 3 is the same as the grounding point Q of the at least one front wheel 3 or closer to the grounding point Q of the at least one front wheel 3. When the vehicle is located in the rear direction, that is, when the trail length TL is 0 or a negative value, the target steering angle δg changes in the same direction from the actual steering angle as the direction of the rider steering torque T around the steering axis X2. is set to be. In the attitude control of the control device 9, the amount of change in the steering angle, which is the difference between the target steering angle δg and the steering angle δ when the rider steering torque T is applied, increases as the magnitude of the rider steering torque T increases. The target steering angle δg may be set as follows. Further, when the lean vehicle 1 has a plurality of front wheels 3, the target steering angle δg may be the same or different for the plurality of front wheels 3.

Furthermore, the lean vehicle 1 may further include a steering angle related information detection device 7 and a wheel speed related information detection device 8. The steering angle related information detection device 7 detects information related to the steering angle δ, which is the rotation angle of any one front wheel 3 about the steering axis X2. The wheel speed related information detection device 8 detects information related to the wheel speed S, which is the rotational speed of any one wheel 2 around the axle axis X1. In the attitude control of the control device 9, the target steering angle δg may be set based on the rider steering torque T and the vehicle speed V, for example. Alternatively, the target steering angle δg may be set based on, for example, the rider steering torque T and the actual steering angle δ, which is the current steering angle δ, or the previously set target steering angle δg. In this case, for example, the target steering angle δg may be set by adding a steering angle change amount calculated based on the rider steering torque T to the actual steering angle δ or the previously set target steering angle δg. Alternatively, the target steering angle δg may be set based on, for example, the rider steering torque T, the vehicle speed V, and the actual steering angle δ, which is the current steering angle δ, or the previously set target steering angle δg. In this case, for example, the target steering angle δg is set by adding the amount of change in the steering angle calculated based on the rider steering torque T and the vehicle speed V to the actual steering angle δ or the previously set target steering angle δg. Good too.

The type of torque controlled in the attitude control of the control device 9 is not necessarily the same every time the attitude control of the control device 9 is executed. For example, the control device 9 may determine the type of torque to be controlled in attitude control based on information input to the control device 9. The information input to the control device 9 may be information indicating the rider's operation, information indicating the behavior of the lean vehicle 1, or may include both. When both the driving torque and the steering torque are controlled from the start to the end of the balance control of the lean vehicle 1, the timing of applying the driving torque and the timing of applying the steering torque may be the same or different. good.

Here, a specific example of posture control of the control device 9 will be explained using FIGS. 2 to 4. FIG. 2 is an explanatory diagram of cases in which the lean vehicle 1 traveling straight is turned to the right and the lean vehicle 1 traveling straight is turned left by the rider's steering of the steering unit 13. FIG. 3 is an explanatory diagram of a case in which the rider steers the steering unit 13 to cause the lean vehicle 1 that is turning to the right to travel straight, and for causing the lean vehicle 1 that is turning to the left to travel straight. FIG. 4 is an explanatory diagram of the case where the turning radius of the lean vehicle 1 turning to the right is made smaller by the rider's steering of the steering unit 13, and the turning radius of the lean vehicle 1 turning left is made smaller. . In FIGS. 2 to 4, the direction of travel of the lean vehicle 1 is changed by the rider's steering of the steering unit 13.

With reference to FIG. 2, a case will be described in which the rider steers the steering unit 13 to cause the lean vehicle 1 to turn right or left from a straight running state. First, as shown in FIG. 2(a), a case where the lean vehicle 1 has a trail length TL of a positive value will be described. When posture control is not executed by the control device 9, when the rider steers the steering unit 13 to turn the lean vehicle 1 from a straight running state to the right, the rider performs reverse steering in which the rider slightly steers the steering unit 13 to the left of the vehicle. The vehicle body frame 5 is tilted to the right of the vehicle. Thereafter, the front wheels 3 and the steering unit 13 are steered to the right of the vehicle by so-called self-steering, and the lean vehicle 1 starts turning to the right. In addition, when attitude control is not executed by the control device 9, when the rider turns the lean vehicle 1 from a straight running state to the left by steering the steering unit 13, the rider steers the steering unit 13 to the right of the vehicle, which is called reverse steering. The vehicle body frame 5 is tilted to the left of the vehicle. Thereafter, the front wheels 3 and the steering unit 13 are steered to the left of the vehicle by so-called self-steering, and the lean vehicle 1 starts turning left. In other words, when the lean vehicle 1 is running straight ahead, when the rider applies the rider steering torque T, the lean angle φ changes in a direction different from the rider steering torque T in the left-right direction of the vehicle. tilt. As the lean vehicle 1 leans, the steering angle δ of the lean vehicle 1 also changes in the direction opposite to the direction in which the rider steering torque T is applied. As a result, the traveling direction of the lean vehicle 1 changes to a direction different from the direction of the rider steering torque T in the left-right direction of the vehicle. Therefore, as shown in FIG. 2(a), when the trail length TL of the lean vehicle 1 is a positive value and the rider makes the lean vehicle 1 turn right or left from a straight running state, the target The direction of change in the steering angle δg from the steering angle δ when the rider steering torque T is applied is opposite to the direction of the rider steering torque T. After the rider applies rider steering torque T to perform so-called reverse steering, the control device 9 sets the target steering angle δg as shown in FIG. 2(a), and adjusts the driving torque and steering torque applied by the torque applying device 10 By controlling at least one of these, the lean vehicle 1 can make a right turn or a left turn from a straight traveling state. Therefore, the attitude of the lean vehicle 1 can be controlled so as to make the traveling direction of the lean vehicle 1 comply with the rider's intention and to increase responsiveness to the rider's intention to change the traveling direction.

