VEHICLE

Abstract

A control unit 14 of a vehicle 1 controls a drive unit 11 such that the power of a crankshaft 21a of an engine 21 is arranged to be a power corresponding to a first target power Y1, which is set to suppress the occurrence of engine stalling, regardless of the amount of actuation of a throttle actuation unit 12. When a first sensing state is switched to a second sensing state, the first target power Y1 is set to a predetermined power Ys. Subsequently, the first target power Y1 remains unchanged when the rotational speed K of the engine 21 is not less than a threshold K0, and the first target power Y1 is changed to be greater than the predetermined power Ys when the rotational speed K falls below the threshold K0. Figure for the abstract: Fig. 1

Description

Title of the invention: VEHICLE technical field

[0001] The present invention relates to a vehicle having a drive unit comprising an engine. State of the art

[0002] A technology exists for controlling the performance of an engine in a drive unit without relying on the amount of actuation of a throttle control unit, in order to prevent engine stalling. For example, according to the literature of patent 1, in a vehicle with a hydraulic clutch and an oil pressure sensor, an electronic throttle valve is controlled such that the degree of throttle opening is adjusted to a target degree based not on the degree of throttle opening but on oil pressure (degree of clutch engagement) detected by the oil pressure sensor, in order to prevent engine stalling. In other words, the electronic throttle valve is controlled to have a degree of throttle opening corresponding to the degree of clutch engagement. List of quotations Patent literature

[0003] Patent literature 1: Japanese patent publication not examined No. 2018-105241 Technical issue

[0004] In the literature of patent 1, the oil pressure sensor for detecting the degree of clutch engagement is a prerequisite. In this regard, there exists a vehicle capable of detecting whether the clutch is in an engaged state, in which torque can be transmitted, or in an disengaged state, in which torque transmission is cut off, but not capable of detecting the rate of torque transmission through the clutch (i.e., the degree of clutch engagement). The control disclosed in the literature of patent 1 cannot be applied to such a vehicle. In other words, in the technology cited in the literature of patent 1, the vehicle structure required to eliminate engine stalling is severely restricted.

[0005] An object of the present invention is to provide a vehicle that has a driver-operated clutch, in which a structure required to suppress engine stalling is less restrictive, but engine stalling is successfully suppressed. Solution to the problem

[0006] A vehicle according to an embodiment of the present teachings comprises: a drive unit which includes an engine, a multi-stage transmission, and a clutch configured to change a torque transmission rate from the engine to the multi-stage transmission; an accelerator actuation unit, which is actuable by a driver, to change engine performance; a clutch actuation unit, which is actuable by the driver, to actuate the clutch; a clutch detection unit that is configured to detect whether an actuation quantity of the clutch actuation unit is less than a predetermined actuation quantity, the predetermined actuation quantity being equal to or greater than an actuation quantity with which the clutch is switched from a connected state, in which torque can be transmitted, to a cut-off state, in which torque transmission is cut off; a gear position detection unit that is configured to detect whether the multistage transmission is in a neutral state, in which a gear position is a neutral position, or an engaged state, in which the gear position is a position other than the neutral position; a rotational speed detection unit that is configured to detect the rotational speed of the motor; and a control unit that is configured to control the power unit, the control unit making a first command through which the power unit is controlled such that the engine crankshaft power is adjusted to be a power corresponding to a first target power, the first target power being defined to suppress the occurrence of engine stalling, regardless of the amount of actuation of the throttle actuation unit, and when a first detection state in which: The clutch detection unit detects that the amount of actuation of the clutch actuation unit is not less than the predetermined amount of actuation. and / or the gear position detection unit detects that the neutral state is switched to a second detection state where, in the second detection state, the gear position detection unit detects the engaged state and the clutch detection unit detects that the amount of actuation of the clutch actuation unit is less than the predetermined amount of actuation, the control unit adjusts the initial target power so that it is increased to a predetermined power regardless of the transmission rate of torque by the clutch and independently of the amount of actuation of the throttle actuation unit, then the control unit does not change the first target power when an engine speed detected by the 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 engine speed detected by the speed detection unit becomes less than the threshold.

[0007] When a state in which at least one of the cut-off or neutral states is set is switched to a state in which both the engaged and connected states are set, if the crankshaft power is low, the engine stall speed is reduced and engine stalling tends to occur. According to the above arrangement, when the first sensing state is switched to the second sensing state, the control unit sets the first target power to a predetermined power that is higher than before, based neither on the clutch torque transmission rate nor on the amount of throttle actuation. Subsequently, the control unit does not change the first target power when the engine speed is not below the threshold, and changes the first target power to be higher than the predetermined power when the engine speed falls below the threshold.Therefore, when the control unit issues the initial command to the drive unit so that the crankshaft power is set to match the first target power, engine stalling is less likely to occur when the multistage transmission is engaged and the clutch is switched from the disengaged to the engaged state. Furthermore, the following situation is less likely to occur: even if the predetermined power is not very high, the engine speed drops to a level where engine stalling can occur immediately after the clutch is switched from the disengaged to the engaged state. Additionally, if the engine speed falls below the threshold after the above situation, engine stalling can be prevented by setting the first target power to be higher than the predetermined power. Unlike the arrangement described above, let us assume that the crankshaft power is increased to a degree where the engine speed would not fall below the threshold even if the torque transmission ratio through the clutch is increased when the first detection state is switched to the second detection state. In this case as well, it is possible to prevent engine stalling when the state in which at least one of the cut-off or neutral states is set is switched to the state in which both the engaged and connected states are set. However, this arrangement can present the following drawback, for example. The clutch actuation unit typically has a clearance range within which a decrease in the amount of actuation of the clutch actuation unit is not reflected in the clutch switching from the disengaged to the engaged state. The clutch sensing unit can be arranged such that the predetermined amount of actuation falls within this clearance range. In other words, the predetermined amount of actuation can be greater than the amount of actuation required to switch the clutch from the engaged to the disengaged state.In such a case, the clutch may remain in the disengaged state even after the clutch detection unit switches from a state where the clutch actuation force is not less than the predetermined amount to a state where the clutch detection unit detects that the actuation force is less than the predetermined amount. In this case, the engine speed may increase unnecessarily in the disengaged state. Furthermore, for example, when the clutch is switched to the engaged state and then immediately switched to the disengaged state, the engine speed may increase unnecessarily in the disengaged state. According to the arrangement described above, because the predetermined power is not very significant, it is possible to eliminate the unnecessary increase in engine speed in the disengaged state. Furthermore, because the control unit sets the first target power and executes the first command as in the arrangement described above, the occurrence of engine stalling, for example when starting the vehicle, can be suppressed without requiring an arrangement to detect the rate of torque transmission through the clutch, such as the oil pressure sensor in the patent literature 1. In other words, the vehicle in the arrangement described above is arranged in such a way that a structure required to suppress engine stalling is less restricted but engine stalling is successfully suppressed. In addition to the above, the engine speed in the connected state is influenced by the clutch torque transmission ratio. For example, when the vehicle is traveling on a flat road, the engine speed decreases as the clutch torque transmission ratio increases, as long as the crankshaft power remains constant. Therefore, according to the above arrangement, by setting the first target power to be higher than the predetermined power when the engine speed falls below the threshold after the first target power is set to the predetermined power, the crankshaft power can be adjusted based on the clutch torque transmission ratio, even without an arrangement to detect the transmission ratio. torque via the clutch as the oil pressure sensor from patent literature 1.

[0008] A vehicle according to an embodiment of the present teachings may have the following characteristics: The control unit can execute the first command when the first target power is greater than a second target power, said second target power being adapted to be increased when the amount of actuation of the accelerator actuation unit increases, and The control unit can perform the second command in order to control the drive unit so that the crankshaft power is arranged to provide power corresponding to the second target power, when the second target power is not less than the first target power.

[0009] When the actuation force of the throttle control unit is low, the second target power is low. Consequently, engine stalling tends to occur if the second command is executed when the actuation force of the throttle control unit is low. For this reason, according to the above arrangement, the control unit executes the first command when the actuation force of the throttle control unit is low and the first target power is greater than the second target power. It is therefore possible to eliminate the occurrence of engine stalling when the actuation force of the throttle control unit is low. When the amount of throttle actuation is significant, the second target power is also significant. Therefore, engine stalling is less likely if the second command is executed when the throttle actuation is significant. On the other hand, compared to the second command, the difference between the engine speed expected by the driver based on the throttle actuation and the actual engine speed is significant in the first command, and the driver tends to experience unusual sensations. For this reason, according to the above arrangement, the control unit executes the second command when the amount of throttle actuation is significant and the second target power is no less than the first target power.With this arrangement, the driver is less likely to experience strange sensations when the amount of actuation of the accelerator actuation unit is significant.

[0010] A vehicle according to an embodiment of these teachings may have the following characteristic: Once the first detection state is switched to the second detection state, the control unit can gradually increase the first target power while a state in which the motor rotation speed detected by the rotation speed detection unit is below the threshold can continue.

[0011] This arrangement allows for mitigating the change in crankshaft power during the first command while maintaining the state in which the engine speed is below the threshold. Furthermore, the amount of change in the first target power when the engine speed falls below the threshold can be reduced. This prevents an excessive increase in crankshaft power when the engine speed drops below the threshold during the first command. In addition, it is possible to mitigate the change in crankshaft power during the first command when the engine speed falls below the threshold.

[0012] A vehicle according to an embodiment of these teachings may further comprise: a vehicle speed information detection unit that can be configured to detect vehicle speed information, in the first command, the control unit does not change the first target power when the engine speed detected by the speed detection unit is not below the threshold and the vehicle speed obtained from the information detected by the vehicle speed information detection unit is below the predetermined vehicle speed, and the control unit can adjust the first target power to be decreased when the vehicle speed obtained from the information detected by the vehicle speed information detection unit does not become below the predetermined vehicle speed.

[0013] When crankshaft power is maintained after the vehicle speed has reached a certain level in the first command, the difference between the vehicle speed expected by the driver based on the amount of throttle actuation and the actual speed is significant, and the driver tends to experience unusual sensations. According to the above arrangement, in the first command, the initial target power remains unchanged when the engine speed is not below the threshold and the vehicle speed is lower than the predetermined vehicle speed, and the initial target power is set to be lower than before when the vehicle speed does not fall below the predetermined vehicle speed.Thanks to this arrangement, the increase in vehicle speed after the vehicle speed reaches the predetermined vehicle speed in the first command is . eliminated and the difference between the vehicle speed expected by the driver based on the amount of accelerator actuation unit actuation and the actual vehicle speed is decreased, so the driver is less likely to experience strange sensations.

[0014] A vehicle according to an embodiment of the present teachings may have the following characteristic: The control unit can gradually decrease the first target power while a state in which the vehicle speed obtained from the information detected by the vehicle speed information detection unit is not less than the predetermined vehicle speed can continue in the first command.

[0015] This arrangement mitigates the change in crankshaft power while maintaining the state in which the vehicle speed is not lower than the predetermined vehicle speed specified in the first command. Furthermore, the amount of change in the first target power when the vehicle speed becomes equal to or greater than the predetermined vehicle speed specified in the first command can be reduced. This mitigates the change in crankshaft power when the vehicle speed becomes equal to or greater than the predetermined vehicle speed specified in the first command.

[0016] A vehicle according to an embodiment of the present teachings may have the following characteristic: The control unit can adjust the first target power to reduce it: (i) when a state in which the clutch detection unit detects that the amount of actuation of the clutch actuation unit is less than the predetermined amount of actuation is switched to a state in which the clutch detection unit detects that the amount of actuation of the clutch actuation unit is not less than the predetermined amount of actuation and (ii) when a state in which the gear position detection unit detects that the engaged state is switched to a state in which the gear position detection unit detects the neutral state.

