VEHICLE CONTROL DEVICE, CONTROL METHOD AND VEHICLE TYPE OF MOUNT

Abstract

The present invention provides a vehicle control device comprising a control means that controls an engine mounted in a vehicle and an electric motor capable of rotating a crankshaft of the engine. When an idle stop condition is satisfied during travel of the vehicle, the control means executes automatic stopping of the engine and stopping position control for braking, with driving force of the electric motor, the crankshaft which is rotating with momentum, to stop the crankshaft at a prescribed position. The stopping position control includes pre-brake control for controlling the electric motor such that the rotational speed of the crankshaft decreases in accordance with predetermined target transition information, and main brake control for controlling the electric motor such that the crankshaft stops at the prescribed position, after the pre-brake control.

Description

1 / 26 VEHICLE CONTROL DEVICE, CONTROL METHOD AND VEHICLE TYPE OF MOUNT TECHNICAL FIELD

[001] The present invention relates to a vehicle control device, a control method and a vehicle of the type to be mounted. TECHNICAL BACKGROUND

[002] A vehicle with an idle stop function has been proposed from the point of view of environmental consideration and energy saving. Such a vehicle is advantageous in terms of improved fuel efficiency because the combustion engine stops automatically when the vehicle temporarily stops at a traffic light, making it possible to contribute to the effective use of limited resources. It is desirable to restart the combustion engine smoothly after the automatic shutdown of the combustion engine so that the vehicle can be started quickly. PTL 1 proposes a technology to improve the restart capability when crankshaft rotation stops due to inertia when the combustion engine automatically stops in a position that facilitates restarting the combustion engine. LIST OF QUOTES PATENTARY LITERATURE

[003] PTL 1: Japanese Patent No. 6070669 SUMMARY OF THE INVENTION TECHNICAL PROBLEM

[004] It may be necessary to restart the combustion engine immediately after the automatic shutdown of the combustion engine. When the combustion engine stops automatically, if the crankshaft rotation due to inertia stops in a position that deviates from the predetermined position, it may not be possible to immediately respond to a request to restart the engine. Petition 870250083011, dated 09 / 15 / 2025, pp. 116 / 148 2 / 26 combustion.

[005] One objective of the present invention is to provide a technology for precisely stopping a crankshaft rotated due to inertia at a predetermined position when a combustion engine stops automatically. SOLUTION TO THE PROBLEM

[006] According to the present invention, a vehicle control device (10) is provided comprising: control means (11) for controlling a combustion engine (30) mounted in a vehicle (100) and an electric motor (34) that enables a crankshaft (30a) of the combustion engine (30) to rotate, wherein when an idle stop condition is met, the control means (11) performs: automatic stopping of the combustion engine (30); and stop position control to brake the rotating crankshaft (30a) due to inertia by a driving force of the electric motor (34) so ​​as to stop the crankshaft (30a) in a predetermined position (P), and the stop position control includes: pre-brake control to control the electric motor (34) so ​​that the rotational speed of the crankshaft (30a) decreases according to predetermined destination transition information (Tne); and main brake control to control the electric motor so that the crankshaft (30a) is stopped in the predetermined position (P) after the pre-brake control. ADVANTAGEOUS EFFECTS OF THE INVENTION

[007] According to the present invention, a technology can be provided for precisely stopping a crankshaft rotating due to inertia at a predetermined position when a combustion engine stops Petition 870250083011, dated 09 / 15 / 2025, pp. 117 / 148 3 / 26 automatically. BRIEF DESCRIPTION OF THE DRAWINGS

[008] FIG. 1 is a left side view of a vehicle of the type to be mounted according to an embodiment of the present invention.

[009] FIG. 2 is a block diagram of a control device, a drive system and an operating system for the mount-type vehicle of FIG. 1.

[010] FIG. 3 is a flowchart that illustrates an example of a process executed by a processing unit.

[011] FIG. 4 is a flowchart that illustrates an example of a process executed by the processing unit.

[012] FIG. 5 is a time graph showing an example of a transition at each of a crank angle, a combustion engine speed and a control state during stop position control.

[013] FIG. 6 is a time graph showing an example of a transition at each of the combustion engine speeds and a driving state of an electric motor in relation to a crank angle during pre-brake control.

[014] FIG. 7 is a flowchart that illustrates an example of a process executed by the processing unit.

[015] FIG. 8 is a flowchart that illustrates an example of a process executed by the processing unit.

[016] FIG. 9 is a flowchart that illustrates an example of a process executed by the processing unit. DESCRIPTION OF THE MODALITIES

[017] The embodiments will be described in detail below with reference to the attached drawings. Note that the following embodiments do not Petition 870250083011, dated 09 / 15 / 2025, pp. 118 / 148 4 / 26 intend to limit the scope of the claimed invention, and the limitation is not made to an invention that requires a combination of all the attributes described in the embodiments. Two or more of the multiple attributes described in the embodiments may be combined as appropriate. Furthermore, the same reference numbers are given for the same or similar configurations, and redundant descriptions thereof are omitted. <Esboço do veículo do tipo de montar>

[018] FIG. 1 is a left side view of a vehicle of the type to be mounted (hereinafter also simply referred to as vehicle) 100 according to an embodiment of the present invention. Note that, in FIG. 1, an arrow D1 indicates a front and rear direction of the vehicle 100, F indicates a front side and B indicates a rear side. An arrow D2 indicates the width direction of the vehicle 100, and L indicates the left side and R indicates the right side when viewed from the front of the vehicle 100. Direction D1 and direction D2 are horizontal directions. An arrow D3 indicates an up and down direction of the vehicle 100, U indicates an up side and D indicates a down side.

