Vehicle, and method for determining error for transmission

Abstract

To suppress the number of components mounted on a vehicle.SOLUTION: A vehicle according to one mode includes an internal combustion engine and an electric motor being a travel driving source, a driving wheel, a transmission, a transmission state detector, a rotation information detector, and a controller provided with a processing circuit, and the processing circuit determines whether or not state information received from the transmitter state detector is neutral information showing a neutral state of the transmitter for blocking power transmission between an input shaft and an output shaft, controls the electric motor so as to generate a prescribed determining torque after determining that the state information is the neutral information, determines whether there is an error in the neutral information on the basis of rotation information received from the rotation state detector, permits engine start control to start the internal combustion engine by transferring power from the electric motor to the internal combustion engine in the case of determining that there is no error in the neutral information, and restricts the engine start control in the case of determining that there is an error in the neutral information.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present disclosure relates to a vehicle and a method for error determination for a transmission.

Background Art

[0002] Patent Document 1 discloses a hybrid vehicle including an internal combustion engine and an electric motor as a driving power source and a gear transmission. The internal combustion engine is start-controlled by an ISG (Integrated Starter Generator).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In various vehicles such as hybrid vehicles, it is desirable to have a small number of components. For example, in the hybrid vehicle disclosed in Patent Document 1, a motor for engine starting is required separately from the driving electric motor, or a sensor for engine starting is required. Also, in various vehicles including hybrid vehicles, it is desirable to minimize the number of sensors to be mounted.

[0005] Therefore, an object of the present disclosure is to provide a vehicle capable of suppressing the number of components mounted on the vehicle and a method for error determination for a transmission.

Means for Solving the Problems

[0006] A vehicle according to an aspect of the present disclosure includes an internal combustion engine and an electric motor as driving power sources, drive wheels, an input shaft to which power from the internal combustion engine and the electric motor is input, and a transmission having an output shaft that outputs power to the drive wheels, a transmission state detector that detects state information related to the state of the transmission, a rotation information detector that detects rotation information related to the relative rotation between the input shaft and the output shaft separately from the transmission state detector, and a controller including a processing circuit. The processing circuit determines whether the state information received from the transmission state detector is neutral information indicating a neutral state of the transmission that cuts off power transmission between the input shaft and the output shaft, controls the electric motor to generate a predetermined determination torque after determining that the state information is the neutral information, determines whether there is an error in the neutral information based on the rotation information received from the rotation information detector, permits engine start control to transmit power from the electric motor to the internal combustion engine to start the internal combustion engine when it is determined that there is no error in the neutral information, and is configured to limit the engine start control when it is determined that there is an error in the neutral information.

[0007] An error determination method for a transmission according to an aspect of the present disclosure is an error determination method for a transmission having an input shaft to which power from a power source is input and an output shaft that outputs power to drive wheels, and includes obtaining, by a processing circuit, state information indicating the state of the transmission, determining whether the state information is neutral information indicating a neutral state of the transmission that cuts off power transmission between the input shaft and the drive wheels, obtaining, when it is determined that the state information is the neutral information, rotation information related to the relative rotation between the input shaft and the output shaft due to torque applied to the input shaft or the output shaft, and determining whether there is an error in any of the state information and the rotation information based on the rotation information.

Advantages of the Invention

[0008] According to the present disclosure, a vehicle capable of suppressing the number of components mounted on the vehicle and a method for determining an error in a transmission can be provided.

Brief Description of the Drawings

[0009]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Embodiments for Carrying Out the Invention

[0010] Hereinafter, embodiments will be described with reference to the drawings.

[0011] <Configuration of the Vehicle> FIG. 1 is a schematic diagram of a vehicle 1 according to an embodiment. In the present embodiment, the vehicle 1 is a motorcycle having rear wheels as drive wheels 9 and front wheels as driven wheels. Note that the vehicle 1 may be a tricycle or a four-wheeled vehicle.