[0017] In the cut-off and neutral states, engine stalling is less likely to occur even if the crankshaft power is low. Furthermore, in the first command, if the crankshaft power is high in the cut-off or neutral state, the difference between the degree of displacement of the accelerator actuation unit expected by the power based on the amount of accelerator crankshaft actuation and the actual engine speed is significant, and the driver tends to experience strange sensations. According to the above arrangement, the control unit decreases the first target power so that it is less than before (i) when a state in which the clutch sensing unit detects that the amount of actuation of the clutch actuation unit is less than the predetermined amount of actuation is switched to a state in which the clutch sensing unit detects that the amount of actuation of the clutch actuation unit is not less than the predetermined amount of actuation and (ii) when a state in which the gear position sensing unit detects that the engaged state is switched to a state in which the gear position sensing unit detects the neutral state.Thanks to this, in the first command, the difference between the degree of displacement of the accelerator actuation unit expected by the power based on the amount of accelerator crankshaft actuation and the actual engine rotation speed is reduced, so the driver is less likely to experience strange sensations.

[0018] A vehicle according to an embodiment of the present teachings may have the following characteristic: The control unit can set the first target power to zero. (I) when a state in which the clutch detection unit detects that the amount of actuation of the clutch actuation unit is less than the predetermined amount of actuation is switched to a state in which the clutch detection unit detects that the amount of actuation of the clutch actuation unit is not less than the predetermined amount of actuation and (II) when a state in which the gear position detection unit detects the engaged state is switched to a state in which the gear position detection unit detects the neutral state.

[0019] According to this arrangement, the control unit sets the first target power to 0 (I) when a state in which the clutch detection unit detects that the amount of actuation of the clutch actuation unit is less than the predetermined amount of actuation is switched to a state in which the clutch detection unit detects that the amount of actuation of the clutch actuation unit is not less than the predetermined amount of actuation and (II) when a state in which the gear position detection unit detects the engaged state is switched to a state in which the gear position detection unit detects the neutral state.Thanks to this, the second command is executed independently of the amount of throttle actuation, and the difference between the engine speed expected by the driver based on the amount of throttle actuation and the actual engine speed is small. Therefore, the driver is less likely to experience any unusual sensations.

[0020] A vehicle according to an embodiment of these teachings may have the following characteristics: The control unit can set the first target power to zero when the clutch detection unit detects that the amount of actuation of the clutch actuation unit is not less than the predetermined amount of actuation and / or the gear position detection unit detects the neutral state, and The control unit can adjust the first target power to the predetermined power when the first detection state is switched to the second detection state. Then the control unit may not change the first target power as long as the motor rotation speed detected by the rotation speed detection unit is not below the threshold, and The control unit can adjust the first target power to be higher than the predetermined power when the motor rotation speed detected by the rotation speed detection unit falls below the threshold.

[0021] In the cut-off or neutral state, the first target power is set to 0, and consequently, the second command is executed independently of the amount of throttle actuation. Therefore, the difference between the engine speed expected by the driver based on the amount of throttle actuation and the actual engine speed is small. Consequently, the driver is less likely to experience unusual sensations. In addition, the first target power is set to the predetermined power when the first detection state is switched to the second detection state, then the first target power is unchanged when the motor rotation speed is not below the threshold and the first target power is arranged to be above the predetermined power when the motor rotation speed becomes below the threshold.

[0022] A vehicle according to an embodiment of the present teachings may have the following characteristic: the vehicle is a saddle vehicle.

[0023] Saddle bikes have a wider engine speed range than automobiles. In addition, saddle bikes have less inertia around a crankshaft than automobiles. Inertia around the crankshaft refers to the inertia of the crankshaft, a clutch, and any accessory located between the crankshaft and the clutch. An example of an accessory located between the crankshaft and the clutch is a flywheel. For these reasons, engine stalling is more likely to occur in saddle bikes than in automobiles. Furthermore, saddle bikes are typically more structurally limited than automobiles. As a result, it is very It is interesting in saddle vehicles to control a drive unit in the manner described above in order to reduce the restriction on the structure required to suppress engine stalling while suppressing the occurrence of engine stalling.

[0024] In these teachings and embodiments, a vehicle is, for example, a motor vehicle or a saddle vehicle. A saddle vehicle refers to all types of vehicles on which a driver (pilot) rides while straddling a saddle. A saddle vehicle may or may not have a wheel. Saddle vehicles include motorcycles, motor tricycles, four-wheeled buggies (ATVs: all-terrain vehicles), snowmobiles, and personal watercraft. Motorcycles include scooters, bicycles equipped with motors, mopeds, etc.

[0025] In the present teachings and embodiments, the engine fuel comprises gasoline, alcohol, a mixture of gasoline and alcohol, and light oil. The engine may be a four-stroke or two-stroke engine. The engine may or may not include a cartridge. The engine may or may not include 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 may be one regardless of the number of cylinders. The engine may include one throttle valve for each cylinder.

[0026] In the present teachings and embodiments, a drive unit comprises an engine and is configured to be able to switch between a state of crankshaft power change based on the amount of actuation of a throttle actuator and a state of crankshaft power change under the control of a control unit, independent of the amount of actuation of the throttle actuator. For example, the engine may comprise an electronic throttle valve that is configured to be able to switch between a state of throttle opening change based on the amount of actuation of the throttle actuator and a state of throttle opening change under the control of the control unit, independent of the amount of actuation of the throttle actuator.Alternatively, for example, the engine may include (i) a mechanical or electronic throttle valve having a variable degree of opening depending on an amount of actuation of a throttle actuation unit and (ii) an idle speed control valve having a variable degree of opening under the control of a unit of In the first command, the control unit controls the degree of opening of the idle speed control valve so that the crankshaft power is arranged to correspond to the first target power setting, which is independent of the amount of actuation of the throttle actuation unit. The drive unit may not include the idle speed control valve. Alternatively, for example, the drive unit may include (i) an engine with a mechanical or electronic throttle valve having a variable degree of opening depending on the amount of actuation of the throttle actuation unit, and (ii) an electric motor. In the first command, the control unit may drive the electric motor so that the crankshaft power is arranged to correspond to the first target power setting.This electric motor can be designed to provide torque between the engine and the clutch. For example, the electric motor could be a starter motor with an electrical power-generating function, connected to the engine's crankshaft. When the vehicle has a drive wheel, the electric motor can be designed to provide torque between the clutch and the drive wheel. The electric motor can be driven while the engine is not. In other words, the vehicle can be a parallel hybrid. The powertrain may not include an electric motor that increases the crankshaft's power when the engine is driven. When the vehicle has a drive wheel, the powertrain may not include an electric motor that provides torque to the drive wheel. In these teachings and embodiments, the accelerator actuation unit is, for example, a throttle grip when the vehicle is a saddle vehicle. Alternatively, the accelerator actuation unit is, for example, an accelerator pedal when the vehicle is an automobile. In these teachings and embodiments, a clutch actuation unit is, for example, a clutch lever when the vehicle is a saddle vehicle. Alternatively, the clutch actuation unit is, for example, a clutch pedal when the vehicle is an automobile. In these teachings and embodiments, a clutch detection unit is, for example, a clutch switch configured to output a signal indicating whether the actuation of the clutch actuation unit is less than a predetermined actuation amount. When the actuation of the clutch actuation unit is equal to or greater than the predetermined actuation amount, the clutch switch outputs an on signal. When the actuation of the clutch actuation unit is less than the predetermined actuation amount, the clutch switch outputs an off signal. With a predetermined actuation, the clutch switch delivers a stop signal at the output. In these teachings and embodiments, the clutch detection unit may include a sensor configured to detect the torque transmission rate through the clutch. The sensor configured to detect the torque transmission rate through the clutch is, for example, an oil pressure sensor as described in patent literature. Alternatively, in these teachings and embodiments, the clutch detection unit may not include a sensor configured to detect the torque transmission rate through the clutch. In these teachings and embodiments, the clutch actuation unit may have a clearance range, and the predetermined actuation amount may be an actuation amount of the clutch actuation unit within the clearance range.In other words, the predetermined actuation force may be greater than the actuation force required to switch the clutch from the engaged to the disengaged state. In this case, when the clutch actuation unit is actuated in such a way that the clutch switches from the disengaged to the engaged state, the clutch switches from the disengaged to the engaged state after a state in which the actuation force of the clutch actuation unit detected by the clutch detection unit is equal to or greater than the predetermined actuation force, or after switching to a state in which the actuation force of the clutch actuation unit detected by the clutch detection unit is less than the predetermined actuation force.In the present teachings and embodiments, when the clutch actuation unit has a play range, the predetermined amount of actuation can be identical to the amount of actuation with which the clutch is switched from the connected state to the cut-off state. In these teachings and embodiments, the phrase "a gear position detection unit detects a neutral state" indicates that a gear position detection unit detects that a multistage transmission is in a neutral state. When the gear position detection unit detects an engaged position, the gear position detection unit detects that the multistage transmission is in an engaged position. In these teachings and embodiments, the vehicle may include a gear-shifting actuation unit that is actuated by the driver to change the gear position of the multistage transmission. The multistage transmission may be arranged such that the gear position is changed based on an actuation of a gear-shifting actuation unit. Alternatively, the multistage transmission may be arranged such that the ratio position is changed under the control of a control unit. In the present teachings and embodiments, when the drive unit does not include an electric motor, the crankshaft power is the power generated in the crankshaft by the drive of the engine. In the present teachings and embodiments, when the drive unit includes an electric motor and the electric motor is not driven, the crankshaft power is the power generated in the crankshaft by the motor drive. In these teachings and embodiments, where the drive unit includes an electric motor located either between the clutch and the multistage transmission, or between the multistage transmission and a component to which torque is transmitted from the vehicle's multistage transmission, and when the clutch is disengaged, the crankshaft power is the power generated in the crankshaft by the motor drive. The component to which torque is transmitted from the vehicle's multistage transmission may be a drive shaft that transmits torque to a drive wheel when the vehicle has a drive wheel. In the present teachings and embodiments, when the drive 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 crankshaft power is the power generated in the crankshaft by the drive of the engine and the drive of the electric motor. In the present teachings and embodiments, where the drive unit includes an electric motor provided either between the clutch and the multistage transmission, or between the multistage transmission and a part to which torque is transmitted from the vehicle's multistage transmission, the electric motor is driven, and the clutch is in the connected state, the crankshaft power is the power generated in the crankshaft by the drive of the engine and the drive of the electric motor.