[019] Vehicle 100 is a scooter-type motorcycle, including a step floor 108 on which the rider places his legs between the left and right steering handlebars 102 and a seat 109 on which the rider sits. However, the present invention is also applicable to other types of ride-type vehicles.

[020] A steering tube 104 is fixed to the front end of the vehicle body frame 101. The steering tube 104 pivotally supports a steering rod 103 that extends downward from the steering handlebar 102. A pair of left and right front forks 105, which rotatably support a front wheel 110, are attached to a lower portion of the steering rod 103. A front wheel brake 118 is used to brake the front wheel 110. Petition 870250083011, dated 09 / 15 / 2025, pp. 119 / 148 5 / 26 is supported by the pair of 105 front forks. The 118 front wheel brake is, for example, a disc brake.

[021] A front handlebar cover 113 supporting a headlight 111 and a measuring device 114 is provided along the front sides of the steering handlebar 102. A rear handlebar cover 115 is provided along the rear sides of the steering handlebar 102. The measuring device 114 displays various types of information, such as vehicle speed and the amount of fuel remaining. The steering tube 104 and the steering stem 103 are covered by a cap 116. A combined front lamp 107 is arranged in a front portion of the vehicle 100.

[022] A power unit of the oscillating type 106 is variantly supported behind the step floor 108. A rear wheel 112, which is a drive wheel, is rotationally supported by the power unit 106, and the power unit 106 rotates the rear wheel 112. A rear end portion of the power unit 106 is suspended from the vehicle body by a rear shock absorber 117. The power unit 106 also supports a rear wheel brake 119 that brakes the rear wheel 112. The rear wheel brake 119 is, for example, a drum brake device.

[023] FIG. 2 is a block diagram of a control device 10, a drive system and an operating system for the vehicle of the type 100. The power unit 106 includes a transmission 35 and a centrifugal clutch 36 provided in a drive transmission path between a combustion engine 30 and the rear wheel 112. The transmission 35 according to the present embodiment is a continuously variable transmission in which a belt and two pulleys of variable diameter are combined, and a motive force is inserted into the transmission 35 from a crankshaft 30a of the combustion engine 30 and the motive force is emitted from the Petition 870250083011, dated 09 / 15 / 2025, pp. 120 / 148 6 / 26 transmission 35 to centrifugal clutch 36. The centrifugal clutch 36 transmits the driving force from transmission 35 to the rear wheel 112 and cuts off the transmission. The centrifugal clutch 36 is in a transmission state when a centrifugal force acts as the rotational speed of the transmission 35 drive shaft increases, and is in a transmission cut-off state when the rotational speed of the transmission 35 drive shaft is low.

[024] In the present embodiment, the combustion engine 30 is a four-stroke, single-cylinder DOHC engine and includes a throttle 31 that adjusts the amount of air intake, a fuel injection device (injector) 32 that injects fuel, and an ignition device 33 that ignites a mixture in a combustion chamber. An electric motor 34 is connected to the crankshaft 30a of the combustion engine 30. The electric motor 34 functions as a starter motor that starts the combustion engine 30 and also functions as an alternator that is driven by the combustion engine 30 to generate electrical power.

[025] A choke handle 41 is a choke operator provided to be operable by the rider and to allow the rider to adjust the degree of opening of the choke 31. The choke handle 41 is provided pivoting on the right steering handlebar 102. In the present embodiment, the choke handle 41 and the choke 31 are physically connected by a mechanical wire. However, a wire-choke system may be adopted in which the choke handle 41 and the choke 31 are not physically connected and the rider's operation of the choke (throttle operation) is converted into an electrical signal to control the choke.

[026] A brake lever 42 is a brake operator supplied to be Petition 870250083011, dated 09 / 15 / 2025, pages 121 / 148 7 / 26 operable by the driver to actuate the front wheel brake 118, which applies a braking force to the front wheel 110 of the vehicle 100. The brake lever 42 is located in front of the choke handle 41. When the driver operates the brake lever 42 with his right hand, the front wheel brake 118 supplied to the front wheel 110 is actuated and a braking force is applied to the front wheel 110.

[027] A brake lever 43 is a brake operator provided to be operable by the driver to actuate the rear wheel brake 119, which applies a braking force to the rear wheel 112 of the vehicle 100. The brake lever 43 is located in front of the left steering handlebar 102. When the driver operates the brake lever 43 with his left hand, the rear wheel brake 119 provided on the rear wheel 112 is actuated and a braking force is applied to the rear wheel 112.

[028] Vehicle 100 includes a control device 10. The control device 10 is an electrical circuit that includes a processing unit 11 represented by a CPU, a storage unit 12, such as a semiconductor memory, and an input / output (I / O) interface 13 with an external device. The control device 10 also includes a sensor signal processing circuit and an actuator drive circuit. The storage unit 12 stores programs to be executed by the processing unit 11, data (e.g., destination transition information Tne to be described later) used for processing by the processing unit 11, and the like. A plurality of processing units 11 and a plurality of storage units 12 may be provided.