[0012] The vehicle 1 described in the present embodiment is a hybrid vehicle. The vehicle 1 includes an internal combustion engine (hereinafter simply referred to as “engine”) 2 and an electric motor 3 as two traveling drive sources that generate torque for driving the drive wheels 9. In the present embodiment, the vehicle 1 is configured to be switchable between three different traveling modes. Specifically, the vehicle 1 is configured to be selectively switchable to an EG mode in which only the engine 2 rotates the drive wheels 9, an EV mode in which only the electric motor 3 rotates the drive wheels 9, and an HEV mode in which both the engine 2 and the electric motor 3 rotate the drive wheels 9.

[0013] Vehicle 1 is equipped with a transmission 4. The transmission 4 shifts the rotational power output from the driving power source. In this embodiment, the transmission 4 is configured to be able to select a plurality of gear ratios. In this embodiment, a constant-mesh transmission is used as the transmission 4. The transmission 4 has an input shaft 5, an output shaft 6, and a plurality of sets of transmission gear pairs 7 with different gear ratios. The input shaft 5 and the output shaft 6 are parallel to each other. Power is input to the input shaft 5 from the engine 2 and the electric motor 3. The output shaft 6 transmits power to the drive wheels 9 via an output transmission mechanism 8. For example, the output transmission mechanism 8 is a drive chain, a drive belt, a drive shaft, or the like.

[0014] The transmission 4 is a dog clutch type gear transmission. Each transmission gear pair 7 includes a gear 7a supported by the input shaft 5 and a gear 7b supported by the output shaft 6. In this embodiment, the two gears 7a and 7b of each transmission gear pair 7 are constantly meshed with each other. The gear 7a coaxial with the input shaft 5 is fitted to the input shaft 5 so as to rotate together with the input shaft 5. The gear 7b coaxial with the output shaft 6 is rotatably inserted into the output shaft 6 so as to idle with respect to the output shaft 6. A plurality of dog rings 11 are fitted to the output shaft 6 so as to rotate together with the output shaft 6 and be movable in the axial direction.

[0015] Each dog ring 11 is connected to a shift drum 13 by a shift fork 12. The transmission 4 is configured such that when the shift fork 12 moves along the output shaft 6 due to the rotation of the shift drum 13, one of the plurality of gears 7b can be engaged with the dog ring 11. Specifically, the dog protruding in the extending direction of the output shaft 6 on the dog ring 11 enters the engagement hole of the gear 7b. In this way, the gear 7b engaged with the dog ring 11 starts to rotate together with the output shaft 6, and the transmission gear pair 7 including the gear 7b is selected as the power transmission path.

[0016] Also, each dog ring 11 can take a neutral position separated from all the gears 7b when the shift fork 12 moves along the output shaft 6 due to the rotation of the shift drum 13 (see Fig. 1). In this way, the transmission 4 enters the neutral state when all the dog rings 11 reach their respective neutral positions. That is, when the engagement of the dogs of all the dog rings 11 with the gears 7b is released, the transmission 4 is in a state where the power transmission between the input shaft 5 and the output shaft 6 is interrupted. The neutral state is a state in which none of the multiple sets of transmission gear pairs 7 are selected. In other words, the neutral state is a state in which none of the dogs are engaged with the gears. The dog ring 11 moves along the output shaft 6 by the torque generated by a shift actuator 36 described later.

[0017] A main clutch 21 is arranged between the engine 2 and the transmission 4. The main clutch 21 can be switched between a connected state that connects the power transmission path between the engine 2 and the input shaft 5 of the transmission 4 and a disconnected state that disconnects the power transmission path. The main clutch 21 is a friction clutch such as a multi-plate clutch, for example. The main clutch 21 is operated by a clutch actuator 22.

[0018] The clutch 21 functions as a mode switching device for switching the driving mode. Specifically, when the clutch 21 is in the disconnected state and the electric motor 3 is driven, driving in the EV mode becomes possible. Also, when the clutch 21 is in the connected state, the engine 2 is driven and the electric motor 3 is stopped, the EG mode is entered. Further, when the clutch 21 is in the connected state, the engine 2 is driven and the electric motor 3 is driven, the HEV mode is entered.