Next, as shown in FIG. 2(b), a case where the lean vehicle 1 has a trail length TL of 0 or a negative value will be described. When attitude control is not executed by the control device 9, when the rider steers the steering unit 13 to turn the lean vehicle 1 from a straight running state to the right, the rider performs forward steering to steer the steering unit 13 to the right of the vehicle. , the body frame 5 is tilted to the right of the vehicle. After that, the lean vehicle 1 starts turning to the right. In addition, when attitude control is not executed by the control device 9, when the rider turns the lean vehicle 1 from a straight running state to the left by steering the steering unit 13, the rider steers the steering unit 13 to the left of the vehicle, so-called forward steering. The vehicle body frame 5 is tilted to the left of the vehicle. After that, the lean vehicle 1 starts turning left. In other words, when the lean vehicle 1 is running straight, when the rider applies the rider steering torque T, the lean angle φ changes in the same direction as the rider steering torque T in the left-right direction of the vehicle, so the lean vehicle 1 tilts. do. As a result, the traveling direction of the lean vehicle 1 changes to the same direction as the direction of the rider steering torque T in the left-right direction of the vehicle. Therefore, as shown in FIG. 2(b), when the trail length TL of the lean vehicle 1 is 0 or a negative value, and the rider causes the lean vehicle 1 to turn right or left from a straight traveling state. , the target steering angle δg changes in the same direction as the direction of the rider steering torque T from the steering angle δ when the rider steering torque T is applied. After the rider applies the rider steering torque T and performs so-called forward steering, the control device 9 sets the target steering angle δg as shown in FIG. 2(b), and adjusts the driving torque and steering torque applied by the torque applying device 10. By controlling at least one of these, the lean vehicle 1 can make a right turn or a left turn from a straight traveling state. Therefore, the attitude of the lean vehicle 1 can be controlled so as to make the traveling direction of the lean vehicle 1 comply with the rider's intention and to increase responsiveness to the rider's intention to change the traveling direction.

A case in which the rider steers the steering unit 13 to cause the lean vehicle 1 to travel straight from a turning state will be described with reference to FIG. 3. First, as shown in FIG. 3(a), a case where the lean vehicle 1 has a trail length TL of a positive value will be described. When attitude control is not executed by the control device 9, when the rider steers the steering unit 13 to cause the lean vehicle 1 to travel straight from a right-turning state, the rider steers the steering unit 13 to the right of the vehicle, thereby steering the vehicle body frame. 5 to the left of the vehicle. Thereafter, the front wheels 3 and the steering unit 13 are steered to the left of the vehicle by self-steering or by the rider's steering of the steering unit 13, and the lean vehicle 1 starts traveling straight. Further, when attitude control is not executed by the control device 9, when the rider steers the steering unit 13 to cause the lean vehicle 1 to travel straight from a left-turning state, the rider steers the steering unit 13 to the left of the vehicle, The body frame 5 is raised to the right of the vehicle. Thereafter, the front wheels 3 and the steering unit 13 are steered to the right of the vehicle by self-steering or by the rider's steering of the steering unit 13, and the lean vehicle 1 starts traveling straight. In other words, when the lean vehicle 1 is turning, the rider applies a rider steering torque T in the same direction as the turning direction among the left and right directions of the vehicle, so that the lean angle φ is applied in a direction different from the rider steering torque T in the right and left directions of the vehicle. Due to the change, the lean vehicle 1 rises. As a result, the traveling direction of the lean vehicle 1 changes to a direction different from the direction of the rider steering torque T in the left-right direction of the vehicle, and the lean vehicle 1 travels straight. Therefore, as shown in FIG. 3(a), when the trail length TL of the lean vehicle 1 is a positive value and the rider causes the lean vehicle 1 to travel straight from turning to the right or turning to the left, The direction of change in the target steering angle δg from the steering angle δ when the rider steering torque T is applied is opposite to the direction of the rider steering torque T. After the rider applies the rider steering torque T and steers in the same direction as the turning direction, the control device 9 sets the target steering angle δg as shown in FIG. By controlling at least one of the torque and the steering torque, the lean vehicle 1 can travel straight from a right-turning or left-turning state. Therefore, the attitude of the lean vehicle 1 can be controlled so as to make the traveling direction of the lean vehicle 1 comply with the rider's intention and to increase responsiveness to the rider's intention to change the traveling direction.