[029] The control device 10 acquires detection results from various sensors 21 to 23 to control the combustion engine 30 and the electric motor. Petition 870250083011, dated 09 / 15 / 2025, pages 122 / 148 8 / 26 34. The throttle operation sensor 21 detects the driver's operation on the throttle grip 41. The throttle operation sensor 21 may be a sensor provided on the throttle grip 41 to detect an amount of throttle grip 41 pivoting, or a sensor provided on the throttle 31 to detect a degree of throttle opening.

[030] The crankshaft angle sensor 22 is a sensor that detects a quantity of rotation of the crankshaft 30a of the combustion engine 30. A position (rotation position) of the crankshaft 30a and a rotation speed of the combustion engine 30 (i.e., a rotation speed of the crankshaft 30a) can be specified according to a detection result of the crankshaft angle sensor 22. The rotation position of the crankshaft 30a can be denoted by θ. The combustion engine 30 is a four-stroke combustion engine, and during its four strokes, the crankshaft 30a rotates twice. Thus, θ assumes a value in the range of 0 to 720 degrees, and the top dead center of compression is 0 degrees. Furthermore, the rotation speed of the combustion engine 30 can be denoted by Ne. The unit is rpm. The vehicle speed sensor 23 is a sensor that detects the speed of the vehicle 100, for example, a sensor that detects the amount of rotation of the front wheel 110. <Exemplos de Processos>

[031] Examples of processes executed by control device 10 will be described. Processing unit 11 repeats each process to be described below in a predetermined cycle (e.g., several milliseconds). <Processo de Atualização de Dados de Estado>

[032] FIG. 3 is a flowchart that illustrates an example of a process. Petition 870250083011, dated 09 / 15 / 2025, pp. 123 / 148 9 / 26 of status data update. In this process, various types of status data are updated based on the detection results from sensors 21 to 23.

[033] In S1, the detection results from sensors 21 to 23 are acquired. In S2, the state data stored in storage unit 12 is updated based on the detection results acquired in S1. Examples of the types of state data to be updated include a throttle state (e.g., a closed state or an open state) based on the detection result from the throttle operation sensor 21, θ and Ne based on the detection result from the crank angle sensor 22, and a vehicle speed based on the detection result from the vehicle speed sensor 23. <Controle de Reinicialização / Parada em Marcha Lenta>

[034] FIG. 4 is a flowchart that illustrates an example of a process related to idle stop control. The control device 10 performs idle stop control of the combustion engine 30. In idle stop control, the combustion engine 30 is automatically stopped when the vehicle 100 is estimated to be temporarily stopped, and the combustion engine 30 is restarted when the vehicle 100 is estimated to be starting after the automatic stop.

[035] Note that, in the following description, an IS signal is a signal in which the ON and OFF information is stored using a predetermined storage area of ​​the storage unit 12 of the control device 10. The IS signal indicates whether or not the combustion engine is in idle stop state and is switched to ON in idle stop state and switched to OFF in a state other than idle stop state. Petition 870250083011, dated 09 / 15 / 2025, pp. 124 / 148 10 / 26

[036] Here, a predetermined position of the crankshaft 30a will be described in which the combustion engine 30 can be restarted more smoothly. When starting the combustion engine 30, the rotational load becomes greater when a piston passes through the top dead center of compression during the forward rotation of the crankshaft 30a. Therefore, when the combustion engine 30 is stopped, the crankshaft 30a is placed in a predetermined position (for example, a position within a range of 30 degrees after the top dead center of compression, which is a position P to be described later). This position is referred to as the initial setup position. Subsequently, when the combustion engine 30 is started, the approach period until the piston reaches the top dead center of compression can be extended, and the rotational speed of the crankshaft 30a when the piston reaches the top dead center of compression can be increased.As a result, the starting capacity of the combustion engine 30 can be improved.

[037] Referring to FIG. 4, in S11, it is determined whether the IS signal is ON or OFF. When the IS signal is OFF, the process proceeds to S12, and when the IS signal is ON, the combustion engine is currently in an idle stop state, and the process proceeds to S16. In S12, it is determined whether an idle stop condition is met or not based on state data. When it is determined that the idle stop condition has been met, the process proceeds to S13, and when it is determined that the idle stop condition has not been met, the process terminates.

[038] The idle stop condition may include, for example, the vehicle speed being less than or equal to a prescribed vehicle speed (e.g., 3 km / h) and the choke 31 being in a closed state for a prescribed time (e.g., 3 seconds). In addition, the condition may include Petition 870250083011, dated 09 / 15 / 2025, pages 125 / 148 11 / 26 the headlight 36 being switched off and the driver having allowed the idle stop control to be executed in advance (an idle stop switch is provided and switched on by the driver).

[039] In the present embodiment, the idle stopping condition is a condition that can be established while vehicle 100 is in motion and does not require vehicle 100 to be stopped (such as the vehicle speed being maintained at 0 for a certain period of time). As a result, the combustion engine 30 stops automatically while vehicle 100 is decelerating to a stop, thus improving fuel efficiency compared to the case where vehicle 100 is required to be stopped.

[040] In S13, the automatic stop control is executed to automatically stop the combustion engine 30. For example, the combustion engine 30 can be stopped by switching off the fuel supply via the fuel injection device 32 or by stopping the ignition via the ignition device 33. In S14, the IS indicator is set to ON. In S16, the stop position control is executed to position the crankshaft 30a of the combustion engine 30 in the start preparation position. Details will be described later.