[0019] Also, by setting the clutch 21 in the engaged state when the engine is stopped, the rotational power from the electric motor 3 can be transmitted to the crankshaft 2a. Thereby, the crankshaft 2a can be rotated by the electric motor 3 to realize engine starting. Therefore, in the present embodiment, the vehicle 1 is not equipped with a dedicated starter motor for starting or a starter generator motor for starting and charging, separately from the driving electric motor 3.

[0020] The vehicle 1 includes a controller 30. The controller 30 may be a single control unit or may be distributed among a plurality of control units. Hardware-wise, the controller 30 has at least one CPU 30a, at least one memory 30b, and I / O interfaces, etc. The at least one memory 30b includes a volatile memory and a non-volatile memory. The CPU 30a and the memory 30b are an example of a processing circuit.

[0021] A transmission state detector 31, a rotation information detector 33, a clutch state detector 34, and an operation detector 35 are electrically connected to the controller 30.

[0022] The transmission state detector 31 detects state information related to the state of the transmission 4. More specifically, the transmission state detector 31 detects information that is correlated with the state of the transmission 4 and can be used for estimating the state of the transmission 4. Specifically, the transmission state detector 31 detects state information indicating the selection state of a plurality of sets of transmission gear pairs 7. In other words, the transmission state detector 31 detects which gear stage among a plurality of gear stages has been selected.

[0023] The plurality of speed change stages includes a neutral stage and a plurality of driving speed change stages. The state in which the neutral stage is selected is the aforementioned neutral state. The state in which a driving speed change stage is selected is a state in which a speed change gear pair 7 corresponding to the driving speed change stage is selected as the power transmission path from among a plurality of sets of speed change gear pairs 7. In the present embodiment, the plurality of driving speed change stages includes speed change stages from the first speed to the sixth speed, but the number of speed change stages may be less than 6 or more than 6.

[0024] The transmission state detector 31 detects a parameter different from the rotational states of the input shaft 5 and the output shaft 6. The transmission state detector 31 may include at least one sensor. In the present embodiment, the transmission state detector 31 is a gear position sensor that detects the rotation angle of the shift drum 13. The gear position sensor may be realized by an angle sensor using a rotary encoder or a hall IC sensor. Since the rotation angle of the shift drum 13 and the speed change stage correspond to each other, it is possible to specify which of the plurality of speed change stages is selected from the rotation angle of the shift drum 13. The state information related to the state of the transmission 4 may be information different from the rotation information described later detected by the rotation information detector 33, and may include information that enables determination of whether it is in the neutral state.

[0025] A transmission system including a transmission 4, a transmission state detector 31, and a shift actuator 36 related to speed change is configured.

[0026] The rotation information detector 33 detects rotation information related to the relative rotation of the input shaft 5 and the output shaft 6 of the transmission 4. More specifically, the rotation information detector 33 detects information that is correlated with the relative rotation and can be used for estimation of the relative rotation, that is, estimation of whether one of the input shaft 5 and the output shaft 6 is rotating relative to the other. For example, when the rotation of one of the input shaft 5 and the output shaft 6 has stopped, information regarding the rotation of the other shaft may be acquired.

[0027] The rotation information detector 33 may include at least one sensor. In this embodiment, the rotation information detector 33 includes an input rotation sensor 32a that detects input rotation information related to the rotation of the input shaft 5, and an output rotation sensor 32b that detects output rotation information related to the rotation of the output shaft 6. That is, in this embodiment, the rotation information includes the input rotation information and the output rotation information. The input rotation information only needs to include information indicating whether at least the input shaft 5 is rotating. The output rotation information only needs to include information indicating whether at least the output shaft 6 is rotating.