[0027] In the present teachings and embodiments, the first target power is set to the crankshaft power required to suppress the generation of engine stalling. In other words, when the crankshaft power is equal to or greater than the first target power, engine stalling is unlikely to occur. In the present teachings and embodiments, the power corresponding to the first target power indicates the crankshaft power when the drive unit is controlled such that the crankshaft power is identical to the first target power. The power corresponding to the first target power can be the same as the first target power or slightly different from the first target power. In the present teachings and embodiments, the first target power setting, which is adjusted to prevent engine stalling, can be set directly. Alternatively, for example, the first target power setting can be set indirectly such that the amount of throttle actuation corresponding to the first target power setting is adjusted. Alternatively, for example, the first target power setting can be set indirectly such that the degree of throttle opening corresponding to the first target power setting is adjusted. In these teachings and embodiments, a first detection state is switched to a second detection state when, for example, the vehicle in the stopped state starts or the vehicle traveling in the cut-off state accelerates. Such operation in the cut-off state is called freewheeling. In these teachings and embodiments, a predetermined power is a power output at which, when the torque transmission ratio through the clutch is increased while the crankshaft power is maintained at the predetermined power, the engine speed can fall below a threshold. Therefore, the predetermined power is lower than the crankshaft power at which, even when the torque transmission ratio through the clutch is increased while the crankshaft power is maintained, the engine speed does not fall below a threshold. In these teachings and embodiments, setting the first target power to a predetermined power higher than before encompasses both cases where the first target power, having been set to a power greater than 0, is set to a higher predetermined power, and cases where the first target power, having been set to 0, is set to a higher predetermined power. In this regard, for example, the control unit can directly set the first target power to a predetermined power higher than before. Alternatively, for example, the control unit can indirectly set the first target power to a predetermined power higher than before by setting the actuation quantity of the accelerator actuation unit corresponding to the first target power to a higher actuation quantity than before.Alternatively, for example, the control unit can indirectly adjust the first target power to a predetermined power higher than before, by adjusting the degree of opening of the throttle valve corresponding to the first target power to a degree of opening higher than before. In these teachings and embodiments, the second target power is a crankshaft power, which is regulated according to a quantity of throttle actuation. The second target power is arranged to increase as the quantity of actuation of the throttle actuation unit increases, while the torque transmission ratio through the clutch remains constant. In this respect, when the drive unit includes an electric motor, the second target power is arranged to increase as the quantity of actuation of the throttle actuation unit increases when the electric motor is not driven and the torque transmission ratio through the clutch remains constant.When the power unit includes an idle speed control valve, the second target power is arranged to increase as the amount of actuation of the throttle actuation unit increases while the degree of opening of the idle speed control valve remains the same and the torque transmission rate through the clutch remains the same. The throttle actuation unit typically has a clearance range beyond which a change in the amount of actuation is not reflected in the crankshaft power. When the throttle actuation unit begins to operate, it is actuated within this clearance range and then outside of it. The area outside this clearance range is where a change in the amount of actuation is reflected in the crankshaft power.When the throttle actuation unit has the clearance range described above, the second target power is arranged to increase as the amount of throttle actuation unit actuation increases, provided the torque transmission rate through the clutch remains constant and the amount of throttle actuation unit actuation is outside the clearance range. In these teachings and embodiments, the second target power indicates the crankshaft power when the drive unit is controlled such that the crankshaft power is equal to the second target power. The second target power may be equal to the second target power or slightly different from it.

[0028] In the present teachings and embodiments, the progressive increase of the first target power encompasses the progressive increase of the first target power and the continuous increase of the first target power. In these teachings and embodiments, as vehicle speed information, a vehicle speed information detection unit can detect vehicle speed as such or information other than vehicle speed. For example, the detection unit Vehicle speed information can be detected using GNSS (Global Navigation Satellite System). Alternatively, for example, if the vehicle has a wheel, the vehicle speed information detection unit can detect the wheel's rotational speed. In these teachings and embodiments, a predetermined vehicle speed can be the vehicle speed reached after the clutch transitions to a fully engaged state under the first command, or it can be the vehicle speed reached when the clutch is in a semi-engaged state under the first command. The fully engaged state is a state in which the torque transmission rate through the clutch is at its maximum. The semi-engaged state is a state in which the torque transmission rate through the clutch is greater than 0 and less than the torque transmission rate in the fully engaged state. In these teachings and embodiments, a reduction of the first target power to less than before encompasses both a reduction of the first target power to less than before within a range greater than 0 and a reduction of the first target power to 0. In this regard, for example, the control unit can directly adjust the first target power to be smaller than before. Alternatively, for example, the control unit can indirectly adjust the first target power to be smaller than before by adjusting the actuation quantity of the accelerator actuation unit corresponding to the first target power to a smaller actuation quantity than before.Alternatively, for example, the control unit can indirectly adjust the first target power to be lower than before, by adjusting the degree of throttle opening corresponding to the first target power to a smaller degree of opening than before. In the present teachings 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 command is executed. In the present teachings and implementations, a gradual decrease in the first target power encompasses a gradual decrease in the first target power and a continuous decrease in the first target power.

[0029] In the present teachings and embodiments, the vehicle may include a gear shift actuation unit that is actuated by the driver to change the gear position of the multi-stage transmission. In the present teachings and embodiments, a synchronization at in which the gear position detection unit is switched from an engaged state detection state to a neutral state detection state can be a synchronization in which the engaged state is switched to the neutral state as a result of an actuation of the gear shift actuation unit by the driver. In these teachings and embodiments, the multi-stage transmission can be arranged so that the gear position is switched under the control of the control unit. In these teachings and embodiments, the synchronization at which the gear position detection unit switches from an engaged state to a neutral state can be a synchronization at which the engaged state is switched to neutral under the control of the control unit.

[0030] When the drive unit does not include an electric motor, for example, it is assumed that the control mentioned in the vehicle as stated in paragraph

[0006] is carried out when both conditions (A1) and (A2) described below are satisfied. (A1) While the accelerator actuation unit is not actuated, the multi-stage transmission is switched from neutral to engaged, and the actuation force of the clutch actuation unit gradually decreases from the maximum actuation force. When the actuation force of the clutch actuation unit reaches a given actuation force, the resulting power from combustion in the combustion chamber is significant. (A2) Next, the engine speed is reduced, for example, by increasing the torque transmission ratio through the clutch by actuating the clutch actuation unit. When the engine speed is equal to or greater than a predetermined value, the power resulting from combustion in the combustion chamber remains unchanged. When the engine speed is reduced below the predetermined value, the power resulting from combustion in the combustion chamber is significant. It should be noted that the power resulting from combustion in the combustion chamber is calculated on the basis of, for example, the pressure in the combustion chamber of the existing engine obtained from a detection result of an engine pressure sensor and the crankshaft angle obtained from a detection result of the existing angular sensor. Where the power unit does not include an idle speed control valve or an electric motor, for example, it is assumed that the control referred to in the vehicle as stated in paragraph

[0006] is carried out when both conditions (B1) and (B2) described below are satisfied. (Bl) While the throttle actuation unit is not actuated, the multistage transmission is switched from neutral to engaged, and the actuation force of the clutch actuation unit gradually decreases from the maximum actuation force. When the actuation force of the clutch actuation unit reaches a given actuation force, at least one of the following is modified: the degree of opening of a throttle valve or the ignition timing of a spark plug, so that the crankshaft power is increased. (B2) Next, the engine speed is reduced, for example, by increasing the torque transmission ratio through the clutch by actuating the clutch actuation unit. While the engine speed is equal to or greater than a predetermined value, both the throttle opening and the spark plug timing remain unchanged. When the engine speed is reduced below the predetermined value, at least one of the throttle opening or spark plug timing is changed so that the crankshaft power is increased. The throttle opening angle can be detected by a throttle position sensor already present on the engine. Spark plug timing can be achieved by sending a signal to control the spark plug. When the drive unit does not include an electric motor but includes an idle speed control valve, for example, it is assumed that the control mentioned in the vehicle as stated in paragraph

[0006] is performed when both conditions (C1) and (C2) described below are met. (C1) While the throttle actuation unit is not actuated, the multistage transmission is switched from the neutral to the engaged state, and the actuation force of the clutch actuation unit gradually decreases from the maximum actuation force. When the actuation force of the clutch actuation unit reaches a given actuation force, at least one of the following is changed: the degree of throttle opening, the degree of opening of the idle speed control valve, or the ignition timing of the spark plug, so that the engine power is increased. (C2) Next, the engine speed is lowered, for example, by increasing the torque transmission ratio through the clutch by actuating the clutch actuation unit. While the engine speed is equal to or greater than a predetermined value, all among the degree of throttle opening, the degree The opening of the idle speed control valve and the ignition timing of the spark plug remain unchanged. When the engine speed is reduced below the predetermined value, at least one of the following—the degree of throttle opening, the degree of idle speed control valve opening, or the spark plug ignition timing—is modified so that the crankshaft power is increased. The degree of opening of the idle speed control valve can be detected by a degree of opening sensor provided on the existing engine. Where the drive unit has an electric motor provided between the motor and the clutch, between the clutch and the multistage transmission, or between the multistage transmission and a part to which torque is transmitted from the vehicle's multistage transmission, it is assumed that the control referred to in the vehicle as stated in paragraph

[0006] is carried out when both conditions (D1) and (D2) described below are satisfied. (Dl) While the accelerator actuation unit is not actuated, the multistage transmission is switched from neutral to engaged, and the actuation force of the clutch actuation unit is gradually decreased from the maximum actuation force. When the actuation force of the clutch actuation unit reaches a given actuation force, at least one of the power outputs due to combustion in the combustion chamber or the power output of the electric motor is increased. (D2) Next, the engine speed is reduced, for example, by increasing the torque transmission ratio through the clutch by actuating the clutch actuation unit. When the engine speed is equal to or greater than a predetermined value, the power resulting from combustion in the combustion chamber and the power of the electric motor remain unchanged. When the engine speed is reduced below the predetermined value, at least one of the power resulting from combustion in the combustion chamber or the power of the electric motor is significantly reduced. A lack of change in the power of the electric motor and an increase in the power of the electric motor are detectable on the basis, for example, of a control signal by which the electric motor is controlled. Where the drive unit has an electric motor provided between the motor and the clutch, between the clutch and the multistage transmission, or between the multistage transmission and a part to which torque is transmitted from the vehicle's multistage transmission, it is assumed that the control referred to in the vehicle as stated in paragraph

[0006] is carried out when both conditions (E1) and (E2) described below are satisfied. (1) While the throttle actuation unit is not actuated, the multi-stage transmission is switched from neutral to engaged, and the actuation force of the clutch actuation unit is gradually decreased from the maximum actuation force. When the actuation force of the clutch actuation unit reaches a given actuation force, at least one of the throttle opening degrees, the ignition timing of the spark plug or the power of the electric motor is modified so that the crankshaft power is increased. (E2) Next, the engine speed is reduced, for example, by increasing the torque transmission ratio through the clutch by actuating the clutch actuation unit. While the engine speed is equal to or greater than a predetermined value, all of the following remain unchanged: the degree of throttle opening, the spark plug timing, or the electric motor power. When the engine speed is reduced below the predetermined value, at least one of the following is modified: the degree of throttle opening, the spark plug timing, or the electric motor power, so that the crankshaft power is increased.

[0031] In the present teachings and embodiments, at least one of the plurality of options encompasses all conceivable combinations of the options. At least one of the plurality of options may 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 only A, only B, only C, A and B, A and C, B and C, or A, B, and C. In the present teachings and modes of implementation, A and / or B denotes A but not B, B but not A, or A and B.

[0032] In the present teachings, when the number of a constituent feature is not clearly specified, the number of the constituent feature may be greater than one or the number of constituent features may be only one.

[0033] In the present teachings and embodiments, the terms "including", "having", "comprising" and their derivatives are used to encompass not only listed articles and their equivalents, but also additional articles.

[0034] Unless otherwise defined, all terms (technical and scientific terms) used in this specification indicate meanings generally understood by a person with ordinary competence in the technical field to which this teaching belongs. Terms such as those defined in commonly used dictionaries should be interpreted as having a meaning that is consistent with their significance in the context of the relevant art and this specification. disclosure, and should not be interpreted in an idealized or excessively formal sense.

[0035] In this description, the term "may" is not exclusive. The term "may" indicates "may, but shall not." In this description, "may" implicitly includes "should not." In this description, an arrangement that is explained using the term "may" has at least the effects described above of the arrangement mentioned in the vehicle as stated in paragraph

[0006] .