[041] S16 to S18 are steps performed in the idling stopped state of the combustion engine 30. In S16, it is determined whether a reset condition is met or not. The reset condition may be, for example, the driver having performed a choke opening operation 31 (a pivoting operation of the choke handle 41). When it is determined that the reset condition has been met, the process proceeds to S17 and, when it is determined that the reset condition has not been met, the process terminates.

[042] In S17, the reset control is executed. The electric motor Petition 870250083011, dated 09 / 15 / 2025, pages 126 / 148 12 / 26 is activated as a starter motor to rotate the crankshaft 30a forward, while fuel is supplied by the fuel injection device 32 and ignition is performed by the ignition device 33 to start the combustion engine 30. In S18, the IS indicator is set to OFF. <Controle de Posição de Parada>

[043] The stop position control in S15 of FIG. 4 will be described in detail. FIG. 5 is a time graph showing an example of the transition at each of the crank angle θ, the combustion engine speed NE and the control state CNT during stop position control. The horizontal axis represents time. For the control state CNT, IS represents a section during which automatic stop control (S13) is executed, PB represents a section during which pre-brake control is executed and MB represents a section during which main brake control is executed.

[044] In the stop position control according to the present embodiment, the crankshaft 30a rotating due to inertia after the automatic stop control (S13) is stopped within the range of the start preparation position P by a driving force from the electric motor 34. The crankshaft 30a is braked by rotating the electric motor 34 in a direction to reverse the forward rotation of the crankshaft 30a.

[045] The main brake control is the control to activate the electric motor 34 to stop the crankshaft 30a in the start preparation position P when the crankshaft 30a reaches an initial braking position θs close to the start preparation position P. There is a variation when the rotational speed of the crankshaft 30a rotating due to inertia after automatic stopping decreases. For this reason, even if the main brake control is initiated at the same θs, the crankshaft 30a cannot be stopped in the position of Petition 870250083011, dated 09 / 15 / 2025, pages 127 / 148 13 / 26 Start preparation P. Therefore, in the present embodiment, the pre-brake control is executed before the main brake control to control in advance the decrease in the rotational speed of the crankshaft 30a rotating due to inertia.

[046] FIG. 6 is a time graph showing an example of transition at each of the combustion engine speeds NE and the driving state of the electric motor 34 with respect to the crankshaft angle θ during pre-brake control. Pre-brake control is initiated on the condition that NE becomes less than or equal to a threshold rotational speed NEth. In pre-brake control, the electric motor 34 is controlled such that the rotational speed NE of the crankshaft 30a decreases according to predetermined target transition information Tne. The target transition information Tne according to the present embodiment defines a target value of NE with respect to θ. In the illustrated example, the target transition information Tne has a profile in which NE temporarily increases monotonically when θ exceeds 0 degrees and then decreases monotonically towards θ = 720 degrees.

[047] By reducing the rotational speed of the crankshaft 30a rotating due to inertia after automatic stopping according to the destination transition information Tne, it is possible to suppress the variation in the decrease in rotation and precisely stop the crankshaft 30a in the start preparation position P in the main brake control. If the crankshaft 30a can be stopped precisely, the frequency of subsequent position adjustments can be reduced, and the crankshaft 30a can be stopped quickly in the start preparation position P. Therefore, even if it is necessary to restart the combustion engine 30 immediately after the automatic stopping of the combustion engine 30, the restart capability can be improved. In particular, if the combustion engine 30 stops automatically while the vehicle is 100 Petition 870250083011, dated 09 / 15 / 2025, pages 128 / 148 14 / 26 slowing down until stopping and it is required to restart the combustion engine immediately after the vehicle stops 100, the restart capability can be further improved because the crankshaft 30a can be positioned in the start preparation position P before the vehicle stops 100.

[048] In the present embodiment, PWM control is assumed as an emission control method for the electric motor 34. However, in the pre-brake control, in order to further simplify the control of the electricity supply to the electric motor 34, an ON state with a 100% duty cycle or an OFF state with a 0% duty cycle is selected to control the decrease in the rotational speed of the crankshaft 30a. In the ON state, a braking force caused by the actuation of the electric motor 34 acts on the crankshaft 30a. In the OFF state, the electric motor 34 is not actuated and, consequently, no braking force acts on the crankshaft 30a. “ON” and “OFF” in FIG. 6 indicate an ON state and an OFF state, respectively.

[049] In order to decrease the rotational speed NE of the crankshaft 30a in accordance with the target transition information Tne, feedback control is used in the present embodiment. More specifically, the state data relating to the rotational speed NE (referred to as a detected rotational speed Dne) are compared with the target transition information Tne, and control is performed in such a way that the detected rotational speed Dne follows the target transition information Tne. By using feedback control, the rotational speed NE of the crankshaft 30a can be decreased more precisely in accordance with the target transition information Tne.

[050] Here, the control can be executed in such a way that the detected rotation speed Dne exactly matches the destination transition information Tne, but when the detected rotation speed Dne is lower Petition 870250083011, dated 09 / 15 / 2025, pages 129 / 148 15 / 26 that the destination transition information Tne, there is little need for control. Therefore, in the present embodiment, the ON state is selected when the detected rotational speed Dne exceeds the destination transition information Tne, and the OFF state is selected when the detected rotational speed Dne is less than or equal to the destination transition information Tne. In FIG. 6, the ON state is selected in sections R1, R2 and R3 where the detected rotational speed Dne exceeds the destination transition information Tne, suppressing an increase in the rotational speed of the crankshaft 30a, and the OFF state is selected in the other sections. In this way, by controlling the electric motor 34 only when there is a great need to adjust the rotational speed, the control can be simplified.