[0028] In this embodiment, the input rotation sensor 32a detects the rotation speed of the input shaft 5 or the rotation speed of a rotating body that rotates in conjunction with the input shaft 5 as the input rotation information. For example, the input rotation sensor 32a is a motor rotation speed sensor that detects the rotation speed of the electric motor 3 that rotates in conjunction with the rotation of the input shaft 5 via a chain or the like. For example, the input rotation sensor 32a is disposed within the housing of the electric motor 3. However, the input rotation sensor 32a is not limited to a motor rotation speed sensor, and any sensor that can obtain information correlated with the rotation of the input shaft 5 is acceptable. For example, it may directly detect the rotation speed of the input shaft 5.

[0029] In this embodiment, the output rotation sensor 32b detects the rotation speed of the output shaft 6 or the rotation speed of a rotating body that rotates in conjunction with the output shaft 6 as the output rotation information. For example, the output rotation sensor 32b is a wheel rotation speed sensor that detects the rotation speed of the drive wheel 9 that rotates in conjunction with the rotation of the output shaft 6 via the output transmission mechanism 8. However, the output rotation sensor 32b is not limited to a wheel rotation speed sensor, and any sensor that can obtain information correlated with the rotation of the output shaft is acceptable. For example, it may directly detect the rotation (e.g., rotation speed) of the output shaft 6. Also, for example, it may be a GPS sensor, a gyro sensor, or the like that estimates the movement of the vehicle position, the traveling speed, and the traveling acceleration.

[0030] The clutch state detector 34 detects the state of the main clutch 21. For example, the clutch state detector 34 detects clutch information indicating whether the main clutch 21 is in a connected state or a disconnected state. The clutch state detector 34 may include at least one sensor. The clutch state detector 34 is realized by a pressure sensor that detects the pressure in the hydraulic chamber of the clutch actuator 22. In this embodiment, when it is in a natural state without pressure applied, it is determined to be in a disconnected state. In other words, the clutch state detector 34 determines that it is in a disconnected state when the pressure in the clutch hydraulic chamber becomes a value lower than the spring pressure.

[0031] The operation detector 35 detects the operation of an operator operated by the driver. The operation detector 35 includes at least one operator sensor. The operator sensor is realized by an accelerator sensor that detects the operation amount of the accelerator operator operated by the driver, a brake sensor that detects the operation amount of the brake operator operated by the driver, a shift sensor that detects the shift operation of the driver with respect to the shift operator, a mode change sensor that detects the running mode change operation of the driver with respect to the mode change operator, and the like. In addition, the operator sensor may be a sensor that detects the operation amount of other existing operators, such as a stand sensor that detects the stand operation.

[0032] The engine 2 (more specifically, the throttle device, the ignition plug, the fuel injection device), the electric motor 3, the clutch actuator 22, the shift actuator 36, and the notifier 37 are electrically connected to the controller 30. The CPU 30a of the controller 30 controls the engine 2, the electric motor 3, the clutch actuator 22, the shift actuator 36, and the notifier 37 based on the information received from various detectors such as the transmission state detector 31, the rotation information detector 33, the clutch state detector 34, and the operation detector 35.

[0033] For example, the CPU 30a controls the engine 2, the electric motor 3, the clutch actuator 22, and the shift actuator 36 according to the driving mode of the vehicle 1. For example, the CPU 30a switches the driving mode of the vehicle 1 between the EV mode, the HEV mode, and the EG mode based on the information received from the aforementioned mode switching sensor that detects the driver's driving mode switching operation. For example, even when there is no driver's driving mode switching operation, the CPU 30a may switch the driving mode of the vehicle 1 based on the information received from various sensors provided in the vehicle 1.

[0034] The clutch actuator 22 is controlled by the controller 30 to operate the main clutch 21. For example, the main clutch 21 is operated. That is, specifically, the clutch actuator 22 connects or disconnects the main clutch 21.

[0035] The clutch actuator 22 is, for example, a hydraulic actuator, and includes a hydraulic chamber that stores oil (which may also be referred to as clutch oil), a piston that is driven by the hydraulic pressure of the hydraulic chamber, and a solenoid valve that adjusts the hydraulic pressure of the hydraulic chamber.