[0036] Before describing in detail embodiments of these teachings, it is understood that these teachings are not limited to the construction and arrangement details of the components presented in the following description or illustrated in the drawings. These teachings are also applicable to embodiments other than those described later. These teachings may be implemented in the form of an embodiment other than those described below. Beneficial effects

[0037] The vehicle of the present teachings is arranged so that a structure required to remove an engine stall is less restricted but an engine stall is successfully removed. Brief Description of the Drawings

[0038] Figure 1 is intended to describe a vehicle according to a first embodiment. Figure 2 is a flowchart of the execution process of a first command and a second command based on the amplitude relationship between a first target power and a second target power in a vehicle according to a second embodiment. Fig. 3 (a) is intended to describe a vehicle according to a third embodiment. Fig. 3 (b) is a flowchart of the flow of a process for adjusting the first target power in the third embodiment. [Fig. 4] – Figures 4(a) to 4(c) are intended to illustrate an example of a change in first target power due to factors such as changes in engine speed and vehicle speed in the third embodiment. [Fig. 4](a) shows changes in engine speed. [Fig. 4](b) shows changes in vehicle speed. [Fig. 4](c) shows changes in a parameter indicating the states of a gear position detection unit and a clutch detection unit. [Fig. 4](d) shows changes in first target power. Figure 5 is intended to describe a motor unit according to a fourth embodiment. Figure 6 is intended to describe a motor unit according to a fifth embodiment. Figure 7 is intended to describe a vehicle according to a sixth embodiment. Figure 8 is intended to describe a vehicle according to a seventh embodiment. Figure 9 is intended to describe a saddle vehicle according to an eighth embodiment. Description of Implementation Methods

[0039] First embodiment A vehicle 1 of a first embodiment of the present teachings will be described by referring to [Fig. 1]. As shown in [Fig.1], the vehicle 1 of the first embodiment comprises a drive unit 11, an accelerator actuation unit 12, a clutch actuation unit 13, and a control unit 14. The drive unit 11 comprises an engine 21, a multistage transmission 22, and a clutch 23. In the drive unit 11, torque is generated in a crankshaft 21a of the engine 21. In the drive unit 21, torque can be transmitted from the crankshaft 21a of the engine 21 to the multistage transmission 22 via the clutch 23. The torque transmitted from the crankshaft 21a of the engine 21 to the multistage transmission 22 is, for example, transmitted to an axle shaft to which a drive wheel is attached, when the vehicle 1 has the drive wheel. The clutch 23 is either in an engaged state in which torque can be transmitted, or in a disengaged state in which torque transmission is interrupted. The clutch 23 changes the torque transmission rate from the motor 21 to the multistage transmission 22. In the connected state, the clutch 23 is capable of changing the torque transmission rate.Changing the torque transmission rate via clutch 23 involves changing the torque transmission rate from a rate greater than 0 to 0 by switching the connected state to the disconnected state, and changing the torque transmission rate from 0 to a rate greater than 0 by switching the disconnected state to the connected state. The clutch actuation unit 13 is actuated by a driver of vehicle 1 to change the torque transmission rate via clutch 23. The throttle actuation unit 12 is actuated by the driver of vehicle 1 to change the power of the crankshaft 21a.

[0040] The vehicle 1 includes a rotational speed detection unit 21b which is provided at the motor 21. The rotational speed detection unit 21b is configured to detect the rotational speed of the motor 21 and output a signal representative of the rotational speed of the motor 21 to the control unit 14. The Engine rotation speed 21 indicates the number of crankshaft rotations 21a per unit of time. The vehicle 1 includes a gear position detection unit 22a located on the multistage transmission 22. The gear position detection unit 22a is configured to detect the gear position of the multistage transmission 22 and to output a signal representing the gear position to the control unit 14. The gear position of the multistage transmission 22 is either neutral or a position other than neutral, such as first or second gear. When the gear position is neutral, the multistage transmission 22 is in neutral. When the gear position is other than neutral, the multistage transmission 22 is engaged. The gear position detection unit 22a is capable of detecting whether the multistage transmission 22 is in neutral or engaged. Vehicle 1 includes a clutch detection unit 13a disposed at the clutch actuation unit 13. The clutch detection unit 13a cooperates with the clutch actuation unit 13. The clutch detection unit 13a is configured to detect if an actuation quantity of the clutch actuation unit 13 is less than a predetermined actuation quantity, which is an actuation quantity with which the clutch 23 is switched from the connected state to the cut-off state, and to deliver at output a signal representative of the detection result.For example, when the actuation quantity of the clutch actuation unit 13 is less than the predetermined actuation quantity, the clutch detection unit 13a outputs a stop signal, and when the actuation quantity of the clutch actuation unit 13 is equal to or greater than the predetermined actuation quantity, the clutch detection unit 13a outputs a run signal. In this case, when the clutch 23 is switched from the cut-off state to the connected state following an actuation of the clutch actuation unit 13, after the output signal delivered from the clutch sensing unit 13a is switched from the run signal to the stop signal, the clutch 23 can be switched from the cut-off state to the connected state so that the transmission of torque from the crankshaft 21a of the engine 21 to the multistage transmission 22 begins.In other words, immediately before the start of the torque transmission from the motor 21 to the multistage transmission 22 via the clutch 23, the signal delivered at the output from the clutch detection unit 13a can be switched from the run signal to the stop signal.

[0041] The control unit 14 is configured to control the drive unit 11. The control unit 14 places an initial order via of which the drive unit 11 is controlled in such a way that the power of the crankshaft 21a of the engine 21 is arranged to be a power corresponding to a first target power Y1 which is set to suppress the occurrence of engine stalling, regardless of an amount of actuation of the throttle actuation unit 12.

[0042] The control unit 14 sets the first target power Yl, for example, by carrying out a process according to a flowchart shown in [Fig. 1]. More specifically, to begin with, the control unit 14 determines whether the gear position detection unit 22a detects the engaged state at step S101. When the gear position detection unit 22a detects the neutral state (NO at step S101), the control unit 14 repeats the determination of step S101. When the gear position detection unit 22a detects the engaged state (YES at step S101), the control unit 14 determines at step S102 whether a state in which the clutch detection unit 13a detects that the amount of actuation of the clutch actuation unit 13 is not less than the predetermined amount of actuation has been switched to a state in which the clutch detection unit 13a detects that the amount of actuation of the clutch actuation unit 13 is less than the predetermined amount of actuation. When the state in which the clutch detection unit 13a detects that the amount of actuation of the clutch actuation unit 13 is not less than the predetermined amount of actuation (NO at step S102), the control unit 14 returns to step S101. When the state in which the clutch detection unit 13a detects that the actuation quantity of the clutch actuation unit 13 is not less than the predetermined actuation quantity is switched to the state in which the clutch detection unit 13a detects that the actuation quantity of the clutch actuation unit 13 is less than the predetermined actuation quantity (YES in step S102), the control unit 14 adjusts, in step S103, the first target power Yl to a predetermined power Ys which is greater than before, based neither on the torque transmission rate through the clutch 23 nor on the actuation quantity of the throttle actuation unit 12. It should be noted that step S102 can be performed before step S101.In a first embodiment, a state in which the clutch detection unit 13a detects that the actuation quantity of the clutch actuation unit 13 is not less than the predetermined actuation quantity and / or the gear position detection unit 22a detects the neutral state is a first detection state. Furthermore, a state in which the gear position detection unit 22a detects the engaged state and the clutch detection unit 13a detects that the actuation quantity of . The clutch actuation unit 13 is less than the predetermined actuation quantity, which 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. Next, at step S104, the control unit 14 determines whether the motor speed K detected by the speed detection unit 21b is below a KO threshold. When the motor speed K detected by the speed detection unit 21b is not below the KO threshold (NO at step S104), the control unit 14 repeats the determination from step S104. In other words, as long as the motor speed K detected by the speed detection unit 21b is not below the KO threshold, the control unit 14 does not change the first target power Yl. When the rotational speed K of the motor detected by the rotational speed detection unit 21b becomes less than the KO threshold (YES at step S104), the control unit 14 increases the first target power Yl of Al at step S105, then returns to step S104.

[0043] Second embodiment A vehicle 1 of a second embodiment of this teaching will be described with reference to [Fig. 2]. The second embodiment includes all the features of the first embodiment. In the second embodiment, the control unit 14 starts a process according to a flowchart shown in [Fig. 2] when the engine 21 is idling, and continues the process of the flowchart while the engine 21 is being driven.

[0044] More specifically, in step S201, the control unit 14 determines whether the first target power Y1 is greater than the second target power Y2, which increases as the amount of actuation of the accelerator actuation unit 12 increases. When the first target power Y1 is greater than the second target power Y2 (YES at step S201), the control unit 14 executes the first command at step S202. When the second target power Y2 is equal to or greater than the first target power Y1 (NOT at step S201), the control unit 14 performs, at step S203, a second command in which the drive unit 11 is commanded so that the power of the crankshaft 21a is arranged to be the power corresponding to the second target power Y2.

[0045] Third embodiment A vehicle 1 of a third embodiment of these teachings will be described with reference to [Fig. 3](a) and [Fig. 3](b). The third embodiment encompasses all the characteristics of the first embodiment and the second embodiment. As shown in [Fig. 3](a), the vehicle 1 of the third embodiment includes a vehicle speed information detection unit 31. The vehicle speed information detection unit 31 is configured to detect information about the speed of vehicle 1 and to output a signal representing this information to the control unit 14. For example, when vehicle 1 has a wheel, the vehicle speed information detection unit 31 detects the wheel's rotational speed as vehicle speed information and outputs a signal representing the wheel's rotational speed to the control unit 14. The wheel's rotational speed indicates the number of wheel rotations per unit of time.The control unit 14 is capable of calculating the vehicle speed from the wheel rotation speed represented by a signal provided by the unit 31, which detects information relating to the vehicle speed and the wheel diameter recorded in advance.

[0046] In the third embodiment, the control unit 14 regulates the first target power Y1 by executing a process according to a flowchart shown in [Fig. 3](b). The control unit 14 begins the process according to the flowchart shown in [Fig. 3](b) when the motor 21 starts, and continues the process of the flowchart of [Fig. 3](b) while the motor 21 is driven. The flowchart of [Fig. 3](b) will be described below. The control unit 14 determines whether the gear position detection unit 22a detects the engaged state at step S301. When the gear position detection unit 22a detects the neutral state (NO at step S301), the control unit 14 proceeds to step S303.When the gear position detection unit 22a detects the engaged state (YES in step S301), the control unit 14 determines in step S302 whether a state in which the clutch detection unit 13a detects that the amount of actuation of the clutch actuation unit 13 is not less than the predetermined amount of actuation has been switched to a state in which the clutch detection unit 13a detects that the amount of actuation of the clutch actuation unit 13 is less than the predetermined amount of actuation.When a state in which the clutch detection unit 13a detects that the actuation quantity of the clutch actuation unit 13 is not less than the predetermined actuation quantity has not been switched to a state in which the clutch detection unit 13a detects that the actuation quantity of the clutch actuation unit 13 is less than the predetermined actuation quantity (NOT at step S302), the control unit 14 proceeds to step S303. At step S303, the control unit 14 sets the first target power Y1 to 0. In this way, when the gear position detection unit 22a detects the neutral state and / or the clutch detection unit 13a detects that the amount of actuation of the clutch actuation unit 13 is not less than the predetermined amount of actuation, the first target power Y1 is set to 0. After step S303, the control unit 14 returns to step S301. When the gear position detection unit 22a detects the neutral state (NO in step 301) and the state in which the clutch detection unit 13a detects that the actuation quantity of the clutch actuation unit 13 is not less than the predetermined actuation quantity is switched to the state in which the clutch detection unit 13a detects that the actuation quantity of the clutch actuation unit 13 is less than the predetermined actuation quantity (YES in step S302), the control unit 14 sets, in step S304, the first target power Y1 to a predetermined power Ys which is greater than 0. In other words, when the first detection state is switched to the second detection state, the control unit 14 sets the first target power Y1 to a power greater than before, in step S304.