[051] FIG. 7 is a flowchart illustrating an example of a process for controlling the stop position at S15 of FIG. 4. At S21, it is determined whether the detected rotational speed Dne is less than or equal to the threshold rotational speed NEth based on the state data. When the detected rotational speed Dne is less than or equal to the threshold rotational speed NEth, the process proceeds to S22. The threshold rotational speed NEth is defined as a rotational speed in a low rotational speed range at which the centrifugal clutch 36 is in the transmission cut-off state. Since the centrifugal clutch 36 is in the transmission cut-off state, pre-brake control can be performed in a state where a load from the road surface via the rear wheel 112 is not transmitted to the crankshaft 30a. This makes it possible to perform control that is not affected by the travel state and improves the accuracy of the stop position of the crankshaft 30a.

[052] In S22, it is determined whether or not the 30a crankshaft is Petition 870250083011, dated 09 / 15 / 2025, pages 130 / 148 16 / 26 rotating in the forward direction based on the state data. When it is determined that crankshaft 30a is rotating in the forward direction, the process proceeds to S23. When it is determined that crankshaft 30a has stopped or is rotating in the reverse direction, the process proceeds to S27.

[053] In S23, pre-brake control is performed. FIG. 8 is a flowchart illustrating an example of a process for pre-brake control in S23. In S31, a target rotational speed is defined based on the target transition information Tne, and θ based on the state data. That is, a rotational speed corresponding to a current θ between the rotational speeds defined in the target transition information Tne is read and set. In S32, it is determined whether a detected rotational speed Dne based on the state data exceeds or does not exceed the target rotational speed defined in S31. When the detected rotational speed Dne exceeds the target rotational speed, the process proceeds to S33, and when the detected rotational speed Dne does not exceed the target rotational speed, the process proceeds to S34. In S33, the electric motor 34 is driven in a 100% duty cycle.As a result, an increase in crankshaft rotational speed 30a is suppressed. Subsequently, the process proceeds to S35. At S34, electric motor 34 is switched off (0% duty cycle) and subsequently, the process proceeds to S35.

[054] In S35, it is determined whether a condition for terminating pre-brake control is met or not. When the termination condition is met, pre-brake control is terminated. The termination condition may include, for example, a detected rotational speed Dne being less than or equal to the threshold rotational speed (< NEth), a pre-brake control execution time having reached the prescribed time, or θ based on the data of Petition 870250083011, dated 09 / 15 / 2025, pages 131 / 148 17 / 26 state having reached the initial braking position θs. When one of these conditions is met, the pre-brake control can be terminated.

[055] Referring to FIG. 7, the description will continue. In S24, it is determined whether or not crankshaft 30a is rotating in the forward direction based on the state data. When it is determined that crankshaft 30a is rotating in the forward direction, the process proceeds to S25, and when it is determined that crankshaft 30a has stopped or is rotating in the reverse direction, the process proceeds to S27. In S25, the main brake control is performed. FIG. 9 is a flowchart illustrating an example of a process for the main brake control in S25.

[056] In S41, it is determined whether or not θ of the crankshaft 30a has reached the initial braking position θs based on the state data. When it is determined that θ of the crankshaft 30a has reached the initial braking position θs, the process proceeds to S42. In S42, the electric motor 34 is driven in a 100% duty cycle. The 100% duty cycle is maintained until the main brake control is terminated and the crankshaft 30a is stopped. The braking force can be increased by fixing the duty cycle at 100%. Since the main brake control aims to immediately stop the crankshaft 30a, no feedback control is performed as in the pre-brake control. After S42, the process proceeds to S43.

[057] In S43, a determination is made whether the 30a crankshaft has stopped. In the present embodiment, the criterion used is whether or not the 30a crankshaft has rotated in the reverse direction. That is, in S43, it is determined whether or not the 30a crankshaft has rotated in the reverse direction based on the state data. For example, when the 30a crankshaft rotates in the reverse direction by a predetermined angle, it is determined that the 30a crankshaft has “rotated in the reverse direction”. Alternatively, when the reverse rotation of the 30a crankshaft Petition 870250083011, dated 09 / 15 / 2025, pages 132 / 148 If rotation continues for a predetermined period of time, it is determined that crankshaft 30a has “rotated in reverse”. Alternatively, when either can be confirmed, it is determined that crankshaft 30a has “rotated in reverse”. By using reverse rotation as a criterion, it is easier to determine when the crankshaft has stopped, and it is also possible to avoid the crankshaft 30a being erroneously recognized as stopped when it continues to rotate forward without stopping, thus enabling a more reliable determination of when the crankshaft has stopped. When it is determined that crankshaft 30a has rotated in reverse, the main brake control is terminated.

