DE102022213961A1 - VEHICLE - Google Patents

Abstract

A control unit 14 of a vehicle 1 controls a power unit 11 such that the power of a crankshaft 21a of an engine is set to be a power corresponding to a first target power Y1 set to suppress occurrence of engine stalling, regardless of an operation amount one Accelerator operation unit 12. When a first detection state in which an operation amount of a clutch operation unit 13 is not less than a predetermined operation amount and/or a multi-stage transmission 22 is in a neutral state, changes to a second detection state in which the multi-stage transmission 22 is in a gear-engaged state. state and the operation amount of the clutch operation unit 13 is smaller than the predetermined operation amount, the first target power Y1 is set to a predetermined power Ys larger than before based on neither the rate of torque transmission of a clutch 23 nor the operation amount of the Accelerator operating unit 12. Thereafter, the first target power Y1 is unchanged when the rotation speed K of the engine 21 is not lower than a threshold K0, and the first target power Y1 is changed to be larger than the predetermined power Ys when the rotation speed K is lower than the threshold becomes K0.

Description

[Technical Field]

The present teaching relates to a vehicle with a power unit that has a motor.

[Background Technique]

There is known a technology of controlling the output of a motor of a power unit without depending on an operation amount of an accelerator operation unit in order to suppress occurrence of an engine stall. For example, according to Patent Literature 1, in a vehicle having a hydraulic clutch and an oil pressure sensor, an electronic throttle valve is controlled such that the throttle opening degree is adjusted to a target throttle opening degree based not on an accelerator opening degree but on an oil pressure (connection degree of the clutch) that is detected by the oil pressure sensor to suppress the occurrence of an engine stall. In other words, the electronic throttle valve is controlled to have a throttle opening degree that corresponds to the connection degree of the clutch.

[quote list]

[patent literature]

[Patent Literature 1] Japanese Unexamined Patent Publication No. 2018-105241

[Summary]

[Technical problem]

In Patent Literature 1, the oil pressure sensor is required for detecting the degree of connection of the clutch. In this regard, there is a vehicle capable of detecting whether the clutch is in a connected state in which torque is transmittable or in a cut-off state in which transmission of torque is cut off, but is unable to detect the rate of torque transfer through the clutch (i.e. the degree of connection of the clutch). The control disclosed in Patent Literature 1 cannot be applied to such a vehicle. In other words, with the technology cited in Patent Literature 1, the structure of the vehicle required for suppressing engine stall is severely limited.

An object of the present teaching is to provide a vehicle having a clutch operated by a driver, in which a structure required for suppressing an engine stall is less restricted but engine stall is successfully suppressed.

[The solution of the problem]

• eine Leistungseinheit, die einen Motor, ein Mehrstufengetriebe und eine Kupplung, die konfiguriert ist, um eine Rate einer Drehmomentübertragung von dem Motor zu dem Mehrstufengetriebe zu ändern, aufweist;
• eine Beschleunigerbetätigungseinheit, die durch einen Fahrer betätigt wird, um eine Ausgabe des Motors zu ändern;
• eine Kupplungsbetätigungseinheit, die durch den Fahrer betätigt wird, um die Kupplung zu betätigen;
• eine Kupplungserfassungseinheit, die konfiguriert ist, um zu erfassen, ob ein Betätigungsbetrag der Kupplungsbetätigungseinheit kleiner ist als ein vorbestimmter Betätigungsbetrag, der gleich oder größer ist als ein Betätigungsbetrag, mit dem die Kupplung von einem verbundenen Zustand, in dem Drehmoment übertragbar ist, in einen Unterbrechungszustand, in dem die Drehmomentübertragung unterbrochen ist, umgeschaltet wird;
• eine Getriebestellungserfassungseinheit, die konfiguriert ist, um zu erfassen, ob das Mehrstufengetriebe in einem Leerlaufzustand ist, in dem eine Getriebestellung eine Leerlaufstellung ist, oder in einem Gang-Eingelegt-Zustand, in dem die Getriebestellung eine von der Leerlaufstellung verschiedene Stellung ist;
• eine Drehzahlerfassungseinheit, die konfiguriert ist, um die Drehzahl des Motors zu erfassen; und
• eine Steuereinheit, die konfiguriert ist, um die Leistungseinheit zu steuern,
• wobei die Steuereinheit eine erste Steuerung durchführt, durch die die Leistungseinheit derart gesteuert wird, dass die Leistung der Kurbelwelle des Motors eingestellt (ausgestaltet) wird, um eine Leistung zu sein, die einer ersten Zielleistung, die eingestellt ist, um das Auftreten eines Motorabwürgens zu unterdrücken, entspricht, ungeachtet des Betätigungsbetrags der Beschleunigerbetätigungseinheit, und
• wobei, wenn ein erster Erfassungszustand, in dem die Kupplungserfassungseinheit erfasst, dass der Betätigungsbetrag der Kupplungsbetätigungseinheit nicht kleiner als der vorbestimmte Betätigungsbetrag ist, und/oder die Getriebestellungserfassungseinheit den Leerlaufzustand erfasst, in einen zweiten Erfassungszustand umgeschaltet wird, in dem die Getriebestellungserfassungseinheit den Gang-Eingelegt-Zustand erfasst und die Kupplungserfassungseinheit erfasst, dass der Betätigungsbetrag der Kupplungsbetätigungseinheit geringer ist als der vorbestimmte Betätigungsbetrag, die Steuereinheit die erste Zielleistung auf eine vorbestimmte Leistung größer als vorher basierend weder auf der Rate der Drehmomentübertragung durch die Kupplung noch dem Betätigungsbetrag der Beschleunigerbetätigungseinheit einstellt, und dann die Steuereinheit die erste Zielleistung nicht ändert, wenn die Drehzahl des Motors, die durch die Drehzahlerfassungseinheit erfasst wird, nicht geringer ist als eine Schwelle, und die Steuereinheit die erste Zielleistung einstellt, um größer zu sein als die vorbestimmte Leistung, wenn die Drehzahl des Motors, die durch die Drehzahlerfassungseinheit erfasst wird, geringer wird als die Schwelle.

A vehicle of an exemplary embodiment of the present teaching has the following features:

• a power unit including an engine, a multi-speed transmission, and a clutch configured to change a rate of torque transfer from the engine to the multi-speed transmission;
• an accelerator operation unit operated by a driver to change an output of the engine;
• a clutch operating unit operated by the driver to operate the clutch;
• a clutch detection unit configured to detect whether an operation amount of the clutch operation unit is smaller than a predetermined operation amount that is equal to or larger than an operation amount with which the clutch is switched from a connected state in which torque is transmittable to a disconnected state , in which the torque transmission is interrupted, is switched;
• a gear position detection unit configured to detect whether the multi-speed transmission is in a neutral state in which a gear position is neutral or in an in-gear state in which the gear position is a position different from neutral;
• a rotation speed detection unit configured to detect the rotation speed of the motor; and
• a control unit configured to control the power unit,
• wherein the control unit performs a first control by which the power unit is controlled such that the power of the crankshaft of the engine is adjusted (designed) to be a power corresponding to a first target power set to reduce the occurrence of engine stall suppress corresponds to regardless of the operation amount of the accelerator operation unit, and
• wherein when a first detection state in which the clutch detection unit detects that the operation amount of the clutch operation unit is not less than the predetermined operation amount and/or the gear position detection unit detects the neutral state is switched to a second detection state in which the gear position detection unit detects the in-gear - the condition is detected and the clutch detection unit detects that the operation amount of the clutch operation unit is less than the predetermined operation amount, the control unit sets the first target power to a predetermined power greater than before based on neither the rate of torque transmission through the clutch nor the operation amount of the accelerator operation unit, and then the control unit does not change the first target power when the rotation speed of the motor detected by the rotation speed detection unit is not lower than a threshold, and the control unit adjusts the first target power to be greater than the predetermined power when the rotation speed of the Motor, which is detected by the speed detection unit, is lower than the threshold.

When a state in which at least one of the cut-off state or the idling state is set is switched to a state in which both the in-gear state and the connected state are set, when the output of the crankshaft is small, the engine stall speed is lowered and engine stall tends to occur. According to the above configuration, when the first detection state is switched to the second detection state, the control unit sets the first target horsepower to a predetermined horsepower larger than before based on neither the rate of torque transmission of the clutch nor the operation amount of the accelerator operation unit. Thereafter, the control unit does not change the first target power when the engine speed is not less than the threshold, and changes the first target power to be greater than the predetermined power when the engine speed becomes less than the threshold. Therefore, when the control unit performs the first control to control the power unit such that the power of the crankshaft is adjusted (designed) to be a power corresponding to the first target power, engine stalling is less likely to occur when the multi-speed transmission is in gear - is engaged and the clutch is switched from the disconnected state to the connected state. Moreover, the following situation is less likely to occur: Even if the predetermined power is not so large, the engine speed is lowered to a degree at which engine stalling may occur immediately after the clutch is switched from the disconnected state to the connected state. Further, when the rotation speed of the engine becomes lower than the threshold after the above situation, it is possible to suppress the occurrence of engine stall by setting the first target horsepower to be larger than the predetermined horsepower.

Different from the above configuration, assume that the output of the crankshaft is increased to a degree at which the rotational speed of the engine does not become lower than the threshold even if the rate of torque transmission through the clutch is increased when the first detection state is in is switched to the second detection state. Also in this case, it is possible to suppress the occurrence of the engine stall when the state in which at least one of the disconnected state or the idling state is set is switched to the state in which the in-gear state and the connected state are both are set. However, this configuration may have the following disadvantage, for example. The clutch operating unit typically has a play range in which a decrease in the operating amount of the clutch operating unit is not reflected in the switching of the clutch from the disconnected state to the connected state. The clutch detection unit may be configured such that the predetermined operation amount is an operation amount that falls within the play range. In other words, the predetermined operation amount may be larger than an operation amount with which the clutch is switched from the connected state to the disconnected state. In such a case, the clutch may remain in the cutoff state even after the state in which the clutch operating unit detects that the operating amount of the clutch operating unit is not less than the predetermined operating amount changes to a state in which the clutch operating unit detects that the operating amount of the Clutch operating unit is smaller than the predetermined amount of operation, is switched. In this case, the rotation speed of the motor may unnecessarily increase in the suspended state. Further, for example, when the clutch is switched to the connected state and then immediately thereafter switched to the cut-off state, the rotational speed of the engine may unnecessarily increase in the cut-off state. According to the configuration described above, since the predetermined power is not very large, it is possible to avoid an unnecessary increase in the rotational speed of the to suppress motors in the suspended state.

Furthermore, since the control unit sets the first target output and performs the first control as in the above-described configuration, the occurrence of engine stalling, for example, at the time of starting the vehicle can be suppressed without requiring an arrangement for detecting the rate of torque transmission of the clutch, such as the Oil Pressure Sensor of Patent Literature 1. In other words, the vehicle of the above-described embodiment is configured such that a structure required for suppressing engine stall is less restricted, but engine stall is successfully suppressed.

In addition to the above, the speed of the engine in the connected state is affected by the rate of torque transfer through the clutch. For example, when the vehicle is traveling on a flat road, the speed of the engine will decrease as the rate of torque transfer through the clutch increases as long as the crankshaft output remains the same. For this reason, according to the above configuration, by setting (designing) the first target power to be greater than the predetermined power, when the rotational speed of the engine becomes lower than the threshold after the first target power is set to the predetermined power, For example, the output of the crankshaft can be adjusted according to the rate of torque transmission through the clutch even if an arrangement for detecting the rate of torque transmission through the clutch, such as the oil pressure sensor of Patent Literature 1, is not provided.

• die Steuereinheit führt die erste Steuerung durch, wenn die erste Zielleistung größer als eine zweite Zielleistung, die eingestellt (ausgestaltet) ist, um sich zu erhöhen, wenn der Betätigungsbetrag der Beschleunigerbetätigungseinheit sich erhöht, ist, und
• die Steuereinheit führt die zweite Steuerung durch, um die Leistungseinheit derart zu steuern, dass die Leistung der Kurbelwelle auf eine Leistung eingestellt (ausgestaltet) wird, die der zweiten Zielleistung entspricht, wenn die zweite Zielleistung nicht kleiner als die erste Zielleistung ist.

A vehicle of an exemplary embodiment of the present teaching can have the following features:

• the control unit performs the first control when the first target power is larger than a second target power that is set (configured) to increase as the operation amount of the accelerator operation unit increases, and
• the control unit performs the second control to control the power unit such that the power of the crankshaft is adjusted (configured) to a power corresponding to the second target power when the second target power is not smaller than the first target power.

When the operation amount of the accelerator operation unit is small, the second target performance is low. For this reason, engine stall tends to occur when the second control is performed while the operation amount of the accelerator operation unit is small. For this reason, according to the above configuration, when the operation amount of the accelerator operation unit is small and the first target power is larger than the second target power, the control unit performs the first control. It is therefore possible to suppress the occurrence of the engine stall when the operation amount of the accelerator operation unit is small.

When the operation amount of the accelerator operation unit is large, the second target power is large. For this reason, when the second control is performed while the operation amount of the accelerator operation unit is large, engine stalling is less likely to occur. On the other hand, compared with the second control, the difference between the engine speed that the driver expects based on the operation amount of the accelerator operation unit and the actual engine speed in the first control is significant, and the driver tends to feel strange. For this reason, according to the above configuration, when the operation amount of the accelerator operation unit is large and the second target power is not smaller than the first target power, the control unit performs the second control. With this configuration, the driver is less likely to feel strange when the operation amount of the accelerator operation unit is large.

• nachdem der erste Erfassungszustand in den zweiten Erfassungszustand umgeschaltet ist, erhöht die Steuereinheit allmählich die erste Zielleistung, während ein Zustand, in dem die Drehzahl des Motors, die durch die Drehzahlerfassungseinheit erfasst wird, geringer als die Schwelle ist, sich fortsetzt.

