Control circuitry and vehicle

Abstract

To increase the opportunity of stopping an internal combustion engine.SOLUTION: A vehicle control circuitry for performing stop control of an internal combustion engine, executes: when determining on the basis of information indicating a predetermined vehicle state that a predetermined stop condition is satisfied, stopping the internal combustion engine; even when determining on the basis of the information indicating the predetermined vehicle state that the predetermined stop condition is satisfied, when determining that a protection condition for a heat generating component, which generates heat at the start of the internal combustion engine, is satisfied, preventing the stop of the internal combustion engine; and when determining that the traveling speed of a vehicle reaches a predetermined speed threshold, changing the protection condition so that the protection condition becomes more difficult to be satisfied than before the traveling speed reaches the speed threshold.SELECTED DRAWING: Figure 4

Description

Technical Field

[0001] The present disclosure relates to a control circuit for an idling stop and a vehicle.

Background Art

[0002] Patent Document 1 discloses a technique for canceling engine automatic stop control when the number of automatic starts exceeds a specified number.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In Patent Document 1, when the number of automatic starts exceeds a specified number, engine automatic stop control cannot be executed, and the stop opportunity is restricted.

[0005] Therefore, one aspect of the present disclosure aims to expand the stop opportunity of an internal combustion engine.

Means for Solving the Problems

[0006] A control circuit according to one aspect of the present disclosure is a control circuit of a vehicle that controls an internal combustion engine to stop. When it is determined based on information indicating a predetermined vehicle state that a predetermined stop condition is satisfied, the internal combustion engine is stopped. When it is determined based on the information indicating the vehicle state that even if the stop condition is satisfied, a protection condition for a heat-generating component that generates heat when the internal combustion engine starts is satisfied, the stop of the internal combustion engine is prevented. When it is determined that the traveling speed of the vehicle increases and reaches a predetermined speed threshold value, the protection condition is changed so that it becomes more difficult to satisfy the protection condition than before reaching the speed threshold value.

Brief Description of the Drawings

[0007]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

MODE FOR CARRYING OUT THE INVENTION

[0008] Hereinafter, exemplary embodiments of the present disclosure will be described with reference to the drawings. The embodiments described below are all illustrative or specific examples. Among the components in the following embodiments, components not described in the independent claims indicating the most general concept are described as optional components. Each figure in the accompanying drawings is a schematic diagram and is not necessarily drawn precisely. In each figure, substantially the same components are denoted by the same reference numerals, and duplicate explanations may be omitted or simplified.

[0009] While referring to FIG. 1, the vehicle 1 according to an exemplary embodiment will be described. FIG. 1 is a side view showing an example of the configuration of the vehicle 1 according to the exemplary embodiment. Without limitation, in the present embodiment, the vehicle 1 is a moving body that can carry one or more persons and move. The vehicle 1 may be operated by a person on board or may be remotely controlled from outside the vehicle 1. The vehicle 1 may be any one equipped with an internal combustion engine. Examples of the vehicle 1 may include automobiles and motorcycles. For example, an automobile may include three or more wheels for moving the automobile. A motorcycle may include three or fewer wheels for moving the motorcycle.

[0010] Hereinafter, a motorcycle will be exemplified and described as the vehicle 1. For this reason, the "vehicle 1" may sometimes be referred to as the "motorcycle 1". The motorcycle 1 is also a saddle-type vehicle on which a person straddles and rides.

[0011] Here, in this specification and the claims, the upward direction, the upper direction, the downward direction, the lower direction, the forward direction, the front direction, the rear direction, the rearward direction, the left direction, the leftward direction, the right direction, the rightward direction, the side direction, and the lateral direction are directions based on the motorcycle 1 in a state of being arranged on a horizontal plane. The upward direction and the upper direction refer to the direction from the horizontal plane toward the motorcycle 1, and the downward direction and the lower direction refer to the direction from the motorcycle 1 toward the horizontal plane. The forward direction and the front direction refer to the forward direction of the motorcycle 1. The rear direction, the rearward direction, the left direction, the leftward direction, the right direction, the rightward direction, the side direction, and the lateral direction refer to directions with respect to the forward direction or the front direction.

[0012] The motorcycle 1 includes a front wheel 2, a rear wheel 3, a vehicle body frame 4, a handle 5, a seat 6, a traveling drive source 7, and an outer shell member 8.

[0013] The outer shell member 8 constitutes at least a part of the outer shell of the motorcycle 1 and is exposed to the outside. The motorcycle 1 shown in FIG. 1 includes, as the outer shell member 8, a front cowl that covers the front and sides of the running drive source 7 and forms the front outer shell of the motorcycle 1, and a rear cowl that extends rearward and downward of the seat 6 and forms the rear outer shell of the motorcycle 1. The outer shell member 8 may further include, as the front cowl, a portion that forms the front outer shell in front of the handlebar 5. The outer shell member 8 is arranged so as to expose at least a part of the running drive source 7 to the outside.

[0014] The motorcycle 1 further includes a steering shaft 9, front forks 10, a swing arm 11, a rear suspension 12, and a fuel tank 13.

[0015] The upper part of the front forks 10 is connected to a pair of brackets 10a arranged at intervals in the vertical direction, and the lower part of the front forks 10 rotatably supports the front wheel 2. The brackets 10a are connected to the steering shaft 9 that supports the handlebar 5. The steering shaft 9 is angularly displaceably supported by a head pipe 4a that is a part of the vehicle body frame 4.

[0016] The swing arm 11 supports the rear wheel 3 and extends in the front-rear direction, and is pivotally supported by the vehicle body frame 4. The rear suspension 12 is connected to the swing arm 11 and the vehicle body frame 4.

[0017] The fuel tank 13 is arranged behind the handlebar 5, and a seat 6 on which the driver sits is arranged behind the fuel tank 13.

[0018] The motorcycle 1 further includes a front brake 15 disposed on the front wheel 2, a rear brake 16 disposed on the rear wheel 3, a brake lever 17 disposed on the handlebar 5, and a brake pedal 18 disposed on the vehicle body frame 4. The motorcycle 1 has a structure in which the front brake 15 is actuated when the brake lever 17 is operated, and a structure in which the rear brake 16 is actuated when the brake pedal 18 is operated. The motorcycle 1 is provided with brake sensors 17a and 18a for detecting brake operations on the brake lever 17 and the brake pedal 18 respectively. The brake sensors 17a and 18a output detection signals to an electronic control unit 50 described later. The brake pedal 18 may be disposed on the handlebar 5 as a brake lever.

[0019] The running drive source 7 is mounted on the vehicle body frame 4 between the front wheel 2 and the rear wheel 3. The running drive source 7 includes an internal combustion engine E and a drive motor D which is a rotary electric machine.

[0020] FIG. 2 is a schematic diagram showing an example of the power system of the motorcycle 1 in FIG. 1. As shown in FIGS. 1 and 2, the motorcycle 1 further includes a starter motor 20, a battery 40, and an electronic control unit 50 for controlling the motorcycle 1. Hereinafter, the "electronic control unit 50" may be referred to as "ECU50". The starter motor 20 is an example of an electrical component for starting, and the electronic control unit 50 is an example of a control circuit.

[0021] The internal combustion engine E includes a crankshaft Ec within a crankcase Ea and one or more pistons Ed slidably disposed within a cylinder block Eb and drivingly connected to the crankshaft Ec so as to be capable of transmitting driving force. The internal combustion engine E generates power by repeating the combustion explosion of an air-fuel mixture within the cylinders of the cylinder block Eb. The internal combustion engine E converts the reciprocating motion of the piston Ed due to the combustion explosion into the rotational motion of the crankshaft Ec, and transmits the rotational power of the crankshaft Ec to the rear wheels 3 which are the drive wheels. One end of the crankshaft Ec is connected to a clutch C, and further drivingly connected to the input shaft of a transmission TM via the clutch C. The clutch C has a structure for disconnecting and connecting the transmission of power between the crankshaft Ec and the transmission TM. The output shaft of the transmission TM transmits the rotational power of the crankshaft Ec to the rear wheels 3 via a power transmission member 14 such as a chain or a belt. The clutch C and the transmission TM are an example of a drive structure.

[0022] At least a part of the drive motor D is disposed so as to be exposed to the outside from the outer shell member 8. The drive motor D includes a motor drive shaft Da that rotates when supplied with electric power. The drive motor D generates electric power when the motor drive shaft Da is rotated, and this electric power may be supplied to the battery 40. The motor drive shaft Da is drivingly connected to the input shaft of the transmission TM via a power transmission member Db. Examples of the power transmission member Db may include a chain, a belt, and a gear. The drive motor D transmits rotational power to the rear wheels 3 via the transmission TM when supplied with electric power. The drive motor D generates electric power when the motor drive shaft Da is forcibly rotated by the rear wheels 3 via the transmission TM. The transmission TM includes a plurality of gears and can change the gear ratio by changing the gear that transmits the power of the internal combustion engine E to the rear wheels 3.

[0023] The starter motor 20 is connected to the crankshaft Ec so as to be able to transmit its rotational driving force thereto. Although not limited, in the present embodiment, the starter motor 20 is directly connected to the other end of the crankshaft Ec or a shaft extending from the other end of the crankshaft Ec. Although not limited, in the present embodiment, the starter motor 20 has a structure that rotates the crankshaft Ec at the same angular velocity as the starter motor 20 without reducing the angular velocity of its rotation. The starter motor 20 operates by electric power and forcibly rotates the crankshaft Ec.

[0024] When starting the internal combustion engine E, it is necessary to forcibly rotate the crankshaft Ec using the starter motor 20. By continuously rotating the crankshaft Ec by the starter motor 20, the internal combustion engine E repeats the intake process, compression process, explosion process, and exhaust process set based on the rotational angular position of the crankshaft Ec in this order. The internal combustion engine E generates rotational power for rotating the crankshaft Ec by the explosion of the air-fuel mixture by igniting the air-fuel mixture supplied into the cylinder. The internal combustion engine E obtains rotational power for rotating the crankshaft Ec and repeats ignition of the air-fuel mixture every time it reaches the explosion process. Thereby, the internal combustion engine E can continue to generate rotational power without the assistance of the starter motor 20.

[0025] As described above, the starter motor 20 has a driving function of applying rotational power to the crankshaft Ec. Further, in the present embodiment, in addition to the driving function, the starter motor 20 is realized as a so-called starter generator motor having a power generation function of generating electric power by receiving rotational power from the crankshaft Ec. Examples of the starter generator include an Integrated Starter Generator (ISG) and an Alternating Current Generator (ACG). When the starter motor 20 is a starter generator motor, since it also functions as an alternator, the alternator may be omitted.

[0026] FIG. 3 is a side view showing an example of the starter motor 20 in FIG. 1 and the surrounding configuration. As shown in FIGS. 2 and 3, the starter motor 20 includes a rotor 20a, a stator 20b, a rotation sensor 20c, and a cover 20d. In FIG. 3, a part of the cover 20d is cut away so that the inside thereof can be seen.

[0027] The rotor 20a is connected to the crankshaft Ec so as to be capable of power transmission. The starter motor 20 is a rotating electrical machine that can perform conversion from electrical energy to mechanical energy and conversion from mechanical energy to electrical energy by the rotation of the rotor 20a. The starter motor 20 supplies the power generated by the rotation of the rotor 20a to the battery 40.

[0028] In the present embodiment, the starter motor 20 has a structure in which the rotor 20a is disposed outside the stator 20b, but may have a structure in which the rotor 20a is disposed inside the stator 20b. The stator 20b includes a coil portion 20ba formed of windings. The rotor 20a includes a plurality of permanent magnets disposed so as to surround the coil portion 20ba from the outside. The cover 20d covers at least the stator 20b among the rotor 20a, the stator 20b, and the rotation sensor 20c.

[0029] The rotation sensor 20c detects the amount of rotation of the rotor 20a and outputs a detection signal to the ECU 50. The ECU 50 controls the rotational drive of the rotor 20a by power and the rotational load applied to the rotor 20a when generating power by the rotation of the rotor 20a based on the detection signal of the rotation sensor 20c. Examples of the rotation sensor 20c may include an encoder and a hall sensor.

[0030] The starter motor 20 needs high output to rotationally drive the crankshaft Ec against the reaction force received by the piston Ed during the compression process. Such a starter motor 20 is one of the electrical components for starting that generates heat when the internal combustion engine E is started. In the present embodiment, since the starter motor 20 rotates the crankshaft Ec at the same angular velocity as the starter motor 20, it is necessary to increase the torque output from the starter motor 20 compared to the case where the angular velocity of the starter motor 20 is decelerated and the rotational power is transmitted. For this reason, the starter motor 20 requires a large amount of electric power and is likely to generate heat.

[0031] Furthermore, in the present embodiment, since the starter motor 20 has a power generation function in addition to the drive function, it is necessary to adopt a structure for increasing the power generation efficiency of the power given from the crankshaft Ec during running. For this reason, it is difficult for the starter motor 20 to have a structure suitable for the drive function, and a large amount of electric power is required to start the starter motor 20 compared to the case where it does not have the power generation function. In the starter motor 20, the coil portion 20ba generates a large amount of heat along with the current supply when the internal combustion engine E is started.

[0032] The starter motor 20 has a cooling structure in which the heat generating portion is directly or indirectly cooled by the running wind when the motorcycle 1 is running. In the present embodiment, the starter motor 20 has a structure in which the running wind is guided to the coil portion 20ba which is the heat generating portion. Thereby, the coil portion 20ba comes into contact with the running wind, has its heat taken away by the running wind, and its temperature is lowered.