[058] Referring to FIG. 7, the description will continue. At S26, based on the state data, it is determined whether the position of crankshaft 30a deviates from the initial preparation position P. When it is determined that the position of crankshaft 30a does not deviate from the initial preparation position P, the process proceeds to S28, and the electric motor 34 is switched off. When it is determined that the position of crankshaft 30a deviates from the initial preparation position P, the process proceeds to S27. At S27, the electric motor 34 is activated to perform the control to advance or return crankshaft 30a to the initial preparation position P. When crankshaft 30a is positioned in the initial preparation position P, the process proceeds to S28. Even if an error occurs in the pre-brake control or the main brake control, the control for adjusting the stop position at S27 can reliably prepare for restart. <Outras Modalidades>

[059] In the modality described above, it was exemplified as a condition for initiating pre-brake control that the detected rotation speed Dne is less than or equal to the threshold rotation speed NEth (S21). Petition 870250083011, dated 09 / 15 / 2025, pages 133 / 148 19 / 26 However, a requirement for θ of the crankshaft 30a can be added. For example, in the example of FIG. 5, the pre-brake control is initiated at a time before θ of the crankshaft 30a is 0 degrees, but it can be initiated at a time after θ of the crankshaft 30a is 0 degrees.

[060] In the embodiment described above, the vehicle of the type 100 including the centrifugal clutch 36 and the continuously variable transmission 35 was exemplified, but the present invention is also applicable to a vehicle of the type including a manual clutch and a manual transmission, and a vehicle of the type including an automatic clutch and an automatic transmission. In both cases, it is required that the control of the stop position be performed under the condition that the clutch is in the cut-off state. <Resumo das Modalidades>

[061] The embodiments described above disclose a vehicle control device, a control method and a vehicle of the type to mount on at least the following items. Item 1.

[062] Vehicle control device (10), comprising: control means (11) for controlling a combustion engine (30) mounted in a vehicle (100) and an electric motor (34) that enables a crankshaft (30a) of the combustion engine (30) to rotate, wherein when an idle stop condition is met, the control means (11) performs: automatic stopping of the combustion engine (30); and stop position control to brake the rotating crankshaft (30a) due to inertia by a driving force of the electric motor (34) so ​​as to stop the crankshaft (30a) in a predetermined position (P), and the stop position control includes: Petition 870250083011, dated 09 / 15 / 2025, pages 134 / 148 20 / 26 pre-brake control to control the electric motor (34) so ​​that the rotational speed of the crankshaft (30a) decreases according to predetermined destination transition information (Tne); and main brake control to control the electric motor so that the crankshaft (30a) is stopped in the predetermined position (P) after the pre-brake control.

[063] According to this embodiment, it is possible to provide a technology to precisely stop the rotation of the crankshaft due to inertia at a predetermined position when the combustion engine stops automatically. If the crankshaft can be stopped precisely, the frequency of subsequent position adjustments can be reduced, and the crankshaft can be stopped quickly at the start preparation position P. Therefore, even if it is required to restart the combustion engine immediately after the automatic shutdown of the combustion engine, the restart capability can be improved. Item 2.

[064] The vehicle control device (10), according to item 1, in which the idle stop condition is a condition that can be established while the vehicle is in motion.

[065] According to the present embodiment, it is possible to improve fuel efficiency compared to a case where the combustion engine stops automatically after the vehicle is stopped. Item 3.

[066] The vehicle control device (10), according to item 1, in which the vehicle (100) includes a detection means (23) for detecting a position of Petition 870250083011, dated 09 / 15 / 2025, pages 135 / 148 21 / 26 crankshaft (30a), and the control means (11) performs the feedback control of the electric motor (34), in the pre-brake control, based on the destination transition information (Tne) and a detection result from the detection means (23).

[067] According to the present embodiment, using feedback control, it is possible to reduce the crankshaft rotation speed more precisely according to the target transition information. Item 4.

[068] The vehicle control device (10), according to item 1, wherein the vehicle (100) includes a detection means (23) for detecting a crankshaft position (30a), the target transition information (Tne) is information indicating a target rotational speed of the crankshaft (30a) relative to the crankshaft position (30a), and the control means (11) is configured to: to activate the electric motor (34) in such a way that the rotational speed of the crankshaft (30a) decreases, in the pre-brake control, when a detected rotational speed (Dne) of the crankshaft (30a) based on a detection result of the detection means (23) exceeds the target rotational speed (Tne); and not to activate the electric motor (34) when the detected rotational speed (Dne) is less than or equal to the target rotational speed (Tne).

[069] According to this method, it is possible to simplify control. Item 5.

[070] The vehicle control device (10), according to item 1, Petition 870250083011, dated 09 / 15 / 2025, pages 136 / 148 22 / 26 where the control means (11) drives the electric motor (34) by service control, and in the main brake control, the electric motor (34) is driven in a predetermined service cycle without altering the service cycle.

[071] According to this method, it is possible to increase the force of the electric motor to brake the crankshaft and stop the crankshaft immediately. Item 6.

[072] The vehicle control device (10), according to item 1, wherein the vehicle (100) includes a detection means (23) for detecting a crankshaft position (30a), and the control means (11) stop the drive of the electric motor (34) in the main brake control when reverse rotation of the crankshaft (30a) is detected by the detection means (23).

[073] According to this method, by using reverse rotation as a criterion, it is possible to determine the crankshaft stop more easily and reliably. Item 7.

[074] The vehicle control device (10), according to item 1, wherein the vehicle (100) includes a detection means (23) for detecting a position of the crankshaft (30a), and the control means (11) performs the control to rotate the crankshaft (30a) to the predetermined position (P) by the electric motor (34) when it is determined based on a detection result of the detection means (23) that the crankshaft (30a) is not stopped at the predetermined position (P) by Petition 870250083011, dated 09 / 15 / 2025, pp. 137 / 148 23 / 26 stop position control.