A vehicle of an exemplary embodiment of the present teaching can have the following feature:

• after the first detection state is switched to the second detection state, the control unit gradually increases the first target power while a state in which the rotation speed of the motor detected by the rotation speed detection unit is lower than the threshold continues.

This configuration makes it possible, in the first control, to mitigate the change in output of the crankshaft while maintaining the state in which the engine speed is lower than the threshold. Furthermore, the amount of change in the first target power when the rotation speed of the engine becomes lower than the threshold may be reduced. This makes it possible not to excessively increase the output of the crankshaft when the engine speed becomes lower than the threshold in the first control. Further, in the first control, it is possible to moderate the change in the output of the crankshaft when the engine speed becomes lower than the threshold.

• eine Fahrzeug-Geschwindigkeit-Bezogene-Information-Erfassungseinheit, die konfiguriert ist, um Informationen zu erfassen, die sich auf die Fahrzeuggeschwindigkeit des Fahrzeugs beziehen,
• wobei bei der ersten Steuerung die Steuereinheit die erste Zielleistung nicht ändert, wenn die Drehzahl des Motors, die durch die Drehzahlerfassungseinheit erfasst wird, nicht geringer ist als die Schwelle und die Fahrzeuggeschwindigkeit, die aus den Informationen, die durch die Fahrzeug-Geschwindigkeit-Bezogene-Information-Erfassungseinheit erfasst werden, erhalten wird, geringer als eine vorbestimmte Fahrzeuggeschwindigkeit ist, und wobei die Steuereinheit die erste Zielleistung einstellt (bereitstellt), um geringer als vorher zu sein, wenn die Fahrzeuggeschwindigkeit, die aus den Informationen, die durch die Fahrzeug-Geschwindigkeit-Bezogene-Information-Erfassungseinheit erfasst werden, erhalten wird, nicht geringer als die vorbestimmte Fahrzeuggeschwindigkeit wird.

A vehicle of an exemplary embodiment of the following teaching can also have the following features:

• a vehicle speed related information acquisition unit configured to acquire information related to the vehicle speed of the vehicle,
• wherein in the first control, the control unit does not change the first target power when the rotation speed of the engine detected by the rotation speed detection unit is not less than the threshold and the vehicle speed obtained from the information acquired by the vehicle speed-related information detecting unit is obtained is lower than a predetermined vehicle speed, and wherein the control unit sets (provides) the first target power to be lower than before when the vehicle speed obtained from the information obtained by the vehicle speed -related information acquisition unit is obtained becomes not lower than the predetermined vehicle speed.

If the output of the crankshaft is maintained after the vehicle speed becomes high to a certain degree in the first control, the difference between the vehicle speed expected by the driver based on the operation amount of the accelerator operation unit and the actual speed is significant, and the Driver tends to feel weird. According to the above configuration, in the first control, when the rotation speed of the engine is not lower than the threshold and the vehicle speed is lower than the predetermined vehicle speed, the first target power is unchanged, and the first target power is adjusted (designed) to be smaller than before when the vehicle speed becomes not lower than the predetermined vehicle speed. With this configuration, an increase in vehicle speed after the vehicle speed reaches the predetermined vehicle speed is suppressed in the first control, and the difference between the vehicle speed expected by the driver based on the operation amount of the accelerator operation unit and the actual vehicle speed is reduced with with the result that the driver is less likely to feel strange.

• die Steuereinheit verringert allmählich die erste Zielleistung, während ein Zustand, in dem die Fahrzeuggeschwindigkeit, die aus den Informationen, die durch die Fahrzeug-Geschwindigkeit-Bezogene-Information-Erfassungseinheit erfasst werden, erhalten wird, nicht geringer als die vorbestimmte Fahrzeuggeschwindigkeit ist, sich bei der ersten Steuerung fortsetzt.

A vehicle of an exemplary embodiment of the present teaching can have the following feature:

• the control unit gradually decreases the first target power while a state in which the vehicle speed obtained from the information acquired by the vehicle-speed-related-information acquisition unit is not lower than the predetermined vehicle speed of the first controller.

This configuration makes it possible to mitigate the change in output of the crankshaft while maintaining the state in which the vehicle speed is not lower than the predetermined vehicle speed in the first control. Further, the amount of change in the first target power when the vehicle speed becomes equal to or higher than the predetermined vehicle speed in the first control can be reduced. This makes it possible to moderate the change in output of the crankshaft when the vehicle speed becomes equal to or higher than the predetermined vehicle speed in the first control.

• die Steuereinheit stellt die erste Zielleistung ein (gestaltet sie aus), um kleiner als vorher zu sein, (i) wenn ein Zustand, in dem die Kupplungserfassungseinheit erfasst, dass der Betätigungsbetrag der Kupplungsbetätigungseinheit kleiner als der vorbestimmte Betätigungsbetrag ist, in einen Zustand umgeschaltet wird, in dem die Kupplungserfassungseinheit erfasst, dass der Betätigungsbetrag der Kupplungsbetätigungseinheit nicht kleiner als der vorbestimme Betätigungsbetrag ist, und (ii) wenn ein Zustand, in dem die Getriebestellungserfassungseinheit den Gang-Eingelegt-Zustand erfasst, in einen Zustand, in dem die Getriebestellungserfassungseinheit den Leerlaufzustand erfasst, umgeschaltet wird.

A vehicle of an exemplary embodiment of the present teaching can have the following feature:

• the control unit sets (designs) the first target power to be smaller than before (i) when a state in which the clutch detection unit detects that the operation amount of the clutch operation unit is smaller than the predetermined operation amount is switched to a state in which the clutch detection unit detects that the operation amount of the clutch operation unit is not less than the predetermined operation amount, and (ii) when a state in which the gear position detection unit detects the in-gear state changes to a state in which the gear position detection unit detects the neutral state detected, is switched.

In the cut-off state and the idling state, engine stalling is less likely to occur even if the output of the crankshaft is small. Further, in the first control, when the output of the crankshaft is large in the cut-off state or the idling state, the difference between the engine speed expected by the driver based on the operation amount of the accelerator operation unit and the actual speed is significant, and the driver inclines to feel weird.

According to the above configuration, the control unit decreases the first target power to be smaller than before (i) when a state in which the Clutch detection unit detects that the operation amount of the clutch operation unit is smaller than the predetermined operation amount, is switched to a state in which the clutch detection unit detects that the operation amount of the clutch operation unit is not smaller than the predetermined operation amount, and (ii) when a state in in which the gear position detecting unit detects the in-gear state is switched to a state in which the gear position detecting unit detects the neutral state. With this, in the first control, the difference between the engine speed expected by the driver based on the operation amount of the accelerator operation unit and the actual engine speed is reduced, with the result that the driver is less likely to feel strange.

• die Steuereinheit stellt die erste Zielleistung auf 0 ein, (I) wenn ein Zustand, in dem die Kupplungserfassungseinheit erfasst, dass der Betätigungsbetrag der Kupplungsbetätigungseinheit kleiner als der vorbestimmte Betätigungsbetrag ist, in einen Zustand, in dem die Kupplungserfassungseinheit erfasst, dass der Betätigungsbetrag der Kupplungsbetätigungseinheit nicht kleiner als der vorbestimmte Betätigungsbetrag ist, umgeschaltet wird, und (II) wenn ein Zustand, in dem die Getriebestellungserfassungseinheit den Gang-Eingelegt-Zustand erfasst, in einen Zustand, in dem die Getriebestellungserfassungseinheit den Leerlaufzustand erfasst, umgeschaltet wird.

A vehicle of an exemplary embodiment of the present teaching can have the following feature:

• the control unit sets the first target duty to 0, (I) when a state in which the clutch detection unit detects that the operation amount of the clutch operation unit is smaller than the predetermined operation amount to a state in which the clutch detection unit detects that the operation amount of the clutch operation unit is not less than the predetermined operation amount is switched, and (II) when a state in which the gear position detecting unit detects the in-gear state is switched to a state in which the gear position detecting unit detects the neutral state.

According to this configuration, the control unit sets the first target power to 0, (I) when a state in which the clutch detecting unit detects that the operation amount of the clutch operating unit is smaller than the predetermined operation amount, in a a state in which the clutch detecting unit detects that the operation amount of the clutch operation unit is not less than the predetermined operation amount is switched, and (II) when a state in which the gear position detecting unit detects the in-gear state is switched to a state in which the gear position detecting unit detects the neutral state. With this, the second control is performed without depending on the operation amount of the accelerator operation unit, and the difference between the engine speed expected by the driver based on the operation amount of the accelerator operation unit and the actual engine speed is small. Consequently, the driver is less likely to feel strange.

• die Steuereinheit stellt die erste Zielleistung auf 0 ein, wenn die Kupplungserfassungseinheit erfasst, dass der Betätigungsbetrag der Kupplungsbetätigungseinheit nicht kleiner als der vorbestimmte Betätigungsbetrag ist, und/oder die Getriebestellungserfassungseinheit den Leerlaufzustand erfasst, und
• die Steuereinheit stellt die erste Zielleistung auf die vorbestimmte Leistung ein, wenn der erste Erfassungszustand in den zweiten Erfassungszustand umgeschaltet wird, und dann ändert die Steuereinheit die erste Zielleistung nicht, während die Drehzahl des Motors, die durch die Drehzahlerfassungseinheit erfasst wird, nicht geringer als die Schwelle ist, und die Steuereinheit stellt die erste Zielleistung ein (gestaltet sie aus) , um größer als die vorbestimmte Leistung zu sein, wenn die Drehzahl des Motors, die durch die Drehzahlerfassungseinheit erfasst wird, geringer als die Schwelle wird.

A vehicle of an exemplary embodiment of the present teaching can have the following features:

• the control unit sets the first target duty to 0 when the clutch detection unit detects that the operation amount of the clutch operation unit is not less than the predetermined operation amount and/or the gear position detection unit detects the neutral state, and
• the control unit sets the first target power to the predetermined power when the first detection state is switched to the second detection state, and then the control unit does not change the first target power while the rotation speed of the engine detected by the rotation speed detection unit is not lower than that is threshold, and the control unit sets (designs) the first target power to be greater than the predetermined power when the rotation speed of the motor detected by the rotation speed detection unit becomes lower than the threshold.

In the suspended state or the idling state, the first target power is set to 0, and therefore the second control is performed without depending on the operation amount of the accelerator operation unit. For this reason, the difference between the engine speed expected by the driver based on the operation amount of the accelerator operation unit and the actual engine speed is small. Consequently, the driver is less likely to feel strange.

Further, the first target horsepower is set to the predetermined horsepower when the first detection state is switched to the second detection state, and then the first target horsepower is unchanged when the rotational speed of the engine is not less than the threshold, and the first target horsepower is set (designed ) to be greater than the predetermined power when the engine speed becomes lower than the threshold. This makes it possible to obtain the effects of claim 1.

• das Fahrzeug ist ein Spreizsitzfahrzeug.

A vehicle of an exemplary embodiment of the present teaching can have the following feature:

• the vehicle is a spreader seat vehicle.

Split seat vehicles have a wider range of engine speeds than automobiles. Furthermore, straddle-seat vehicles have less inertia around a crankshaft on than automobiles. The inertia around the crankshaft indicates the inertia of each of the crankshaft, a clutch and an attachment provided between the crankshaft and the clutch. An example of the attachment provided between the crankshaft and the clutch is a flywheel. For these reasons, straddle seat vehicles are more likely to experience engine stall than automobiles. In addition, straddle seat vehicles are typically more structurally constrained than automobiles. For this reason, in straddle seat vehicles, it is very important to control a power unit in the manner described above in order to reduce the restriction on the structure required for suppressing engine stall while suppressing the occurrence of engine stall.

In the present teaching and exemplary embodiments, a vehicle is, for example, an automobile or a spreader seat vehicle. The straddle-seat vehicle includes all types of vehicles in which a rider (rider) rides in a saddle-seated manner. The spreader seat vehicle can, but does not have to, have a wheel. The straddle seat vehicle may include a motorcycle, a motor tricycle, an all-terrain vehicle (ATV), a snowmobile, and a personal watercraft. The motorcycle may include a scooter, a motor-equipped bicycle, a moped, and so on.

In the present teaching and embodiments, a fuel of the engine includes gasoline, alcohol, a mixture of gasoline and alcohol, and light oil. The engine can be a four-stroke engine or a two-stroke engine. The engine may or may not have a canister. The motor may or may not have a forced induction device. The forced induction device may be a turbocharger or a supercharger. The engine may be a single cylinder engine with one combustion chamber or a multi-cylinder engine with multiple combustion chambers. The arrangement of the cylinders (combustion chambers) in the multi-cylinder engine is not particularly limited. The number of throttle valves in the engine can be one regardless of the number of cylinders. The engine may have a throttle valve for each cylinder.

In the present teaching and embodiments, a power unit includes a motor and is configured to switch between a state of changing the power of a crankshaft according to an operation amount of an accelerator operation unit and a state of changing the power of the crankshaft under the control of a control unit regardless of the operation amount of the accelerator operation unit to be able to switch. For example, the motor may be an electronic throttle valve configured to be able to switch between a state of changing the opening degree according to the operation amount of the accelerator operation unit and a state of changing the opening degree under the control of the control unit regardless of the operation amount of the accelerator operation unit. Alternatively, the engine may have, for example, (i) a mechanical throttle valve or an electronic throttle valve with an opening degree that is variable according to an operation amount of the accelerator operation unit, and (ii) an idle speed control valve with an opening degree that is variable under the control of a control unit. In the first control, the control unit controls the opening degree of the idle speed throttle valve such that the output of the crankshaft is adjusted (configured) to be an output corresponding to the first target output that is set without depending on an operation amount of the accelerator operation unit. The power unit need not include the idle speed control valve. Alternatively, the power unit may include, for example, (i) a motor having a mechanical throttle valve or an electronic throttle valve with an opening degree variable according to an operation amount of the accelerator operation unit, and (ii) an electric motor. In the first control, the control unit may drive the electric motor such that the power of the crankshaft is adjusted (designed) to be power corresponding to the first target power. This electric motor can be provided to provide torque between the engine and the clutch. For example, the electric motor may be a starter (starter motor) with an electric generator function connected to the crankshaft of the engine. If the vehicle has a drive wheel, the electric motor may be provided to provide torque between the clutch and the drive wheel. The electric motor can be driven while the engine is not driven. In other words, the vehicle may be a parallel hybrid vehicle. The power unit need not include an electric motor that increases power to the crankshaft while the engine is being driven. If the vehicle has a drive wheel, the power unit need not have an electric motor from which torque is supplied to the drive wheel.