[0033] The starter motor 20 may further include a duct 20e for introducing air inside the cover 20d. The duct 20e is disposed in front of the cover 20d. The duct 20e extends in the front-rear direction inside the outer shell member 8. The upstream end 20ea of the duct 20e opens to the outside at the front portion of the outer shell member 8 as the front cowl, and the downstream end 20eb of the duct 20e opens inside the cover 20d at the front portion of the cover 20d. The cover 20d has an opening 20da at the rear portion.

[0034] During the running of the motorcycle 1, the running wind, as indicated by the white arrow, flows into the duct 20e from the upstream end 20ea and is introduced into the cover 20d by the duct 20e. The running wind cools the coil portion 20ba by directly exchanging heat with the coil portion 20ba inside the cover 20d, flows out of the cover 20d through the opening 20da, and then flows rearward. The running wind can pass through the inside of the cover 20d and directly exchange heat with the coil portion 20ba in the process. The cover 20d and the duct 20e are an example of a cooling heat exchange structure.

[0035] In the present embodiment, at least a part of the cover 20d covering the coil portion 20ba of the starter motor 20 is arranged to be exposed to the outside from the front cowl which is the outer shell member 8. By being arranged in this way, the cover 20d comes into contact with the running wind, has its heat taken away by the running wind, and its temperature drops. Due to this, the temperature of the coil portion 20ba inside the cover 20d also drops.

[0036] The battery 40 includes a secondary battery capable of charging and discharging electric power. The battery 40 accumulates the electric power generated by the power generation functions of the starter motor 20 and the drive motor D, and supplies the accumulated electric power to the electrical components that use electric power in the motorcycle 1. The starter motor 20 and the drive motor D are one of the electrical components supplied with electric power from the battery 40. The charging and discharging of the battery 40 are controlled by the control circuit 40a of the battery 40. The control circuit 40a functions as a voltage sensor to detect the voltage value of the battery 40 and outputs it to the ECU 50. The battery 40 generates heat during charging and discharging of electric power. Such a battery 40 generates heat by discharging at the start of the internal combustion engine E and becomes one of the heat-generating components.

[0037] As shown in FIG. 1, the motorcycle 1 includes an electric circuit 41. A part of the electric circuit 41 electrically connects the starter motor 20 and the drive motor D to the battery 40, and another part of the electric circuit 41 electrically connects the battery 40 to the electrical components of the motorcycle 1. The electric circuit 41 includes a converter that converts the AC power generated by the starter motor 20 and the drive motor D by the power generation function into DC power that can be stored in the battery 40, and an inverter that converts the DC power stored in the battery 40 into AC power that can be used by the electrical components. Both the converter and the inverter generate heat during power conversion, and the greater the change amount per unit time of the amount of power to be converted, the more heat is generated. When the starter motor 20 is realized by an AC motor, the inverter generates heat when the internal combustion engine E starts, and becomes one of the heat-generating components. The part of the electric circuit 41 that conducts current from the battery 40 to the starter motor 20 also generates heat when the internal combustion engine E starts, and becomes one of the heat-generating components.

[0038] As shown in FIGS. 1 and 2, the motorcycle 1 may be provided with a seating sensor 61 such as a pressure sensor on the seat 6 to detect the presence or absence of a person sitting on the seat 6. The seating sensor 61 outputs a detection signal to the ECU 50.

[0039] The motorcycle 1 further includes a vehicle speed sensor 62 on the rear wheel 3. The vehicle speed sensor 62 detects the rotational speed of the rear wheel 3 and outputs a detection signal to the ECU 50. The vehicle speed sensor 62 or the ECU 50 detects the vehicle speed of the motorcycle 1 from the rotational speed. Examples of the vehicle speed sensor 62 may include a rotational sensor such as an encoder. The vehicle speed sensor 62 may be arranged on the front wheel 2 to detect the rotational speed of the front wheel 2. The vehicle speed sensor 62 may be realized by a GNSS (Global Navigation Satellite System) that detects the position of the motorcycle 1 on the earth.

[0040] The motorcycle 1 may be provided with a throttle position sensor 63 that detects the operating position of a throttle grip 5a disposed on a handle 5. The throttle position sensor 63 outputs a detection signal to the ECU 50. The detection signal of the operating position of the throttle grip 5a is a signal for commanding the opening degree of a throttle valve. The ECU 50 drives the throttle valve to a throttle actuator 70a described later according to the detection signal of the throttle position sensor 63.

[0041] The motorcycle 1 may be provided with a temperature sensor 64 that detects the temperature state of the internal combustion engine E. One or more temperature sensors 64 may be arranged to detect the temperature of cooling water that cools the internal combustion engine E, the temperature of lubricating oil that lubricates the inside of the internal combustion engine E, or both. The temperature sensor 64 may be arranged in a cooling water flow path or a lubricating oil flow path. The temperature sensor 64 outputs a detection signal to the ECU 50.

[0042] The motorcycle 1 may be provided with an outside air temperature sensor 65. The outside air temperature sensor 65 may be arranged so as to be exposed from the outer shell member 8, or may be arranged inside the outer shell member 8. The outside air temperature sensor 65 may be arranged in an intake air flow path so as to detect the intake air temperature of the internal combustion engine E. The outside air temperature sensor 65 outputs a detection signal to the ECU 50.

[0043] The motorcycle 1 may be provided with a side stand sensor 66. The side stand sensor 66 detects whether the side stand that supports the motorcycle 1 in an inclined state is in a retracted position or a pulled-out position for support, and outputs a detection signal to the ECU 50.

[0044] The motorcycle 1 may be provided with a gear position sensor 67. The gear position sensor 67 detects a command for specifying the gear ratio of the transmission TM, and outputs a detection signal to the ECU 50. For example, the gear position sensor 67 detects an operation on a shift pedal, a shift lever, or a shift button. The ECU 50 changes the gear that transmits the power of the internal combustion engine E to the rear wheel 3 to an actuator of the transmission TM according to the detection signal of the gear position sensor 67.

[0045] The motorcycle 1 may be provided with a clutch sensor 68. The clutch sensor 68 detects whether the clutch C is in a connected state or a disconnected state, and outputs a detection signal to the ECU 50. Based on the detection signal of the clutch sensor 68, the ECU 50 drives the clutch C in a clutch actuator 71 described later.

[0046] The ECU 50 includes a control circuit. Such an ECU 50 may include a microcomputer including a processor P such as a CPU (Central Processing Unit) or a DSP (Digital Signal Processor) and a memory M. The ECU 50 may include a clock for timing. Examples of the memory may include a volatile memory such as a RAM (Random Access Memory) and a non-volatile memory such as a ROM (Read-Only Memory). Some or all of the functions of the ECU 50 may be realized by the CPU executing a program recorded in the ROM using the RAM as a working memory. Some or all of the functions of the ECU 50 may be realized by a dedicated hardware circuit such as an electronic circuit or an integrated circuit. Some or all of the functions of the ECU 50 may be realized by a combination of the above software functions and a hardware circuit. Communication between devices mounted on the motorcycle 1 such as the ECU 50, the starter motor 20, various actuators, and various sensors may be communication via a vehicle-mounted network such as a CAN (Controller Area Network).

[0047] The ECU 50 controls the internal combustion engine E, the drive motor D, and the starter motor 20. The ECU 50 controls the operations of one or more internal combustion engine actuators 70 that control the driving of the internal combustion engine E. The one or more internal combustion engine actuators 70 include at least a throttle actuator 70a, a fuel injection actuator 70b, and an ignition actuator 70c. The throttle actuator 70a drives a throttle valve that adjusts the flow rate of air flowing into the cylinder block Eb. The fuel injection actuator 70b includes a fuel injection valve that injects fuel into the cylinder block Eb. The ignition actuator 70c includes a spark plug that ignites the air-fuel mixture in the cylinder block Eb.

[0048] The ECU 50 adjusts the torque output by the internal combustion engine E according to the detection signals of sensors that detect the vehicle state of the motorcycle 1. For example, the ECU 50 controls the operations of the throttle actuator 70a, the fuel injection actuator 70b, and the ignition actuator 70c so as to obtain torque according to the rotational speed of the crankshaft Ec, the vehicle speed, and the throttle opening.

[0049] The ECU 50 controls the operation of a clutch actuator 71 that controls the driving of the clutch C. The clutch actuator 71 drives the clutch C to shift the clutch C between a connected state and a disconnected state. In the connected state of the clutch C, the power of the internal combustion engine E and the drive motor D is transmitted to the rear wheel 3. In the disconnected state of the clutch C, the power of the internal combustion engine E is not transmitted to the rear wheel 3, and the power of the drive motor D is transmitted to the rear wheel 3.

[0050] Such an ECU 50 controls the motorcycle 1 as a hybrid vehicle. In the present embodiment, the motorcycle 1 is a parallel hybrid vehicle, but it may be a hybrid vehicle of other types such as a split type. The ECU 50 causes the motorcycle 1 to travel by driving one or both of the internal combustion engine E and the drive motor D according to the traveling state of the motorcycle 1. For example, the ECU 50 performs control of at least the HEV mode among the HEV mode, the charging mode, and the EV mode.

[0051] The motorcycle 1 may be provided with an operation key 5b for selecting an HEV mode, a charging mode, and an EV mode on the handle 5 or the like. The ECU 50 may switch the driving state of the motorcycle 1 to a driving state according to the mode selected by the operation key 5b by controlling the clutch actuator 71, the internal combustion engine actuator 70, and the drive motor D, and drive the motorcycle 1 in the driving state. The ECU 50 may autonomously determine the mode to be executed from the HEV mode, the charging mode, and the EV mode based on the operating efficiency of the internal combustion engine E and the drive motor D or the like. The ECU 50 may switch the driving state of the motorcycle 1 to a driving state according to the mode determined by itself, and drive the motorcycle 1 in the driving state.

[0052] The ECU 50 performs control of the HEV mode for controlling the internal combustion engine E and the drive motor D. In this case, the ECU 50 causes the clutch actuator 71 to connect the clutch C. The ECU 50 may drive only the drive motor D to run the motorcycle 1 in the HEV mode.

[0053] For example, in the HEV mode, the ECU 50 may control to drive only the drive motor D, or both the internal combustion engine E and the drive motor D when starting the motorcycle 1. The ECU 50 may control to drive only the drive motor D, or both the internal combustion engine E and the drive motor D when accelerating at a low speed of the motorcycle 1. The ECU 50 may control to drive only the internal combustion engine E, or both the internal combustion engine E and the drive motor D when accelerating at a medium or high speed of the motorcycle 1. The ECU 50 may control to drive the drive motor D or the internal combustion engine E during steady running of the motorcycle 1. The ECU 50 autonomously stops and starts the internal combustion engine E according to the switching of the driving state as described above.

[0054] The ECU 50 may be configured to control the charging mode. In the charging mode, the ECU 50 drives only the internal combustion engine E regardless of the running state of the motorcycle 1, and causes the drive motor D to function as a generator. In this case, the ECU 50 causes the clutch actuator 71 to connect the clutch C. The drive motor D generates electric power by being forcibly rotationally driven by the internal combustion engine E, and supplies the generated electric power to the battery 40.

[0055] The ECU 50 may be configured to control the EV mode in which only the drive motor D is controlled. In this case, the ECU 50 causes the clutch actuator 71 to disconnect the clutch C. In the EV mode, the ECU 50 drives only the drive motor D to run the motorcycle 1, but when the voltage value of the battery 40 becomes equal to or lower than a predetermined value, it may shift to the HEV mode or the charging mode and autonomously start the internal combustion engine E.

[0056] Furthermore, the ECU 50 has an automatic stop function of autonomously stopping the internal combustion engine E when it determines that a predetermined stop condition is satisfied based on information indicating the vehicle state of the motorcycle 1 regardless of the driver's operation. For example, when a moving stop state in which the motorcycle 1 is stopped without running has elapsed for a predetermined time, the ECU 50 controls the throttle actuator 70a, the fuel injection actuator 70b, and the ignition actuator 70c to stop the internal combustion engine E, that is, automatically stops the internal combustion engine E. The information indicating the vehicle state of the motorcycle 1 includes the detection results of various sensors provided in the motorcycle 1. Examples of such sensors may include a seating sensor 61, a vehicle speed sensor 62, a throttle position sensor 63, a temperature sensor 64, an outside air temperature sensor 65, a control circuit 40a of the battery 40, brake sensors 17a and 18a, and a side stand sensor 66.

[0057] When the ECU 50 determines that a predetermined starting condition is satisfied based on information indicating the vehicle state of the motorcycle 1 while the internal combustion engine E is in a stopped state, it has an automatic starting function of autonomously starting the internal combustion engine E by controlling the throttle actuator 70a, the fuel injection actuator 70b, and the ignition actuator 70c. For example, even when the ECU 50 receives a command to start the running of the motorcycle 1, it may start the internal combustion engine E.

[0058] The ECU 50 as described above stores a predetermined stop condition, a predetermined protection condition, and a predetermined starting condition in the memory M. When the ECU 50 determines based on information from various sensors that the stop condition stored in the memory M is satisfied, it stops the internal combustion engine E. When the ECU 50 determines based on information from various sensors that the starting condition stored in the memory M is satisfied, it starts the internal combustion engine E. For example, the ECU 50 has an idling stop function of stopping the internal combustion engine E in an idling state during running stop or running only with the drive motor D. The idling state is a state in which the ECU 50 operates the internal combustion engine E at a predetermined rotational speed in a state where no signal for commanding the opening of the throttle valve is output from the throttle position sensor 63.

[0059] When the internal combustion engine E is operating, the ECU 50 determines whether the stop condition is satisfied based on information indicating the vehicle state of the motorcycle 1, and stops the internal combustion engine E when the stop condition is satisfied.