Next, as shown in FIG. 3(b), a case where the lean vehicle 1 has a trail length TL of 0 or a negative value will be described. When attitude control is not executed by the control device 9, when the rider steers the steering unit 13 to cause the lean vehicle 1 to travel straight from a right-turning state, the rider steers the steering unit 13 to the left of the vehicle, thereby steering the vehicle body frame. 5 to the left of the vehicle. After that, the lean vehicle 1 starts traveling straight. In addition, when attitude control is not executed by the control device 9, when the rider steers the steering unit 13 to cause the lean vehicle 1 to travel straight from a left-turning state, the rider steers the steering unit 13 to the right of the vehicle, The body frame 5 is raised to the right of the vehicle. After that, the lean vehicle 1 starts traveling straight. In other words, when the lean vehicle 1 is turning, the rider applies a rider steering torque T in the direction opposite to the turning direction among the left and right directions of the vehicle, thereby increasing the lean angle φ in the same direction as the rider steering torque T among the left and right directions of the vehicle. Due to the change, the lean vehicle 1 rises. As a result, the traveling direction of the lean vehicle 1 changes to the same direction as the direction of the rider steering torque T in the left-right direction of the vehicle, and the lean vehicle 1 travels straight. Therefore, as shown in FIG. 3(b), when the trail length TL of the lean vehicle 1 is 0 or a negative value, the rider causes the lean vehicle 1 to travel straight from a right or left turn. In this case, the direction of change in the target steering angle δg from the steering angle δ when the rider steering torque T is applied is the same as the direction of the rider steering torque T. After the rider applies rider steering torque T and steers in the same direction as the turning direction, the control device 9 sets the target steering angle δg as shown in FIG. 3(b), and the torque applying device 10 applies the drive. By controlling at least one of the torque and the steering torque, the lean vehicle 1 can travel straight from a right-turning or left-turning state. Therefore, the attitude of the lean vehicle 1 can be controlled so as to make the traveling direction of the lean vehicle 1 comply with the rider's intention and to increase responsiveness to the rider's intention to change the traveling direction.

With reference to FIG. 4, a case will be described in which the turning radius of the lean vehicle 1 that is turning right or left is reduced by the rider's steering of the steering unit 13. First, as shown in FIG. 4(a), a case where the lean vehicle 1 has a trail length TL of a positive value will be described. When attitude control is not executed by the control device 9, when the rider steers the steering unit 13 to reduce the turning radius of the lean vehicle 1 turning to the right, the rider steers the steering unit 13 to the left of the vehicle. , the body frame 5 is tilted to the right of the vehicle. Thereafter, the front wheels 3 and the steering unit 13 are steered to the right of the vehicle by self-steering or by the rider's steering of the steering unit 13, and the turning radius of the lean vehicle 1 becomes smaller. Furthermore, when the balance control is not executed by the control device 9, when the rider steers the steering unit 13 to reduce the turning radius of the lean vehicle 1 turning left, the rider steers the steering unit 13 to the right of the vehicle. Then, the body frame 5 is tilted to the left of the vehicle. Thereafter, the front wheels 3 and the steering unit 13 are steered to the left of the vehicle by self-steering or by the rider's steering of the steering unit 13, and the turning radius of the lean vehicle 1 becomes smaller. In other words, when the lean vehicle 1 is turning, the rider applies a rider steering torque T in a direction different from the turning direction among the left and right directions of the vehicle, thereby increasing the lean angle φ in a direction different from the rider steering torque T among the left and right directions of the vehicle. As a result, the lean vehicle 1 leans more. As a result, the traveling direction of the lean vehicle 1 changes to a direction different from the rider steering torque T in the left-right direction of the vehicle. Therefore, as shown in FIG. 4(a), when the trail length TL of the lean vehicle 1 is a positive value and the rider reduces the turning radius of the lean vehicle 1, the target steering angle δg is The direction of change from the steering angle δ when the steering torque T is applied is opposite to the direction of the rider steering torque T. After the rider applies the rider steering torque T and steers in a direction different from the turning direction, the control device 9 sets the target steering angle δg as shown in FIG. By controlling at least one of the torque and the steering torque, the traveling direction of the lean vehicle 1 can be changed so that the turning radius of the lean vehicle 1 becomes smaller. Therefore, the attitude of the lean vehicle 1 can be controlled so as to make the traveling direction of the lean vehicle 1 comply with the rider's intention and to increase responsiveness to the rider's intention to change the traveling direction.