In the present teaching and embodiments, the accelerator operation unit is, for example, a throttle grip when the vehicle is a straddle vehicle. Alternatively, the accelerator operation unit is, for example, a Accelerator pedal when the vehicle is an automobile. In the present teaching and exemplary embodiments, a clutch operating unit is, for example, a clutch lever when the vehicle is a straddle seat vehicle. Alternatively, the clutch operating unit is, for example, a clutch pedal when the vehicle is an automobile.

In the present teaching and embodiments, the clutch sensing unit is, for example, a clutch switch configured to output a signal indicating whether an operation amount of the clutch operation unit is smaller than a predetermined operation amount. When the operation amount of the clutch operation unit is equal to or larger than the predetermined operation amount, the clutch switch outputs an on signal. When the operation amount of the clutch operation unit is smaller than the predetermined operation amount, the clutch switch outputs an off signal.

In the present teachings and embodiments, the clutch sensing unit may include a sensor configured to sense the rate of torque transfer through the clutch. The sensor configured to detect the rate of torque transmission through the clutch is, for example, an oil pressure sensor cited in Patent Literature 1. Alternatively, in the present teachings and embodiments, the clutch sensing unit need not include a sensor configured to sense the rate of torque transfer through the clutch.

In the present teachings and embodiments, the clutch operating unit may have a play range, and the predetermined operating amount may be an operating amount of the clutch operating unit that falls within the play range. In other words, the predetermined operation amount may be larger than an operation amount with which the clutch is switched from the connected state to the disconnected state. In this case, when the clutch operating unit is operated so that the clutch is switched from the disconnected state to the connected state, the clutch is switched from the disconnected state to the connected state after a state in which the operating amount of the clutch operating unit, which is clutch detection unit is equal to or larger than the predetermined operation amount, to a state in which the operation amount of the clutch operation unit detected by the clutch operation unit is smaller than the predetermined operation amount is switched. In the present teaching and embodiments, when the clutch operating unit has a play range, the predetermined operating amount may be identical to the operating amount with which the clutch is switched from the connected state to the disconnected state.

In the present teaching and embodiments, a sentence "a gear position detecting unit detects a neutral state" indicates that a gear position detecting unit detects that a multi-stage transmission is in a neutral state. When the gear position detecting unit detects an in-gear position, the gear position detecting unit detects that the multi-stage transmission is in an in-gear position.

In the present teachings and embodiments, the vehicle may include a shift operation unit that is operated by the driver to change the gear position of the multi-speed transmission. The multi-speed transmission can be designed such that the gear position is changed based on an operation of a shift operation unit. Alternatively, the multi-speed gearbox can be designed such that the gearbox position is changed under the control of a control unit.

In the present teaching and embodiments, when the power unit does not have an electric motor, the power of the crankshaft is the power generated in the crankshaft by driving the engine.

In the present teachings and embodiments, when the power unit includes an electric motor and the electric motor is not driven, the power of the crankshaft is the power generated in the crankshaft by driving the motor.

In the present teaching and embodiments, when the power unit has an electric motor provided either between the clutch and the multi-speed transmission or between the multi-speed transmission and a part to which torque is transmitted from the multi-speed transmission of the vehicle, and the clutch in the cut-off condition, the power of the crankshaft is the power generated in the crankshaft by driving the motor. The part to which the torque is transmitted from the multi-speed transmission of the vehicle may be a drive shaft that transmits the torque to a drive wheel when the vehicle has the drive wheel.

In the present teaching and embodiments, when the power unit has an electric motor provided upstream of the clutch in the direction of torque transmission from the engine, and the electric motor is driven, the output of the crankshaft is the output generated in the crankshaft by the Driving the engine and driving the electric motor is generated.

In the present teachings and embodiments, when the power unit has an electric motor provided either between the clutch and the multi-speed gearbox or between the multi-speed gearbox and a part to which torque is transmitted from the multi-speed gearbox of the vehicle, the electric motor is driven and the clutch is in the connected state, the power of the crankshaft is the power generated in the crankshaft by driving the engine and driving the electric motor.

In the present teaching and embodiments, the first target power is set to a power of the crankshaft required to suppress generation of engine stall. In other words, when the output of the crankshaft is equal to or greater than the first target output, engine stall is unlikely to occur. In the present teaching and embodiments, the power corresponding to the first target power indicates the power of the crankshaft when the power unit is controlled such that the power of the crankshaft is identical to the first target power. The performance corresponding to the first target performance may be identical to the first target performance or slightly different from the first target performance.

In the present teaching and embodiments, the first target power that is set to suppress generation of the engine stall can be set directly. Alternatively, for example, the first target power may be set indirectly in such a manner that the operation amount of the accelerator operation unit is set according to the first target power. Alternatively, for example, the first target performance may be set indirectly in such a manner that the degree of operation of the throttle valve is adjusted in accordance with the first target performance.

In the present teaching and embodiments, a first detection state is switched to a second detection state when, for example, the vehicle starts in the stopped state or the vehicle running in the idling state accelerates. Such driving in the neutral state is referred to as coasting.

In the present teachings and embodiments, the predetermined power is a power that when the rate of torque transfer through the clutch is increased while maintaining the power of the crankshaft at the predetermined power, the speed of the engine may be less than a threshold. For this reason, the predetermined capacity is smaller than the capacity of the crankshaft at which, even if the rate of torque transmission through the clutch is increased while maintaining the capacity of the crankshaft, the engine speed does not become lower than a threshold.

In the present teaching and embodiments, setting the first target power to a predetermined power greater than before includes a case where the first target power, which was set to a power greater than 0, is set to a larger predetermined power, and a case where the first target power, which was set to 0, is set to a predetermined power greater than 0. In this regard, for example, the control unit can set the first target power directly to the predetermined power greater than before. Alternatively, for example, the control unit may indirectly set the first target power to a predetermined power larger than before by setting the operation amount of the accelerator operation unit corresponding to the first target power to an operation amount larger than before. Alternatively, for example, the control unit may indirectly set the first target horsepower to the predetermined horsepower larger than before by adjusting the opening degree of the throttle valve to an opening degree larger than before in accordance with the first target horsepower.

In the present teaching and embodiments, the second target horsepower is a horsepower of the crankshaft that is set according to an accelerator operation amount. The second target output is set (designed) to increase as the operation amount of the accelerator operation unit increases when the torque transmission rate of the clutch remains the same. In this regard, when the power unit includes an electric motor, the second target power is set (designed) to increase as the operation amount of the accelerator operation unit increases when the electric motor is not driven and the rate of torque transmission through the clutch remains the same. When the power unit has an idle speed control valve, the second target power is set (designed) to increase when the operation amount of the accelerator operation unit increases when the opening degree of the idle speed control valve remains the same and the rate of torque transmission through the clutch remains the same. The accelerator operation unit typically has a backlash range in which a change in the operation amount is not reflected by the output of the crankshaft. When the accelerator operating unit starts to be operated, the accelerator operating unit is operated in the game area and then operated outside the game area. Outside the play range is a range in which a change in the amount of operation is reflected in the output of the crankshaft. When the accelerator operating unit has the play range described above, the second target power is set (designed) to increase as the operating amount of the accelerator operating unit increases when the rate of torque transmission through the clutch remains the same and the operating amount of the accelerator operating unit is outside the play range . In the present teaching and embodiments, the power corresponding to the second target power indicates the power of the crankshaft when the power unit is controlled such that the power of the crankshaft is identical to the second target power. The performance corresponding to the second target performance may be identical to the second target performance or may differ slightly from the second target performance.

In the present teachings and embodiments, gradually increasing the first target power includes incrementally increasing the first target power and continuously increasing the first target power.

In the present teachings and embodiments, a vehicle-speed-related-information acquiring unit may acquire, as information related to the vehicle speed, the vehicle speed per se or information other than the vehicle speed. For example, the vehicle speed related information acquiring unit may acquire information related to the vehicle speed through the use of a GNSS (Global Navigation Satellite System). Alternatively, the vehicle-speed-related information acquiring unit may acquire, for example, the rotating speed of the wheel when the vehicle has one wheel.

In the present teaching and embodiments, the predetermined vehicle speed may be a vehicle speed that the vehicle reaches after the clutch switches to a fully-connected state under the first control, or may be a vehicle speed that the vehicle reaches when the clutch is under the first controller is in a semi-connected state. The fully connected state is a state in which the rate of torque transmission through the clutch is at the maximum. The semi-connected state is a condition in which the rate of torque transfer through the clutch is greater than zero but less than the rate of torque transfer in the fully connected state.

In the present teachings and embodiments, decreasing the first target power to be less than before includes decreasing the first target power to be less than before in a range greater than 0, and decreasing the first target power to 0 for example, the control unit directly adjust the first target power to be smaller than before. Alternatively, for example, the control unit may indirectly set the first target power to be smaller than before by setting the operation amount of the accelerator operation unit corresponding to the first target power to an operation amount smaller than before. Alternatively, for example, the control unit may indirectly set the first target performance to be smaller than before by adjusting the opening degree of the throttle valve to an opening degree smaller than before according to the first target performance.

In the present teaching and embodiments, while the first target power is set to 0 as described above, the second target power is always equal to or greater than the first target power, and the second control is performed.

In the present teachings and embodiments, gradually decreasing the first target power includes incrementally decreasing the first target power and continuously decreasing the first target power.

In the present teachings and embodiments, the vehicle may include a shift operation unit that is operated by the driver to change the gear position of the multi-speed transmission. In the present teaching and embodiments, a timing when the gear position detecting unit is switched from a state of detecting the in-gear state to a state of detecting the neutral state may be a timing when the in-gear state as a result an actuation of the shift actuator unit is switched to the idle state by the driver.

In the present teachings and embodiments, the multi-speed transmission can also be configured such that the transmission position is switched under the control of the control unit. In the present teaching and embodiments, the timing at which the gear position detecting unit is switched from a state of detecting the in-gear state to a state of detecting the neutral state may be a timing at which the in-gear state is under the control the control unit is switched to the idle state.

• (A1) Während die Beschleunigerbetätigungseinheit nicht betätigt wird, wird das Mehrstufengetriebe von dem Leerlaufzustand in den Gang-Eingelegt-Zustand umgeschaltet und der Betätigungsbetrag der Kupplungsbetätigungseinheit wird allmählich von dem maximalen Betätigungsbetrag verringert. Wenn der Betätigungsbetrag der Kupplungsbetätigungseinheit gleich einem gegebenen Betätigungsbetrag wird, ist die Leistung als ein Ergebnis der Verbrennung in der Verbrennungskammer groß.
• (A2) Danach wird die Drehzahl des Motors beispielsweise durch ein Erhöhen der Rate der Drehmomentübertragung durch die Kupplung durch ein Betätigen der Kupplungsbetätigungseinheit gesenkt. Wenn die Drehzahl des Motors gleich oder höher als ein vorbestimmter Wert ist, bleibt die Leistung als ein Ergebnis der Verbrennung in der Verbrennungskammer unverändert. Wenn die Drehzahl des Motors gesenkt wird, um kleiner als der vorbestimmte Wert zu sein, ist die Leistung als ein Ergebnis der Verbrennung in der Verbrennungskammer groß.

For example, when the power unit does not have an electric motor, it is assumed that the control recited in claim 1 is performed when both of the conditions (A1) and (A2) described below are satisfied.

• (A1) While the accelerator operating unit is not operated, the multi-stage transmission is switched from the neutral state to the in-gear state, and the operating amount of the clutch operating unit is gradually reduced from the maximum operating amount. When the operating amount of the clutch operating unit becomes equal to a given operating amount, output is large as a result of combustion in the combustion chamber.
• (A2) Thereafter, the speed of the engine is decreased by, for example, increasing the rate of torque transmission through the clutch by operating the clutch actuator. When the engine speed is equal to or higher than a predetermined value, the output remains unchanged as a result of combustion in the combustion chamber. When the engine speed is lowered to be lower than the predetermined value, the output is large as a result of combustion in the combustion chamber.

It should be noted that the output as a result of combustion in the combustion chamber is calculated based on, for example, the pressure in the combustion chamber of the existing engine obtained from a detection result of a pressure sensor of the engine and the crankshaft angle obtained from a detection result of the existing Angle sensor is obtained is calculated.

• (B1) Während die Beschleunigerbetätigungseinheit nicht betätigt wird, wird das Mehrstufengetriebe von dem Leerlaufzustand in den Gang-Eingelegt-Zustand umgeschaltet und der Betätigungsbetrag der Kupplungsbetätigungseinheit wird allmählich von dem maximalen Betätigungsbetrag verringert. Wenn der Betätigungsbetrag der Kupplungsbetätigungseinheit gleich einem gegebenen Betätigungsbetrag wird, wird zumindest entweder der Öffnungsgrad eines Drosselventils oder ein Zündzeitpunkt einer Zündkerze variiert, so dass die Leistung der Kurbelwelle erhöht wird.
• (B2) Danach wird die Drehzahl des Motors beispielsweise durch Erhöhen der Rate der Drehmomentübertragung durch die Kupplung durch Betätigen der Kupplungsbetätigungseinheit erhöht. Während die Drehzahl des Motors gleich oder höher als ein vorbestimmter Wert ist, sind sowohl der Öffnungsgrad des Drosselventils als auch der Zündzeitpunkt der Zündkerze unverändert. Wenn die Drehzahl des Motors gesenkt wird, um geringer als der vorbestimmte Wert zu sein, wird zumindest entweder der Öffnungsgrad des Drosselventils oder der Zündzeitpunkt der Zündkerze variiert, so dass die Leistung der Kurbelwelle erhöht wird.