[0060] The information indicating the vehicle state of the motorcycle 1 regarding the stop condition may include running stop information for detecting or estimating the running stop state of the motorcycle 1. The information indicating the vehicle state may include stop operation information for detecting or estimating the driver's running stop operation. The information indicating the vehicle state may include motor operable information indicating a state in which the starter motor 20 can operate.

[0061] The running stop information can be obtained by using one or more of the position sensors and distance measurement sensors that utilize one or more of the vehicle speed sensors 62 for the front wheels 2 or the rear wheels 3, the gyro sensor, and the GNSS provided in the motorcycle 1. Preferably, when the state indicating that the running speed is zero continues for a predetermined time or more, the ECU 50 may determine that it is in a running stop state.

[0062] The stop operation information can be obtained by using one or more of the throttle position sensor 63, the brake sensors 17a and 18a, and the side stand sensor 66.

[0063] The motor operable information may include battery operable information regarding one or more of the remaining battery level of the battery 40, the temperature of the battery 40, and the degree of deterioration of the battery 40. The remaining battery level of the battery 40 can be determined based on the voltage of the battery 40, and the degree of deterioration of the battery 40 can be determined based on the number of charge and discharge cycles of the battery 40. The battery operable information may be information estimating whether the battery 40 can supply a current sufficient to rotate the crankshaft Ec with the starter motor 20. The motor operable information may include battery operation information. The battery operation information is information that enables estimation of the temperature of the starter motor 20 based on the operation history of the starter motor 20 by the battery 40, and may include information on the start history of the internal combustion engine E by the starter motor 20.

[0064] The stop condition is a condition for stopping the internal combustion engine E while the power supply to the ECU 50 is maintained. For example, the power supply state to the ECU 50 may be a state where the ignition power is on but the accessory power is on. On the other hand, in the state where the power is not supplied to the ECU 50, the ignition power or the accessory power is off, but a leakage current may be supplied to the ECU 50 for security monitoring functions and clock functions.

[0065] For example, the stop condition may include a condition related to one or more of the moving state of the motorcycle 1, the operating state of the motorcycle 1 by the driver, the power state of the motorcycle 1, and the state of the devices provided in the motorcycle 1.

[0066] For example, the stop condition includes one or more of a first stop condition that a state in which the detection result of the vehicle speed sensor 62 indicates a vehicle speed of 0 is maintained for a predetermined time or more, a second stop condition that the detection result of the throttle position sensor 63 indicates a state instructing non-opening of the throttle, and a third stop condition that the voltage value detected by the control circuit 40a of the battery 40 is equal to or higher than a predetermined voltage value. In the present embodiment, all of them are included.

[0067] For example, the predetermined time for a vehicle speed of 0 may be a time within a range of 1 second or more and less than 10 seconds. The predetermined voltage value for the battery 40 may be the voltage value of the battery 40 required for the stopped state of the internal combustion engine E according to the stop condition.

[0068] The first stop condition is a condition related to the state of the motorcycle 1 stopping moving. The second stop condition is a condition related to the state of the driving operation. The third stop condition is a condition related to the state of the battery 40. Satisfaction of the stop condition means that all the conditions included in the stop condition are satisfied. In the present embodiment, all of the first stop condition, the second stop condition, and the third stop condition are satisfied.

[0069] In addition to the above stop conditions, the stop conditions may include one or more of the following fourth to seventh stop conditions. The fourth stop condition is a condition that the detection result of the temperature sensor 64 is equal to or higher than a predetermined temperature. The predetermined temperature of the fourth stop condition may be a temperature corresponding to the temperature of the internal combustion engine E in the warm-up state. The fifth stop condition is a condition that the detection results of the brake sensors 17a and 18a indicate a brake operation by one or both of the brake lever 17 and the brake pedal 18. The sixth stop condition is a condition that the detection result of the side stand sensor 66 indicates that the side stand is in the stored position. The seventh stop condition is a condition that the detection result of the seat sensor 61 indicates that a person is seated on the seat 6.

[0070] In this embodiment, even if the stop conditions are satisfied, the ECU 50 determines whether or not the protection conditions for the heat-generating components are satisfied based on the information indicating the vehicle state of the motorcycle 1. When the protection conditions for the heat-generating components are satisfied, the ECU 50 prevents the internal combustion engine E from stopping. That is, the ECU 50 continues the operation of the internal combustion engine E. When the ECU 50 determines that the stop conditions are satisfied and the protection conditions are not satisfied, the ECU 50 executes the stop of the internal combustion engine E.

[0071] The information indicating the vehicle state of the motorcycle 1 regarding the protection conditions may include temperature estimation information for estimating the temperature of the heat-generating components. The temperature estimation information may include a detection value obtained from a sensor that detects the temperature of the heat-generating components, a detection value obtained from a sensor that detects the current flowing through the heat-generating components, and information associated with the starting history of the internal combustion engine E using the starter motor 20.

[0072] The protection conditions are conditions for protecting heat-generating components from excessive heat generation and are related to temperature estimation information. The protection conditions may include conditions related to one or more of the estimated temperature of the heat-generating component and the rate of temperature rise received by the heat-generating component. For example, the protection conditions may include a first protection condition that the estimated temperature of the heat-generating component exceeds the allowable upper limit value. The protection conditions may include a second protection condition that the number of starts of the internal combustion engine E within a predetermined period is equal to or greater than a predetermined value. In the present embodiment, the protection conditions include the first protection condition and the second protection condition, and when one or more of the first protection condition and the second protection condition are satisfied, the protection conditions are satisfied.

[0073] For example, when the ECU 50 estimates the temperature of the heat-generating component based on the temperature estimation information and determines that the estimated temperature of the heat-generating component exceeds the allowable upper limit value, that is, the first protection condition is satisfied, the operation of the internal combustion engine E is continued to suppress an increase in the starting opportunity after the stop of the internal combustion engine E. For example, when the ECU 50 determines that the number of starts within a predetermined period is equal to or greater than a predetermined value, that is, the second protection condition is satisfied, the operation of the internal combustion engine E is continued. In either case, since the heat-generating component can be prevented from generating heat and increasing its temperature due to the starting operation assumed after the stop of the internal combustion engine E, the heat-generating component can be protected from heat.

[0074] In the stopped state of the internal combustion engine E in the power supply state to the ECU 50, the ECU 50 determines whether or not the starting conditions are satisfied based on the information indicating the vehicle state of the motorcycle 1, and starts the internal combustion engine E when the starting conditions are satisfied.

[0075] The information indicating the vehicle state of the motorcycle 1 regarding the starting conditions may include running start operation information for detecting or estimating the execution of an operation to start running by the driver. The running start operation information can be obtained using detection signals of one or more of operator sensors such as the throttle position sensor 63, the brake sensors 17a and 18a, the side stand sensor 66, the clutch sensor 68, and the gear position sensor 67.

[0076] The information indicating the vehicle state of the motorcycle 1 regarding the starting conditions may include motor operable information. Such motor operable information may include battery operable information regarding one or more of the remaining amount of the battery 40, i.e., the state of charge, and the temperature of the battery 40.

[0077] The starting conditions are the conditions for starting the internal combustion engine E that has stopped in the power supply state to the ECU 50. For example, the starting conditions may include conditions regarding one or more of the moving state of the motorcycle 1, the operating state of the motorcycle 1 by the driver, the power state of the motorcycle 1, and the state of the devices provided in the motorcycle 1. For example, the starting conditions may include a first starting condition indicating that the detection signals of various operator sensors are related to the execution of an operation to start traveling by the driver. The starting conditions may also include a second starting condition that the state of charge of the battery 40 is equal to or less than the state of charge at which it is expected that traveling of the motorcycle 1 by only the drive motor D will become difficult. In the present embodiment, the starting conditions include the first starting condition and the second starting condition, and when one or more of the first starting condition and the second starting condition are satisfied, the starting conditions are satisfied.

[0078] For example, when the ECU 50 determines based on the detection signal of the operator sensor that an operation to start traveling has been executed by the driver, that is, the first starting condition is satisfied, the ECU 50 starts the internal combustion engine E. When the ECU 50 determines based on the voltage value of the battery 40 acquired from the control circuit 40a of the battery 40 that traveling by only the drive motor D is difficult, that is, the second starting condition is satisfied, the ECU 50 starts the internal combustion engine E.

[0079] The ECU 50 is configured to be able to change the protection conditions according to the vehicle state of the motorcycle 1. The ECU 50 stores change conditions in the memory M as conditions for determining changes to the protection conditions. Although not limited, in the present embodiment, the change conditions are conditions for changing the protection conditions according to the vehicle speed of the motorcycle 1. When the ECU 50 determines that the change conditions are satisfied, the ECU 50 changes the protection conditions. The ECU 50 changes the protection conditions so that it becomes difficult to satisfy the protection conditions or so that it becomes easy to satisfy the protection conditions according to the change conditions. In the present embodiment, the ECU 50 changes the protection conditions so that it becomes difficult to satisfy the protection conditions according to the change conditions.

[0080] Here, the protection conditions as the above-described second protection conditions are conditions associated with the starting history of the internal combustion engine E. The ECU 50 stores the starting history of the internal combustion engine E and a first history threshold value preset for the starting history in the memory M. In the present embodiment, while the power supply state to the ECU 50 is maintained, the ECU 50 increments the number of starting operations by counting each starting operation of the internal combustion engine E from the start time of the power supply to the ECU 50. That is, the ECU 50 counts the number of starting operations. The ECU 50 stores the counted number of starting operations in the memory M as the starting history. Further, the ECU 50 may store the time of the starting operation to be incremented in the memory M as the starting history in association with the count of the starting operation. Further, the ECU 50 may store information indicating the vehicle state of the motorcycle 1 acquired by the ECU 50 in the memory M as the starting history in association with the above time. The first history threshold value may be a threshold value set for the counted number.

[0081] When the power to the ECU 50 becomes non-supplied, the ECU 50 may change the counted number stored in the memory M. The ECU 50 may reset the counted number to 0, or may decrease the counted number as the period of the non-supplied power state becomes longer.

[0082] The count of the starting operations of the internal combustion engine E includes at least the count of the starting operations executed by the ECU 50 for the internal combustion engine E that has stopped while power is being supplied to the ECU 50. The count of the starting operations of the internal combustion engine E may further include the count of the starting operations executed by the ECU 50 in accordance with the driver's key operation or the operation of the start switch for the internal combustion engine E that has stopped while power is not being supplied to the ECU 50.

[0083] The protection condition, which is a condition associated with the starting history of the internal combustion engine E, is based on the count of the starting operations of the internal combustion engine E and a first history threshold value. The protection condition includes a condition that the count of the starting operations of the internal combustion engine E is equal to or greater than the first history threshold value. The first history threshold value may be set to a value from several times to several tens of times. For example, the first history threshold value may be set to a value within the range of 10 or more and less than 100, but may also be a value of 100 or more.

[0084] The change condition includes a first change condition. The first change condition is a condition that the traveling speed of the motorcycle 1 is equal to or greater than a first speed threshold value. The first speed threshold value may be set based on a coolable speed at which a cooling effect is obtained in which heat-generating components are cooled to a temperature equal to or lower than the allowable upper limit temperature by the traveling wind.

[0085] For example, the first speed threshold value may be the coolable speed or a speed in the vicinity thereof. When the first speed threshold value is higher than the coolable speed, the heat-generating components can receive the cooling action by the traveling wind in the process from the coolable speed to the first speed threshold value. For example, the first speed threshold value may be set within a speed range of 30 km / h or more. Preferably, the first speed threshold value may be set within a speed range of 40 km / h or more. Such a first speed threshold value can be higher than the coolable speed.

[0086] For example, the first speed threshold value may be set to a traveling speed higher than the traveling speed in a state where the traffic condition is congested. For example, the first speed threshold value may be set within a speed range of 10 km / h or more.

[0087] When the first speed threshold value is such that the heat-generating component is the starter motor 20 as a starter generator, it is preferably set to a speed at which the starter motor 20 is cooled below its allowable upper limit temperature even if the starter motor 20 generates heat due to the power generation function.

[0088] When the ECU 50 determines that the traveling speed of the motorcycle 1 has increased and reached the first speed threshold value, that is, when it determines that the first change condition is satisfied, it changes the protection condition corresponding to the increase in the first history threshold value. That is, the ECU 50 makes a change such that the protection condition becomes more difficult to satisfy. In the present embodiment, when the traveling speed of the motorcycle 1 becomes equal to or higher than the first speed threshold value even for an instant, the ECU 50 changes the protection condition. As another example, the ECU 50 may change the protection condition when the traveling speed of the motorcycle 1 is equal to or higher than the first speed threshold value over the first period. The first period may be set to less than 1 second, several seconds, or several tens of seconds.

[0089] The ECU 50 changes the protection condition so as to increase the difference between the count number and the first history threshold value by decreasing the count number stored in the memory M. In the present embodiment, the ECU 50 resets the count number stored in the memory M to 0, but the count number may be decreased as the traveling speed of the motorcycle 1 increases. When the motorcycle 1 travels at a speed equal to or higher than the first speed threshold value, the traveling wind cools the coil portion 20ba of the starter motor 20, which is a heat-generating component, so that the heat-generating component can be cooled to a temperature range in which the internal combustion engine E can be started.

[0090] The change of the protection condition is not limited to the above, and the ECU 50 may change the protection condition so as to increase the difference between the count number and the first history threshold value by increasing the first history threshold value. Also by this, the ECU 50 can make a change such that the protection condition becomes more difficult to satisfy.

[0091] Referring to FIG. 4, an example of the stop operation and start operation of the internal combustion engine E of the ECU 50 according to the embodiment will be described. FIG. 4 is a flowchart showing an example of the operation of the ECU 50 according to the embodiment for stopping and starting the internal combustion engine E, and shows the operation of the ECU 50 in a state where power supply is maintained.