[0036] In the present embodiment, by adjusting the hydraulic pressure to adjust the frictional force of the clutch 21, the power transmission torque can be made variable. By gradually increasing or decreasing the hydraulic pressure of the clutch actuator 22, the power transmission torque can be changed step by step. In the present embodiment, in the natural state where no hydraulic pressure is applied, the spring separates the adjacent friction plates included in the clutch 21, preventing power transmission from the engine 2 to the input shaft 5. By gradually increasing the hydraulic pressure by the controller 30, the adjacent friction plates are pressed against each other against the spring, increasing the torque that can be transmitted between the rotating member on the engine 2 side and the input shaft 5.

[0037] The shift actuator 36 is controlled by the controller 30 to rotationally drive the shift drum 13 to move the dog ring 11. The shift actuator 36 is, for example, an electric motor.

[0038] The shift actuator 36 rotationally drives the shift drum 13 according to the driver's shifting operation to change the state of the transmission 4. Specifically, a shift sensor included in the operation detector 35 detects the driver's shifting operation on the shift operator. The controller 30 controls the shift actuator 36 based on the detection information sent from the shift sensor to change the state of the transmission 4.

[0039] For example, when the driver performs a shifting operation to select a desired gear position (i.e., gear ratio), the detection information of the shift sensor corresponding to that gear position is sent to the controller 30, and the controller 30 controls the shift actuator 36 so that the gear position indicated by the detection information is selected.

[0040] For example, when the driver performs a shifting operation to select the neutral position, the detection information of the shift sensor corresponding to the neutral position is sent to the controller 30, and the controller 30 controls the shift actuator 36 so that the transmission 4 is in the neutral state. The controller 30 may control the shift actuator 36 so that the transmission 4 is in the neutral state even without the driver's shifting operation when a predetermined condition is satisfied.

[0041] For example, when the driver performs a shifting operation to select the neutral position, the detection information of the shift sensor corresponding to the neutral position is sent to the controller 30, and the controller 30 controls the shift actuator 36 so that the transmission 4 is in the neutral state. The controller 30 may control the shift actuator 36 so that the transmission 4 is in the neutral state even without the driver's shifting operation when a predetermined condition is satisfied.

[0042] The notifier 37 is a device that notifies the driver that the engine start control described later is not started. Specifically, the notifier 37 is configured to output engine start error information indicating that the engine start control is not started. The notifier 37 can be a part of the instrument panel of the vehicle 1. In the present embodiment, the notifier 37 is a display on which the engine start error information as image information is displayed.

[0043] <Engine start related control when the vehicle is stopped> FIG. 2 is a flowchart showing the flow of engine start related control by the processing circuit. The engine start related control is control for starting the engine 2 when the vehicle 1 is in a stopped state. FIG. 3 is a flowchart showing the flow of false detection determination processing which is a part of the engine start related control. FIG. 4 is a flowchart showing the flow of engine start control which is a part of the engine start related control. The engine start related control is performed by the CPU 30a executing the engine start related program stored in the memory 30b. The engine start related program includes a false detection determination program for executing the false detection determination processing and an engine start control program for executing the engine start control.

[0044] FIG. 5 is a graph showing the temporal transition of various values during the engine start related control. In FIG. 5, graphs showing the motor torque which is the generated torque of the electric motor, the rotational speed of the input shaft 5, the rotational speed of the output shaft 6, the clutch engagement degree which is the engagement degree of the main clutch 21, and the rotational speed of the crankshaft 2a are shown in order from the top.

[0045] The rotational speed of each of the input shaft 5, the output shaft 6, and the crankshaft 2a is the speed at which the object rotates per unit time. For example, the rotational speed may be represented by the angle advanced per unit time (i.e., the angular velocity) or the number of rotations per unit time.