For example, when the power unit does not have an idle speed control valve and an electric motor, it is assumed that the control recited in claim 1 is performed when both of the conditions (B1) and (B2) described below are satisfied.

• (B1) While the accelerator operating unit is not operated, the multi-stage transmission is switched from the neutral state to the in-gear state, and the operating amount of the clutch operating unit is gradually reduced from the maximum operating amount. When the operating amount of the clutch operating unit becomes equal to a given operating amount, at least one of an opening degree of a throttle valve and an ignition timing of a spark plug is varied, so that the output of the crankshaft is increased.
• (B2) Thereafter, the speed of the engine is increased, for example, by increasing the rate of torque transmission through the clutch by operating the clutch actuator. While the engine speed is equal to or higher than a predetermined value, both the opening degree of the throttle valve and the ignition timing of the spark plug are unchanged. When the engine speed is lowered to be lower than the predetermined value, at least one of the opening degree of the throttle valve and the ignition timing of the spark plug is varied so that the output of the crankshaft is increased.

The opening degree of the throttle valve can be detected by an opening degree sensor provided in the existing engine. The ignition timing of the spark plug can be obtained based on a signal for controlling the spark plug.

• (C1) Während die Beschleunigerbetätigungseinheit nicht betätigt wird, wird das Mehrstufengetriebe von dem Leerlaufzustand in den Gang-Eingelegt-Zustand umgeschaltet und der Betätigungsbetrag der Kupplungsbetätigungseinheit wird allmählich von dem maximalen Betätigungsbetrag verringert. Wenn der Betätigungsbetrag der Kupplungsbetätigungseinheit gleich einem gegebenen Betätigungsbetrag wird, wird zumindest entweder der Öffnungsgrad des Drosselventils, der Öffnungsgrad des Leerlaufdrehzahlsteuerventils oder der Zündzeitpunkt der Zündkerze variiert, so dass die Leistung des Motors erhöht wird.
• (C2) Danach wird die Drehzahl des Motors beispielsweise durch Erhöhen der Rate der Drehmomentübertragung durch die Kupplung durch ein Betätigen der Kupplungsbetätigungseinheit gesenkt. Während die Drehzahl des Motors gleich oder höher als ein vorbestimmter Wert ist, sind sowohl der Öffnungsgrad des Drosselventils, der Öffnungsgrad des Leerlaufdrehzahlsteuerventils als auch der Zündzeitpunkt der Zündkerze unverändert. Wenn die Drehzahl des Motors auf weniger als den vorbestimmten Wert gesenkt wird, wird zumindest entweder der Öffnungsgrad des Drosselventils, der Öffnungsgrad des Leerlaufdrehzahlsteuerventils oder der Zündzeitpunkt der Zündkerze variiert, so dass die Leistung der Kurbelwelle erhöht wird.

For example, when the power unit does not have an electric motor but has an idle speed control valve, it is assumed that the control recited in claim 1 is performed when both of the conditions (C1) and (C2) described below are satisfied.

• (C1) While the accelerator operating unit is not operated, the multi-stage transmission is switched from the neutral state to the in-gear state, and the operating amount of the clutch operating unit is gradually reduced from the maximum operating amount. When the operating amount of the clutch operating unit becomes equal to a given operating amount, at least one of the opening degree of the throttle valve, the opening degree of the idle speed control valve, and the ignition timing of the spark plug is varied so that the output of the engine is increased.
• (C2) Thereafter, the speed of the engine is decreased by, for example, increasing the rate of torque transmission through the clutch by operating the clutch actuator. While the rotational speed of the engine is equal to or higher than a predetermined value, each of the opening degree of the throttle valve, the opening degree of the idle speed control valve and the ignition timing of the spark plug are unchanged. When the engine speed is decreased to less than the predetermined value, at least one of the throttle valve opening degree, the idle speed control valve opening degree, and the ignition timing of the spark plug is varied so that the output of the crankshaft is increased.

The opening degree of the idle speed control valve can be detected by an opening degree sensor provided in the existing engine.

• (D1) Während die Beschleunigerbetätigungseinheit nicht betätigt wird, wird das Mehrstufengetriebe von dem Leerlaufzustand in den Gang-Eingelegt-Zustand umgeschaltet und der Betätigungsbetrag der Kupplungsbetätigungseinheit wird allmählich von dem maximalen Betätigungsbetrag verringert. Wenn der Betätigungsbetrag der Kupplungsbetätigungseinheit gleich einem gegebenen Betätigungsbetrag wird, wird zumindest entweder die Leistung aufgrund der Verbrennung in der Verbrennungskammer oder die Leistung des Elektromotors erhöht.
• (D2) Danach wird die Drehzahl des Motors beispielsweise durch Erhöhen der Rate der Drehmomentübertragung durch die Kupplung durch Betätigen der Kupplungsbetätigungseinheit verringert. Wenn die Drehzahl des Motors gleich oder höher als ein vorbestimmter Wert ist, bleiben die Leistung als ein Ergebnis der Verbrennung in der Verbrennungskammer und die Leistung des Elektromotors unverändert. Wenn die Drehzahl des Motors auf weniger als den vorbestimmten Wert gesenkte wird, ist zumindest entweder die Leistung als ein Ergebnis der Verbrennung in der Verbrennungskammer oder die Leistung des Elektromotors groß.

When the power unit comprises an electric motor provided between the engine and the clutch, between the clutch and the multi-speed gearbox, or between the multi-speed gearbox and a part to which torque is transmitted from the multi-speed gearbox of the vehicle, it is assumed that the Claim 1 mentioned control is performed when both conditions (D1) and (D2) described below are met.

• (D1) While the accelerator operation unit is not operated, the multi-stage transmission is switched from the neutral state to the in-gear state, and the operation amount of the clutch operation unit is gradually reduced from the maximum operation amount. When the operation amount of the clutch operation unit becomes equal to a given operation amount, at least one of the output due to combustion in the combustion chamber and the output of the electric motor is increased.
• (D2) Thereafter, the speed of the engine is reduced by, for example, increasing the rate of torque transmission through the clutch by operating the clutch actuator. When the engine speed is equal to or higher than a predetermined value, the output as a result of combustion in the combustion chamber and the output of the electric motor remain unchanged. When the engine speed is reduced to less than the predetermined value, at least either the output as a result of combustion in the combustion chamber or the output of the electric motor is large.

A non-change in the output of the electric motor and an increase in the output of the electric motor can be detected based on, for example, a control signal by which the electric motor is controlled.

• (E1) Während die Beschleunigerbetätigungseinheit nicht betätigt wird, wird das Mehrstufengetriebe von dem Leerlaufzustand in den Gang-Eingelegt-Zustand umgeschaltet und der Betätigungsbetrag der Kupplungsbetätigungseinheit wird allmählich von dem maximalen Betätigungsbetrag verringert. Wenn der Betätigungsbetrag der Kupplungsbetätigungseinheit gleich einem gegebenen Betätigungsbetrag wird, wird zumindest entweder der Öffnungsgrad des Drosselventils, der Zündzeitpunkt der Zündkerze, oder die Leistung des Elektromotors variiert, so dass die Leistung der Kurbelwelle erhöht wird.
• (E2) Danach wird die Drehzahl des Motors gesenkt, indem beispielsweise die Rate der Drehmomentübertragung durch die Kupplung durch Betätigen der Kupplungsbetätigungseinheit erhöht wird. Während die Drehzahl des Motors gleich oder höher als ein vorbestimmter Wert ist, sind sowohl der Öffnungsgrad des Drosselventils, der Zündzeitpunkt der Zündkerze und die Leistung des Elektromotors unverändert. Wenn die Drehzahl des Motors auf weniger als den vorbestimmten Wert sinkt, wird zumindest entweder der Öffnungsgrad des Drosselventils, der Zündzeitpunkt der Zündkerze, oder die Leistung des Elektromotors variiert, so dass die Leistung der Kurbelwelle erhöht wird.

When the power unit comprises an electric motor provided between the engine and the clutch, between the clutch and the multi-speed gearbox, or between the multi-speed gearbox and a part to which torque is transmitted from the multi-speed gearbox of the vehicle, it is assumed that the Claim 1 mentioned control is performed when both conditions (E1) and (E2) described below are met.

• (E1) While the accelerator operating unit is not operated, the multi-stage transmission is switched from the neutral state to the in-gear state, and the operating amount of the clutch operating unit is gradually reduced from the maximum operating amount. When the operating amount of the clutch operating unit becomes equal to a given operating amount, at least one of the opening degree of the throttle valve, the ignition timing of the spark plug, and the output of the electric motor is varied so that the output of the crankshaft is increased.
• (E2) Thereafter, the speed of the engine is lowered, for example, by increasing the rate of torque transmission through the clutch by operating the clutch actuator. While the engine speed is equal to or higher than a predetermined value, the opening degree of the throttle valve, the ignition timing of the spark plug and the output of the electric motor are all unchanged. When the engine speed decreases to less than the predetermined value, at least one of the opening degree of the throttle valve, the ignition timing of the spark plug, and the output of the electric motor is varied so that the output of the crankshaft is increased.

In the present teaching and exemplary embodiments, at least one of the multiple options includes all conceivable combinations of the options. At least one of multiple options can be one of the options, some of the options, or all of the options. For example, at least one of A, B, or C indicates A only, B only, C only, A and B, A and C, B and C, or A, B, and C.

In the present teaching and embodiments, A and/or B indicates A but not B, B but not A, or A and B.

In the claims, when the number of a constituent feature is not clearly specified and the constituent feature is expressed in a singular form, the number of the constituent feature may be more than one in the present teaching. In the present teaching, the number of constituent features may be exactly one.

In the present teachings and embodiments, the terms "including," "having," "comprising," and derivatives thereof are used to include not only the enumerated items and equivalents thereof, but additional items.

Unless otherwise defined, all terms (technical and scientific terms) used in this specification and claims have meanings as understood by those skilled in the technical field to which this teaching pertains. Terms, such as those defined in commonly used dictionaries, are to be interpreted as having a meaning consistent with their meaning in the context of the related art and the present disclosure and are not in an idealized or excessive manner to interpret it in a formal sense.

In this specification, the term "may" is non-exclusive. The phrase "may" may indicate "may but need not". As used herein, "may" implicitly includes "does (or has) not". In this specification, an embodiment explained by the use of the expression "may" has at least the above-described effects of the embodiment according to claim 1.

Before describing in detail exemplary embodiments of the present teachings, it should be understood that the present teachings are not limited to the details of construction and arrangement of components set forth in the following description or shown in the drawings. The present teaching is also applicable to embodiments other than the embodiments described later. The present teaching may be implemented as an embodiment other than the embodiment described below.

[Beneficial Effects]

The vehicle of the present teaching is configured such that a structure required for suppressing engine stall is less restricted but engine stall is successfully suppressed.

character list

• 1 is intended to describe a vehicle of a first embodiment.
• 2 14 is a flowchart of the process flow for executing first control and second control based on the magnitude relationship between the first target power and the second target power in a vehicle of a second embodiment.
• 3(a) is provided to describe a vehicle of a third embodiment. 3(b) 14 is a flowchart of the process flow of setting a first target power in the third embodiment.
• 4(a) until 4(c) are provided to explain an example of a change in the first target power due to reasons such as changes in engine speed and vehicle speed in the third embodiment. 4(a) shows changes in engine speed. 4(b) shows changes in vehicle speed. 4(c) 12 shows changes in a parameter indicative of states of a gear position detecting unit and a clutch detecting unit. 4(d) shows changes in a first target performance.
• 5 is provided to describe a motor unit of a fourth embodiment.
• 6 is provided to describe a motor unit of a fifth embodiment.
• 7 is provided to describe a vehicle of a sixth embodiment.
• 8th is provided to describe a vehicle of a seventh embodiment.
• 9 is intended to describe a straddle seat vehicle of an eighth embodiment.

[Description of Embodiments]

<First embodiment>

A vehicle 1 of the first embodiment of the present teaching is made with reference to FIG 1 described.

As in 1 As shown, the vehicle 1 of the first embodiment has a power unit 11, an accelerator operation unit 12, a clutch actuation unit 13 and a control unit 14.

The power unit 11 has a motor 21 , a multi-stage transmission 22 and a clutch 23 . In the power unit 11, torque is generated in a crankshaft 21a of the engine 21. FIG. In the power unit 11, the torque from the crankshaft 21a of the engine 21 can be transmitted to the multi-speed transmission 22 through the clutch 23. The torque transmitted from the crankshaft 21a of the engine 21 to the multi-speed transmission 22 is transmitted to, for example, an axle shaft to which a drive wheel is attached when the vehicle 1 has the drive wheel. The clutch 23 is in either a connected state in which torque is transmittable or a cut-off state in which torque transmission is cut off. The clutch 23 changes the rate of torque transfer from the engine 21 to the multi-speed transmission 22. In the connected state, the clutch 23 can change the rate of torque transfer. A change in the rate of torque transmission through the clutch 23 includes a change in the rate of torque transmission from the rate of more than 0 transmission to 0 by switching the connected state to the cut-off state, and a change in the rate of torque transmission from 0 to one Transmission rate higher than 0 by switching disconnected state to connected state. The clutch operating unit 13 is operated by a driver of the vehicle 1 to change the rate of torque transmission through the clutch 23 . The accelerator operation unit 12 is operated by the driver of the vehicle 1 to change the output of the crankshaft 21a.

The vehicle 1 has a rotation speed detection unit 21 b provided on the engine 21 . The rotation speed detection unit 21 b is configured to detect the rotation speed of the motor 21 and output a signal representing the rotation speed of the motor 21 to the control unit 14 . The rotational speed of the engine 21 indicates the number of revolutions of the crankshaft 21a per unit time.