Next, as shown in FIG. 4(b), a case where the lean vehicle 1 has a trail length TL of 0 or a negative value will be described. When attitude control is not executed by the control device 9, when the rider steers the steering unit 13 to reduce the turning radius of the lean vehicle 1 turning to the right, the rider steers the steering unit 13 to the right of the vehicle. , the body frame 5 is tilted to the right of the vehicle. After that, the turning radius of the lean vehicle 1 becomes smaller. Further, when the balance control is not executed by the control device 9, when the rider steers the steering unit 13 to reduce the turning radius of the lean vehicle 1 turning left, the rider steers the steering unit 13 to the left of the vehicle. Then, the body frame 5 is tilted to the left of the vehicle. After that, the turning radius of the lean vehicle 1 becomes smaller. In other words, when the lean vehicle 1 is turning, the rider applies a rider steering torque T in the same direction as the turning direction among the left and right directions of the vehicle, so that the lean angle φ changes in the same direction as the rider steering torque T in the left and right directions of the vehicle. Therefore, the lean vehicle 1 leans more. As a result, the traveling direction of the lean vehicle 1 changes in the same direction as the rider steering torque T in the left-right direction of the vehicle. Therefore, as shown in FIG. 4(b), when the trail length TL of the lean vehicle 1 is 0 or a negative value and the rider decreases the turning radius of the lean vehicle 1, the target steering angle δg is , the direction of change from the steering angle δ when the rider steering torque T is applied is the same as the direction of the rider steering torque T. After the rider applies the rider steering torque T to steer in a direction different from the turning direction, the control device 9 sets the target steering angle δg as shown in FIG. 4(b), and the torque applying device 10 applies the drive. By controlling at least one of the torque and the steering torque, the traveling direction of the lean vehicle 1 can be changed so that the turning radius of the lean vehicle 1 becomes smaller. Therefore, the attitude of the lean vehicle 1 can be controlled so as to make the traveling direction of the lean vehicle 1 comply with the rider's intention and to increase responsiveness to the rider's intention to change the traveling direction.

As described above, the lean vehicle 1 in which the trail length TL shown in the examples of FIGS. 2(a), 3(a), and 4(a) is a positive value basically rotates to the right. When turning, the vehicle leans to the right, and when turning left, the vehicle leans to the left. On the other hand, when the lean vehicle 1 turns at an extremely low speed, the body frame 5 leans to the left of the vehicle when turning to the right, and leans to the right of the vehicle when turning to the left. That is, in most of the entire range of the vehicle speed V, the vehicle lateral direction of the lean angle φ and the vehicle lateral direction of the steering angle δ of the lean vehicle 1 during turning are the same. On the other hand, in a region where the vehicle speed is extremely low, the vehicle lateral direction of the lean angle φ and the vehicle lateral direction of the steering angle δ of the lean vehicle 1 that is turning are different. 2(a), 3(a), and 4(a) show that the lean vehicle 1 is traveling at a vehicle speed V such that the vehicle lateral direction at the lean angle φ is the same as the vehicle lateral direction at the steering angle δ. As an example, the attitude control of the control device 9 of the first embodiment is performed when the lean vehicle 1 is at an extremely low vehicle speed V such that the vehicle lateral direction of the lean angle φ is different from the vehicle lateral direction of the steering angle δ. may be executed when the vehicle is running. The extremely low vehicle speed V at which the left-right direction of the vehicle at the lean angle φ is different from the left-right direction of the vehicle at the steering angle δ varies depending on the lean vehicle 1, but is, for example, greater than 0 km/h and less than about 3 to 5 km/h.