[0047] Next, in step S305, the control unit 14 determines whether the first command is being executed. The control unit 14 is in standby mode while the second command is being executed (NO in step S305). While the first command is being executed (YES in step S305), the control unit 14 determines in step S306 whether the rotational speed K of the motor 21 is not below the KO threshold, based on a signal input from the rotational speed detection unit 21b. When the rotational speed K of the motor 21 is not below the KO threshold (YES in step S306), the control unit 14 proceeds directly to step S308. When the rotational speed K of motor 21 is below the threshold KO (NO at step S306), the control unit 14 increases the first target power Y1 by Al to be higher than before at step S307, and proceeds to step S308. In this sense, the first target power Y1 presents the upper limit Ymax.When a value resulting from the increase of the first current target power Y1 of Al is greater than the upper limit Ymax, the control unit 14 sets the first target power Y1 to the upper limit Ymax at step S307, and proceeds to step S308.

[0048] In step S308, the control unit 14 determines whether the vehicle speed V of vehicle 1 is not less than the predetermined vehicle speed V0, based on a signal input from the vehicle speed information detection unit 31. When the vehicle speed V is less than the predetermined vehicle speed V0 (NOT in step S308), the control unit 14 proceeds directly to step S310. When the vehicle speed V is not less than the speed of In a third embodiment, when the vehicle speed V is equal to or greater than the predetermined vehicle speed VO and the first target power Y1 is decreased to be less than before (step S309), the lower limit Ymin is set in the first target power Y1. When a value resulting from the decrease of the current first target power Y1 by A2 is less than the lower limit Ymin, the control unit 14 sets the first target power Y1 to the lower limit Ymin in step S309, and proceeds to step S310. While the [Fig.4](c) represents a case where the lower limit Ymin is greater than the predetermined power Ys. The lower limit Ymin may be the same as or less than the predetermined power Ys. When the lower limit Ymin is less than the predetermined power Ys, the lower limit Ymin may be equal to 0. The lower limit Ymin is, for example, set to a value at which no engine stalling occurs even if the first target power Y1 is set to the lower limit Ymin when the throttle actuation unit 12 is not actuated, the gear position of the multistage transmission 22 is in first gear, and the clutch 23 is in the fully engaged state. The fully engaged state is a state in which the torque transmission rate through the clutch 23 is at its maximum.

[0049] At step S310, the control unit 14 determines whether a state in which the gear position detection unit 22a detects the engaged state has been switched to a state in which the gear position detection unit 22a detects the neutral state. When the state in which the gear position detection unit 22a detects the engaged state has been switched to the state in which the gear position detection unit 22a detects the neutral state (YES at 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 so that it is lower than before.

[0050] When the state in which the gear position detection unit 22a detects the engaged state has not been switched to the state in which the gear position detection unit 22a detects the neutral state (NO at step S310), the control unit 14 determines at step S311 whether a state in which the clutch detection unit 13a detects that the actuation quantity of the clutch actuation unit 13 is less than the predetermined actuation quantity has been switched to a state in which the clutch detection unit 13a detects that the actuation quantity of the clutch actuation unit 13 is not less than the predetermined actuation quantity. When the state in which the clutch detection unit 13a detects that the actuation quantity of the clutch actuation unit 13 is less to the predetermined amount of actuation has not been switched to a state in which the clutch detection unit 13a detects that the amount of actuation of the clutch actuation unit 13 is not less than the predetermined amount of actuation (NOT at step S311), the control unit 14 returns to step S305. When the state in which the clutch detection unit 13a detects that the actuation quantity of the clutch actuation unit 13 is less than the predetermined actuation quantity has been switched to a state in which the clutch detection unit 13a detects that the actuation quantity of the clutch actuation unit 13 is not less than the predetermined actuation quantity (YES at step S311), the control unit 14 returns to step S303 and sets the first target power to 0. In other words, the control unit 14 decreases the first target power Y1 so that it is less than before.

[0051] With reference to Figures 4(a) to 4(d), an example of changes in the rotational speed K of the motor 21, the vehicle speed V, and the first target power Yl will be described below, when the control unit 14 regulates the first target power Yl by performing a process according to the flowchart shown in [Fig. 3](b). [Fig. 4](a) shows changes in the rotational speed K of the motor 21. [Fig. 4](b) shows changes in the vehicle speed V. [Fig. 4](c) 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 Low in [Fig. 4](c).In other words, when the clutch detection unit 13a detects that the actuation quantity of the clutch actuation unit 13 is not less than the predetermined actuation quantity and / or the gear position detection unit 22a detects the neutral state, the parameter P is Low. In the second detection state, the parameter P shown in [Fig. 4](c) is High. In other words, when the gear position detection unit 22a detects the engaged state and the clutch detection unit 13a detects that the actuation quantity of the clutch actuation unit 13 is less than the predetermined actuation quantity, the parameter P is High. [Fig. 4] represents changes in the first target power YL. Figures 4(a) to 4(d) represent an example in which the first command is executed during a period from a synchronization T1 to a synchronization T9 described later. .

[0052] In [Fig. 4](a) to [Fig. 4](d), in a period before time T1, the gear position detection unit 22a detects the neutral state and / or the clutch detection unit 13a detects that the actuation quantity of the clutch actuation unit 13 is not less than the predetermined actuation quantity. For this reason, in the period before synchronization T1, the parameter P shown on [Fig.4](c) is Bas. In the period preceding the synchronization Tl, the first target power Y1 is set to 0 by the step S303. At synchronization Tl, the first detection state is switched to the second detection state. At synchronization Tl, the parameter P shown in [Fig. 4](c) is switched from Low to High. Furthermore, at synchronization Tl, the first target power Y1 is set to the predetermined power Ys by step S304.

[0053] When the multistage transmission 22 is in neutral and the clutch 23 is disengaged, engine stalling is less likely to occur. On the other hand, when the clutch 23 is switched from the disengaged to the semi-engaged state, while the multistage transmission 22 is engaged, and thus torque transmission from the engine 21 to the multistage transmission 22 begins, engine stalling tends to occur if the power of the crankshaft 21a is low. The semi-engaged state is a state in which the torque transmission rate through the clutch 23 is greater than 0 and less than the torque transmission rate in the fully engaged 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 actuation force of the clutch actuation unit 13 is not less than the predetermined actuation force, the control unit sets the first target power Y1 to 0. As a result, the second target power Y2, corresponding to the actuation force of the throttle actuation unit 12, is always not less than the first target power Y1, regardless of the actuation force of the throttle actuation unit 12, and thus the second command is executed. Consequently, the crankshaft power 21a is arranged to be the power corresponding to the actuation force of the throttle actuation unit 12, so that the driver is less likely to experience strange sensations. Furthermore, the first target power Y1 is set to a predetermined power Ys greater than 0 when the first sensing state is switched to the second sensing state. Therefore, immediately before the clutch 23 is switched from the disengaged state to the semi-engaged state, while the multistage transmission 22 is in the engaged state, the first target power Y1 is set to a predetermined power Ys that is greater than 0. Consequently, engine stalling is less likely to occur when the clutch 23 is in the semi-engaged state and the amount of actuation of the throttle actuation unit 12 is low.

[0054] In the example shown in [Fig. 4](a), the rotational speed K of the motor 21 becomes lower than the threshold KO at a synchronization T2 which is subsequent to the synchronization TL. For example, when the torque transmission rate is Increased by the clutch 23 while the transmission is engaged, the rotational speed K of the motor 21 decreases and falls below the KO threshold at synchronization T2. ​​In this case, through steps S306 and S307, the first target power Y1 is increased by Al to be greater than before. In the example shown in [Fig. 4](d), Al is small enough that, after the rotational speed K of the motor 21 falls below the KO threshold, the rotational speed K of the motor 21 does not become equal to or greater than the KO threshold even if the first target power Y1 is increased by Al once. Therefore, in the example shown in [Fig. 4](b), when steps S306 and S307 are repeated for a period from time T2 to time T3, at which the rotational speed K of the motor 21 becomes equal to or greater than the KO threshold, the first target power Y1 is progressively increased in units of Al. In the example shown in [Fig. 4](a), the rotational speed K of motor 21 falls below the KO threshold again at a synchronization T4, which is subsequent to synchronization T3. In this case, as described previously, through steps S306 and S307, the first target power Y1 is progressively increased in Al units. It should be noted that, in [Fig. 4](a), the state in which the rotational speed K of motor 21 is below the KO threshold continues until a synchronization T6, which is subsequent to synchronization T4, and the first target power Y1 reaches the upper limit Ymax at a synchronization T5, which is between synchronization T4 and synchronization T6. Therefore, in this example, the first target power Y1 is maintained at the upper limit Ymax for a period between synchronization T5 and synchronization T6.

[0055] Unlike the third embodiment, let us assume that the first target power Y1 is maintained as is when the rotational speed K of the motor 21 falls below the KO threshold while the first command is executed. In this case, as indicated by dashed lines with dots in [Fig. 4](a), the rotational speed of the motor 21 can be lowered further and motor stalling may occur. In this respect, as described above, the third embodiment is arranged such that the first target power Y1 is set to be greater than the predetermined power Ys when the motor speed K falls below the KO threshold while the first command is executed. This eliminates the decrease in the motor speed K, thereby preventing the occurrence of motor stalling. When the rotational speed K of the motor 21 falls below the KO threshold and motor stalling is likely to occur, the first target power Y1 is set to be greater than the predetermined power Ys. Therefore, when the speed of Since the engine rotation K of engine 21 is equal to or greater than the KO threshold, and engine stalling is thus less likely to occur, the first target power Y1 is set to remain close to the predetermined power Ys. This allows the first target power Yl to be reduced as much as possible. Consequently, the difference between the power when the crankshaft power 21a is set to correspond to the power of the throttle actuation unit 12 and the first target power Y1 is minimized, so the driver is less likely to experience unusual sensations when the first command is executed. In addition to the above, in the third embodiment, the first target power Y1 is gradually increased while maintaining the state in which the engine speed K of the engine 21 is below the KO threshold. This mitigates the change in the power of the crankshaft 21a in the first command while maintaining the state in which the engine speed K of the engine 21 is below the KO threshold. Furthermore, the amount of change in the first target power Y1 when the engine speed K of the engine 21 falls below the KO threshold can be reduced. This prevents an excessive increase in the power of the crankshaft 21a when the engine speed K of the engine 21 falls below the KO threshold in the first command. Additionally, it is possible to mitigate the change in the power of the crankshaft 21a in the first command when the engine speed K of the engine 21 falls below the KO threshold.

[0056] In addition to the above, as shown in [Fig. 4](b), the vehicle speed V is less than the predetermined vehicle speed V0 until a synchronization T7 which is subsequent to the synchronization T6, and the vehicle speed V becomes equal to or greater than the predetermined vehicle speed V0 at the synchronization T7. In this case, through steps S308 and S309, the first target power Y1 is decreased by A2 to be less than before. In the example shown in [Fig. 4](d), A2 is small enough that, after the vehicle speed V becomes equal to or greater than the predetermined vehicle speed V0, the vehicle speed V does not become less than the predetermined vehicle speed V0 even if the first target power Y1 is decreased by A2 once. Therefore, in the example shown in [Fig.4](b), when steps S308 and S309 are repeated for a period from synchronization T7 to a synchronization T8 that is subsequent to synchronization T7, the first target power Y1 is gradually decreased in A2 units. As shown in [Fig. 4](b), the vehicle speed V is equal to or greater than the predetermined vehicle speed V0 after synchronization T8. As shown in [Fig. 4](d), the first target power Y1 decreases to the lower limit Ymin at . the T8 synchronization. Therefore, in this example, the first target power Y1 is maintained at the lower limit Ymin from the T8 synchronization.