[0092] During the process of the following steps S101 to S108, the ECU 50 acquires at any time the detection results from various sensors of the motorcycle 1 as information indicating the vehicle state of the motorcycle 1 and stores them in the memory M. For example, the ECU 50 acquires the detection results at a predetermined time interval.

[0093] In step S101, the ECU 50 determines whether the traveling speed of the motorcycle 1 is equal to or higher than a first speed threshold. If the traveling speed is equal to or higher than the first speed threshold (Yes in step S101), the ECU 50 proceeds to step S102. If the traveling speed is less than the first speed threshold (No in step S101), the ECU 50 proceeds to step S103.

[0094] In step S102, the ECU 50 changes the count number of the start operation of the internal combustion engine E stored in the memory M, and stores the changed count number in the memory M. In this example, the ECU 50 resets the count number to 0. Then, the ECU 50 proceeds to step S103.

[0095] In step S103, the ECU 50 determines whether the stop condition is satisfied. If the stop condition is satisfied (Yes in step S103), the ECU 50 proceeds to step S104. If the stop condition is not satisfied (No in step S103), the ECU 50 returns to step S101.

[0096] In step S104, the ECU 50 determines whether the protection condition is satisfied. If the protection condition is satisfied (Yes in step S104), the ECU 50 returns to step S101. If the protection condition is not satisfied (No in step S104), the ECU 50 proceeds to step S105. For example, the ECU 50 detects whether the count of the starting operation of the internal combustion engine E stored in the memory M is equal to or greater than the first history threshold value regarding the satisfaction of the protection condition. That is, the ECU 50 detects whether the stop of the internal combustion engine E is permitted.

[0097] In step S105, the ECU 50 controls the actuator 70 to stop the internal combustion engine E.

[0098] Next, in step S106, the ECU 50 determines whether the starting condition is satisfied. If the starting condition is satisfied (Yes in step S106), the ECU 50 proceeds to step S107. If the starting condition is not satisfied (No in step S106), the ECU 50 repeats step S106.

[0099] In step S107, the ECU 50 controls the actuator 70 to start the internal combustion engine E.

[0100] Next, in step S108, the ECU 50 increases, that is, increments, the count of the starting operation of the internal combustion engine E stored in the memory M by one. The ECU 50 stores the incremented count in the memory M. Then, the ECU 50 returns to step S101 and repeats steps S101 and subsequent steps.

[0101] The ECU 50 may end the series of steps from S101 to S108 when the ignition power supply is turned off. In the operation of the ECU 50, not all of steps S101 to S108 are essential, and the order of steps S101 to S108 may also be changed. For example, the order of step S103 regarding the stop condition and step S104 regarding the protection condition may be reversed.

[0102] Referring to FIG. 5, the relationship between the stop operation and start operation of the internal combustion engine E by the ECU 50 and the state of the motorcycle 1 will be described. FIG. 5 is a diagram showing an example of the relationship between the temporal change in the traveling speed of the motorcycle 1, the temporal change in the stop operation, the temporal change in the operating state of the internal combustion engine E, the temporal change in the count number of the start operation of the internal combustion engine E, and the temporal change in the permission state of the stop of the internal combustion engine E.

[0103] For example, during the running of the motorcycle 1, the driver inputs a throttle-off operation to the throttle grip 5a and inputs a brake operation to the brake lever 17 and the brake pedal 18 to decelerate and stop the motorcycle 1. In FIG. 5, the driver performs four stop operations at times t21, t23, t25, and t27. The motorcycle 1 stops at times t11, t13, t15, and t18 after times t21, t23, t25, and t27 respectively.

[0104] The throttle position sensor 63 continuously detects the throttle-off operation from each of times t21, t23, t25, and t27, and the brake sensors 17a and 18a continuously detect the brake operation from each of times t21, t23, t25, and t27. The throttle-off operation is an operation for instructing non-opening of the throttle valve. The brake operation is an operation for instructing the operation of one or both of the front brake 15 and the rear brake 16.

[0105] The ECU 50 determines whether the stop conditions and the protection conditions are satisfied at each of times t11, t13, t15, and t18. In this example, that the stop conditions are satisfied means that the first stop condition regarding the state of the movement stop of the motorcycle 1, the second stop condition regarding the state of the operation operation, and the fifth stop condition regarding the brake operation operation are satisfied. That the protection conditions are satisfied means that the second protection condition regarding the number of start times of the internal combustion engine E is satisfied.

[0106] At times t11 and t13, the ECU 50 determines that the stop condition is satisfied, determines that the permission state for stopping the internal combustion engine E based on the protection condition is permitted, and stops the internal combustion engine E at times t31 and t33 after times t11 and t13 respectively. Since, as a result of starting the internal combustion engine E immediately before times t11 and t13, the count number of the starting operation of the internal combustion engine E is less than the first history threshold value and the protection condition is not satisfied, the ECU 50 sets the permission state to permitted and continues this setting.

[0107] At time t15, the ECU 50 determines that the stop condition is satisfied, determines that the permission state for stopping the internal combustion engine E is not permitted, and continues the operation of the internal combustion engine E. Since, as a result of starting the internal combustion engine E at time t34 which is the start immediately before time t15, the count number of the starting operation reaches the first history threshold value and the protection condition is satisfied, the ECU 50 sets the permission state to not permitted and continues this setting.

[0108] At time t18, the ECU 50 determines that the stop condition is satisfied, determines that the permission state for stopping the internal combustion engine E is permitted, and stops the internal combustion engine E at time t35 after time t18. Note that at time t17 before time t18, the ECU 50 detected that the traveling speed of the motorcycle 1 reached the first speed threshold value, and reset the count number of the starting operation of the internal combustion engine E stored in the memory M to 0. Since the protection condition is no longer satisfied, the ECU 50 sets the permission state to permitted and continues this setting.

[0109] During the stop of the internal combustion engine E, at times t32, t34, and t36 after times t31, t33, and t35 respectively, the ECU 50 determines that the start condition is satisfied. In this example, the satisfaction of the start condition means that the detection signals of the throttle position sensor 63 and the brake sensors 17a and 18a satisfy the first start condition indicating that they are related to the driver's operation to start traveling. In this case, the throttle position sensor 63 detects a throttle-on operation for commanding the opening of the throttle valve, and the brake sensors 17a and 18a detect non-input to the brake lever 17 and the brake pedal 18.

[0110] In this way, every time a state occurs where the stop condition is satisfied and the protection condition is not satisfied, the ECU 50 stops the internal combustion engine E, and starts the internal combustion engine E every time the start condition is satisfied during the stop of the internal combustion engine E.

[0111] (Modification Example 1) A modification example 1 of the embodiment will be described. The ECU 50 according to the modification example 1 stores a plurality of change conditions in the memory M, and changes the protection condition according to the satisfied change conditions. The ECU 50 can change the protection condition so that it is difficult to satisfy the protection condition or so that it is easy to satisfy the protection condition. In the following, the differences from the embodiment in this modification example will be described, and the description of the same points as the embodiment will be omitted as appropriate.

[0112] The ECU 50 according to this modification example stores, in the memory M, one or more second change conditions as change conditions in addition to the first change condition. The second change condition may include one or more of an outside air temperature condition regarding the outside air temperature and one or more history conditions regarding the start history. In this modification example, it includes the outside air temperature condition and the history condition.

[0113] The outside air temperature condition is a condition that the temperature range to which the outside air temperature detected by the outside air temperature sensor 65 corresponds changes. The satisfaction of the outside air temperature condition means that the temperature range to which the outside air temperature corresponds changes. A plurality of temperature ranges are preset and stored in the memory M. The ECU 50 changes the protection condition according to the temperature range to which the outside air temperature corresponds. The temperature range may be set every 1°C, every several °C, every 10°C, every ten-odd °C, or a combination thereof.

[0114] When the outside air temperature condition is satisfied, for example, the ECU 50 may change the protection condition so as to correspond to the temperature range to which the outside air temperature corresponds. For example, one or both of the first history threshold value and the first speed threshold value related to the protection condition are preset so as to correspond to a plurality of temperature ranges and stored in the memory M. The lower the temperature range, the larger the first history threshold value may be set, and the smaller the first speed threshold value may be set. The ECU 50 determines one or both of the first history threshold value and the first speed threshold value to be values corresponding to the temperature range to which the outside air temperature corresponds.

[0115] When the outside air temperature condition is satisfied, for example, the ECU 50 may change the protection condition corresponding to the transition of the corresponding temperature range of the outside air temperature with the change of the outside air temperature. In this case, when the temperature range to which the outside air temperature corresponds transitions to a higher temperature range within the second period, the ECU 50 may change the protection condition so that the protection condition is more likely to be satisfied, and when the temperature range transitions to a lower temperature range within the second period, the ECU 50 may change the protection condition so that the protection condition is less likely to be satisfied. The ECU 50 may increase or decrease one or more of the count number, the first history threshold value, and the first speed threshold value stored in the memory M according to the transition of the temperature range. For example, when the temperature range transitions to a lower temperature range, the ECU 50 may decrease the count number, increase the first history threshold value, or decrease the first speed threshold value. When the temperature range transitions to a higher temperature range, the ECU 50 may increase the count number, decrease the first history threshold value, or increase the first speed threshold value.

[0116] The second period may be set to a fixed period or may be set based on the time period between the starting operations of the internal combustion engine E that are adjacent in time. For example, in the former case, the second period may be set to several minutes, several tens of minutes, etc. In the latter case, the second period is the most recent time period which is the time period from the most recent starting operation to the present, the operation interval time period which is the time period between two adjacent starting operations, or the total time period which is the sum of two or more of the most recent time period and one or more operation interval time periods. The total time period may include the time periods between all the starting operations counted for the count number stored in the memory M. The ECU 50 may execute a combination of changing to the protection condition corresponding to the applicable temperature range of the outside air temperature and changing the protection condition corresponding to the transition of the applicable temperature range of the outside air temperature accompanying the change in the outside air temperature.

[0117] The history condition may include one or more of a first history condition regarding the time interval between the starting operations of the internal combustion engine E, second and third history conditions regarding the traveling speed of the motorcycle 1, a fourth history condition regarding the time spent for the starting operation of the internal combustion engine E, a fifth history condition regarding the load required for starting the internal combustion engine E, and a sixth history condition regarding the number of starting operations of the internal combustion engine E per unit time. In this modification example, the history condition includes the first to sixth history conditions.

[0118] The first history condition is that the first time interval is equal to or greater than the first time threshold value. The first time interval is based on the time interval between the starting operations of the internal combustion engine E that are adjacent in time. For example, the first time interval may be set to the most recent time interval which is the time interval from the most recent starting operation to the present, the operation interval time interval which is the time interval between two adjacent starting operations, or the statistical value of the time interval such as the average value, maximum value, minimum value or median value of two or more of the most recent time interval and one or more operation interval time intervals. The two or more time intervals may include the time intervals between all the starting operations counted for the count number stored in the memory M.

[0119] For example, the first time threshold may be set to a time at which the temperature rise of the heat-generating component can be suppressed or the heat-generating component can be cooled down when the time interval during the starting operation of the internal combustion engine E is equal to or greater than the first threshold. When the ECU 50 determines that the first history condition is satisfied, it changes the protection condition so that the protection condition is less likely to be satisfied by decreasing the count number stored in the memory M. Since the temperature rise of the heat-generating component can be suppressed when the time interval during the starting operation becomes longer, the protection condition can be relaxed.

[0120] The second history condition is that the traveling speed of the motorcycle 1 within the third period is equal to or lower than the second speed threshold. The second speed threshold is lower than the first speed threshold. For example, the second speed threshold may be a speed corresponding to the traveling speed in traffic congestion. For example, the second speed threshold may be set within a speed range of more than 0 km / h and equal to or less than 10 km / h, or within a speed range of more than 0 km / h and equal to or less than 15 km / h. The third period is set to a period longer than the first period. The third period may be set to a fixed period, or may be set based on the time period between the starting operations of the internal combustion engine E that are adjacent in time. For example, in the former case, the third period may be set to several tens of seconds, several minutes, etc. In the latter case, the third period may be set to the most recent time period, the time period between operations, or the total time period of two or more of the most recent time period and one or more time periods between operations. The total time period may include the time periods between all starting operations counted for the count number stored in the memory M.

[0121] The traveling speed compared with the second speed threshold may be the average value, maximum value, minimum value, or median value of the traveling speed within the third period. When the ECU 50 determines that the second history condition is satisfied, it changes the protection condition so that the protection condition is more likely to be satisfied by increasing the count number stored in the memory M. Since the heat-generating component can be heated up when the motorcycle 1 continues to travel at a low speed such as equal to or lower than the second speed threshold, it is preferable to make the protection condition stricter.

[0122] The third history condition is that the traveling speed of the motorcycle 1 within the fourth period is equal to or higher than the third speed threshold and lower than the first speed threshold. The third speed threshold is lower than the first speed threshold and higher than the second speed threshold. The fourth period is set to be longer than the first period. The fourth period may be set to a fixed period, or may be set based on the time period between the start operations of the internal combustion engine E that are adjacent in time. For example, in the former case, the fourth period may be set to several tens of seconds, several minutes, etc. In the latter case, the fourth period may be set to the most recent time period, the time period between operations, or the total time period of two or more of the most recent time period and one or more time periods between operations. The total time period may include the time periods between all start operations counted for the count number stored in the memory M. The fourth period may be the same as the third period.

[0123] The traveling speed to be compared with the third speed threshold may be the average value, maximum value, minimum value, or median value of the traveling speed within the fourth period. When the ECU 50 determines that the third history condition is satisfied, it changes the protection condition so that it becomes difficult to satisfy the protection condition by decreasing the count number stored in the memory M. When the motorcycle 1 continues to travel at a speed equal to or higher than the third speed threshold, the temperature rise of the heat-generating components can be suppressed or the heat-generating components can be cooled, so the protection condition can be relaxed.