In the lean vehicle 1 according to the first embodiment of the present invention, the control device 9 performs attitude control in which the target steering angle δg is set and at least one of the driving torque and the steering torque applied by the torque applying device 10 is controlled. When performing this, input of at least one of driving torque and rider steering torque from the rider may be accepted, or may not be accepted. When the control device 9 performs attitude control and receives input of at least one of the rider's driving torque and rider steering torque, the control device 9 applies torque according to the value of at least one of the rider's driving torque and rider steering torque. A value for controlling at least one of the driving torque and the steering torque applied by the device 10 is adjusted. Further, in the lean vehicle 1 according to the first embodiment of the present invention, when the control device 9 performs attitude control, the target steering angle δg is set immediately after detecting the rider steering torque, and the torque applying device 10 applies the target steering angle δg. At least one of the driving torque and the steering torque may be controlled. For example, when the rider reversely steers the lean vehicle 1, at least one of the driving torque and the steering torque is applied by the torque applying device 10 so that the steering angle δ of the lean vehicle 1 becomes the target steering angle δg. It may also be possible to control the

<Second embodiment>
Hereinafter, a lean vehicle 1 according to a second embodiment of the present invention will be described with reference to FIG. 1. The lean vehicle 1 of the second embodiment has all the features of the lean vehicle 1 of the first embodiment.

As shown in FIG. 1, the lean vehicle 1 further includes a lean angle related information detection device 6, a steering angle related information detection device 7, and a wheel speed related information detection device 8. The lean angle related information detection device 6 detects information related to the lean angle φ, which is the inclination angle of the vehicle body frame 5 in the vehicle lateral direction with respect to the vehicle vertical direction. The steering angle related information detection device 7 detects information related to the steering angle δ, which is the rotation angle of any one front wheel 3 about the steering axis X2. The wheel speed related information detection device 8 detects information related to the wheel speed S, which is the rotational speed of any one wheel 2 around the axle axis X1.

The control device 9 performs attitude control so that the steering angle δ becomes the target steering angle δg, and the change in attitude of the lean vehicle 1 in the roll direction is suppressed. The control device 9 determines a state in which the combination of the values of the lean angle φ, the steering angle δ, and the vehicle speed V is such that the steering angle δ becomes the target steering angle δg and a change in the attitude of the lean vehicle 1 in the roll direction is suppressed. Attitude control is executed so that the state is a combination of the indicated values. Furthermore, in this attitude control, at least the target steering angle δg set based on the rider steering torque T is adjusted in a combination of lean angle, steering angle, and vehicle speed that suppresses changes in the attitude of the lean vehicle 1 in the roll direction. Based on the information related to the lean angle, the information related to the steering angle, and the information related to the rotational speed, the drive torque and steering of the torque applying device 10 are adjusted so that the combination of the values of the lean angle and the vehicle speed corresponds to the values. Control at least one of the torques. The control device 9 stores in advance information regarding the combination of the values of the lean angle φ, the steering angle δ, and the vehicle speed V for controlling the lean vehicle 1 so that the change in attitude in the roll direction is suppressed. It's fine. In this case, the control device 9 may execute the attitude control based on the stored information regarding the combination of the values of the lean angle φ, the steering angle δ, and the vehicle speed V. With this configuration, even when the control device 9 executes posture control of the lean vehicle 1, the change in the posture of the lean vehicle 1 in the roll direction is suppressed. It is possible to increase the responsiveness to the rider's intention to change the direction of travel while controlling the posture in the roll direction.

<Third embodiment>
A lean vehicle 1 according to a third embodiment of the present invention will be described below. The lean vehicle 1 of the third embodiment has all the features of the lean vehicle 1 of the first or second embodiment.

The attitude control executed by the control device 9 of the lean vehicle 1 of the third embodiment includes at least first attitude control and second attitude control. In the first attitude control, the control device 9 applies torque so that the steering angle δ becomes a target steering angle δg set based at least on information regarding the rider steering torque T detected by the rider steering torque detection device 14. At least one of the driving torque and steering torque of the device 10 is controlled. In the second attitude control, the control device 9 controls the lean angle φ so that it becomes the target lean angle φg set based on at least information related to the rider steering torque T detected by the rider steering torque detection device 14. At least one of the driving torque and steering torque of the torque applying device 10 is controlled. Thereby, the control device 9 can switch between the first attitude control and the second attitude control depending on the running state of the lean vehicle 1. For example, in a low-speed running state where the steering angle δ is more likely to change than the lean angle φ of the lean vehicle 1, the control device 9 adjusts the steering angle δ so that it becomes the target steering angle δg set based on the rider steering torque T. By executing the 1 attitude control, the steering angle δ of the lean vehicle 1 is adjusted to a relatively large value, and the attitude of the lean vehicle 1 in the roll direction is controlled. On the other hand, in a high-speed running state where the lean angle φ is more likely to change than the steering angle δ of the lean vehicle 1, the control device 9 performs the second posture control so that the target lean angle φg is set based on the rider steering torque T. By executing this, the lean angle φ of the lean vehicle 1 is adjusted to a relatively large value, and the attitude of the lean vehicle 1 in the roll direction is controlled. Further, the control device 9 executes the first attitude control when the target steering angle δg is larger than the target lean angle φg, and executes the second attitude control when the target steering angle δg is the same as or smaller than the target lean angle φg. You may also execute In this case, the vehicle speed at which the first attitude control and the second attitude control are switched is, for example, about 10 km/h. Thereby, the posture of the lean vehicle 1 in the roll direction can be controlled in accordance with the running state of the lean vehicle 1, and the responsiveness to the rider's intention to change the traveling direction can be increased.