[0057] Unlike the third embodiment, let us assume that the first target power Y1 is maintained as is even after the vehicle speed V becomes equal to or greater than the predetermined vehicle speed V0 in the first command. In this case, as indicated by dashed lines with dots in [Fig. 4](b), the vehicle speed V may exceed a vehicle speed expected by the driver based on the amount of actuation of the accelerator actuation unit 12. Consequently, the vehicle speed V is significantly different from the vehicle speed expected by the driver based on the amount of actuation of the accelerator actuation unit 12.In this regard, the third embodiment is arranged such that the first target power Y1 is decreased to be lower than before when the vehicle speed V becomes equal to or greater than the predetermined speed V0 in the first command. Consequently, the increase in vehicle speed V is suppressed when the vehicle speed V has reached the predetermined speed V0, the result being that the difference between the vehicle speed V and the vehicle speed expected by the driver is eliminated to be small. In addition to the above, in the third embodiment, the first target power Y1 is gradually decreased in units of A2 while the state in which the vehicle speed V is equal to or greater than the predetermined speed V0 is maintained. This mitigates the change in the crankshaft power 21a in the first command while the state in which the vehicle speed V is equal to or greater than the predetermined speed V0 is maintained in the first command. Furthermore, the amount of change in the first target power Y1 when the vehicle speed V becomes equal to or greater than the predetermined speed V0 can be reduced. This mitigates the change in the crankshaft power 21a in the first command when the vehicle speed V becomes equal to or greater than the predetermined vehicle speed V0 in the first command.

[0058] A T9 synchronization that is subsequent to the T8 synchronization is a synchronization in which the second detection state is switched to the first detection state. At the T9 synchronization, the parameter P shown in [Fig. 4](c) is switched from High to Low. At the T9 synchronization, the state in which the gear position detection unit 22a detects the engaged state is switched to the state in which the gear position detection unit 22a detects the neutral state. Alternatively, at the T9 synchronization, the state in which the clutch detection unit 13a detects the amount of actuation of the clutch actuation unit 13 is less than the predetermined actuation quantity, and the system switches to the state in which the clutch detection unit 13a detects that the actuation quantity of the clutch actuation unit 13 is not less than the predetermined actuation quantity. Thus, in this example, the first target power Y1 is set to 0 at synchronization T9 via steps S310 and S303 or steps S311 and S303.

[0059] When the clutch 23 is in the disengaged state or when the multistage transmission 22 is in neutral, engine stalling is less likely to occur even if the power of the crankshaft 21a is low. When the power of the crankshaft 21a is the same, the rotational speed K of the engine 21 is higher when the clutch 23 is in the disengaged state or when the multistage transmission 22 is in neutral than when the multistage transmission 22 is engaged and the clutch 23 is connected.Therefore, unlike the third embodiment, when the first target power Y1 remains high while the clutch 23 is in the cut-off state or the multi-stage transmission 22 is in the neutral state, the rotational speed K of the engine 21 increases unnecessarily while the amount of actuation of the accelerator actuation unit 12 is unchanged, the result being that the driver tends to experience strange sensations. In this regard, in the third embodiment, when the state in which the clutch detection unit 13a detects that the actuation quantity of the clutch actuation unit 13 is less than the predetermined actuation quantity is switched in the first command to the state in which the clutch detection unit 13a detects that the actuation quantity of the clutch actuation unit 13 is not less than the predetermined actuation quantity, the first target power Y1 is decreased to be lower than before. Furthermore, when the state in which the gear position detection unit 22a detects the engaged state is switched to the state in which the gear position detection unit 22a detects the neutral state, the first target power Y1 is decreased to be lower than before.This prevents the engine speed 21 from increasing unnecessarily, while the amount of actuation of the accelerator actuation unit 12 remains unchanged. Consequently, the driver is less likely to experience strange sensations.

[0060] Modification of the third embodiment In the third embodiment, the first target power Y1 is progressively increased by increasing the first target power Y1 in Al units while the state in which the rotational speed K of the motor 21 is below the KO threshold is maintained in the first command. The disclosure, however, is not limited to this arrangement. The first target power Y1 can be progressively increased by continuously increasing the first target power Y1 while the state in which the rotational speed K of the motor 21 is below the threshold KO is maintained in the first command. In the example shown in [Fig. 4](d), Al is small enough that, after the rotational speed K of motor 21 falls below the KO threshold, the rotational speed K of motor 21 does not become equal to or greater than the KO threshold even if the first target power Y1 is increased by Al once. However, the disclosure is not limited to this arrangement. Al can be large enough that, after the rotational speed K of motor 21 falls below the KO threshold, the rotational speed K of motor 21 becomes equal to or greater than the KO threshold when the first target power Y1 is increased by Al once. In the third embodiment, the first target power Y1 is progressively decreased by decreasing the first target power Y1 in units of A2 while the state in which the vehicle speed V is equal to or greater than the predetermined vehicle speed VO is maintained in the first command. Disclosure, however, is not limited to this arrangement. The first target power Y1 can be progressively 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 VO is maintained in the first command. In the example shown in [Fig. 4](d), A2 is small enough that, after the vehicle speed V becomes equal to or greater than the predetermined vehicle speed VO, the vehicle speed V does not fall below the predetermined vehicle speed VO even if the first target power Y1 is decreased by A2 once. However, disclosure is not limited to this arrangement. A2 can be large enough that, after the vehicle speed V becomes equal to or greater than the predetermined vehicle speed VO, the vehicle speed V falls below the predetermined vehicle speed VO when the first target power Y1 is decreased by A2 once. 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 amount of actuation of the clutch actuation unit 13 is not less than the predetermined amount of actuation, the first target power Y1 can be set to a power that is greater than 0 and less than the predetermined power Ys. Furthermore, in the third embodiment, when the state in which the gear position detection unit 22a detects the engaged state is switched to the state in In which the gear position detection unit 22a detects the neutral state in the first command, the first target power Y1 can be set to a power that is greater than 0 and less than the predetermined power Ys. Furthermore, in the third embodiment, when the state in which the clutch detection unit 13a detects that the actuation quantity of the clutch actuation unit 13 is less than the predetermined actuation quantity is switched in the first command to the state in which the clutch detection unit 13a detects that the actuation quantity of the clutch actuation unit 13 is not less than the predetermined actuation quantity, the first target power Y1 can be set to a power that is greater than 0 and less than the predetermined power Ys.

[0061] In the third embodiment, when, for example, the gear position detection unit 22a detects the neutral state and / or the clutch detection unit 13a detects that the actuation quantity of the clutch actuation unit 13 is equal to or greater than a predetermined actuation quantity, the first target power Y1 can be set to a power greater than 0 and less than the predetermined power Ys. Furthermore, the first target power Y1 can be set to a predetermined power Ys greater than before, when the first detection state is switched to the second detection state.

[0062] In the third embodiment, the control unit 14 can maintain the first target power Y1 when the vehicle speed V becomes equal to or greater than the predetermined vehicle speed V0 in the first command.

[0063] Fourth embodiment A fourth embodiment of these teachings will be described below with reference to [Fig. 5]. The fourth embodiment encompasses all the features of the first embodiment. The fourth embodiment may encompass all the features of the second embodiment. When the fourth embodiment encompasses all the features of the second embodiment, the fourth embodiment may encompass all the features of the third embodiment. An engine 21 of a drive unit of the fourth embodiment constitutes an engine unit 60 shown in [Fig. 5]. The engine unit 60 comprises the engine 21. The engine 21 shown in [Fig. 5] is a four-stroke engine.

[0064] The engine 21 comprises a crankcase 61, a cylinder body 62 and a cylinder head 63.

[0065] The crankcase 61 houses components such as the crankshaft 21a. The crankcase 61 is equipped of a rotation speed detection unit 21b.

[0066] At least one cylinder bore 62a is formed in the cylinder body 62. In each of the at least one cylinder bore 62a, a piston 68 is slidably housed. The piston 68 is connected to the crankshaft 21a by a connecting rod 69.

[0067] A combustion chamber 70 is formed by the cylinder head 63, the cylinder bore 62a and the piston 68. 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.

[0068] 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.

[0069] The engine unit 60 includes an intake passage element 81 connected to the intake port 73. The intake passage element 81 is connected to all the combustion chambers 70 of the engine 21. Air taken through an atmospheric intake port (not shown) of the intake passage element 81 flows through the intake passage element 81 to the intake port 73. In the intake passage element 81, at least one injector 83 and at least one throttle valve 85 are provided.

[0070] The injector 83 injects fuel into the air present in the intake passage element 81. Through this arrangement, fuel is supplied to the combustion chamber 70 via the intake passage element 81. The injector 83 may be configured to inject fuel directly into the combustion chamber 70. One or two injectors 83 are provided for one combustion chamber 70.

[0071] The throttle valve 85 is located upstream of the injector 83 in the direction of airflow. One throttle valve 85 is provided for one combustion chamber 70. The throttle valve 85 is an electronic throttle valve that is opened and closed electronically by the control unit 14. The engine unit 60 includes a throttle opening degree sensor 93 (throttle position sensor) that is configured to detect the degree of opening 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 indicating the degree of opening of the throttle valve 85 to the control unit 14.

[0072] The engine unit 60 includes an exhaust passage element 91 connected to the exhaust port 74. The exhaust passage element 91 is connected to all the combustion chambers 70 of the engine 21. The exhaust gases generated in the combustion chamber 70 are discharged to the exhaust passage element 91 through the exhaust port 74. The exhaust gases circulate in the element exhaust passage 91 to an exhaust outlet to the atmosphere (not shown).

[0073] In the fourth embodiment, a signal representing an actuation quantity of the accelerator actuation unit 12 is entered into the control unit 14. In the fourth embodiment, when the first command is made, the control unit 14 delivers at the output, to the throttle valve 85, a signal ordering the degree of opening of the throttle valve 85 to be a degree of opening with which the power of the crankshaft 21a is the power corresponding to the first target power Yl. When the fourth embodiment includes all the features of the second embodiment and when the second command is executed, the control unit 14 delivers an output signal to the throttle valve 85, ordering the degree of opening of the throttle valve 85 to be equal to a degree of opening corresponding to an amount of actuation of the accelerator actuation unit 12, based on a signal input from the accelerator actuation unit 12. With this arrangement, the power of the crankshaft 21a becomes the power corresponding to the second target power Y2.

[0074] Fifth embodiment A fifth embodiment of these teachings will be described below with reference to [Fig. 6]. The fifth embodiment encompasses all the features of the first embodiment. The fifth embodiment may encompass all the features of the second embodiment. When the fifth embodiment includes all the features of the second embodiment, the fifth embodiment may encompass all the features of the third embodiment. A motor 21 of a drive unit of the fifth embodiment constitutes a motor unit 100 shown in [Fig. 6]. The motor unit 100 encompasses all the features of the motor unit 60 of the fourth embodiment. However, in the motor unit 100, the throttle valve 85 can be a mechanical throttle valve connected to the accelerator actuation unit 12 by an accelerator cable or an electronic throttle valve as described in the fourth embodiment. The engine unit 100 further includes an idle speed control passage element 101, an idle speed control valve 102, and an idle speed control opening degree sensor 103. The idle speed control passage element 101 connects a portion of the intake passage element 81 upstream of the throttle valve 85 in the direction of airflow to a portion of the intake passage element 81 downstream of the throttle valve. 85 in the direction of airflow. The idle speed control valve 102 is located at the idle speed control passage element 101. The idle speed control valve 102 is opened and closed electronically by the control unit 14. The degree of opening of the idle speed control valve 102 can be changed by 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 output a signal representing the degree of opening of the idle speed control valve 102.