[075] According to this method, even if an error occurs in the stop position control, it is possible to reliably prepare for the restart. Item 8.

[076] The vehicle control device (10), according to item 1, in which the control means (11) is configured to: Initiate pre-brake control when the crankshaft rotation speed (30a) becomes less than or equal to a first rotation speed; and terminate pre-brake control when the crankshaft rotation speed (30a) becomes less than or equal to a second rotation speed lower than the first rotation speed.

[077] According to this method, the main brake control can be performed by precisely controlling the crankshaft rotation speed. Item 9.

[078] A control method for controlling a combustion engine (30) mounted in a vehicle (100) and an electric motor (34) enabling a crankshaft (30a) of the combustion engine (30) to rotate, the control method comprising: an automatic stop stage to automatically stop the combustion engine (30) when an idle stop condition is met while the vehicle (100) is in motion; and a stop position control stage to brake the crankshaft (30a) rotating due to inertia by a driving force from the electric motor (34) of Petition 870250083011, dated 09 / 15 / 2025, pages 138 / 148 24 / 26 mode to stop the crankshaft (30a) in a predetermined position after the automatic stop step, wherein the stop position control step includes: a pre-brake control stage to control the electric motor (34) such that the rotational speed of the crankshaft (30a) decreases according to predetermined destination transition information (Tne); and a main brake control stage to control the electric motor (34) such that the crankshaft (30a) is stopped at the predetermined position after the pre-brake control stage.

[079] According to this embodiment, it is possible to provide a technology to precisely stop the rotation of the crankshaft due to inertia at a predetermined position when the combustion engine stops automatically. If the crankshaft can be stopped precisely, the frequency of subsequent position adjustments can be reduced, and the crankshaft can be stopped quickly at the start preparation position P. Therefore, even if it is required to restart the combustion engine immediately after the automatic shutdown of the combustion engine, the restart capability can be improved. Item 10.

[080] A vehicle of the type to be mounted (100) comprising: an internal combustion engine (30); an electric motor (34) that enables a crankshaft (30a) of the combustion engine (30) to rotate; and a control means (11) to control the combustion engine (30) and the electric motor (34), wherein the control means (11) performs: automatic stopping of the combustion engine (30); and stopping position control to brake the crankshaft (30a) Petition 870250083011, dated 09 / 15 / 2025, pages 139 / 148 25 / 26 rotating due to inertia by a driving force of the electric motor (34) so ​​as to stop the crankshaft (30a) in a predetermined position (P) when an idle stop condition is met while the ride-type vehicle (100) is in motion, and the stop position control includes: pre-brake control to control the electric motor (34) so ​​that the rotational speed of the crankshaft (30a) decreases according to predetermined destination transition information (Tne); and main brake control to control the electric motor (34) so ​​that the crankshaft (30a) is stopped at the predetermined position (P) after pre-brake control.

[081] According to this embodiment, it is possible to provide a technology to precisely stop the rotation of the crankshaft due to inertia at a predetermined position when the combustion engine stops automatically. If the crankshaft can be stopped precisely, the frequency of subsequent position adjustments can be reduced, and the crankshaft can be stopped quickly at the start preparation position P. Therefore, even if it is required to restart the combustion engine immediately after the automatic shutdown of the combustion engine, the restart capability can be improved. Item 11.

[082] Mounting type vehicle (100) according to item 10, additionally comprising: a centrifugal clutch (36) provided in a power transmission path between the combustion engine (30) and a drive wheel (112), wherein the pre-brake control is initiated on the condition that the speed of Petition 870250083011, dated 09 / 15 / 2025, pages 140 / 148 26 / 26 crankshaft rotation (30a) becomes less than or equal to a first rotational speed at which the centrifugal clutch (36) is in a transmission cut-off state, and the pre-brake control is terminated on the condition that the crankshaft rotational speed (30a) becomes less than or equal to a second rotational speed lower than the first rotational speed.

[083] According to this method, it is possible to perform a control that is not affected by the state of travel and improve the accuracy of the crankshaft stop position.

[084] Up to now, embodiments of the invention have been described, the invention is not limited to the previous embodiments, and various variations / alterations are possible within the spirit of the invention. Petition 870250083011, dated 09 / 15 / 2025, pp. 141 / 148

Claims

1 / 6 CLAIMS 1. Vehicle control device (10), comprising: control means (11) for controlling a combustion engine (30) mounted in a vehicle (100) and an electric motor (34) enabling a crankshaft (30a) of the combustion engine (30) to rotate, wherein when an idle stop condition is satisfied, the control means (11) performs: automatic stopping of the combustion engine (30); and stop position control to brake the rotating crankshaft (30a) due to inertia by a driving force of the electric motor (34) so ​​as to stop the crankshaft (30a) in a predetermined position (P), the stop position control includes: pre-brake control to control the electric motor (34) such that the rotational speed of the crankshaft (30a) decreases according to predetermined destination transition information (Tne);and main brake control to control the electric motor in such a way that the crankshaft (30a) is stopped in the predetermined position (P) after pre-brake control, characterized in that the vehicle (100) is a ride-on type vehicle comprising a centrifugal clutch (36) provided in a power transmission path between the combustion engine (30) and a drive wheel (112), and the control means (11) is configured to: initiate pre-brake control on the condition that the rotational speed of the crankshaft (30a) becomes less than or equal to a first rotational speed at which the centrifugal clutch (36) is in a transmission cut-off state, and terminate pre-brake control on the condition that the rotational speed of the crankshaft (30a) becomes less than or equal to a Petition 870250083011, dated 09 / 15 / 2025, page. 143 / 148 2 / 6 second rotation speed lower than the first rotation speed.