[0124] The fourth history condition is that the time spent on the starting operation of the internal combustion engine E is equal to or longer than the second time threshold value. For example, the second time threshold value may be set to a time such that when the time spent on the starting operation of the internal combustion engine E is equal to or longer than the second time threshold value, the heat-generating components can be heated up. The time compared with the second time threshold value is the time spent on the most recent starting operation of the internal combustion engine E, but is not limited thereto. For example, the time compared with the second time threshold value may be the average value, maximum value, minimum value, or median value of the time spent on each of two or more starting operations including the most recent starting operation. The two or more starting operations may include all the starting operations counted with respect to the count number stored in the memory M. When the ECU 50 determines that the fourth history condition is satisfied, the ECU 50 increases the count number stored in the memory M to change the protection condition so that the protection condition is more likely to be satisfied. When the time spent on the starting operation of the internal combustion engine E becomes longer, the heat-generating components can be heated up, so it is preferable to make the protection condition stricter.

[0125] The fifth history condition is that the load required for starting the internal combustion engine E is equal to or greater than the first load threshold value. An example of the load required for starting the internal combustion engine E is the voltage applied to the starter motor 20. For example, the first load threshold value may be set to a voltage such that when the voltage applied to the starter motor 20 in the starting operation of the internal combustion engine E is equal to or greater than the first load threshold value, the starter motor 20, the battery 40, or the electric circuit 41 can be heated up. The load compared with the first load threshold value is the load required for the most recent starting of the internal combustion engine E, but is not limited thereto. For example, the load compared with the first load threshold value may be the average value, maximum value, minimum value, or median value of the load required for each of two or more startings including the most recent starting. The two or more startings may include all the startings counted with respect to the count number stored in the memory M. When the ECU 50 determines that the fifth history condition is satisfied, the ECU 50 increases the count number stored in the memory M to change the protection condition so that the protection condition is more likely to be satisfied. When the load required for starting the internal combustion engine E is large and the applied voltage of the starter motor 20 is large, the heat-generating components can be heated up, so it is preferable to make the protection condition stricter.

[0126] The sixth history condition is that the count number, which is the number of starting operations of the internal combustion engine E per unit time, is equal to or greater than a second history threshold value. The second history threshold value may be smaller than the first history threshold value. For example, the second history threshold value may be set to a number of times such that when the internal combustion engine E is started more than the second history threshold value per unit time, the heat-generating components may overheat. The count number per unit time compared with the second history threshold value may be the count number per unit time calculated from all or part of the count numbers stored in the memory M. The part of the count numbers includes the counts of two or more starting operations and may include the count of the most recent starting operation. When the ECU 50 determines that the sixth history condition is satisfied, it increases the count number stored in the memory M to change the protection condition so that the protection condition is more likely to be satisfied. Since the frequency of the starting operation of the internal combustion engine E increases, the heat-generating components may be likely to heat up, so it is preferable to make the protection condition stricter.

[0127] As described above, when the ECU 50 determines that the first change condition is satisfied, it changes the protection condition to be relaxed. Further, when a second change condition including one or more of the first history condition to the sixth history condition and the outside air temperature condition is satisfied, the ECU 50 can change the protection condition to be relaxed or stricter according to the satisfied conditions.

[0128] Referring to FIG. 6, the stop operation and the start operation of the internal combustion engine E of the ECU 50 according to this modification example will be described. FIG. 6 is a flowchart showing an example of the operation of the ECU 50 according to Modification Example 1 for stopping and starting the internal combustion engine E, and shows the operation of the ECU 50 in a state where the power supply is maintained. In the example of FIG. 4, the ECU 50 changes the protection condition based on the first change condition regarding the traveling speed, but in the example of FIG. 6, the ECU 50 changes the protection condition based on the first change condition and the second change condition. In this example, the second change condition includes the outside air temperature condition and the history condition.

[0129] During the process from the following steps S201 to S212, the ECU 50, similar to the embodiment, acquires at any time the detection results from various sensors of the motorcycle 1 as information indicating the vehicle state of the motorcycle 1 and stores them in the memory M.

[0130] In step S201, the ECU 50 determines whether the outside air temperature condition is satisfied by using the information indicating the vehicle state. When the outside air temperature condition is satisfied (Yes in step S201), the ECU 50 proceeds to step S202, and when the outside air temperature condition is not satisfied (No in step S201), the ECU 50 proceeds to step S203.

[0131] In step S202, the ECU 50 changes so as to increase or decrease the count number of the starting operation of the internal combustion engine E, the first history threshold value, or the first speed threshold value stored in the memory M according to the change in the temperature range corresponding to the outside air temperature, and stores the changed count number, the first history threshold value, or the first speed threshold value in the memory M. Then, the ECU 50 proceeds to step S203.

[0132] In step S203, the ECU 50 determines whether the history condition is satisfied by using the information indicating the vehicle state and the information stored in the memory M. The history condition to be detected is one or more of the first to sixth history conditions, and in this example, all of them. When at least one history condition is satisfied (Yes in step S203), the ECU 50 proceeds to step S204, and when no history condition is satisfied (No in step S203), the ECU 50 proceeds to step S205.

[0133] In step S204, the ECU 50 changes the count number of the starting operation of the internal combustion engine E stored in the memory M so as to increase or decrease according to the satisfied history condition, and stores the changed count number in the memory M. Then, the ECU 50 proceeds to step S205.

[0134] In step S205, the ECU 50 determines, in the same manner as step S101 in FIG. 4, that the traveling speed of the motorcycle 1 is equal to or higher than the first speed threshold value (Yes in step S205), and proceeds to step S206, or determines that the traveling speed is less than the first speed threshold value (No in step S205), and proceeds to step S207.

[0135] In step S206, the ECU 50, in the same manner as step S102 in FIG. 4, resets the count number of the starting operation of the internal combustion engine E stored in the memory M, and stores the reset count number in the memory M. Thereafter, the ECU 50 proceeds to step S207.

[0136] The ECU 50 executes steps S207 to S212, respectively, in the same manner as steps S103 to S108 in FIG. 4.

[0137] The ECU 50 may end the series of steps S201 to S212 when the ignition power supply is turned off. In the operation of the ECU 50, not all of steps S201 to S212 are essential, and the order of steps S201 to S212 may also be changed. For example, the order of steps S201, S203, and S205 may be changed, and the order of step S207 and step S208 may be reversed. For example, the ECU 50 may execute one or more of steps S201, S203, and S205. The ECU 50 may use one or more of the first to sixth history conditions in step S203. After step S212, the ECU 50 may perform a process of changing the count number based on the history condition, in the same manner as steps S203 and S204.

[0138] (Modification Example 2) A second modification of the embodiment will be described. The ECU 50 according to the second modification includes a condition related to the drive motor D in the change condition for determining the change of the protection condition. In the following, differences from the embodiment and the first modification of the present modification will be described, and descriptions of the same points as the embodiment or the first modification will be omitted as appropriate.

[0139] In this modified example, the change conditions for determining the change of the protection conditions include a third change condition related to the operation of the drive motor D. The ECU 50 stores in the memory M the change conditions including the first change condition and the third change condition, or the change conditions including the first change condition, the second change condition, and the third change condition.

[0140] The third change condition includes one or more motor conditions related to the drive motor D. The motor conditions may include one or more of a first motor condition related to the switching frequency between the independent drive and non-independent drive of the drive motor D, a second motor condition and a third motor condition related to the time period of the independent drive of the drive motor D, and a fourth motor condition related to the time period of the charging mode. In this modified example, the third change condition includes the first to fourth motor conditions.

[0141] The first motor condition is that the number of transitions per unit time from the independent drive state to the non-independent drive state of the drive motor D within the fifth period is equal to or greater than a first transition threshold value. The first transition threshold value may be set to a number of times such that when the internal combustion engine E is started with a transition at a frequency equal to or higher than the first transition threshold value, the heat-generating components may overheat. The above transitions include the transition from the independent drive state of the drive motor D to the independent drive state of the internal combustion engine E and the transition from the independent drive state of the drive motor D to the combined drive state of the internal combustion engine E and the drive motor D. The above transitions may include transitions within the HEV mode and transitions between the HEV mode and the EV mode.

[0142] The fifth period may be set to, for example, the most recent time period from the most recent start operation of the internal combustion engine E to the present, the operation interval period between two temporally adjacent start operations, or the total time period of two or more of the most recent time period and one or more operation interval periods. The total time period may include the time periods between all start operations counted for the count number stored in the memory M.

[0143] When the ECU 50 determines that the first motor condition is satisfied, it changes the protection condition so that the protection condition is more likely to be satisfied by increasing the count number stored in the memory M. As the transition frequency increases, the starting operation frequency of the internal combustion engine E increases, and since the heat-generating components can be heated up, it is preferable to make the protection condition stricter.

[0144] The second motor condition is that the time period of the independent drive of the drive motor D within the sixth period is equal to or longer than the third time threshold. The third time threshold may be set to a time period such that if the drive motor D continues to be driven for a time period equal to or longer than the third time threshold, heat-generating components such as the drive motor D, the battery 40, or the electric circuit 41 can be heated up. The sixth period may be set to the most recent time period, the inter-operation time period, or the total time period of two or more of the most recent time period and one or more inter-operation time periods. The total time period may include the time period between all starting operations counted for the count number stored in the memory M.

[0145] When the ECU 50 determines that the second motor condition is satisfied, it changes the protection condition so that the protection condition is more likely to be satisfied by increasing the count number stored in the memory M. When the drive motor D is independently driven, the drive motor D, the battery 40, or the electric circuit 41 can be heated up. As the time period of the independent drive of the drive motor D becomes longer, these heat-generating components can be heated up, so the protection condition can be made stricter.

[0146] The third motor condition is that the time period of the independent drive of the drive motor D within the seventh period is equal to or less than the fourth time threshold. The fourth time threshold is smaller than the third time threshold, and if the internal combustion engine E stops and the drive motor D continues to be driven over a time period equal to or less than the fourth time threshold, it may be set to a time period such that the temperature rise of heat-generating components such as the drive motor D, the battery 40, or the electric circuit 41 can be suppressed or the temperature can be reduced. The seventh period may be set to the most recent time period, the time period between operations, or the total time period of two or more of the most recent time period and one or more time periods between operations. The total time period may include the time periods between all starting operations counted for the count number stored in the memory M.

[0147] When the ECU 50 determines that the third motor condition is satisfied, it changes the protection condition so that it is difficult to satisfy the protection condition by decreasing the count number stored in the memory M. When the time period of the independent drive of the drive motor D is not long, since the temperature drop of the internal combustion engine E has a greater impact on the heat-generating components than the temperature rise of the drive motor D, the protection condition can be relaxed.

[0148] The fourth motor condition is that the time period of the charging mode within the eighth period is equal to or greater than the fifth time threshold. The fifth time threshold may be set to a time period such that heat-generating components such as the drive motor D, the battery 40, or the electric circuit 41 can have their temperatures rise if the drive motor D in the charging mode continues to charge the battery 40 over a time period equal to or greater than the fifth time threshold. The eighth period may be set to the most recent time period, the time period between operations, or the total time period of two or more of the most recent time period and one or more time periods between operations. The total time period may include the time periods between all starting operations counted for the count number stored in the memory M.

[0149] When the ECU 50 determines that the fourth motor condition is satisfied, it changes the protection condition so that the protection condition is more likely to be satisfied by increasing the count number stored in the memory M. In the charging mode, the drive motor D, the battery 40, or the electric circuit 41 may heat up. As the time period of the charging mode becomes longer, these heat-generating components may heat up, so it is preferable to make the protection condition stricter.

[0150] The ECU 50 may be configured to perform the operation of this modification based on the operation of the ECU 50 of the embodiment or Modification 1. For example, when based on the operation shown in FIG. 4 related to the embodiment, the ECU 50 may execute a process of determining whether a motor condition is satisfied before step S101 or between steps S101 and S103. In this case, the ECU 50 determines whether a motor condition is satisfied using information indicating the vehicle state and information stored in the memory M. The motor conditions to be determined are one or more of the first to fourth motor conditions, and in this example, all of them.

[0151] When at least one motor condition is satisfied, the ECU 50 changes the count number of the starting operation of the internal combustion engine E stored in the memory M to increase or decrease according to the satisfied motor condition, and stores the changed count number in the memory M. Then, the ECU 50 performs the process directed to step S103. When no motor condition is satisfied, the ECU 50 performs the process directed to step S103.

[0152] For example, when based on the operation shown in FIG. 6 related to Modification 1, the ECU 50 may execute a process of determining whether a motor condition is satisfied before step S201 or between any two of steps S201, S203, S205, and S207.

[0153] When at least one motor condition is satisfied, the ECU 50 changes the count number of the starting operation of the internal combustion engine E stored in the memory M so as to increase or decrease according to the satisfied motor condition, and performs the process directed to step S207. When no motor condition is satisfied at all, the ECU 50 performs the process directed to step S207.

[0154] The ECU 50 according to this modification can change the protection condition in response to the temperature rise of the heat-generating component caused by the operation of the drive motor D.

[0155] (Modification 3) A third modification of the embodiment will be described. The ECU 50 according to the third modification stops the internal combustion engine E when a predetermined condition is satisfied even during the running of the motorcycle 1. In the following, the differences between this modification and the embodiment and the first and second modifications will be described, and the description of the same points as those in the embodiment or the first and second modifications will be omitted as appropriate.