[0075] In the fifth embodiment, the control unit 14 controls, in an idle state, the degree of opening of the idle 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 85 is a mechanical throttle and the first command is made, the throttle 85 is opened by an actuation of the accelerator actuation unit 12, and the degree of opening of the throttle 85 is arranged to correspond to the degree of opening according to the amount of actuation of the accelerator actuation unit 12. At this stage, the control unit 14 outputs a signal to command the idle speed control valve 102 to the idle speed control valve 102 in order to arrange the power of the crankshaft 21a so that it is the power corresponding to the first target power Yl.For example, the control unit 14 delivers an output signal to the idle speed control valve 102, ordering the degree of opening of the idle speed control valve 102 to increase as the degree of opening of the throttle 85 decreases, when the first target power Y1 is the same. When the throttle 85 is an electronic throttle and the first command is made, the control unit 14 outputs a signal to the throttle 85 and the idle speed control valve 102 to control these valves so that the power of the crankshaft 21a is arranged to be the power corresponding to the first target power YL. At this stage, the control unit 14 can output to the throttle 85 a signal ordering the degree of opening of the throttle 85 to be a degree of opening corresponding to the amount of actuation of the accelerator actuation unit 12, or can output to the throttle 85 a signal ordering the degree of opening of the throttle 85 to be a degree of opening different from the degree of opening corresponding to the amount of actuation of the accelerator actuation unit 12.At this stage, moreover, the control unit 14 delivers output to the . idle speed control valve 102, a signal ordering to increase the degree of opening of the idle speed control valve 102 as the degree of opening of the throttle 85 decreases, when the first target power Y1 is the same.

[0076] When the fifth embodiment encompasses all the features of the second embodiment, the throttle valve 85 is a mechanical throttle valve, and the second command is executed, the throttle valve 85 is opened by an actuation of the accelerator actuation unit 12 and the degree of opening of the throttle valve 85 is arranged to a degree of opening corresponding to the amount of actuation of the accelerator actuation unit 12. When the fifth embodiment encompasses all the features of the second embodiment, the throttle valve 85 is an electronic throttle valve, and the second command is executed, the control unit 14 delivers an output signal to the throttle valve 85 ordering the degree of opening of the throttle valve 85 to be a degree of opening corresponding to the amount of actuation of the accelerator actuation unit 12.As a result, the degree of opening of the throttle valve 85 is arranged to correspond to the amount of actuation of the throttle actuator unit 12. Regardless of whether the throttle valve 85 is a mechanical or electronic throttle valve, when the second command is executed, the control unit 14 causes the signal delivered to the idle speed control valve 102 to be identical to the signal immediately before the start of the second command. Therefore, the degree of opening of the idle speed control valve 102 during the second command is identical to the degree of opening immediately before the start of the second command. The state immediately before the start of the second command can be the idle state or the state in which the first command is executed, for example.In this case, the power of the crankshaft 21a when the second command is executed is the power corresponding to the second target power Y2.

[0077] Sixth embodiment A sixth embodiment of these teachings will be described below with reference to [Fig. 7]. The sixth embodiment encompasses all the features of the first embodiment. The sixth embodiment may encompass all the features of the second embodiment. When the sixth embodiment encompasses all the features of the second embodiment, the sixth embodiment may encompass all the features of the third embodiment. As shown in [Fig. 7], the drive unit 11 of the sixth embodiment comprises the motor 21, the multistage transmission 22, the clutch 23 and a Electric motor 111. The electric motor 111 is located upstream of the clutch 23 in the direction of torque transmission from the motor 21. While in [Fig. 7], the electric motor 111 is located between the motor 21 and the clutch 23, the motor 21 can also be located between the electric motor 111 and the clutch 23. While in [Fig. 7], the electric motor 111 is attached to the crankshaft 21a of the motor 21, the electric motor 111 can also be attached to the crankshaft 21a via a gear. The electric motor 111 can be a starter motor with an electricity-generating function. The control unit 14 drives the electric motor 111 by outputting a signal to drive the electric motor 111. In the sixth embodiment, when the motor 21 is driven while the electric motor 111 is not driven, the power of the crankshaft 21a is equal to the power generated in the crankshaft 21a by the drive of the motor 21. When the motor 21 and the electric motor 111 are both driven, the power of the crankshaft 21a is equal to the power generated in the crankshaft 21a by the drive of the motor 21 and the electric motor 111. As in the fourth embodiment, the motor 21 of the drive unit 11 of the sixth embodiment constitutes a motor unit 60 shown in [Fig. 5]. It should be noted that, in the motor unit 60 of the sixth embodiment, the throttle valve 85 can be a mechanical or an electronic throttle valve.

[0078] When the throttle 85 is a mechanical throttle and the first command is executed, the throttle 85 is opened by an actuation of the accelerator actuation unit 12, and the degree of opening of the throttle 85 is arranged to correspond to the degree of opening according to the amount of actuation of the accelerator actuation unit 12. At this stage, in addition, the control unit 14 outputs a signal to the electric motor 111 to drive the electric motor 111. Furthermore, the control unit 14 outputs a signal to the electric motor 111 so that the power of the crankshaft 21a is arranged to be the power corresponding to the first target power Yl.For example, the control unit 14 outputs to the electric motor 111 a signal ordering the power of the electric motor 111 to increase as the degree of opening of the throttle 85 decreases, when the first target power Y1 is the same. When the throttle 85 is an electronic throttle and the first command is given, the control unit 14 outputs a signal to the throttle 85 and the electric motor 111 to control these devices so that the power of the crankshaft 21a is arranged to be the power corresponding to the first target power Y1. At this stage, the control unit 14 can output to the throttle valve 85 a signal ordering the degree of opening of the throttle valve 85 to be a degree of opening corresponding to the amount of actuation of the accelerator actuation unit 12, or can output to the throttle valve 85 a signal ordering the degree of opening of the throttle valve 85 to be a degree of opening different from the degree of opening corresponding to the amount of actuation of the accelerator actuation unit 12. In addition, the control unit 14 outputs to the electric motor 111 a signal ordering the power of the electric motor 111 to increase as the degree of opening of the throttle valve 85 decreases, when the first target power Y1 is the same.

[0079] When the sixth embodiment encompasses all the features of the second embodiment, the throttle valve 85 is a mechanical throttle valve, and the second command is executed, the throttle valve is opened by an actuation of the accelerator actuation unit 12 and the degree of opening of the throttle valve 85 is arranged to a degree of opening corresponding to the amount of actuation of the accelerator actuation unit 12. When the sixth embodiment encompasses all the features of the second embodiment, the throttle valve 85 is an electronic throttle valve, and the second command is executed, the control unit 14 delivers an output signal to the throttle valve 85, ordering that the degree of opening of the throttle valve 85 be arranged to a degree of opening corresponding to the amount of actuation of the accelerator actuation unit 12.As a result, the degree of opening of the throttle valve 85 is arranged to correspond to the amount of actuation of the throttle actuation unit 12. Regardless of whether the throttle valve 85 is a mechanical or electronic throttle valve, when the second command is executed, the control unit 14 does not output a signal to drive the electric motor 111, and the electric motor 111 is in an undriven state. With this arrangement, the power of the crankshaft 21a becomes the power corresponding to the second target power Y2.

[0080] In the sixth embodiment, when neither the first nor the second command is executed, the control unit 14 can execute another command to drive the electric motor 111.

[0081] Seventh embodiment A seventh embodiment of these teachings will be described below with reference to [Fig. 8]. The seventh embodiment encompasses all the features of the first embodiment. The seventh embodiment may encompass all the features of the second embodiment. When the The seventh embodiment encompasses all the characteristics of the second embodiment; the seventh embodiment can encompass all the characteristics of the third embodiment. As shown in [Fig. 8], the vehicle 1 of the seventh embodiment is a parallel hybrid vehicle, and the drive unit 11 comprises the motor 21, the multistage transmission 22, the clutch 23, and an electric motor 121. The electric motor 121 is attached to a drive shaft 122 through which torque is transmitted from the clutch 23 to the multistage transmission 22. The electric motor 121 can also be attached to a drive shaft through which torque is transmitted from the multistage transmission 22 to a drive wheel. The control unit 14 is capable of driving the electric motor 121 by outputting a signal to the electric motor 121. In the seventh embodiment, when the motor 21 is driven either in a state in which the electric motor 121 is not driven, or in a state in which the clutch 23 is in the disengaged state, the power of the crankshaft 21a is equal to the power generated in the crankshaft 21a by the drive of the motor 21. When the motor 21 and the electric motor 121 are both driven and the clutch 23 is in the engaged state, the power of the crankshaft 21a is equal to the power generated in the crankshaft 21a by the drive of the motor 21 and the drive of the electric motor 111. As in the fourth embodiment, the motor 21 of the drive unit 11 of the seventh embodiment constitutes a motor unit 60 shown in [Fig. 5]. It should be noted that, in the motor group 60 of the seventh embodiment, the throttle 85 can be a mechanical or an electronic throttle.

[0082] When the throttle 85 is a mechanical throttle and the first command is executed, the throttle 85 is opened by an actuation of the accelerator actuation unit 12, and the degree of opening of the throttle 85 is arranged to be the degree of opening corresponding to the amount of actuation of the accelerator actuation unit 12. At this stage, in addition, the control unit 14 outputs a signal to command the electric motor 121. Furthermore, the control unit 14 outputs a signal to the electric motor 121 so that the power of the crankshaft 21a is arranged to be the power corresponding to the first target power Yl. For example, the control unit 14 outputs a signal to the electric motor 121 instructing it to increase the power of the electric motor 121 as the degree The opening of the throttle 85 decreases when the first target power Y1 is the same and the torque transmission rate through the clutch 23 is the same. When the throttle 85 is an electronic throttle and the first command is executed, the control unit 14 outputs a signal to the throttle 85 and the electric motor 121 to control these devices so that the power of the crankshaft 21a is arranged to be the power corresponding to the first target power Yl. At this stage, the control unit 14 can output a signal to the throttle 85 instructing it to adjust the degree of opening of the throttle 85 to be a degree of opening corresponding to the amount of actuation of the accelerator actuation unit 12, or it can output a signal to the throttle 85 instructing it to adjust the degree of opening of the throttle 85 to be a degree of opening different from the degree of opening corresponding to the amount of actuation of the accelerator actuation unit 12.Furthermore, at this stage, the control unit 14 outputs to the electric motor 121 a signal ordering the electric motor 121 to increase its power as the degree of opening of the throttle 85 decreases, when the first target power Y1 is the same and the torque transmission rate through the clutch 23 is the same.

[0083] When the seventh embodiment encompasses all the features of the second embodiment, the throttle valve 85 is a mechanical throttle valve, and the second command is executed, the throttle valve 85 is opened by an actuation of the accelerator actuation unit 12 and the degree of opening of the throttle valve 85 is arranged to a degree of opening corresponding to the amount of actuation of the accelerator actuation unit 12. When the seventh embodiment encompasses all the features of the second embodiment, the throttle valve 85 is an electronic throttle valve, and the second command is executed, a signal ordering the degree of opening of the throttle valve 85 to be a degree of opening corresponding to the amount of actuation input from the accelerator actuation unit 12 is delivered at the output to the throttle valve 85.As a result, the degree of opening of the throttle valve 85 is arranged to correspond to the amount of actuation of the throttle actuation unit 12. Regardless of whether the throttle valve 85 is a mechanical or electronic throttle valve, when the second command is executed, the control unit 14 does not output a signal to drive the electric motor 121, and the electric motor 121 is in an undriven state. With this arrangement, the power of the crankshaft 21a becomes the power corresponding to the second target power Y2.