2. Vehicle control device (10), according to claim 1, characterized in that the idle stop condition is a condition that can be established while the vehicle is in motion.

3. Vehicle control device (10), according to claim 1, characterized in that the vehicle (100) includes a detection means (23) for detecting a crankshaft position (30a), and the control means (11) performs feedback control of the electric motor (34), in pre-brake control, based on destination transition information (Tne) and a detection result from the detection means (23).

4. Vehicle control device (10), according to claim 1, characterized in that the vehicle (100) includes a detection means (23) for detecting a crankshaft position (30a), the target transition information (Tne) is information indicating a target crankshaft rotation speed (30a) relative to the crankshaft position (30a), and the control means (11) is configured to: actuate the electric motor (34) such that the crankshaft rotation speed (30a) decreases, in pre-brake control, when a detected crankshaft rotation speed (Dne) based on a detection result from the detection means (23) exceeds the target rotation speed (Tne); and not actuate the electric motor (34) when the rotation speed Petition 870250083011, dated 09 / 15 / 2025, p. 144 / 148 3 / 6 detected (Dne) for less than or equal to the target rotation speed (Tne).

5. Vehicle control device (10), according to claim 1, characterized in that the control means (11) actuates the electric motor (34) by service control, and in the main brake control, the electric motor (34) is actuated in a predetermined service cycle without altering the service cycle.

6. Vehicle control device (10), according to claim 1, characterized in that the vehicle (100) includes a detection means (23) for detecting a crankshaft position (30a), and the control means (11) stops the drive of the electric motor (34) in the main brake control when reverse rotation of the crankshaft (30a) is detected by the detection means (23).

7. Vehicle control device (10), according to claim 1, characterized in that the vehicle (100) includes a detection means (23) for detecting a position of the crankshaft (30a), and the control means (11) performs the control to rotate the crankshaft (30a) to the predetermined position (P) by the electric motor (34) when it is determined based on a detection result of the detection means (23) that the crankshaft (30a) is not stopped at the predetermined position (P) by the stop position control.

8. Control method for controlling a combustion engine (30) mounted in a vehicle (100) and an electric motor (34) enabling a crankshaft (30a) of the combustion engine (30) to rotate, the control method Petition 870250083011, dated 09 / 15 / 2025, page 145 / 148 4 / 6 comprising: an automatic stop step for automatically stopping the combustion engine (30) when an idle stop condition is met while the vehicle (100) is in motion; and a stop position control stage to brake the crankshaft (30a) rotating due to inertia by a driving force from the electric motor (34) so ​​as to stop the crankshaft (30a) in a predetermined position after the automatic stop stage, wherein the stop position control stage includes: a pre-brake control stage to control the electric motor (34) such that the rotational speed of the crankshaft (30a) decreases according to predetermined destination transition information (Tne);and a main brake control stage to control the electric motor (34) such that the crankshaft (30a) is stopped in the predetermined position after the pre-brake control stage, characterized in that the vehicle (100) is a ride-on type vehicle comprising a centrifugal clutch (36) provided in a power transmission path between the combustion engine (30) and a drive wheel (112), and the pre-brake control is: initiated on the condition that the rotational speed of the crankshaft (30a) becomes less than or equal to a first rotational speed at which the centrifugal clutch (36) is in a transmission cut-off state; and terminated on the condition that the rotational speed of the crankshaft (30a) becomes less than or equal to a second rotational speed less than the first rotational speed. Petition 870250083011, dated 15 / 09 / 2025, p. 146 / 148 5 / 6; 9. A vehicle of the type to be ridden (100), comprising: a combustion engine (30); an electric motor (34) that enables a crankshaft (30a) of the combustion engine (30) to rotate; a centrifugal clutch (36) provided in a power transmission path between the combustion engine (30) and a drive wheel (112); and a control means (11) for controlling the combustion engine (30) and the electric motor (34), wherein the control means (11) performs: automatic stopping of the combustion engine (30);and stop position control to brake the crankshaft (30a) rotating due to inertia by a driving force of the electric motor (34) so ​​as to stop the crankshaft (30a) in a predetermined position (P) when an idle stop condition is met while the ride-type vehicle (100) is in motion, the stop position control includes: pre-brake control to control the electric motor (34) such that the rotational speed of the crankshaft (30a) decreases according to predetermined destination transition information (Tne);and main brake control to control the electric motor (34) such that the crankshaft (30a) is stopped in the predetermined position (P) after pre-brake control, characterized in that the control means (11) is configured to: initiate pre-brake control on the condition that the rotational speed of the crankshaft (30a) becomes less than or equal to a first rotational speed at which the centrifugal clutch (36) is in a transmission cut-off state, and terminate pre-brake control on the condition that the rotational speed of the crankshaft (30a) becomes less than or equal to a second rotational speed lower than the first rotational speed. Petition 870250083011, dated 15 / 09 / 2025, p. 147 / 148 6 / 6 148 / 148;

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