The vehicle 1 has a gear position detection unit 22a provided on the multi-stage transmission 22 . The gear position detection unit 22a is configured to detect the gear position of the multi-stage transmission 22 and to output a signal representing the gear position to the control unit 14 . The gear position of the multi-speed transmission 22 is either a neutral position or a position other than neutral, such as first gear or second gear. When the gear position is neutral, the multi-speed transmission 22 is in a neutral state. When the gear position is a position other than neutral, the multi-speed transmission 22 is in an in-gear state. The gear position detection unit 22a is able to detect whether the multi-speed transmission 22 is in the neutral state or in the in-gear state.

The vehicle 1 has a clutch detection unit 13a provided on the clutch operating unit 13 . The clutch detection unit 13a interacts with the clutch actuation unit 13 . The clutch detection unit 13a is configured to detect whether an operation amount of the clutch operation unit 13 is smaller than a predetermined operation amount, which is an operation amount with which the clutch 23 is switched from the connected state to the disconnected state, and to output a signal that represents the detection result. For example, when the operation amount of the clutch operation unit 13 is smaller than the predetermined operation amount, the clutch detection unit 13a outputs an off signal, and when the operation amount of the clutch operation unit 13 is equal to or more than the predetermined operation amount, the clutch detection unit 13a outputs an on signal . In this case, when the clutch 23 is switched from the disconnected state to the connected state as a result of an operation of the clutch actuator 13, after the signal output from the clutch detecting unit 13a is switched from the on signal to the off signal, the clutch 23 can be switched from the disconnected state to the connected state, so that the transmission of torque from the crankshaft 21a of the engine 21 to the multi-speed transmission 22 starts. In other words, immediately before the start of torque transmission from the engine 21 to the multi-speed transmission 22 through the clutch 23, the signal output from the clutch detection unit 13a can be switched from the on signal to the off signal.

The control unit 14 is configured to control the power unit 11 . The control unit 14 performs a first control by which the power unit 11 is controlled so that the power of the crankshaft 21a of the engine 21 is adjusted (designed) to be a power corresponding to the first target power Y1 required for suppressing the occurrence of engine stall is set regardless of an operation amount of the accelerator operation unit 12.

The control unit 14 sets the first target power Y1 by, for example, performing a process according to a flowchart shown in FIG 1 is shown, a. More specifically, to begin with, the control unit 14 determines in a step S101 whether the gear position detecting unit 22a detects the in-gear state. When the gear position detecting unit 22a detects the neutral state (NO in step S101), the control unit repeats the determination of step S101.

When the gear position detecting unit 22a detects the in-gear state (YES in the step S101), the control unit 14 determines in a step S102 whether a state in which the clutch detecting unit 13a detects that the operating amount of the clutch operating unit 13 is not smaller than the predetermined one operation amount has been switched to a state in which the clutch detection unit 13a detects that an operation amount of the clutch operation unit 13 is smaller than the predetermined operation amount.

When the clutch detection unit 13a detects that the operation amount of the clutch operation unit 13 is not less than the predetermined operation amount (NO in step S102), the control unit 14 returns to step S101.

When the state in which the clutch detection unit 13a detects that the operation amount of the clutch operation unit 13 is not smaller than the predetermined operation amount, switched to the state in which the clutch detection unit 13a detects that the operation amount of the clutch operation device 13 is smaller than the predetermined operation amount (YES in the step 102), the control unit 14 sets the first target horsepower Y1 to a predetermined horsepower Ys larger than before in a step S103 based on neither the rate of torque transmission through the clutch 23 nor the operation amount of the accelerator operating unit 12. Note that step S102 may be performed before step S101. In the first embodiment, a state in which the clutch detecting unit 13a detects that the operation amount of the clutch operating unit 13 is not smaller than the predetermined operation amount and/or the gear position detecting unit 22a detects the neutral state is a first detection state. Further, a state in which the gear position detection unit 22a detects the in-gear state and the clutch detection unit 13a detects that the operation amount of the clutch operation unit 13 is smaller than the predetermined operation amount is a second detection state. In the first embodiment, the first target power Y1 is set to the predetermined power Ys when the first detection state is switched to the second detection state.

Subsequently, in a step S104, the control unit 14 determines whether the rotational speed K of the engine detected by the rotational speed detection unit 21b is lower than a threshold K0. When the rotational speed K of the engine detected by the rotational speed detection unit 21b is not less than the threshold K0 (NO in step S104), the control unit 14 repeats the determination of step S104. In other words, while the rotation speed K of the motor detected by the rotation speed detection unit 21b is not lower than the threshold K0, the control unit 14 does not change the first target power Y1.

When the rotational speed K of the engine detected by the rotational speed detecting unit 21b becomes lower than the threshold K0 (YES in step S104), the control unit 14 increases the first target power Y1 by Δ1 in step S105, and then jumps to step S105 S104 back.

<Second embodiment>

A vehicle 1 of the second embodiment of the present teaching is made with reference to FIG 2 described. The second embodiment includes all features of the first embodiment. In the second embodiment, the control unit 14 starts a process according to a flowchart shown in FIG 2 is shown when the engine 21 enters an idling state and continues the process of the flowchart while the engine 21 is being driven.

More specifically, in a step S201, the control unit 14 determines whether the first target power Y1 is larger than a second target power Y2, which increases as the operation amount of the accelerator operation unit 12 increases.

When the first target power Y1 is larger than the second target power Y2 (YES in step S201), the control unit 14 performs the first control in step S202.

When the second target power Y2 is equal to or greater than the first target power Y1 (NO in step S201), the control unit 14 performs a second control in a step S203, in which the control unit 11 is controlled such that the power of the crankshaft 21 a is set (designed) to be the power corresponding to the second target power Y2.

<Third embodiment>

A vehicle 1 of the third embodiment of the present teaching is made with reference to FIG 3(a) and 3(b) described. The third embodiment includes all features of the first embodiment and the second embodiment.

As in 3(a) 1, the vehicle 1 of the third embodiment has a vehicle-speed-related information acquisition unit 31 . The vehicle-speed-related information acquisition unit 31 is configured to acquire information related to the vehicle speed of the vehicle 1 and to output a signal representing the information to the control unit 14 . When the vehicle 1 has one wheel, the vehicle-speed-related-information acquiring unit 31 acquires the speed of the wheel as the information related to the vehicle speed, and outputs a signal representing the speed of the wheel to the control unit 14 out. The speed of the wheel indicates the number of rotations of the wheel per unit time. The control unit 14 is able to calculate the vehicle speed from the rotational speed of the wheel represented by a signal supplied from the vehicle-speed-related information acquisition unit 31 and the diameter of the wheel recorded in advance .

In the third embodiment, the control unit 14 sets the first target power Y1 by performing a process according to a flowchart shown in FIG 3(b) shown is performed. The control unit 14 starts the process according to the flowchart shown in 3(b) is shown when the engine 21 starts and continues the process of the flowchart of FIG 3(b) continues while the motor 21 is driven.

The following is the flowchart of 3(b) explained. The control unit 14 determines whether the gear position detecting unit 22a detects the in-gear state in a step S301. When the gear position detecting unit 22a detects the neutral state (NO in the step S301), the control unit 14 jumps to a step S303. When the gear position detecting unit 22a detects the in-gear state (YES in the step S301), the control unit 14 determines in a step S302 whether a state in which the clutch detecting unit 13a detects that the operating amount of the clutch operating unit 13 is not smaller than the predetermined one operation amount has been switched to a state in which the clutch detection unit 13a detects that the operation amount of the clutch operation unit 13 is smaller than the predetermined operation amount. When a state in which the clutch detection unit 13a detects that the operation amount of the clutch operation unit 13 is not less than the predetermined operation amount does not change to a state in which the clutch detection unit 13a detects that the operation amount of the clutch operation unit 13 is less than the predetermined operation amount, has been switched (NO in step S302), the control unit 14 jumps to step S303.

In step S303, the control unit 14 sets the first target power Y1 to zero. In this way, when the gear position detection unit 22a detects the neutral state and/or the clutch detection unit 13a detects that the operation amount of the clutch operation unit 13 is not less than the predetermined operation amount, the first target power Y1 is set to 0. After step S303, the control unit 14 returns to step S301.

When the gear position detecting unit 22a detects the neutral state (NO in the step S301) and the state in which the clutch operating unit 13a detects that the operating amount of the clutch operating unit 13 is not smaller than the predetermined operating amount, to the state in which the clutch operating unit 13a detects, that the operation amount of the clutch operation unit 13 is smaller than the predetermined operation amount is switched (YES in step S302), the control unit 14 sets the first target power Y1 to a predetermined power Ys greater than 0 in step S304. In other words, in step S304, the control unit 14 sets the first target power Y1 to a power larger than before when the first detection state is switched to the second detection state.

Subsequently, in a step S305, the control unit 14 determines whether the first control is being performed. The control unit 14 stands by while the second control is being performed (NO in step S305). While the first control is being performed (YES in step S305), in step S306 the control unit 14 determines whether the rotation speed K of the motor 21 is not less than the threshold K0 based on a signal input from the rotation speed detecting unit 21b. If the rotational speed K of the motor 21 is not smaller than the threshold K0 (YES in the step S306), the control unit 14 directly jumps to a step S308. When the rotational speed K of the motor 21 is smaller than the threshold K0 (NO in the step S306), the control unit 14 increases the first target power Y1 by Δ1 by greater in a step S307 to be greater than before and jumps to step S308. In this connection, the first target power Y1 has an upper limit Ymax. If a value resulting from increasing the current first target power Y1 by Δ1 is greater than the upper limit Ymax, the control unit 14 sets the first target power Y1 to the upper limit Ymax in step S307 and jumps to step S308 .

In step S308, the control unit 14 determines whether the vehicle speed V of the vehicle 1 is not lower than a predetermined vehicle speed V0 based on a signal input from the vehicle-speed-related information acquisition unit 31. If the vehicle speed V is lower than the predetermined vehicle speed is V0 (NO in the step S308), the control unit 14 directly jumps to a step S310. When the vehicle speed V is not lower than the predetermined vehicle speed V0 (YES in step S308), the control unit 14 decreases the first target power Y1 by Δ2 to be smaller than before (step S309), and then jumps to step S310. Δ2 can be identical to Δ1 or different from Δ1. In the third embodiment, when the vehicle speed V is equal to or greater than the predetermined vehicle speed V0 and the first target power Y1 is decreased to be smaller than before, a lower limit Ymin is set with respect to the first target power Y1. When a value resulting from decreasing the current first target power Y1 by Δ2 is smaller than the lower limit Ymin, the control unit 14 sets the first target power Y1 to the lower limit Ymin in step S309 and jumps to step S310. While 4(c) shows a case where the lower limit Ymin is greater than the predetermined power Ys, the lower limit Ymin may be identical to or smaller than the predetermined power Ys. When the lower power Ymin is smaller than the predetermined power Ys, the lower limit Ymin may be 0. For example, the lower limit Ymin is set to a value at which no engine stall occurs even if the first target power Y1 is set to the lower limit Ymin when the accelerator operating unit 12 is not operated, the gear position of the multi-stage transmission 22 is in the first gear, and the clutch 23 is in the fully connected state. The fully connected state is a state where the rate of torque transmission through the clutch 23 is at the maximum.

In step S310, the control unit 14 determines whether a state in which the gear position detecting unit 22a detects the in-gear state has been switched to a state in which the gear position detecting unit 22a detects the neutral state. When the state in which the gear position detecting unit 22a detects the in-gear state has been switched to the state in which the gear position detecting unit 22a detects the neutral state (YES in step S310), the control unit 14 returns to step S303 and sets the first target power Y1 to 0. In other words, the control unit 14 decreases the first target power Y1 to be smaller than before.

When the state in which the gear position detecting unit 22a detects the in-gear state has not been switched to the state in which the gear position detecting unit 22a detects the neutral state (NO in the step S310), the control unit 14 determines in a step S311, whether a state in which the clutch detection unit 13a detects that the operation amount of the clutch operation unit 13 is smaller than the predetermined operation amount is switched to a state in which the clutch detection unit 13a detects that the operation amount of the clutch operation unit 13 is not less than the predetermined operation amount became. When the state in which the clutch operating unit 13a detects that the operating amount of the clutch operating unit 13 is smaller than the predetermined operating amount does not change to the state in which the operating detector 13a detects that the operating amount of the clutch operating unit 13 is not smaller than the predetermined operating amount, has been switched (NO in step S311), the controller 14 jumps back to step S305.

When the state in which the clutch detection unit 13a detects that the operation amount of the clutch operation unit 13 is smaller than the predetermined operation amount, switched to the state in which the clutch detection unit 13a detects that the operation amount of the clutch operation unit 13 is not less than the predetermined operation amount (YES in step S311), the control unit 14 returns to step S303 and sets the first target power Y1 to 0. In other words, the control unit 14 decreases the first target power Y1 to be smaller than before.

Referring to the 4(a) and 4(d) an example of changes in the rotational speed K of the engine 21, the vehicle speed V, and the first target power Y1 when the control unit 14 obtains the first target power Y1 by performing a process according to the flowchart shown in FIG 3(b) is shown. 4(a) shows changes in the speed K of the motor 21. 4(b) shows changes of Vehicle speed V 4(c) 12 shows changes in the detection states of the clutch detection unit 13a and the gear position detection unit 22a as changes in a parameter P. In the first detection state, the parameter P is in 4(c) Deep. That is, when the clutch detection unit 13a detects that the operation amount of the clutch operation unit 13 is not less than the predetermined operation amount and/or the gear position detection unit 22a detects the neutral state, the parameter P is low. In the second acquisition state, the parameter P, which is in 4(c) is shown, high. That is, when the gear position detecting unit 22a detects the in-gear state and the clutch detecting unit 13a detects that the operation amount of the clutch operation unit 13 is smaller than the predetermined operation amount, the parameter P is high. 4(d) shows changes in the first target power Y1. 4(a) until 4(d) 12 show an example in which the first control is performed during a period from a time T1 to a time T9, which will be described later.