[0084] In the seventh embodiment, when neither the first nor the second command is executed, the control unit 14 can execute another command to drive the electric motor 121.

[0085] Modifications to the fifth to seventh embodiments The engine unit may include the idle speed control passage element 101 and the idle speed control valve 102 as in the fifth embodiment, and the drive unit 11 may include the electric motor 111 as in the sixth embodiment. In the first command, the power of the crankshaft 21a can be arranged to be the power corresponding to the first target power Y1 by opening the throttle 85, opening the idle speed control valve 102, and driving the electric motor 111. The engine unit may include the idle speed control passage element 101 and the idle speed control valve 102 as in the fifth embodiment, and the drive unit 11 may include the electric motor 121 as in the seventh embodiment. In the first command, the power of the crankshaft 21a can be arranged to be the power corresponding to the first target power Y1 by opening the throttle 85, opening the idle speed control valve 102, and driving the electric motor 121. The drive unit 11 may include an electric motor equivalent to the electric motor 111 of the sixth embodiment and an electric motor equivalent to the electric motor 121 of the seventh embodiment. In the first configuration, the power of the crankshaft 21a can be arranged to be the power corresponding to the first target power Y1 by opening the throttle valve 85 and driving the electric motors 111 and 121. The engine unit may include the idle speed control passage element 101 and the idle speed control valve 102 as in the fifth embodiment, and the drive unit 11 may include the electric motors 111 and 121 as in the sixth and seventh embodiments. In the first command, the power of the crankshaft 21a may be arranged to be the power corresponding to the first target power Y1 by opening the throttle 85, opening the idle speed control valve 102, and driving the electric motors 111 and 121.

[0086] Eighth embodiment An eighth embodiment of these teachings will be described below with reference to [Fig. 9](a) and [Fig. 9](b). The eighth embodiment encompasses all the features of the first embodiment. The eighth The eighth embodiment may encompass all the features of the second embodiment. When the eighth embodiment includes all the features of the second embodiment, the eighth embodiment may include all the features of the third embodiment. The eighth embodiment may include all the features of any one of the fourth through seventh embodiments. As shown in [Fig. 9](a), a vehicle 1 according to the eighth embodiment is a saddle vehicle. The vehicle 1 comprises a drive unit 11, a control unit 14, a handle unit 130, a front wheel 141, and a rear wheel 142. In [Fig. 9](a), arrows F, Re, U, and D indicate forward, backward, up, and down, respectively. In the vehicle 1 according to the seventh embodiment, the rear wheel 142 is a drive wheel, and torque is transmitted from the drive unit 11 to the rear wheel 142. Conversely, the front wheel 141 can be a drive wheel. As shown in [Fig.9](b), the handle unit 130 includes a handlebar 131, a throttle grip 132 as a throttle actuation unit 12, a brake lever 133, a grip 134, and a clutch lever 135 as a clutch actuation unit 13. In [Fig.9](b), arrows R, L, F and Re indicate right, left, forward and backward respectively. The handlebar 131 is designed so that its longitudinal direction corresponds to the left-right direction and its central part in the left-right direction is connected to the front wheel 141 via a front fork 143. The throttle grip 132 is located on the right end of the handlebar 131. The throttle grip 132 is operated by the right hand of the driver of vehicle 1. The throttle grip 132 is actuated by the rotation of the driver's right hand. A certain amount of rotation of the throttle grip 132 corresponds to a certain amount of actuation of the throttle actuation unit 12. The brake lever 133 is provided at the right end of the handlebar 131 to be in front of the throttle grip 132. The brake lever 133 being held by the right hand of the driver, braking is carried out by a brake (not shown) located at the front wheel 141. The handle 134 is provided at the left end of the handlebar 131. The handle 134 is grasped by the left hand of the driver of vehicle 1. When the driver operates the handlebar 131 while grasping the throttle handle 132 with the right hand and grasping the handle 134 with the left hand, the orientation of the front wheel 141 is changed. The clutch lever 135 is positioned at the left end of the handlebar 131 to be forward of the grip 134. The clutch lever 135 is grasped and operated by the rider's left hand. A distance of movement from the position when the clutch lever 135 is not grasped corresponds to a certain amount of actuation of the clutch lever 135. The clutch lever 135 (clutch actuation unit 13) has two clearance ranges within which an actuation is not reflected in the movement of the clutch 23. The first clearance range is a range within which a decrease in the amount of actuation of the clutch lever 135 (clutch actuation unit 13) is not reflected in the switching of the clutch 23 from the disengaged state to the engaged state.The second play range is a play range in which an increase in the amount of actuation of the clutch lever 135 (clutch actuation unit 13) is not reflected in the switching of the clutch 23 from the fully connected state to the semi-connected state. When the clutch lever 135 (clutch actuation unit 13) is not actuated or when the amount of actuation of the clutch lever 135 (clutch actuation unit 13) is in the second range of play, the clutch 23 is in the fully connected state. When the amount of actuation of the clutch lever 135 (clutch actuation unit 13) is in the first range of play, the clutch 23 is in the cut-off state. When the clutch lever 135 (clutch actuation unit 13) is actuated and the amount of actuation of the clutch lever 135 (clutch actuation unit 13) is outside the two clearance ranges, the clutch 23 is in a semi-engaged state. In the semi-engaged state, the smaller the amount of actuation of the clutch lever 135 (clutch actuation unit 13), the higher the torque transmission ratio.

[0087] The clutch detection unit 13a is configured to detect whether the actuation force of the clutch lever 135 (clutch actuation unit 13) is less than a predetermined actuation force. In the eighth embodiment, the predetermined actuation force is an actuation force within the first clearance range. Therefore, the predetermined actuation force is greater than the actuation force required to switch the clutch 23 from the engaged state to the disengaged state. The predetermined actuation force may be identical to the actuation force required to switch the clutch 23 from the engaged state to the disengaged state.

[0088] In the eighth embodiment, a handle that is gripped by the driver's right hand may be provided at the right end of the handlebar 131 at the throttle grip position 132, and a throttle lever which is operated by the thumb of the driver's right hand may be provided below the grip. List of Digital References 1: vehicle, 11: drive unit, 12: throttle actuation unit, 13: clutch actuation unit, 13a: clutch sensing unit, 14: control unit, 21: engine, 21a: crankshaft, 21b: rotational speed sensing unit, 22: multistage transmission, 22b: gear position sensing unit, 23: clutch, 132: throttle grip, 135: clutch lever

Claims

1. Demands Vehicle includes: a drive unit (1) which includes a motor (21), a multistage transmission (22), and a clutch (23) configured to change a torque transmission rate from the motor to the multistage transmission; an accelerator actuation unit (12), which is actuable by a driver, to change an engine performance (21); a clutch actuation unit (13), which is actuable by the driver, to actuate the clutch (23); a clutch detection unit (13a) which is configured to detect whether an actuation quantity of the clutch actuation unit is less than a predetermined actuation quantity, the predetermined actuation quantity being equal to or greater than an actuation quantity with which the clutch (23) is switched from a connected state, in which torque can be transmitted, to a cut-off state, in which torque transmission is cut off; a gear position detection unit (23) which is configured to detect whether the multistage transmission (22) is in a neutral state, in which a gear position is a neutral position, or an engaged state, in which the gear position is a position other than the neutral position; a rotational speed detection unit (21b) which is configured to detect a rotational speed of the motor (21); and a control unit (14) which is configured to control the drive unit (11), the control unit (14) performing a first command through which the drive unit (11) is controlled such that the power of the crankshaft (21a) of the engine (21) is adjusted to be a power corresponding to a first target power, the first target power being defined to suppress the occurrence of engine stalling (21), regardless of the amount of actuation of the throttle actuation unit, and wherein: in an initial detection state:

2.

3. The clutch detection unit (13a) detects that the actuation quantity of the clutch actuation unit is not less than the predetermined actuation quantity. and / or the gear position detection unit (22b) detects that the neutral state, and in a second detection state: The gear position detection unit (22b) detects the engaged state and the clutch detection unit (13a) detects that the amount of actuation of the clutch actuation unit (13a) is less than the predetermined amount of actuation, and when the first detection state is switched to the second detection state: the control unit (14) adjusts the first target power to be increased to a predetermined power independently of the torque transmission rate by the clutch (23) and independently of the amount of actuation of the throttle actuation unit (12), then the control unit (14) does not change the first target power when a rotational speed of the motor (21) detected by the rotational speed detection unit (21b) is not less than a threshold, and the control unit (14) adjusts the first target power to be greater than the predetermined power when the rotational speed of the motor (21) detected by the rotational speed detection unit (21b) becomes less than the threshold.A vehicle according to claim 1, wherein the control unit (14) executes the first command when the first target power is greater than a second target power, said second target power being adapted to be increased when the amount of actuation of the throttle actuation unit (12) increases, and the control unit (14) executes a second command to control the drive unit (11) so that the power of the crankshaft (21a) is arranged to provide power corresponding to the second target power, when the second target power is not less than the first target power. A vehicle according to claim 1 or 2, wherein. Once the first detection state is switched to the second detection state, the control unit (14) gradually increases the first target power while a state in which the speed of motor rotation (21) detected by the rotation speed detection unit (21b) is below the threshold continues.

4. Vehicle according to any one of claims 1 to 3, further comprising a vehicle speed information detection unit configured to detect vehicle speed information, in the first command, the control unit (14) does not change the first target power when the engine speed detected by the speed detection unit (21b) is not below the threshold and the vehicle speed obtained from the information detected by the vehicle speed information detection unit is below the predetermined vehicle speed, and the control unit (14) adjusts the first target power to be decreased when the vehicle speed obtained from the information detected by the vehicle speed information detection unit does not become below the predetermined vehicle speed.

5. Vehicle according to claim 4, wherein the control unit (14) gradually decreases the first target power while a state in which the vehicle speed obtained from the information detected by the vehicle speed information detection unit is not less than the predetermined vehicle speed continues in the first command.

6. Vehicle according to any one of claims 1 to 5, wherein the control unit (14) adjusts the first target power to be decreased: (i) when a state in which the clutch sensing unit (13a) detects that the amount of actuation of the clutch actuation unit is less than the predetermined amount of actuation is switched to a state in which the clutch sensing unit detects (13a) that the amount of actuation of the clutch actuation unit is not less than the predetermined amount of actuation, and (ii) when a state in which the gear position sensing unit detects that the engaged state is switched to a state in which the gear position sensing unit detects the neutral state.

7. Vehicle according to claim 2, in which the control unit (14) sets the first target power to zero (I) when a state, in which the clutch detection unit (13a) detects that the actuation quantity of the clutch actuation unit is less than the predetermined actuation quantity, is switched to a state, in which the clutch detection unit (13a) detects that the actuation quantity of the clutch actuation unit is not less than the predetermined actuation quantity and (II) when a state in which the gear position detection unit detects the engaged state is switched to a state in which the gear position detection unit detects the neutral state.

8. Vehicle according to claim 2 or 7, in which the control unit (14) sets the first target power to zero when the clutch detection unit (13a) detects that the amount of actuation of the clutch actuation unit is not less than the predetermined amount of actuation and / or the gear position detection unit detects the neutral state, and The control unit (14) sets the first target power to the predetermined power when the first detection state is switched to the second detection state, then the control unit (14) does not change the first target power as long as the rotational speed of the motor (21) detected by the rotational speed detection unit (21b) is not below the threshold, and the control unit (14) arranges the first target power so that it is greater than the predetermined power when the rotational speed of the motor (21) detected by the rotational speed detection unit (21b) becomes less than the threshold.

9. Vehicle according to any one of claims 1 to 8, wherein the vehicle (1) is a saddle vehicle.

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