[0156] The ECU 50 according to this modification counts one or more of the starting operations of the internal combustion engine E during the running of the motorcycle 1, the starting operation of the internal combustion engine E when shifting to the charging mode, and the starting operation of the internal combustion engine E when shifting from the EV mode to the HEV mode in the count of the starting operation, but it is not necessary to count any of them. By counting the starting operation as described above, the ECU 50 increments the count number of the starting operation stored in the memory M.

[0157] In the HEV mode, when the motorcycle 1 is stationary, the ECU 50 stops the internal combustion engine E when a stop condition similar to the stop condition of the embodiment is satisfied. Although not limited, in this modification, the satisfaction of the stop condition means that at least the first stop condition related to the stationary state of the motorcycle 1, the second stop condition related to the state of the operation operation, and the third stop condition related to the state of the battery 40 are satisfied.

[0158] When the ECU 50 is in the HEV mode and the motorcycle 1 is stationary, if the stop-start condition similar to the start condition of the embodiment is satisfied, the internal combustion engine E is started. Although not limited, in this modification, the satisfaction of the stop-start condition means that at least the first start condition related to the driving start operation by the driver is satisfied. The satisfaction of the stop-start condition may mean that in addition to the first start condition, one or more of the second start condition and the third start condition related to the state of charge of the battery 40 are satisfied. The third start condition is that the opening degree of the throttle commanded by the detection signal of the throttle position sensor 63 is equal to or greater than the first throttle threshold value. For example, the first throttle threshold value may be set such that the required load on the driving source 7 corresponding to the opening degree of the throttle of the first throttle threshold value exceeds the maximum generated torque of the drive motor D. When the third start condition is satisfied, a high load is required for the driving source 7, and the operation of the internal combustion engine E may be necessary.

[0159] When the ECU 50 is in the HEV mode and during the running of the motorcycle 1, if the running stop condition is satisfied, the internal combustion engine E is stopped. The satisfaction of the running stop condition means that at least the third stop condition related to the state of the battery 40 is satisfied, and does not include the satisfaction of the first stop condition related to the stationary state of the motorcycle 1. The satisfaction of the running stop condition may mean that in addition to the satisfaction of the third stop condition, at least the eighth stop condition, the ninth stop condition, or both of them are satisfied.

[0160] The eighth stop condition is that the opening degree of the throttle commanded by the detection signal of the throttle position sensor 63 is equal to or less than the second throttle threshold value. For example, the second throttle threshold value may be set such that the required load on the driving source 7 corresponding to the opening degree of the throttle of the second throttle threshold value is equal to or less than the maximum generated torque of the drive motor D. Therefore, when the eighth stop condition is satisfied, a low load is required for the driving source 7, and the operation of the internal combustion engine E may become unnecessary.

[0161] The ninth stop condition is that the detection result of the clutch sensor 68 indicates that the clutch C is in the disengaged state. Note that after determining that the traveling stop condition is satisfied, the ECU 50 may shift the clutch C to the disengaged state in the clutch actuator 71. In this case, the traveling stop condition may not include the ninth stop condition.

[0162] During traveling of the motorcycle 1 in the HEV mode, the ECU 50 starts the internal combustion engine E when the traveling start condition is satisfied. The fact that the traveling start condition is satisfied may be that the second start condition regarding the power storage amount of the battery 40 is satisfied. The fact that the traveling start condition is satisfied may be that in addition to or instead of the second start condition, the third start condition regarding the throttle is satisfied.

[0163] Between the parking stop condition and the traveling stop condition, the predetermined voltage values of the third stop condition may be the same as each other or different from each other. Between the parking start condition and the traveling start condition, the predetermined voltage values of the second start condition may be the same as each other or different from each other. Between the parking start condition and the traveling start condition, the first throttle threshold values of the third start condition may be the same as each other or different from each other.

[0164] The ECU 50 may be configured to perform the operation of this modification based on the operation of the ECU 50 in the embodiment, modification 1, or modification 2. For example, when based on the operation shown in FIG. 4 related to the embodiment and modification 2, the ECU 50 may execute a process of determining whether the traveling speed of the motorcycle 1 is 0 after steps S101 and S102. When the traveling speed of the motorcycle 1 is 0, the ECU 50 executes steps S103 to S108 according to the parking stop condition and the parking start condition similar to the stop condition and the start condition of the embodiment.

[0165] When the running speed of the motorcycle 1 is not zero, the ECU 50 determines whether the running stop condition is satisfied and whether the protection condition is satisfied. When the running stop condition is satisfied and the protection condition is not satisfied, the ECU 50 stops the internal combustion engine E. When the running stop condition is not satisfied or the protection condition is satisfied, the ECU 50 returns to step S101. When it is determined that the running start condition is satisfied during the stop of the internal combustion engine E, the ECU 50 starts the internal combustion engine E and increases the count number of the starting operation stored in the memory M.

[0166] For example, when based on the operations shown in FIG. 6 related to Modification 1 and Modification 2, after steps S205 and S206, the ECU 50 may execute a process of determining whether the running speed of the motorcycle 1 is zero. When the running speed of the motorcycle 1 is zero, the ECU 50 executes steps S207 to S212 according to the stop condition and the start condition for stopping. When the running speed of the motorcycle 1 is not zero, the ECU 50 performs the same process as above based on the determination result of whether the running stop condition is satisfied and the determination result of whether the protection condition is satisfied.

[0167] The ECU 50 according to this modification stops and starts the internal combustion engine E based on the stop conditions and start conditions for each case, not only when the motorcycle 1 stops moving but also when the motorcycle 1 is running.

[0168] During the process of the operations described above with respect to FIGS. 4 and 6, the ECU 50 may perform a process of changing the count number of the starting operation based on the motor conditions as described in Modification 2. The ECU 50 may be configured to execute the process of counting the starting operation of the internal combustion engine E when shifting to the charging mode, the process of counting the starting operation of the internal combustion engine E when shifting from the EV mode to the HEV mode, and the process of adding the starting operation at the time of shifting to the count number stored in the memory M in parallel during the process of the above-described operations or in another processing system.

[0169] (Modification 4) Describe Modification Example 4 of the embodiment. In the embodiment and Modification Examples 1-3, for each start of the internal combustion engine E, the ECU 50 adds a count of "1" to the count number of the starting operation stored in the memory M. The ECU 50 according to Modification Example 4 changes the count added to the count number of the starting operation for each start of the internal combustion engine E according to the satisfied conditions. In the following, the differences between this modification example and the embodiment and Modification Examples 1-3 will be described, and the description of the same points as the embodiment or Modification Examples 1-3 will be omitted as appropriate.

[0170] The ECU 50 according to this modification example changes the count added to the count number of the starting operation stored in the memory M after the start of the internal combustion engine E according to whether or not a count change condition, which is a predetermined condition, is satisfied. Thereby, the ECU 50 can make it difficult or easy for the protection condition to be satisfied.

[0171] The count change condition includes one or more of a first count change condition related to the moving state of the motorcycle 1 at the start of the internal combustion engine E and a second count change condition similar to the change conditions of Modification Examples 1 and 2.

[0172] The first count change condition is a condition of whether the moving state of the motorcycle 1 at the start of the internal combustion engine E is a moving stop state or a moving running state. When the motorcycle 1 is in the moving stop state, the ECU 50 may add a first count to the count number of the starting operation, and when the motorcycle 1 is in the moving running state, the ECU 50 may add a second count smaller than the first count to the count number of the starting operation. This is because the temperature of heat-generating components such as the starter motor 20 can be lower in the moving running state than in the moving stop state. The ECU 50 may decrease the second count as the running speed of the motorcycle 1 at the start of the internal combustion engine E increases. When the running speed of the motorcycle 1 at the start of the internal combustion engine E is equal to or higher than the speed threshold value, the ECU 50 may set the second count to 0. For example, the speed threshold value may be set to a value equal to or higher than the first speed threshold value.

[0173] The second count change condition includes one or more conditions similar to the second change condition and the third change condition in Modifications 1 and 2.

[0174] When the second count change condition includes the outside air temperature condition, the ECU 50 increases the count added to the count number of the starting operation as the applicable temperature range of the outside air temperature at the start of the internal combustion engine E or within a predetermined period such as the second period becomes higher, and decreases the count added to the count number of the starting operation as the temperature range becomes lower.

[0175] When the second count change condition includes the first history condition, the ECU 50 adds a first count to the count number of the starting operation when the first time interval at the start of the internal combustion engine E is equal to or greater than the first time threshold, and adds a second count greater than the first count to the count number of the starting operation when the first time interval is less than the first time threshold.

[0176] When the second count change condition includes the second history condition, the ECU 50 adds a first count to the count number of the starting operation when the traveling speed of the motorcycle 1 within the third period at the start of the internal combustion engine E is equal to or less than the second speed threshold, and adds a second count smaller than the first count to the count number of the starting operation when the traveling speed exceeds the second speed threshold.

[0177] When the second count change condition includes the third history condition, the ECU 50 adds a first count to the count number of the starting operation when the traveling speed of the motorcycle 1 within the fourth period at the start of the internal combustion engine E is equal to or greater than the third speed threshold and less than the first speed threshold, and adds a second count greater than the first count to the count number of the starting operation when the traveling speed is less than the third speed threshold.

[0178] When the second count change condition includes the fourth history condition, the ECU 50 adds a first count to the count number of the starting operation when the time spent on the starting operation of the internal combustion engine E is equal to or greater than the second time threshold, and adds a second count smaller than the first count to the count number of the starting operation when the time is less than the second time threshold.

[0179] When the second count change condition includes the fifth history condition, if the load required for starting the internal combustion engine E is equal to or greater than the first load threshold value, the ECU 50 adds the first count to the count number of the starting operation. If the load is less than the first load threshold value, the ECU 50 may add a second count smaller than the first count to the count number of the starting operation.

[0180] When the second count change condition includes the sixth history condition, if the number of starting operations of the internal combustion engine E per unit time at the start of the internal combustion engine E is equal to or greater than the second history threshold value, the ECU 50 adds the first count to the count number of the starting operation. If the number is less than the second history threshold value, the ECU 50 may add a second count smaller than the first count to the count number of the starting operation.

[0181] When the second count change condition includes the first motor condition, if the number of transitions from the single drive state to the non-single drive state of the drive motor D per unit time within the fifth period at the start of the internal combustion engine E is equal to or greater than the first transition threshold value, the ECU 50 adds the first count to the count number of the starting operation. If the number is less than the first transition threshold value, the ECU 50 may add a second count smaller than the first count to the count number of the starting operation.

[0182] When the second count change condition includes the second motor condition, if the time period of the single drive of the drive motor D within the sixth period at the start of the internal combustion engine E is equal to or greater than the third time threshold value, the ECU 50 adds the first count to the count number of the starting operation. If the time period is less than the third time threshold value, the ECU 50 may add a second count smaller than the first count to the count number of the starting operation.

[0183] When the second count change condition includes the third motor condition, if the time period of the independent drive of the drive motor D within the seventh period at the start of the internal combustion engine E is equal to or less than the fourth time threshold, the ECU 50 may add the first count to the count number of the starting operation, and if the time period exceeds the fourth time threshold, the ECU 50 may add a second count greater than the first count to the count number of the starting operation.

[0184] When the second count change condition includes the fourth motor condition, if the time period of the charging mode within the eighth period at the start of the internal combustion engine E is equal to or greater than the fifth time threshold, the ECU 50 may add the first count to the count number of the starting operation, and if the time period is less than the fifth time threshold, the ECU 50 may add a second count smaller than the first count to the count number of the starting operation.

[0185] The ECU 50 may be configured to perform the operation of this modification example based on the operation of the ECU 50 in the embodiment or Modifications 1-3. In any case, the ECU 50 may determine whether the count change condition is satisfied between the process of starting the internal combustion engine E and the process of increasing the count number of the starting operation of the internal combustion engine E stored in the memory M, and reflect the determination result in the process of increasing the count number. The ECU 50 according to this modification example may omit the process related to the change condition. The ECU 50 according to this modification example can change the protection condition by changing the magnitude of the count added to the count number of the starting operation of the internal combustion engine E.

[0186] [Others] As described above, the exemplary embodiments and modification examples of the present disclosure have been described, but the present disclosure is not limited to the above-described embodiments and modification examples. That is, various modifications and improvements are possible within the scope of the present disclosure. For example, forms obtained by applying various modifications to the embodiments or modification examples, and forms constructed by combining components in different embodiments and modification examples are also included within the scope of the present disclosure.

[0187] For example, in the embodiments and modifications, the ECU 50 changes the protection conditions by increasing or decreasing the count of the starting operation of the internal combustion engine E stored in the memory M, but is not limited thereto. For example, the ECU 50 may change the protection conditions so that the protection conditions are more likely to be satisfied or less likely to be satisfied by performing one or more combinations of an increase or decrease in the count, an increase or decrease in the first history threshold which is the threshold of the count, an increase or decrease in the first speed threshold which is the threshold of the speed for decreasing the count, and an increase or decrease in the magnitude of the count added to the count.

[0188] In the embodiments and modifications, the vehicle 1 equipped with the ECU 50 is exemplified by a motorcycle, but the vehicle 1 may be any vehicle equipped with an internal combustion engine. The vehicle 1 is a moving body that can carry one or more persons and move, but is not limited thereto. For example, the vehicle 1 may be a moving body that can carry a living being or an object other than a person, or may be a moving body that can carry neither a living being nor an object.

[0189] In the embodiments and modifications, the motorcycle 1 is a saddle-riding type vehicle, but may be a scooter type vehicle having a footrest in front of the seat. Regardless of the type of vehicle the motorcycle 1 is, the internal combustion engine E may be arranged between the seat 6 and the front wheel 2, or may be arranged at other positions. For example, the internal combustion engine E may have an arrangement structure that swings together with a swing arm, as often seen in scooter type vehicles. The motorcycle 1 may be a vehicle equipped with a cowl as the outer shell member 8, or may be a naked type vehicle without a cowl.