<Fourth embodiment>
A lean vehicle 1 according to a fourth embodiment of the present invention will be described below. The lean vehicle 1 of the fourth embodiment has all the features of any of the lean vehicles 1 of the first to third embodiments.

The control device 9 of the lean vehicle 1 of the fourth embodiment is configured to control at least the steering torque of the driving torque and the steering torque applied by the torque applying device 10. That is, the control device 9 may be configured to control both the steering torque and the drive torque. Alternatively, the control device 9 may be configured to control only the steering torque. Specifically, when the lean vehicle 1 has only the steering torque applying device 12, the control device 9 is configured to control only the steering torque. When the lean vehicle 1 has the driving torque applying device 11 and the steering torque applying device 12, the control device 9 is configured to control only the steering torque or the driving torque and the steering torque depending on various conditions. be done. The control device 9 executes attitude control to control at least the steering torque of the driving torque and the steering torque so that the steering angle δ becomes a target steering angle δg set based on the rider steering torque T. configured. Thereby, in the attitude control of the control device 9, it is easier to make the steering angle δ equal to the target steering angle δg than when only the drive torque is controlled. Therefore, while controlling the attitude of the lean vehicle 1 in the roll direction, it is possible to increase the responsiveness to the rider's intention to change the traveling direction.

<Fifth embodiment>
A lean vehicle 1 according to a fifth embodiment of the present invention will be described below. The lean vehicle 1 of the fifth embodiment has all the features of the lean vehicle 1 of any of the first to fourth embodiments.

The control device 9 is configured to perform attitude control when the lean vehicle 1 is running at least at a low speed. The low-speed running state of the lean vehicle 1 is a state in which the lean vehicle 1 is running at a vehicle speed greater than 0 km/h and less than or equal to 10 km/h. When the lean vehicle 1 is running at a low speed of 10 km/h or less, the attitude of the lean vehicle 1 changes more easily than when the vehicle speed is higher than 10 km/h. In other words, when the lean vehicle 1 is running at a low speed where the posture of the lean vehicle 1 is likely to change, responsiveness to the rider's intention to change the traveling direction can be increased.

<Sixth embodiment>
A lean vehicle 1 according to a sixth embodiment of the present invention will be described below with reference to FIGS. 1 and 5. The lean vehicle 1 of the sixth embodiment has all the features of the lean vehicle 1 of any of the first to fifth embodiments.

The steering unit 13 of the lean vehicle 1 of the sixth embodiment includes a connecting portion 28 and a handle unit 29. The handle unit 29 is steered by the rider. In the examples shown in FIGS. 1 and 5, the handle unit 29 has a bar handle in which a part to be gripped by the rider's right hand and a part to be gripped by the left hand are integrated. The handle may have separate handles in which the part to be gripped by the left hand and the part to be gripped by the left hand are separate members.

The connecting portion 28 connects the handle unit 29 and at least one front wheel 3. The connecting portion 28 has a steering shaft 31 connected to the handle unit 29. The steering shaft 31 is supported by the vehicle body frame 5 so as to be rotatable around the steering wheel axis X3 within a rotation angle range of less than 360 degrees. Thereby, the connecting portion 28 is supported by the vehicle body frame 5 so that the handle unit 29 can rotate around the handle axis X3. Here, in the example of FIGS. 1 and 5, the lean vehicle 1 includes one front wheel 3, and the connection portion 28 is such that one front wheel 3 is integrally connected to the vehicle body frame 5. It is configured to be rotatable around the steering axis X2. Thereby, the handle axis X3 coincides with the steering axis X2. However, the lean vehicle 1 of the sixth embodiment includes a plurality of front wheels 3, and the connection portion 28 is configured such that each front wheel 3 is integrally connected to a portion of the connection portion 28 and other portions of the connection portion 28. Each front wheel 3 may be configured to be rotatable around the steering axis X2. In this case, the handle axis X3 does not coincide with the steering axis X2 of any of the front wheels 3. Although not shown in FIG. 5, the steering torque applying device 12 applies a steering torque around the steering axis X2 to the front wheels 3, for example, by applying torque around the steering axis X3 to the steering shaft 32. configured to do so.