In the 4(a) until 4(d) , in a period before time T1, the gear position detecting unit 22a detects the neutral state and/or the clutch detecting unit 13a detects that the operation amount of the clutch operation unit 13 is not less than the predetermined operation amount. For this reason, in the period before time T1, the parameter P, which is in 4(c) is shown, deep. In the period before time T1, the first target power Y1 is set to 0 by step S303.

At time T1, the first detection state is switched to the second detection state. At time T1, the parameter P contained in 4(c) shown switched from low to high. Further, at time T1, the first target power Y1 is set to the predetermined power Ys by step S304.

When the multi-speed transmission 22 is in the neutral state and when the clutch 23 is in the cut-off state, engine stalling is unlikely to occur. On the other hand, when the clutch 23 is switched from the cut-off state to the half-connected state while the multi-speed transmission 22 is in the in-gear state and therefore torque transmission from the engine 21 to the multi-speed transmission 22 starts, engine stalling tends to occur. when the output of the crankshaft 21a is small. The semi-connected state is a state in which the rate of torque transmission through the clutch 23 is greater than 0 and lower than the rate of torque transmission in the fully connected state.

In the third embodiment, when the gear position detection unit 22a detects the neutral state and/or the clutch detection unit 13a detects that the operation amount of the clutch operation unit 13 is not less than the predetermined operation amount, the control unit 14 sets the first target power Y1 to 0. Therefore, the second target power Y2 corresponding to the operation amount of the accelerator operation unit 12 is always not smaller than the first target power Y1 regardless of the operation amount of the accelerator operation unit 12, and thus the second control is performed. Consequently, the output of the crankshaft 21a is adjusted (designed) to be the output corresponding to the operation amount of the accelerator operation unit 12, with the result that the driver is less likely to feel strange. Further, the first target power Y1 is set to the predetermined power Ys greater than 0 when the first detection state is switched to the second detection state. For this reason, immediately before the clutch 23 is switched from the cut-off state to the half-connected state while the multi-stage transmission 22 is in the in-gear state, the first target power Y1 is set to the predetermined power Ys higher than 0 is. Consequently, engine stalling is less likely to occur when the clutch 23 is in the half-connected state and the operation amount of the accelerator operation unit 12 is small.

In the example given in 4(a) 1, the rotational speed K of the motor 21 becomes lower than the threshold K0 at a time point T2 which is later than the time point T1. For example, the rotational speed K of the engine 21 decreases and becomes lower than the threshold K0 at time T2 when the rate of torque transmission through the clutch 23 is increased while the transmission is in the in-gear state. In this case, through steps S306 and S307, the first target power Y1 is increased by Δ1 to be larger than before. In the example given in 4(d) 1, Δ1 is small enough that after the rotation speed K of the motor 21 becomes lower than the threshold K0, the rotation speed K of the motor 21 does not become equal to or higher than the threshold K0 even if the first target power Y1 decreases once by Δ1 is increased. Therefore, in the example presented in 4(b) 1, while steps S306 and S307 are repeated during a period from time T2 to time T3 at which the rotational speed K of the engine 21 becomes equal to or greater than the threshold K0, the first target power Y1 gradually increases in units of Δ1 elevated.

In the example given in 4(a) 1, the rotational speed K of the motor 21 becomes lower than the threshold K0 again at a time point T4 which is later than the time point T3. In this case, in the same manner as described above, through steps S306 and S307, the first target power Y1 is gradually increased in units of Δ1. It should be noted that in 4(a) the state in which the rotational speed K of the engine 21 is lower than the threshold K0 continues until a time T6 later than the time T4, with the first target power Y1 reaching the upper limit Ymax at a time T5 that is between time T4 and time T6. For this reason, in this example, the first target power Y1 is maintained at the upper limit Ymax during a period between the time T5 and the time T6.

It is assumed, different from the third embodiment, that the first target power Y1 is maintained as it is when the rotational speed K of the engine 21 becomes lower than the threshold K0 while the first control is being performed. In this case, as indicated by dot-dash lines in 4(a) As shown, the speed of the engine 21 will continue to decrease and engine stalling may occur.

In this regard, as described above, the third embodiment is configured such that the first target power Y1 is set (configured) to be larger than the predetermined power Ys when the rotational speed K of the engine becomes lower than the threshold K0 while the first control is carried out. This suppresses the decrease in the rotation speed K of the engine 21 to suppress the occurrence of engine stall.

When the rotational speed K of the engine 21 becomes lower than the threshold K0 and engine stall becomes likely to occur, the first target horsepower Y1 is set (designed) to be larger than the predetermined horsepower Ys. For this reason, when the rotational speed K of the engine 21 is equal to or higher than the threshold K0 and therefore engine stall is unlikely to occur, the first target horsepower Y1 is set (designed) so as not to deviate from the predetermined horsepower Ys. This makes it possible to reduce the first target power Y1 as much as possible. Consequently, the difference between the horsepower when the horsepower of the crankshaft 21a is set (designed) to be the horsepower corresponding to the operation amount of the accelerator operation unit 12 and the first target horsepower Y1 is minimized, with the result that the driver less likely to feel odd when performing the first control.

In addition to the above, in the third embodiment, the first target power Y1 is gradually increased while the state in which the rotational speed K of the engine 21 is lower than the threshold K continues. This makes it possible, in the first control, to moderate the change in the output of the crankshaft 21a while maintaining the state where the rotational speed K of the engine 21 is lower than the threshold K0. Further, the amount of change in the first target power Y1 when the rotation speed K of the engine 21 becomes lower than the threshold K0 can be reduced. This makes it possible not to excessively increase the increase in output of the crankshaft 21a when the rotation speed K of the engine 21 becomes lower than the threshold K0 in the first control. Further, in the first control, it is possible to restrain the change in output of the crankshaft 21a when the engine speed K becomes lower than the threshold K0.

In addition to the above, as in 4(b) As shown, the vehicle speed V is lower than the predetermined vehicle speed V0 until a time T7 later than the time T6, and the vehicle speed V becomes equal to or higher than the predetermined vehicle speed V0 at the time T7. In this case, through steps S308 and S309, the first target power Y1 is decreased by Δ2 to be smaller than before. In the example given in 4(d) 1, Δ2 is small enough that after the vehicle speed V becomes equal to or greater than the predetermined vehicle speed V0, the vehicle speed V would not become lower than the predetermined vehicle speed V0 even if the first target power Y1 is decreased by Δ2 once. For this reason, the example presented in 4(b) 1, while steps S308 and S309 are repeated during a period from time T7 to time T8 later than time T7, the first target power Y1 gradually decreases in units of Δ2. As in 4(b) 1, the vehicle speed after time T8 is equal to or greater than the predetermined vehicle speed V0. As in 4(d) 1, the first target power Y1 decreases to the lower limit Ymin at time T8. For this reason, in this example, the first target power Y1 is maintained at the lower limit Ymin from the time T8.

Different from the third embodiment, assume that the first target power Y1 is maintained as it is even after the vehicle speed V becomes equal to or higher than the first predetermined vehicle speed V0 in the first control. In this case, as indicated by dot-dash lines in 4(b) shown, the vehicle speed V die Fahr vehicle speed expected by the driver based on an operation amount of the accelerator operation unit 12 . Consequently, the vehicle speed V is significantly different from the vehicle speed expected by the driver based on the operation amount of the accelerator operation unit 12 .

In this regard, the third embodiment is configured such that the first target power Y1 in the first control is reduced to be smaller than before when the vehicle speed V becomes equal to or larger than the predetermined vehicle speed V0. For this reason, an increase in the vehicle speed V is suppressed after the vehicle speed V reaches the predetermined speed V0, with the result that the difference between the vehicle speed V and the vehicle speed expected by the driver is suppressed to be small .

In addition to the above, in the third embodiment, the first target power Y1 is gradually decreased in units of Δ2 while the state in which the vehicle speed V is equal to or higher than the predetermined speed V0 continues. This makes it possible in the first control to restrain the change in output of the crankshaft 21a while the state in which the vehicle speed V is equal to or higher than the predetermined speed V0 in the first control continues. Further, the amount of change in the first target power Y1 when the vehicle speed V becomes equal to or higher than the predetermined speed V0 can be reduced. This makes it possible to suppress the change in output of the crankshaft 21a in the first control when the vehicle speed V in the first control becomes equal to or higher than the predetermined vehicle speed V0.

Time T9, which is later than time T8, is a time when the second detection state is switched to the first detection state. At time T9, the parameter P contained in 4(c) shown switched from high to low. At time T9, the state in which the gear position detecting unit 22a detects the in-gear state is switched to the state in which the gear position detecting unit 22a detects the neutral state. Alternatively, at time T9, the state in which the clutch detection unit 13a detects that the operation amount of the clutch operation unit 13 is smaller than the predetermined operation amount changes to the state in which the clutch detection unit 13a detects that the operation amount of the clutch operation unit 13 is not less than the predetermined operation amount is switched. As such, in this example, the first target power Y1 is set to 0 at time T9 through steps S310 and S303 or steps S311 and S303.

When the clutch 23 is in the cut-off state or when the multi-stage transmission 22 is in the neutral state, engine stalling is unlikely to occur even if the output of the crankshaft 21a is small. With the output of the crankshaft being the same, the rotational speed K of the engine 21 in a case where the clutch 23 is in the disconnection state or a case where the multi-speed transmission 22 is in the idling state is higher than in a case where the multi-speed transmission 22 is in the in-gear state and the clutch 23 is in the connected state. For this reason, unlike the third embodiment, when the first target horsepower Y1 remains large while the clutch 23 is in the disconnection state or the multi-stage transmission 22 is in the neutral state, the rotational speed K of the engine 21 increases unnecessarily even if the operation amount of the accelerator operation unit 12 is unchanged, with the result that the driver tends to feel strange.

In this regard, in the third embodiment, when the state in which the clutch detection unit 13a detects that the operation amount of the clutch operation unit 13 is less than the predetermined operation amount, in the first control, the state in which the clutch detection unit 13a detects that the operation amount of the clutch operating unit 13 is not smaller than the predetermined operating amount, the first target output Y1 decreases to be smaller than before. Further, when the state in which the gear position detecting unit 22a detects the in-gear state is switched to the state in which the gear position detecting unit 22a detects the neutral state, the first target power Y1 is decreased to be smaller than before. This makes it possible to suppress the rotational speed of the motor 21 from being unnecessarily increased even when the operation amount of the accelerator operation unit 12 is unchanged. Consequently, the driver is less likely to feel strange.

<Modification of Third Embodiment>

In the third embodiment, the first target power Y1 is gradually increased by increasing the first target power Y1 in units of Δ1 while the state where the rotational speed K of the motor 21 is less than the threshold K0 continues in the first control. However, the disclosure is not limited to this configuration. The first target power Y1 may be gradually increased by continuously increasing the first target power Y1 while the state in which the rotation speed K of the engine 21 is lower than the threshold K0 in the first control continues.

In the example given in 4(d) 1, Δ1 is small enough that after the rotation speed K of the motor 21 becomes lower than the threshold K0, the rotation speed K of the motor 21 would not become equal to or higher than the threshold K0 even if the first target power Y1 once around Δ1 is increased. However, the disclosure is not limited to this configuration. Δ1 may be large enough such that after the rotational speed K of the motor 21 becomes lower than the threshold K0, the rotational speed K of the motor 21 becomes equal to or higher than the threshold K0 once the first target power Y1 is increased by Δ1.

In the third embodiment, the first target power Y1 is gradually decreased by decreasing the first target power Y1 in units of Δ2 while the state in which the vehicle speed V is equal to or greater than the predetermined vehicle speed V0 continues in the first control. However, the disclosure is not limited to this configuration. The first target power Y1 can be gradually decreased by continuously decreasing the first target power Y1 while the state in which the vehicle speed V is equal to or greater than the predetermined vehicle speed V0 in the first control continues.

In the example given in 4(d) 1, Δ2 is small enough that after the vehicle speed V becomes equal to or greater than the predetermined vehicle speed V0, the vehicle speed V would not become lower than the predetermined vehicle speed V0 even if the first target power Y1 is decreased by Δ2 once. However, the disclosure is not limited to this configuration. Δ2 may be large enough such that after the vehicle speed V becomes equal to or greater than the predetermined vehicle speed V0, the vehicle speed V becomes lower than the predetermined vehicle speed V0 once the first target power Y1 is decreased by Δ2.

In the third embodiment, when the gear position detection unit 22a detects the neutral state and/or the clutch detection unit 13a detects that the operation amount of the clutch operation unit 13 is not smaller than the predetermined operation amount, the first target power Y1 can be set to a power larger than 0 and smaller than the predetermined power Ys.

Further, in the third embodiment, when the state in which the gear position detecting unit 22a detects the in-gear state is switched to the state in which the gear position detecting unit 22a detects the neutral state in the first control, the first target power Y1 can be set to a power can be set which is greater than 0 and less than the predetermined power Ys. When the state where the clutch operating unit 13a detects that the operating amount of the clutch operating unit 13 is smaller than the predetermined operating amount, in the first control to the state where the clutch operating device 13a detects that the operating amount of the clutch operating unit 13 is not smaller than the predetermined operating amount Furthermore, in the third embodiment, the first target power Y1 can be set to a power that is larger than 0 and smaller than the predetermined power Ys.

For example, in the third embodiment, when the gear position detection unit 22a detects the neutral state and/or the clutch detection unit 13a detects that the operation amount of the clutch operation unit 13 is equal to or larger than a predetermined operation amount, the first target power Y1 can be set to a power larger than 0 and is less than the predetermined power Ys. Further, the first target power Y1 may be set to the predetermined power Ys larger than before when the first detection state is switched to the second detection state.

In the third embodiment, the control unit 14 can maintain the first target power Y1 when the vehicle speed V becomes equal to or higher than the predetermined vehicle speed V0 in the first control.