[0190] The structure of the internal combustion engine E mounted on the vehicle 1 according to the embodiments and modification examples may be any existing structure. For example, the number of cylinders of the internal combustion engine E may be either a single cylinder or a multi-cylinder. The internal combustion engine E may be either a four-stroke engine or a two-stroke engine. The fuel used for the internal combustion engine E may also be any fuel, such as a fuel containing hydrocarbon compounds such as gasoline, ethanol, propane gas, and methane, a fuel derived from animals and plants such as biofuel, or a non-carbide fuel such as hydrogen.

[0191] In the embodiments and modification examples, the cooling heat exchange structure of the heat generating components has a structure in which running air is introduced to the heat generating components to cool the heat generating components, but is not limited thereto. For example, the cooling heat exchange structure may have a structure in which, in addition to or instead of the above structure, protrusions such as fins or heat sinks that increase the contact area between the heat generating components and air are provided to the heat generating components. The cooling heat exchange structure may have a structure in which, in addition to or instead of the above structure, the heat generating components are cooled using a heat medium. Examples of the heat medium may include water, oil, and refrigerant. The cooling heat exchange structure has a structure in which the heat medium flows inside or along the outer surface of the heat generating components, and may further include a heat exchanger that exchanges heat between the heat medium and another medium such as air. The above-described cooling heat exchange structure may be used for cooling any heat generating components.

[0192] For example, the battery 40 may have a structure that receives the introduction of running air when the motorcycle 1 is running. The battery 40 may be disposed below the seat 6 or the fuel tank 13. For example, the battery 40 may be disposed above the crankcase Ea and behind the cylinder block Eb. At least a part of the battery 40 may be disposed so as to be exposed to the outside, and the outer shell member 8 covering the battery 40 may be exposed to the outside. During the running of the motorcycle 1, the running air can directly or indirectly cool the battery 40 by contacting and exchanging heat with the battery 40 or the outer shell member 8.

[0193] For example, the electric circuit 41 may have a structure that receives the introduction of the traveling wind when the motorcycle 1 is running. The electric circuit 41 may be located below the seat 6 or the fuel tank 13. For example, the electric circuit 41 may be arranged in front of the battery 40. At least a part of the electric circuit 41 may be arranged to be exposed to the outside, and the outer shell member 8 covering the electric circuit 41 may also be exposed to the outside. During the running of the motorcycle 1, the traveling wind can directly or indirectly cool the electric circuit 41, similar to the battery 40.

[0194] In the motorcycle 1 according to the embodiment and the modification, the starter motor 20 is a starter generator having a driving function and a power generation function, but may be a motor such as a cell motor having only a driving function. Such a starter motor 20 may be arranged as a device separate from the alternator for power generation. The starter motor 20 may be connected to the crankshaft Ec via a power transmission member such as a belt, a chain, or a gear. The starter motor 20 may be connected to the crankshaft Ec via a speed reducer or the like so as to reduce its rotational speed and transmit rotational power to the crankshaft Ec. The starter motor 20 may have the structure of an AC motor or a DC motor whether it has a driving function and a power generation function or only a driving function.

[0195] The motorcycle 1 according to the embodiment and the modification has a structure in which the traveling wind is introduced into the coil portion 20ba of the starter motor 20 via the duct 20e, but is not limited thereto. For example, the starter motor 20 may have at least a part of it arranged to be exposed to the outside from the outer shell member 8 whether it has a driving function and a power generation function or only a driving function, and may not have a structure for introducing the traveling wind into the coil portion 20ba. During the running of the motorcycle 1, the traveling wind can cool the starter motor 20 by coming into contact with the starter motor 20 or the cover 20d and performing heat exchange.

[0196] The motorcycle 1 according to the embodiments and modified examples is a hybrid vehicle, but it may also be a non-hybrid vehicle without a drive motor D. In this case, the structure of the starter motor 20 may have only a driving function or may have both a driving function and a power generation function.

[0197] The motorcycle 1 according to the embodiments and modified examples has a structure for charging the battery 40 with the electric power generated by the starter motor 20 and the drive motor D, but is not limited thereto. For example, in addition to or instead of the above structure, the motorcycle 1 may have a structure in which one or both of the front wheel 2 and the rear wheel 3 are provided with a regenerative brake, and the electric power generated by the regenerative brake is used to charge the battery 40. The regenerative brake may be a rotating electric machine that converts the rotational energy of the front wheel 2 or the rear wheel 3 into electric energy.

[0198] In the motorcycle 1 according to the embodiments and modified examples, the starter motor 20 and the drive motor D are arranged as separate devices, but either one of them may also serve as the other. For example, the motorcycle 1 may have a structure in which the drive motor D functions as the starter motor 20. The drive motor D is connected to the crankshaft Ec via a clutch C so that power can be disconnected and connected, but the drive motor D may also be connected to the crankshaft Ec so that power can be transmitted at all times. Such a drive motor D is an example of a starter motor. Alternatively, the motorcycle 1 may have a structure in which the starter motor 20 functions as the drive motor D. For example, the ECU 50 may be configured to drive the starter motor 20 except when starting the internal combustion engine E, and increase the driving force to be transmitted to the rear wheel 3 by the driving force of the starter motor 20.

[0199] Examples of each aspect of the technology of the present disclosure are as follows. The control circuit according to the first aspect of the present disclosure is a control circuit for a vehicle that stops an internal combustion engine. When it is determined based on information indicating a predetermined vehicle state that a predetermined stop condition is satisfied, the internal combustion engine is stopped. When it is determined based on the information indicating the vehicle state that even if the stop condition is satisfied, and it is determined that a protection condition for a heat-generating component that generates heat when the internal combustion engine starts is satisfied, the stop of the internal combustion engine is prevented. When it is determined that the traveling speed of the vehicle increases and reaches a predetermined speed threshold, the protection condition is changed so that it becomes more difficult to satisfy the protection condition than before reaching the speed threshold. In this specification and the claims, "when it is determined that..." can mean "in response to determining that...".

[0200] In the first aspect described above, when the heat-generating component repeats starting the internal combustion engine, there is a possibility that the temperature rises excessively due to heat generation. Therefore, when the protection condition is satisfied, the control circuit can prevent overheating of the heat-generating component by preventing the stop of the internal combustion engine even if the stop condition is satisfied. On the other hand, since the vehicle receives traveling wind during traveling, the heat-generating component can be cooled by the traveling wind. When the traveling speed of the vehicle increases and reaches the speed threshold, cooling of the heat-generating component by the traveling wind can be expected. In such a case, the control device can reduce the opportunity to prevent the stop of the internal combustion engine due to the protection condition by relaxing the protection condition so that it becomes more difficult to satisfy the protection condition. Therefore, it is possible to increase the opportunity to stop the internal combustion engine.

[0201] In the first aspect described above, in the control circuit according to the second aspect of the present disclosure, the protection condition is a condition associated with the start history of the internal combustion engine, and the control circuit may determine whether the protection condition is satisfied based on the start history of the actual start operation performed by the internal combustion engine.

[0202] According to the above second aspect, since the protection condition is a condition associated with the starting history of the internal combustion engine, it can be set based on the starting history. Therefore, the protection condition can be accurately set in relation to the temperature of the heat-generating component that generates heat when the internal combustion engine starts. For example, since the protection condition is a condition associated with the starting history, the installation of a sensor for measuring the temperature of the heat-generating component can be omitted.

[0203] In the above first or second aspect, the control circuit according to the third aspect of the present disclosure may prevent the achievement of the protection condition by canceling the protection condition when the traveling speed of the vehicle becomes equal to or higher than the speed threshold.

[0204] According to the above third aspect, when the traveling speed of the vehicle becomes equal to or higher than the speed threshold, the control circuit can realize the stop of the internal combustion engine in a state where there is no restriction by the protection condition when the stop condition is satisfied. Therefore, the opportunity to stop the internal combustion engine can be increased compared to the case where the vehicle maintains a traveling speed lower than the speed threshold.

[0205] In any of the above first to third aspects, in the control circuit according to the fourth aspect of the present disclosure, the starting history includes a count number obtained by counting the number of starting operations of the internal combustion engine while the power supply state to the control circuit is maintained, the protection condition includes a condition that the count number is equal to or greater than a first threshold, and the control circuit may change the protection condition corresponding to an increase in the first threshold when the traveling speed of the vehicle becomes equal to or higher than the speed threshold.

[0206] According to the above fourth aspect, the control circuit can set the protection condition using the count number of the starting operations of the internal combustion engine and the first threshold of the count number. The control circuit can set the protection condition from when the traveling speed of the vehicle is less than the speed threshold to when it reaches the speed threshold and the protection condition after the traveling speed of the vehicle reaches the speed threshold by simple processing without requiring a complex arithmetic expression and control map.

[0207] In any of the first to fourth aspects described above, the control circuit according to the fifth aspect of the present disclosure may change the protection condition so that the protection condition becomes more difficult to be satisfied as the outside air temperature decreases, or may change the protection condition so that the speed threshold decreases as the outside air temperature decreases.

[0208] According to the fifth aspect described above, the control circuit can suppress excessive protection of the heat-generating component when the outside air temperature is low, thereby increasing the chance of stopping the internal combustion engine.

[0209] In any of the second to fifth aspects described above, in the control circuit according to the sixth aspect of the present disclosure, the start history includes one or more of the time interval between the start operations of the internal combustion engine, the traveling speed of the vehicle between the start operations of the internal combustion engine, the time spent on the start operation of the internal combustion engine, the load required for starting the internal combustion engine, and the number of start operations of the internal combustion engine per unit time as elements, and the control circuit may change the protection condition so that the protection condition becomes more likely to be satisfied or less likely to be satisfied based on one or more of the elements in the start history of the actual start operation performed by the internal combustion engine.

[0210] According to the sixth aspect described above, the start history can accurately reflect the temperature rise state of the heat-generating component. By changing the protection condition based on such a start history, the protection condition can be a condition that accurately corresponds to the temperature state of the heat-generating component. Therefore, the control circuit can execute the stop of the internal combustion engine and the prevention thereof corresponding to the temperature of the heat-generating component, so that the chance of stopping the internal combustion engine can be increased.

[0211] The vehicle according to the seventh aspect of the present disclosure includes an internal combustion engine as a driving power source, a starting electrical component for starting the internal combustion engine, a cooling heat exchange structure that directly or indirectly exchanges heat with traveling wind to cool the starting electrical component, a sensor that detects a vehicle state, a control circuit of the vehicle that controls the stop of the internal combustion engine, and an actuator that controls the internal combustion engine according to a command given from the control circuit. When the control circuit determines that a predetermined stop condition is satisfied based on information indicating a predetermined vehicle state acquired from the sensor, the control circuit controls the actuator to stop the internal combustion engine. Even when it is determined that the stop condition is satisfied based on the information indicating the vehicle state, if it is determined that a protection condition for the starting electrical component that generates heat when the internal combustion engine is started is satisfied, the control circuit prevents the stop of the internal combustion engine. When it is determined based on the information acquired from the sensor that the traveling speed of the vehicle reaches a predetermined speed threshold, the control circuit changes the protection condition so that it becomes more difficult to satisfy the protection condition compared to before reaching the speed threshold.

[0212] According to the above seventh aspect, the same effects as those of the control circuit according to each aspect of the present disclosure can be obtained. Further, the cooling heat exchange structure enables active cooling of the starting electrical component by exchanging heat between the traveling wind and the starting electrical component. As a result, sufficient cooling of the starting electrical component is possible even in a low-speed state of the vehicle compared to a case where the vehicle does not include a structure for actively exchanging heat of the starting electrical component. Therefore, even if the speed threshold is made lower, preventing the stop of the internal combustion engine due to the protection condition can suppress overheating of the heat-generating component and prevent damage to the heat-generating component due to overheating. By making the speed threshold lower, the opportunity to stop the internal combustion engine can also be increased.

[0213] In the above seventh aspect, the vehicle according to the eighth aspect of the present disclosure further includes an outer shell member that constitutes the outer shell of the vehicle and is exposed to the outside, and at least a part of the internal combustion engine may be disposed so as to be exposed to the outside from the outer shell member.

[0214] According to the above-described eighth aspect, the starting electrical component can be disposed in or near the internal combustion engine. Since at least a part of the internal combustion engine is exposed to the outside from the outer shell member, the traveling wind is likely to be guided to the starting electrical component.

[0215] In the above-described seventh or eighth aspect, the vehicle according to the ninth aspect of the present disclosure includes a seat on which a person straddles and sits, and the vehicle may be a saddle-type vehicle.

[0216] In the above-described ninth aspect, it is easy for the saddle-type vehicle to have a structure in which a part of the internal combustion engine is exposed and mounted. Therefore, it is easy to guide the traveling wind to the starting electrical component.

[0217] In any one of the above-described seventh to ninth aspects, in the vehicle according to the tenth aspect of the present disclosure, the starting electrical component may have a structure including a function of a starter for starting the internal combustion engine and a function of a generator for generating electricity by the driving force of the internal combustion engine.

[0218] According to the above-described tenth aspect, the starting electrical component generates electricity by being forcibly driven by the internal combustion engine during the running of the vehicle, and charges the generated electric power into the battery. For this reason, the starting electrical component and the battery can generate heat by power generation and charging even during the running of the vehicle. Therefore, although the protection conditions can be set strictly, when the running speed of the vehicle increases and reaches the speed threshold value, the protection conditions are relaxed, so that the opportunity for the internal combustion engine to stop can be increased.