The connecting portion 28 is configured such that when the handle unit 29 rotates around the steering axis X3, at least one front wheel 3 rotates around the steering axis X2, and when at least one front wheel 3 rotates around the steering axis X2, The handle unit 29 is connected to at least one front wheel 3 so that the handle unit 29 rotates about the handle axis X3. The rotation angle of one of the at least one front wheels 3 about the steering axis X2 is greater than or equal to the rotation angle of the handle unit 29 about the steering axis X3. As in the example of FIGS. 1 and 5, when the lean vehicle 1 has one front wheel 3 and the steering wheel axis X3 coincides with the steering axis X2, the rotation of the steering wheel unit 29 around the steering wheel axis X3 The angle and the rotation angle of one front wheel 3 about the steering axis X2 are the same or almost the same. When the lean vehicle 1 of the second embodiment includes two front wheels 3 and the steering wheel axis X3 does not coincide with the steering axis X2 of any of the front wheels 3, the rotation angle of the steering wheel unit 29 around the steering wheel axis X3 is The rotation angle may be between the rotation angles of the two front wheels 3 about the steering axis X2. That is, the connecting portion 28 does not include a speed reduction mechanism that makes the rotation angle of the front wheel 3 about the steering axis X2 smaller than the rotation angle of the handle unit 29 about the steering axis X3.

<Example of modification of the sixth embodiment>
In the lean vehicle 1 of the sixth embodiment, the rotation angle of at least one front wheel 3 about the steering axis X2 is smaller and larger than the rotation angle of the handle unit 29 about the steering axis X3, and the rotation angle range of the handle unit 29 may be less than 360° or more.
Alternatively, in the lean vehicle 1 of the sixth embodiment, the rotation angle of any one of the at least one front wheel 3 about the steering axis X2 is greater than or equal to the rotation angle of the handle unit 29 about the steering axis X3, and , the rotation angle range of the handle unit 29 may be 360° or more.
Alternatively, in the lean vehicle 1 of the sixth embodiment, the rotation angle of at least one front wheel 3 about the steering axis X2 is smaller than the rotation angle of the handle unit 29 about the steering axis X3, and the rotation angle of the handle unit 29 is The range may be greater than or equal to 360° and less than 360°.

1: lean vehicle, 2: wheels, 3: at least one front wheel, 4: at least one rear wheel, 5: body frame, 6: lean angle related information detection device, 7: steering angle related information detection device, 8: wheels Speed-related information detection device, 9: Control device, 10: Torque application device, 11: Drive torque application device, 12: Steering torque application device, 13: Steering unit, 14: Rider steering torque detection device, 15: Steering actuator, 28 : Connection part, 29: Handle unit, X2: Steering axis, X3: Handle axis