<Fourth embodiment>

A fourth exemplary embodiment of the present teaching is referred to below 5 described. The fourth embodiment includes all features of the first embodiment. The fourth embodiment may include all of the features of the second embodiment. If the fourth embodiment includes all features of the second embodiment, the fourth embodiment may include all features of the third embodiment. A motor 21 of a power unit of the fourth embodiment forms a motor unit 60, which in 5 is shown. The motor unit 60 includes the motor 21 . The engine 21, which in 5 shown is a four stroke engine.

The engine 21 has a crankcase 61, a cylinder body 62 and a cylinder head 63. As shown in FIG.

The crankcase 61 houses members such as the crankshaft 21a. The crankcase 61 is provided with a rotation speed detecting unit 21b.

At least one cylinder hole 62a is formed in the cylinder body 62 . A piston 68 is slidably received in each of the at least one cylinder hole 62a. The piston 68 is connected to the crankshaft 21a through a connecting rod 69. As shown in FIG.

A combustion chamber 70 is defined by the cylinder head 63, the cylinder hole 62a and the piston 68. As shown in FIG. The engine 21 includes at least one combustion chamber 70 . In each of the at least one combustion chamber 70, a front end portion of a spark plug 71 is provided.

In the combustion chamber 70, one or two intake ports 73 and one or two exhaust ports 74 are formed. The intake port 73 is opened and closed by an intake valve 75 . The exhaust port 74 is opened and closed by an exhaust valve 76 .

The engine unit 60 has an intake passage member 81 connected to the intake port 73 . The intake passage member 81 is connected to all of the combustion chambers 70 of the engine 21 . Air taken through an atmosphere suction port (not shown) of the intake passage member 81 flows in the intake passage member 81 toward the intake port 73 . In the intake passage member 81, at least one injector 83 and at least one throttle valve 85 are provided.

The injector 83 injects fuel into the air in the intake passage member 81 . With this configuration, the fuel is supplied to the combustion chamber 70 through the intake passage member 81 . Injector 83 may be provided to inject fuel directly into combustion chamber 70 . One or two fuel injectors 83 may be provided for one combustion chamber 70 .

The throttle valve 85 is provided upstream of the injection nozzle 83 in the flow direction of air. A throttle valve 85 is provided for a combustion chamber 70 . The throttle valve 85 is an electronic throttle valve that is opened and closed under electronic control by the control unit 14 . The engine unit 60 includes a throttle opening degree sensor (throttle position sensor) 93 configured to detect the opening degree of the throttle valve 85 . The throttle opening degree sensor 93 is configured to detect the position of the throttle valve 85 and output a signal to the control unit 14 indicative of the opening degree of the throttle valve 85 .

The engine unit 60 has an exhaust passage member 91 connected to the exhaust port 74 . The exhaust passage member 91 is connected to all of the combustion chambers 70 of the engine 21 . The exhaust gas generated in the combustion chamber 70 is discharged to the exhaust gas passage member 91 through the exhaust port 74 . The exhaust gas flows in the exhaust gas passage member 91 toward an atmosphere discharge port (not shown).

In the fourth embodiment, a signal representing an operation amount of the accelerator operation unit 12 is input to the control unit 14 . In the fourth embodiment, when the first control is performed, the control unit 14 outputs a signal to the throttle valve 85 instructing the opening degree of the throttle valve 85 to be adjusted (designed) to be an opening degree at which the output of the crankshaft exceeds the output , which corresponds to the first target power Y1.

When the fourth embodiment includes all the features of the second embodiment and when the second control is performed, the control unit 14 outputs a signal to the throttle valve 85 instructing the opening degree of the throttle valve 85 to be adjusted (configured) to be equal to an opening degree that corresponds to an operation amount of the accelerator operation unit 12 based on a signal input from the accelerator operation unit 12. With this configuration, the power of the crankshaft 21a becomes the power that corresponds to the second target power Y2.

<Fifth embodiment>

A fifth exemplary embodiment of the present teaching is referred to below 6 described. The fifth embodiment includes all features of the first embodiment. The fifth embodiment may include all of the features of the second embodiment. If the fifth embodiment includes all the features of the second embodiment, the fifth embodiment can do all of them Features of the third embodiment include.

A motor 21 of a power unit of the fifth embodiment constitutes a motor unit 100 shown in FIG 6 is shown. The motor unit 100 includes all features of the motor unit 60 of the fourth embodiment. However, in the engine unit 100, the throttle valve 85 may be a mechanical throttle valve connected to the accelerator operation unit 12 through a throttle wire, or an electronic throttle valve described in the fourth embodiment.

The engine unit 100 further includes an idle speed control passage member 101 , an idle speed control valve 102 and an idle speed control opening degree sensor 103 . The idle speed control passage member 101 connects a part of the intake passage member 81 in the flow direction of air upstream of the throttle valve 85 with a part of the intake passage member 81 in the flow direction of air downstream of the throttle valve 85. The idle speed control valve 102 is on the idle speed control passage member 101 intended. The idle speed control valve 102 is opened and closed under electronic control by the control unit 14 . The degree of opening of the idle speed control valve 102 is variable under the control of the control unit 14 . The idle speed control opening degree sensor 103 is configured to detect the position of the idle speed control valve 102 and to output a signal representing the opening degree of the idle speed control valve 102 .

In the fifth embodiment, in an idling state, the control unit 14 controls the opening degree of the idling speed control valve 102 so that the rotational speed of the engine 21 is equal to a target rotational speed set in advance.

When the throttle valve 85 is a mechanical throttle valve and the first control is performed, the throttle valve 85 is opened by an operation of the accelerator operation unit 12 and the opening degree of the throttle valve 85 is adjusted (designed) to correspond to the opening degree according to the operation amount of the accelerator operation unit 12. In this phase, the control unit 14 outputs a signal for controlling the idle speed control valve 102 to the idle speed control valve 102 to adjust (configure) the output of the crankshaft 21a to be the output corresponding to the first target output Y1. For example, the control unit 14 outputs a signal instructing the idle speed control valve 102 to increase the opening degree of the idle speed control valve 102 as the opening degree of the throttle valve 85 is decreased when the first target power Y1 is equal to the idle speed control valve 102 .

When the throttle valve 85 is an electronic throttle valve and the first control is performed, the control unit 14 outputs a signal to the throttle valve 85 and the idle speed control valve 102 to control these valves so that the output of the crankshaft 21a is adjusted (configured). becomes to be the power corresponding to the first target power Y1. At this stage, the control unit 14 may output a signal to the throttle valve 85 instructing the opening degree of the throttle valve 85 to be adjusted (designed) to be an opening degree corresponding to the opening amount of the accelerator operating unit 12, or may output a signal to the throttle valve 85 output commanding to adjust (design) the opening degree of the throttle valve 85 to be a different opening degree from the opening degree corresponding to the operation amount of the accelerator operation unit 12 . At this stage, the control unit 14 may further output a signal to the idle speed control valve 102 instructing the opening degree of the idle speed control valve 102 to increase while the opening degree of the throttle valve 85 decreases when the first target power Y1 is the same.

When the fifth embodiment includes all the features of the second embodiment, the throttle valve 85 is a mechanical throttle valve, and the second control is performed, the throttle valve 85 is opened by an operation of the accelerator operation unit 12, and the opening degree of the throttle valve 85 is adjusted to an opening degree (designed ) that corresponds to the operation amount of the accelerator operation unit 12 . When the fifth embodiment includes all the features of the second embodiment, the throttle valve 85 is an electronic throttle valve, and the second control is performed, the control unit 14 outputs a signal to the throttle valve 85 instructing it to adjust the opening degree of the throttle valve 85 (design ) to be an opening degree corresponding to the operation amount of the accelerator operation unit 12 . As a result, the opening degree of the throttle valve 85 is adjusted (designed) to be an opening degree corresponding to the operation amount of the accelerator operation unit 12 . Regardless of whether the throttle valve 85 is a mechanical throttle valve or an electronic throttle valve, when the second control is performed, the control unit 14 causes the signal output to the idle speed control valve 102 to be identical to the signal immediately before the start of the second control. For this reason, the opening degree of the idle speed control valve 102 in the second control is identical to the opening degree just before the start of the second control. The state immediately before the start of the second control may be, for example, the idling state or the state in which the first control is being performed. Under the circumstances, the horsepower of the crankshaft 21a when the second control is performed is the horsepower corresponding to the second target horsepower Y2.

<Sixth embodiment>

A sixth exemplary embodiment of the present teaching is referred to below 7 described. The sixth embodiment includes all features of the first embodiment. The sixth embodiment may include all of the features of the second embodiment. If the sixth embodiment includes all features of the second embodiment, the sixth embodiment can include all features of the third embodiment.

As in 7 1, the power unit 11 of the sixth embodiment includes the engine 21, the multi-stage transmission 22, the clutch 23, and an electric motor 111. As shown in FIG. The electric motor 111 is provided upstream of the clutch 23 in the direction of torque transmission from the engine 21 . while in 7 the electric motor 111 is provided between the motor 21 and the clutch 23, the motor 21 may be provided between the electric motor 111 and the clutch 23. while in 7 For example, if the electric motor 111 is attached to the crankshaft 21a of the engine 21, the electric motor 111 may be attached to the crankshaft 21a via a gear. The electric motor 111 may be a starter having an electric generator function. The control unit 14 drives the electric motor 111 by outputting a signal for driving the electric motor 111 to the electric motor 111.

In the sixth embodiment, when the engine 21 is driven while the electric motor 111 is not driven, the power of the crankshaft 21a is equal to the power generated by driving the engine 21 in the crankshaft 21a. When both the engine 21 and the electric motor 111 are driven, the power of the crankshaft 21a is equal to the power generated by driving the engine 21 and the electric motor 111 in the crankshaft 21a.

Similar to the fourth embodiment, the motor 21 of the power unit 11 of the sixth embodiment constitutes a motor unit 60 shown in FIG 5 is shown. It should be noted that in the motor unit 60 of the sixth embodiment, the throttle valve 85 may be a mechanical throttle valve or an electronic throttle valve.

When the throttle valve 85 is a mechanical throttle valve and the first control is performed, the throttle valve 85 is opened by an operation of the accelerator operation unit 12, and the opening degree of the throttle valve 85 is adjusted (designed) to correspond to the opening degree according to the operation amount of the accelerator operation unit 12 . In this phase, moreover, the control unit 14 outputs a signal for driving the electric motor 111 to the electric motor 111 . Further, the control unit 14 outputs a signal to the electric motor 111 such that the output of the crankshaft 21a is adjusted (designed) to be the output corresponding to the first target output Y1. For example, the control unit 14 outputs a signal to the electric motor 111 instructing it to increase the output of the electric motor 111 as the opening degree of the throttle valve 85 decreases when the first target output Y1 is equal.

When the throttle valve 85 is an electronic throttle valve and the first control is performed, the control unit 14 outputs a signal to the throttle valve 85 and the electric motor 111 to control these devices so that the output of the crankshaft 21a is adjusted (configured), to be the power corresponding to the first target power Y1. At this stage, the control unit 14 may output a signal to the throttle valve 85 instructing it to adjust (design) the opening degree of the throttle valve 85 to be an opening degree corresponding to the operation amount of the accelerator operation unit 12, or may output a signal to the throttle valve 85 instructing it to adjust (design) the opening degree of the throttle valve 85 to be an opening degree different from the opening degree corresponding to the operation amount of the accelerator operation unit 12 . Further, the control unit 14 outputs a signal to the electric motor 111 instructing it to increase the output of the electric motor 111 as the opening degree of the throttle valve 85 decreases when the first target output Y1 is equal.

When the sixth embodiment includes all the features of the second embodiment, the throttle valve 85 is a mechanical throttle valve and the second control is performed, the throttle valve is opened by an operation of the accelerator operation unit 12 and the opening degree of the throttle valve 85 becomes set (designed) to an opening degree that corresponds to the operation amount of the accelerator operation unit 12 . When the sixth embodiment includes all the features of the second embodiment, the throttle valve 85 is an electronic throttle valve, and the second control is performed, the control unit 14 outputs a signal to the throttle valve 85 instructing it to adjust the opening degree of the throttle valve 85 to an opening degree , which corresponds to the operation amount of the accelerator operation unit 12, to be set (designed). As a result, the opening degree of the throttle valve 85 is adjusted (designed) to be an opening degree corresponding to the operation amount of the accelerator operation unit 12 . Regardless of whether the throttle valve 85 is a mechanical throttle valve or an electronic throttle valve, when the second control is performed, the control unit 14 does not output a signal for driving the electric motor and the electric motor is in a non-driven state. With this configuration, the power of the crankshaft 21a becomes the power corresponding to the second target power Y2.

In the sixth embodiment, when neither the first control nor the second control is performed, the control unit 14 may perform other control for driving the electric motor 111 .

<Seventh embodiment>

In the following, a seventh exemplary embodiment of the present teaching is made with reference to FIG 8th described. The seventh embodiment includes all the features of the first embodiment. The seventh embodiment may include all of the features of the second embodiment. If the seventh embodiment includes all features of the second embodiment, the seventh embodiment may include all features of the third embodiment.

As in 8th 1, the vehicle 1 of the seventh embodiment is a parallel hybrid vehicle in which the power unit 11 includes the engine 21, the multi-speed transmission 22, the clutch 23, and an electric motor 121. FIG. The electric motor 121 is attached to an input shaft 122 through which torque is transmitted from the clutch 23 to the multi-speed transmission 22 . The electric motor may be attached to a driveshaft through which torque is transferred from the multi-speed transmission 22 to a drive wheel. The control unit 14 is capable of driving the electric motor 121 by outputting a signal for driving the electric motor 121 to the electric motor 121 .

In the seventh embodiment, when the engine 21 is driven in either a state where the electric motor 121 is not driven or a state where the clutch 23 is in the disconnected state, the output of the crankshaft 21a is equal to the output generated in the crankshaft 21a by driving the engine 21. When both the engine 21 and the electric motor 121 are driven and the clutch 23 is in the connected state, the power of the crankshaft 21a is equal to the power generated by driving the engine 21 and driving the electric motor 111 in the crankshaft .