[0219] In any one of the seventh to tenth aspects described above, the vehicle according to the eleventh aspect of the present disclosure includes wheels for driving the vehicle, a rotating electric machine as a driving power source, and is connected to the internal combustion engine and the rotating electric machine so that the driving forces of the internal combustion engine and the rotating electric machine are transmitted, and further includes a drive structure for transmitting the driving forces applied from the internal combustion engine and the rotating electric machine to the wheels. The control circuit controls the operation of the rotating electric machine and executes control in one or more control modes. The one or more control modes may include a control mode that executes either or both of stopping the internal combustion engine by controlling the actuator and starting the stopped internal combustion engine by controlling the actuator during the running of the vehicle.

[0220] According to the eleventh aspect described above, the control device can stop and start the internal combustion engine during the running of the vehicle. For this reason, the starting opportunity of the internal combustion engine increases, and the heat-generating components are likely to warm up. Therefore, although the protection conditions can be set strictly, when the running speed of the vehicle increases and reaches the speed threshold, the protection conditions are relaxed, so the stopping opportunity of the internal combustion engine can be increased.

[0221] In any one of the first to eleventh aspects described above, the control circuit according to the twelfth aspect of the present disclosure prohibits the stop and start of the internal combustion engine while the start history including the history of starting the internal combustion engine by the starting electrical component satisfies the stop and start prohibition conditions of the internal combustion engine, and when the running speed of the vehicle becomes equal to or higher than the first running speed, the start history may be changed so as to deviate from the prohibition conditions or be further away from the prohibition conditions.

[0222] In the above-described 12th aspect, since the starting electrical component generates heat when operating, depending on the starting history, the temperature of the starting electrical component can be in a high state. Therefore, while the starting history satisfies the prohibition condition, the control circuit restricts the operation of the starting electrical component and suppresses the temperature rise of the starting electrical component by prohibiting the stop and start of the internal combustion engine. Further, when the vehicle is running, the starting electrical component can be cooled by the running wind. Therefore, when the vehicle is running at a first running speed or higher such that the starting electrical component is cooled by the running wind, the control circuit changes the starting history to a state deviating from the prohibition condition or a state further away from the prohibition condition, and relaxes the execution of the prohibition of the stop and start of the internal combustion engine. Thus, the control circuit can prohibit the stop and start of the internal combustion engine corresponding to the temperature state of the starting electrical component that changes during the operation of the vehicle without using the temperature information of the starting electrical component. An example of the prohibition condition is a protection condition.

[0223] In any one of the above-described 1st to 12th aspects, in the control circuit according to the 13th aspect of the present disclosure, when the elapsed time between the first timing at which the internal combustion engine is started and the second timing at which the internal combustion engine was started most recently before the first timing is less than a second threshold value, the start of the internal combustion engine at the first timing is counted in the count number, and when the elapsed time between the first timing and the second timing is equal to or greater than the second threshold value, the start of the internal combustion engine at the first timing may not be counted in the count number.

[0224] In the above-described 13th aspect, when the elapsed time between the first timing and the second timing is equal to or greater than the second threshold value, the temperature of the starting electrical component can decrease by the first timing. The control circuit determines whether to count the start of the internal combustion engine in the count number according to the temperature change of the starting electrical component. Thus, the control circuit can prevent the state of preventing the stop of the internal combustion engine from occurring frequently, and can suppress the amount of exhaust gas discharged from the internal combustion engine. And it becomes difficult to satisfy the protection condition.

[0225] In the above-described 13th aspect, when the elapsed time between the first timing and the second timing is equal to or greater than the second threshold value, the control circuit according to the 14th aspect of the present disclosure may not count the start of the internal combustion engine at the first timing and may also decrease the count number. According to the 14th aspect, the control circuit can reduce the frequency of reaching the stop and start prohibition state. Then, it becomes difficult to satisfy the protection conditions.

[0226] In any of the above-described 1st to 14th aspects, when the vehicle maintains a traveling speed equal to or lower than a second traveling speed that is lower than the first traveling speed for a first continuous time, the control circuit according to the 15th aspect of the present disclosure may increase the count number.

[0227] According to the 15th aspect, when the vehicle travels at a low traveling speed such as a traveling speed equal to or lower than the second traveling speed for a first continuous time, the starting electrical component can be heated up. In such a case, the control circuit can more easily reach a state of preventing the stop and start of the internal combustion engine by increasing the count number, and can suppress the temperature rise of the starting electrical component. Then, it becomes easier to satisfy the protection conditions.

[0228] In any of the above-described 1st to 15th aspects, when the vehicle maintains a traveling speed equal to or higher than a third traveling speed that is lower than the first traveling speed and higher than the second traveling speed for a second continuous time, the control circuit according to the 16th aspect of the present disclosure may decrease the count number.

[0229] According to the 16th aspect, when the vehicle travels at a traveling speed equal to or higher than a third traveling speed that is lower than the first traveling speed but higher than the second traveling speed for a second continuous time, the starting electrical component can be cooled by the traveling wind and the temperature can be decreased. In such a case, the control circuit can reduce the frequency of reaching a state of preventing the stop and start of the internal combustion engine by decreasing the count number. Then, it becomes difficult to satisfy the protection conditions.

[0230] In any one of the first to sixteenth aspects described above, when the vehicle operates in a charging mode in which the power generated by the generator provided in the vehicle is charged to the battery provided in the vehicle, the control circuit according to the seventeenth aspect of the present disclosure may increase the count number.

[0231] According to the seventeenth aspect described above, when charging, the battery generates heat and can raise the temperature of the starting electrical components. In such a case, the control circuit can more easily reach a state where the stop and start of the internal combustion engine are blocked by increasing the count number. And the protection conditions are more likely to be satisfied.

[0232] In any one of the first to seventeenth aspects described above, when the vehicle according to the eighteenth aspect of the present disclosure further includes a driving motor and travels by the driving motor without operating the internal combustion engine, the control circuit may decrease the count number.

[0233] According to the eighteenth aspect described above, during so-called EV driving in which the vehicle travels by the driving motor without operating the internal combustion engine, the heat generation from the internal combustion engine is suppressed, and the heat received by the starting electrical components from the internal combustion engine is reduced. In such a case, the control circuit can reduce the frequency of reaching a state where the stop and start of the internal combustion engine are blocked by decreasing the count number. And the protection conditions are less likely to be satisfied.

[0234] A method for controlling the stop of an internal combustion engine according to an aspect of the present disclosure includes obtaining information indicating a predetermined vehicle state, determining whether a predetermined stop condition is satisfied based on the information indicating the vehicle state, determining whether a protection condition for a heat generating component that generates heat when the internal combustion engine starts is satisfied, stopping the internal combustion engine when it is determined that the stop condition is satisfied and the protection condition is not satisfied, not stopping the internal combustion engine when it is determined that the stop condition is satisfied and the protection condition is satisfied, determining whether the traveling speed of the vehicle reaches a predetermined speed threshold, and changing the protection condition so that the protection condition is less likely to be satisfied than before reaching the speed threshold when it is determined that the traveling speed of the vehicle reaches the speed threshold.

[0235] According to the above aspect, the same effects as those of the control circuit according to each aspect of the present disclosure can be obtained. Part or all of the method of the present disclosure may be realized by, for example, circuits such as a CPU and an LSI, an IC card, or a single module. A plurality of elements included in the method of the present disclosure may be realized by one device or may be shared and realized by two or more devices.

[0236] The present disclosure may be a computer program that causes a computer to execute the method according to each aspect of the present disclosure. Such a computer program can achieve the same effects as the method according to each aspect of the present disclosure. The computer program may be, for example, a program recorded on a non-transitory computer-readable recording medium, and may be configured to be read from the recording medium using a drive device of the recording medium and installed in the computer. The computer program may be, for example, a program that can be distributed via a transmission medium such as the Internet, and may be configured to be downloaded and installed in the computer.

[0237] The functions of the elements disclosed in this specification can be executed using a circuit or processing circuit including a general-purpose processor, a dedicated processor, an integrated circuit, an ASIC, a conventional circuit, and / or a combination thereof configured or programmed to execute the disclosed functions. Since a processor includes transistors and other circuits, it is regarded as a processing circuit or a circuit. In the present disclosure, a circuit, a unit, or a means is either hardware that executes the recited functions or hardware programmed to execute the recited functions. The hardware may be the hardware disclosed in this specification or other known hardware programmed or configured to execute the recited functions. When the hardware is a processor considered to be a type of circuit, the circuit, means, or unit is a combination of hardware and software, and the software is used for configuring the hardware and / or the processor.

[0238] The numbers such as ordinal numbers and quantities used in this specification are all exemplified for specifically explaining the technology of the present disclosure, and the present disclosure is not limited to the exemplified numbers. The connection relationships between components are exemplified for specifically explaining the technology of the present disclosure, and the connection relationships for realizing the functions of the present disclosure are not limited thereto.

[0239] The present disclosure can be implemented in various forms without departing from the scope of its essential features. Since the scope of the present disclosure is defined by the appended claims rather than the description in the specification, the exemplary embodiments and modifications are illustrative and not restrictive. All changes within the claims and their scope, or equivalents of the claims and their scope, are intended to be encompassed by the claims.

Description of Reference Numerals

[0240] 1 Motorcycle (Vehicle) 2 Front Wheel 3 Rear Wheel 6 Seat 7 Travel Driving Source 20 Starter motor (heating component, starting electrical component) 22 Cover (cooling and heat exchange structure) 23 Duct (cooling and heat exchange structure) 40 Battery (heating component) 41 Electrical circuit (heating component) 50 Electronic control unit, ECU (control circuit) 61 - 68, 17a, 17b Sensor 70, 71, 70a, 70b, 70c Actuator C Clutch (drive structure) D Drive motor (rotating electrical machine) E Internal combustion engine TM Transmission (drive structure)

Claims

1. A control circuit for a vehicle that controls the stopping of an internal combustion engine, when it is determined that a predetermined stop condition is satisfied based on information indicating a predetermined vehicle state, stopping the internal combustion engine; even when it is determined that the stop condition is satisfied based on the information indicating the vehicle state, if it is determined that a protection condition for a heat-generating component that generates heat when the internal combustion engine is started is satisfied, preventing the stopping of the internal combustion engine; and when it is determined that the traveling speed of the vehicle increases and reaches a predetermined speed threshold, changing the protection condition so that the protection condition is less likely to be satisfied than before reaching the speed threshold. A control circuit that performs

2. The protection condition is a condition associated with the start history of the internal combustion engine, and the control circuit determines whether the protection condition is satisfied based on the start history of the actual start operation performed by the internal combustion engine The control circuit according to claim 1.

3. When the traveling speed of the vehicle becomes equal to or higher than the speed threshold, by canceling the protection condition, preventing the achievement of the protection condition The control circuit according to claim 1.

4. The start history includes a count number obtained by counting the number of start operations of the internal combustion engine while the power supply state to the control circuit is maintained, The protection condition includes a condition that the count number is equal to or greater than a first threshold value, and when the traveling speed of the vehicle becomes equal to or higher than the speed threshold, the control circuit changes the protection condition corresponding to an increase in the first threshold value The control circuit according to claim 2.

5. As the outside air temperature becomes lower, changing the protection condition so that the protection condition is less likely to be satisfied, or changing the protection condition so that the speed threshold becomes lower as the outside air temperature becomes lower The control circuit according to claim 1.

6. The starting history includes, as elements, one or more of a time interval between starting operations of the internal combustion engine, a traveling speed of the vehicle between starting operations of the internal combustion engine, a time taken for the starting operation of the internal combustion engine, a load required for starting the internal combustion engine, and the number of starting operations of the internal combustion engine per unit time, The control circuit changes the protection condition so that the protection condition is more likely to be satisfied or less likely to be satisfied based on one or more of the elements in the starting history of the starting operation actually performed by the internal combustion engine. The control circuit according to claim 2.

7. An internal combustion engine as a driving source for traveling, A starting electrical component for starting the internal combustion engine, A cooling heat exchange structure that directly or indirectly exchanges heat with traveling wind to cool the starting electrical component, A sensor for detecting a vehicle state, A control circuit of the vehicle for controlling the stop of the internal combustion engine, An actuator for controlling the internal combustion engine according to a command given from the control circuit, The control circuit, When it is determined that a predetermined stop condition is satisfied based on information indicating a predetermined vehicle state acquired from the sensor, the actuator is controlled to stop the internal combustion engine, Even when it is determined that the stop condition is satisfied based on the information indicating the vehicle state, if it is determined that a protection condition for the starting electrical component that generates heat when the internal combustion engine starts is satisfied, the stop of the internal combustion engine is prevented, When it is determined that the traveling speed of the vehicle reaches a predetermined speed threshold based on the information acquired from the sensor, the protection condition is changed so that the protection condition is less likely to be satisfied than before reaching the speed threshold. A vehicle.

8. Equipped with a seat on which a person straddles and sits, The vehicle is a saddle-riding type vehicle The vehicle according to claim 7.

9. The starting electrical component has a structure including the function of a starter for starting the internal combustion engine and the function of a generator for generating electricity by the driving force of the internal combustion engine. The vehicle according to claim 7.

10. Wheels for driving the vehicle, A rotary electric machine as a driving power source for traveling, Further comprising a drive structure connected to the internal combustion engine and the rotary electric machine so that the driving forces of the internal combustion engine and the rotary electric machine are transmitted, and transmitting the driving forces applied from the internal combustion engine and the rotary electric machine to the wheels. The control circuit controls the operation of the rotary electric machine and executes control in one or more control modes. The one or more control modes include a control mode that executes either or both of stopping the internal combustion engine by controlling the actuator and starting the stopped internal combustion engine by controlling the actuator during traveling of the vehicle. The vehicle according to claim 7.

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