Claims

a plurality of wheels including at least one front wheel and at least one rear wheel disposed further rearward in the longitudinal direction of the vehicle than the at least one front wheel;
The plurality of wheels are rotatably supported around an axle axis, the at least one front wheel is rotatably supported around a steering axis, and the vehicle is tilted to the right with respect to the vertical direction of the vehicle when turning to the right, and when turning to the left. a vehicle body frame that tilts to the left of the vehicle with respect to the vertical direction of the vehicle;
a steering unit that can be steered by a rider, receives rider steering torque that is torque generated by the rider's steering, and rotates the at least one front wheel about the steering axis;
a control device that controls a posture of the lean vehicle in a roll direction;
A lean vehicle comprising:
a rider steering torque detection device that detects information related to the rider steering torque input to the steering unit;
a drive torque applying device configured to apply positive and negative drive torques about the axle line to at least one of the at least one front wheel and the at least one rear wheel, and to the at least one front wheel; a torque applying device including at least one of a steering torque applying device configured to apply a steering torque around the steering axis that is a combined torque of the rider steering torque and the actuator steering torque generated by the steering actuator; ,
Equipped with
The control device includes:
configured to control at least one of the driving torque and the steering torque applied by the torque applying device,
A steering angle that is a rotation angle of the at least one front wheel about the steering axis is a target steering angle set based at least on information related to the rider steering torque detected by the rider steering torque detection device. The lean vehicle is characterized in that attitude control is executed to control the attitude of the lean vehicle in a roll direction by controlling at least one of the driving torque and the steering torque of the torque applying device.
When the intersection of the steering axis of the at least one front wheel and the running surface of the at least one front wheel is located in the vehicle forward direction from the grounding point of the at least one front wheel, the control device controls the rider steering torque. The direction of rotation around the steering axis that changes from the actual steering angle, which is the steering angle when the steering angle is applied, to the target steering angle is opposite to the direction of rotation around the steering axis of the rider steering torque. setting the target steering angle;
The intersection of the steering axis of the at least one front wheel and the running surface of the at least one front wheel is located at the same point as the grounding point of the at least one front wheel or located in a vehicle rearward direction from the grounding point of the at least one front wheel. In this case, the control device controls the target steering so that the direction of rotation around the steering axis in which the actual steering angle changes from the actual steering angle to the target steering angle is the same as the direction of rotation around the steering axis of the rider steering torque. The lean vehicle according to claim 1, characterized in that a corner is set.
a steering angle related information detection device that detects information related to a steering angle that is a rotation angle of the at least one front wheel about the steering axis;
a wheel speed related information detection device that detects information related to a wheel speed that is a rotational speed of the at least one wheel around the axle axis;
Equipped with
The control device includes:
The steering angle of the at least one front wheel includes, in addition to information related to the rider steering torque, information related to an actual vehicle speed that is a vehicle speed when the rider steering torque was applied, and information related to the rider steering torque. At least one of the driving torque and the steering torque of the torque applying device so that the target steering angle is set based on at least one of information related to the actual steering angle, which is the steering angle at the time of application. The lean vehicle according to claim 1 or 2, wherein the lean vehicle controls:
a steering angle related information detection device that detects information related to a steering angle that is a rotation angle of the at least one front wheel about the steering axis;
a lean angle related information detection device that detects information related to a lean angle, which is an inclination angle of the vehicle body frame in a vehicle lateral direction with respect to the vehicle vertical direction;
a wheel speed related information detection device that detects information related to a wheel speed that is a rotational speed of the at least one wheel around the axle axis;
Equipped with
The control device includes:
In the attitude control, the steering angle of the at least one front wheel is set to the target steering angle set based at least on information related to the rider steering torque detected by the rider steering torque detection device. , the information related to the steering angle detected by the steering angle related information detection device and the information detected by the lean angle related information detection device are configured to suppress changes in the attitude of the lean vehicle in the roll direction. At least one of the driving torque and the steering torque of the torque applying device is controlled based on information related to the lean angle and information related to the rotation speed detected by the wheel rotation related information detection device. The lean vehicle according to any one of claims 1 to 3, characterized in that:
The attitude control executed by the control device includes:
at least the drive torque and the steering torque of the torque applying device so that the steering angle becomes a target steering angle set based at least on information regarding the rider steering torque detected by the rider steering torque detection device. a first attitude control that controls either;
The lean angle, which is the inclination angle of the vehicle body frame in the vehicle lateral direction with respect to the vehicle vertical direction, is a target lean angle set based on at least information related to the rider steering torque detected by the rider steering torque detection device. a second attitude control for controlling at least one of the driving torque and the steering torque of the torque applying device;
The lean vehicle according to any one of claims 1 to 4, characterized in that the lean vehicle comprises at least the following.
The torque applying device is
including at least the steering torque applying device of the driving torque applying device and the steering torque applying device,
The control device includes:
configured to control at least the steering torque of the driving torque and the steering torque applied by the torque applying device,
In the attitude control, the steering angle of the at least one front wheel is set to the target steering angle set based at least on information related to the rider steering torque detected by the rider steering torque detection device; The lean vehicle according to any one of claims 1 to 5, wherein at least the steering torque of the driving torque and the steering torque of the torque applying device is controlled.
The control device includes:
7. The attitude control is configured to be executed at least when the vehicle speed is greater than 0 km/h and less than or equal to 10 km/h. lean vehicle.
The steering unit includes a handle unit that is steered by a rider, and a connection part that connects the handle unit and the at least one front wheel,
The connecting portion is supported by the vehicle body frame so that the handle unit can rotate around the steering axis, and when the handle unit rotates around the steering axis, the at least one front wheel rotates around the steering axis. and the handle unit rotates around the steering axis when the at least one front wheel rotates around the steering axis, and the steering wheel unit rotates around the steering axis of any one of the at least one front wheel. A connecting portion that connects the handle unit and the at least one front wheel such that a rotation angle of the handle unit about the handle axis is greater than or equal to a rotation angle of the handle unit around the handle axis. The lean vehicle according to any one of items 1 to 7.
The steering unit includes a handle unit that is steered by a rider, and a connection part that connects the handle unit and the at least one front wheel,
The connection portion is supported by the vehicle body frame so that the handle unit is rotatable around the handle axis in a rotation angle range of less than 360°, and when the handle unit is rotated around the handle axis, the at least one The handle unit and the at least one front wheel are arranged such that the front wheel rotates about the steering axis, and when the at least one front wheel rotates about the steering axis, the handle unit rotates about the handle axis. The lean vehicle according to any one of claims 1 to 7, further comprising: a connecting portion for connecting the lean vehicle.