Similar to the fourth embodiment, the motor 21 of the power unit 11 of the seventh embodiment constitutes a motor unit 60 shown in FIG 5 is shown. It should be noted that in the motor unit 60 of the seventh embodiment, the throttle valve 85 may be a mechanical throttle valve or an electronic throttle valve.

When the throttle valve 85 is a mechanical throttle valve and the first control is performed, the throttle valve 85 is opened by operation of the accelerator operation unit 12, and the opening degree of the throttle valve 85 is adjusted (designed) to be the opening degree corresponding to the operation amount of the accelerator operation unit 12 corresponds. In this phase, the control unit 14 further outputs a signal for controlling the electric motor 121 to the electric motor 121 . Further, the control unit 14 outputs a signal to the electric motor 121 such that the output of the crankshaft 21a is adjusted (designed) to be the output corresponding to the first target output Y1. For example, the control unit 14 outputs a signal to the electric motor 121 instructing it to increase the output of the electric motor 121 as the opening degree of the throttle valve 85 decreases when the first target output Y1 is equal to the rate of torque transmission through the clutch 23 is equal to.

When the throttle valve 85 is an electronic throttle valve and the first control is performed, the control unit 14 outputs a signal to the throttle valve 85 and the electric motor 121 to control these devices so that the output of the crankshaft 21a is adjusted (configured), to be the power corresponding to the first target power Y1. At this stage, the control unit 14 may output a signal to the throttle valve 85 instructing it to adjust (design) the opening degree of the throttle valve 85 to be an opening degree corresponding to the operation amount of the accelerator operation unit 12, or to the throttle valve 85 Issue a signal instructing it to open the pub adjust (design) the opening degree of the throttle valve 85 to be an opening degree different from the opening degree corresponding to the operation amount of the accelerator operation unit 12 . Further, at this stage, the control unit 14 outputs a signal to the electric motor 121 instructing it to increase the output of the electric motor 121 as the opening degree of the throttle valve 85 decreases when the first target output Y1 is equal and the rate of torque transmission is through the clutch 23 is the same.

When the seventh embodiment includes all the features of the second embodiment, the throttle valve 85 is a mechanical throttle valve, and the second control is performed, the throttle valve 85 is opened by an operation of the accelerator operating unit 12, and the opening degree of the throttle valve 85 is adjusted (designed) to to be an opening degree corresponding to the operation amount of the accelerator operation unit 12 . When the seventh embodiment includes all the features of the second embodiment, the throttle valve 85 is an electronic throttle valve, and the second control is performed, a signal is output to the throttle valve 85 instructing it to adjust (design) the opening degree of the throttle valve 85 to to be an opening degree that corresponds to the operation amount inputted from the accelerator operation unit 12 . As a result, the opening degree of the throttle valve is adjusted (designed) to be an opening degree corresponding to the operation amount of the accelerator operation unit 12 . Regardless of whether the throttle valve 85 is a mechanical throttle valve or an electronic throttle valve, when the second control is performed, the control unit 14 does not output a signal for driving the electric motor 121 and the electric motor 121 is in a non-driven state. With this arrangement, the power of the crankshaft 21a becomes the power corresponding to the second target power Y2.

In the seventh embodiment, the control unit 14 can perform another control for driving the electric motor 121 when neither the first control nor the second control is performed.

<Modifications of Fifth to Seventh Embodiments>

The engine unit may include the idle speed control passage member 101 and the idle speed control valve 102 as in the fifth embodiment, and the power unit 11 may include the electric motor 111 as in the sixth embodiment. In the first control, the output of the crankshaft 21a can be adjusted (designed) to be the output corresponding to the first target output Y1 by opening the throttle valve 85, opening the idle speed control valve 102, and driving the electric motor 111.

The engine unit may include the idle speed control passage member 101 and the idle speed control valve 102 as in the fifth embodiment, and the power unit 11 may include the electric motor 121 as in the seventh embodiment. In the first control, the output of the crankshaft 21a can be adjusted (designed) to be the output corresponding to the first target output Y1 by opening the throttle valve 85, opening the idle speed control valve 102, and driving the electric motor 121 .

The power unit 11 may include an electric motor corresponding to the electric motor 111 of the sixth embodiment and an electric motor corresponding to the electric motor 121 of the seventh embodiment. In the first control, the output of the crankshaft 21a can be adjusted (designed) to be the output corresponding to the first target output Y1 by opening the throttle valve 85 and driving the electric motors 111 and 121 .

The motor unit may include the idle speed control passage member 101 and the idle speed control valve 102 as in the fifth embodiment, and the power unit 11 may include the electric motors 111 and 121 as in the sixth and seventh embodiments. In the first control, the output of the crankshaft 21a can be adjusted (designed) to be the output corresponding to the first target output Y1 by opening the throttle valve 85, opening the idle speed control valve 102, and the electric motors 111 and 121 are driven.

<Eighth embodiment>

In the following, an eighth exemplary embodiment of the present teaching is referred to 9(a) and 9(b) described. The eighth embodiment includes all the features of the first embodiment. The eighth embodiment may include all of the features of the second embodiment. When the eighth embodiment includes all features of the second embodiment, the eighth embodiment can include all features of the third embodiment. The eighth embodiment may include all of the features of any of the fourth through seventh embodiments.

As in 9(a) As shown, a vehicle 1 of the eighth embodiment is a straddle vehicle. The vehicle 1 has a power unit 11 , a control unit 14 , a grip unit 130 , a front wheel 141 and a rear wheel 142 . In 9(a) arrows F, Re, U and D indicate forward, backward, up and down respectively. In the vehicle 1 of the eighth embodiment, the rear wheel 142 is a drive wheel, and torque is transmitted from the power unit 11 to the rear wheel 142 . In contrast, the front wheel 141 may be a driving wheel.

As in 9(b) 1, the grip unit 130 has a handlebar 131, an accelerator grip 132 as the accelerator operation unit 12, a brake lever 133, a grip 134, and a clutch lever 135 as the clutch operation unit 13. As shown in FIG. In 9(b) arrows R, L, F and Re indicate right, left, forward and backward respectively.

The handlebar 131 is provided such that its longitudinal direction corresponds to the left-right direction and its central portion in the left-right direction is connected to the front wheel 141 via a front fork 143 .

The throttle grip 132 is provided at a right end portion of the handlebar 131 . The throttle grip 132 is operated by the right hand of the driver driving the vehicle 1 . The throttle grip 132 is operated by rotation performed by the driver's right hand. A rotation amount of the accelerator grip 132 corresponds to an operation amount of the accelerator operation unit 12.

The brake lever 133 is provided on the right end portion of the handlebar 131 in front of the accelerator grip 132 . When the brake lever 133 is gripped by the driver's right hand, braking by a brake (not shown) provided on the front wheel 141 is performed. The handle 134 is provided at a left end portion of the handlebar 131 . The grip 134 is gripped by the left hand of the driver driving the vehicle 1 . When the rider operates the handlebars 131 while gripping the throttle grip 132 with the right hand and gripping the grip 134 with the left hand, the orientation of the front wheel 141 is changed.

The clutch lever 135 is provided on the left end portion of the handlebar 131 in front of the grip 134 . The clutch lever 135 is gripped and operated by the driver's left hand. A moving distance from the position when the clutch lever 135 is not gripped corresponds to an operation amount of the clutch lever 135. The clutch lever 135 (clutch operation unit 13) has two play ranges where operation is not reflected in movement of the clutch 35. The first play area is a play area in which a decrease in the amount of operation of the clutch lever 135 (clutch operating unit 13) is not reflected in switching of the clutch 23 from the disconnected state to the connected state. The second play range is a play range in which an increase in the amount of operation of the clutch lever 135 (clutch operating unit 13) is not reflected in switching of the clutch 23 from the fully connected state to the half connected state.

When the clutch lever 135 (clutch operating unit 13) is not operated, or when the operating amount of the clutch lever 135 (clutch operating unit 13) is within the second play range, the clutch 23 is in the fully connected state.

When the operation amount of the clutch lever 135 (the clutch operation unit 13) is in the first play range, the clutch 23 is in the disconnection state.

When the clutch lever 135 (clutch operating unit 13) is operated and the operating amount of the clutch lever 135 (clutch operating unit 13) is outside the two play ranges, the clutch is in the half-connected state. In the semi-connected state, the smaller the operation amount of the clutch lever 135 (the clutch operation unit 13), the higher the rate of torque transmission.

The clutch detection unit 13a is configured to detect whether the operation amount of the clutch lever 135 (clutch operation unit 13) is smaller than a predetermined operation amount. In the eighth embodiment, the predetermined operation amount is an operation amount within the first play range. For this reason, the predetermined operation amount is larger than an operation amount with which the clutch 23 is switched from the connected state to the disconnected state. The predetermined operation amount may be identical to the operation amount with which the clutch 23 is switched from the connected state to the disconnected state.

In the eighth embodiment, a grip gripped by the rider's right hand may be provided on the right end portion of the handlebar 131 instead of the accelerator grip 132, and an accelerator lever operated by the thumb of the rider's right hand may be provided under be provided for the handle.

[reference list]

1

Vehicle,

11

power unit,

12

accelerator operating unit,

13

clutch actuation unit,

13a

clutch detection unit,

14

control unit,

21

Engine,

21a

Crankshaft,

21b

speed detection unit,

22

multi-speed gearbox,

22b

gear position detection unit,

23

Coupling,

132

throttle grip,

135

clutch lever

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• JP 2018105241 [0003]

Claims (9)

A vehicle that has the following characteristics: a power unit including an engine, a multi-speed transmission, and a clutch configured to vary a rate of torque transfer from the engine to the multi-speed transmission; an accelerator operation unit operated by a driver to change an output of the engine; a clutch operating unit operated by the driver to operate the clutch; a clutch detection unit configured to detect whether an operation amount of the clutch operation unit is smaller than a predetermined operation amount, which is equal to or larger than an operation amount with which the clutch is switched from a connected state in which torque is transmittable to a disconnected state , in which torque transmission is interrupted, is switched; a gear position detection unit configured to detect whether the multi-speed transmission is in a neutral state in which a gear position is a neutral position or in an in-gear state in which the gear position is a position different from the neutral position; a rotation speed detection unit configured to detect a rotation speed of the motor; and a control unit configured to control the power unit, wherein the control unit performs a first control by which the power unit is controlled such that a power of the crankshaft of the engine is set to be a power corresponding to a first target power set for suppressing an occurrence of engine stall regardless the operation amount of the accelerator operation unit, and wherein, when a first detection state in which the clutch detection unit detects that the operation amount of the clutch operation unit is not less than the predetermined operation amount and/or the gear position detection unit detects the neutral state, into a second detection state in which the gear position detection unit detects the in-gear state and the clutch detection unit detects that the operation amount of the clutch operation unit is smaller than the predetermined operation amount is switched, the control unit sets the first target power to a predetermined power larger than before based on neither the rate of torque transmission through the clutch nor the operation amount of the accelerator operation unit, and then the control unit does not change the first target power when the rotation speed of the engine detected by the rotation speed detection unit is not less than a threshold, and the control unit adjusts the first target power to be greater than the predetermined power when the rotation speed of the Motor, which is detected by the speed detection unit, becomes lower than the threshold. The vehicle after claim 1 wherein the control unit performs the first control when the first target power is larger than a second target power set to increase as the operation amount of the accelerator operation unit increases, and the control unit performs the second control to so the power unit control the power of the crankshaft to be adjusted to a power corresponding to the second target power when the second target power is not smaller than the first target power. The vehicle after claim 1 or 2 wherein after the first detection state is switched to the second detection state, the control unit gradually increases the first target power while a state in which the rotation speed of the motor detected by the rotation speed detection unit is lower than the threshold continues. The vehicle after one of Claims 1 until 3 , further comprising a vehicle-speed-related-information acquisition unit configured to acquire information related to the vehicle speed of the vehicle, wherein in the first control, the control unit does not change the first target power when the rotational speed of the motor detected by the rotation speed detection unit is not lower than the threshold and the vehicle speed obtained from the information detected by the vehicle speed-related information detection unit is lower than a predetermined vehicle speed, and the control unit sets the first target power to be lower than before when the vehicle speed obtained from the information acquired by the vehicle-speed-related information acquisition unit does not become lower than the predetermined vehicle speed. The vehicle according to claim 4 wherein the control unit gradually decreases the first target power while a state in which the vehicle speed obtained from the information acquired by the vehicle-speed-related information acquiring unit becomes not lower than the predetermined one Vehicle speed is at the first control continues. The vehicle according to any of Claims 1 until 5 in which the control unit sets the first target power to be lower than before (i) when a state in which the clutch detection unit detects that the operation amount of the clutch operation unit is smaller than the predetermined operation amount in a state in which the clutch detection unit detects that the operation amount of the clutch operation unit is not less than the predetermined operation amount is switched, and (ii) when a state in which the gear position detecting unit detects the in-gear state is switched to a state in which the gear position detecting unit detects the neutral state becomes. The vehicle after claim 2 , in which the control unit sets the first target voltage to 0, (I) when a state in which the clutch operating unit detects that the operation amount of the clutch operating unit is smaller than the predetermined operation amount, to a state in which the clutch operating unit detects that the operation amount of the clutch operating unit is not smaller than the predetermined operating amount is switched, and (II) when a state in which the gear position detecting unit detects the in-gear state is switched to a state in which the gear position detecting unit detects the neutral state. The vehicle according to claim 2 or 7 wherein the control unit sets the first target power to 0 when the clutch detection unit detects that the operation amount of the clutch operation unit is not less than the predetermined operation amount and/or the gear position detection unit detects the neutral state, and the control unit sets the first target power to the predetermined power when the first detection state is switched to the second detection state, and then the control unit does not change the first target power while the rotation speed of the engine detected by the rotation speed detection unit is not less than the threshold, and the control unit sets the first target power, to be greater than the predetermined power when the rotation speed of the motor detected by the rotation speed detection unit becomes lower than the threshold. The vehicle after one of Claims 1 until 8th , which is a spreader seat vehicle.

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