[0046] Also, in the graph of FIG. 5, the engagement degree of the main clutch 21 is a parameter corresponding to the degree of power transmission between the engine 2 and the transmission 4. In the present embodiment, since the clutch actuator 22 is a hydraulic actuator, the engagement degree of the main clutch 21 can correspond to the hydraulic pressure in the hydraulic chamber. For example, when the hydraulic pressure is a preset minimum pressure (hereinafter referred to as "equivalent release pressure"), the engagement degree of the main clutch 21 is 0%, and the power is not transmitted from one of the crankshaft 2a of the engine 2 to the other of the input shaft 5, which is the disengaged state of the main clutch 21. Then, as the hydraulic pressure rises from the equivalent release pressure, the clutch engagement degree also rises. When the hydraulic pressure is a preset maximum pressure (hereinafter referred to as "equivalent engagement pressure") or when it is equal to or higher than the equivalent engagement pressure, the engagement degree of the main clutch 21 is 100%, and the power is completely transmitted from one of the crankshaft 2a of the engine 2 to the other of the input shaft 5, which is the engaged state of the main clutch 21.

[0047] Hereinafter, the flow of the engine start-related control shown in FIG. 2 will be described with appropriate reference to FIGS. 3, 4, and 5.

[0048] When the CPU 30a determines that a predetermined engine start condition is satisfied, it starts the engine start-related control of FIG. 2. For example, the engine start condition may include the condition that the HEV mode or the EG mode is selected as the driving mode depending on the driver's operation or the running state of the vehicle. Also, for example, the engine start condition may be the condition that the state of the vehicle 1 becomes a state where it is difficult to continue the EV mode, such as the remaining amount of the battery that stores the power supplied to the electric motor 3 decreasing to a predetermined value or less.

[0049] When the CPU 30a determines that the engine start condition is satisfied, it starts the engine start-related control. In the engine start-related control, based on the output rotation information received from the output rotation sensor 32b, it is determined whether the vehicle 1 is in a stopped state (step S1).

[0050] When the CPU30a determines that the vehicle 1 is not in a stopped state (step S1: No), the CPU30a determines that the vehicle state is in a state where engine start is not permitted, and proceeds to the display of an engine start error in step S7 described later.

[0051] When the CPU30a determines that the vehicle 1 is in a stopped state (step S1: Yes), the CPU30a determines whether the main clutch 21 is in a disengaged state based on the clutch information received from the clutch state detector 34 (step S2). Note that when the CPU30a sends a command to the clutch actuator 22 from the controller 30 to disengage the main clutch 21, the CPU30a may presume that the main clutch 21 is in a disengaged state according to the command.

[0052] When the CPU30a determines that the main clutch 21 is not in a disengaged state (step S2: No), the CPU30a determines that the vehicle state is in a state where engine start is not permitted, and proceeds to the display of an engine start error in step S7 described later. Note that when the CPU30a determines that the main clutch 21 is not in a disengaged state, the CPU30a may control the clutch actuator 22 to shift the main clutch 21 to a disengaged state. If the main clutch 21 can be shifted to a disengaged state, the process may proceed to step S3. If the main clutch 21 cannot be shifted to a disengaged state, or if the control to shift the main clutch 21 to a disengaged state is not permitted, the process may proceed to step S7.

[0053] When the CPU30a determines that the main clutch 21 is in a disengaged state (step S2: Yes), the CPU30a determines whether the transmission 4 is in a neutral state. Specifically, the CPU30a determines whether the state information received from the transmission state detector 31 is neutral information (step S3).

[0054] When it is determined that the state information is not neutral information (step S3: No), the CPU 30a determines that the vehicle state is in a state where engine start is not permitted, and proceeds to the display of an engine start error in step S7 described later. Note that when the CPU 30a determines that the state information is not neutral information, the shift actuator 36 may be controlled to put the transmission 4 in the neutral state. When a command value for putting the transmission 4 in the neutral state is sent to the shift actuator 36, or when neutral information is received from the transmission state detector 31 after sending the command value, the process may proceed to step S4. When the transmission 4 cannot be put in the neutral state or when control for putting the transmission 4 in the neutral state cannot be permitted, the process may proceed to step S7.

[0055] When it is determined that the state information is neutral information (step S3: Yes), the CPU 30a executes an error detection determination process (step S4). The error detection determination process is a process for determining whether there is an error in the information received from the transmission state detector 31 or the rotation information detector 33 based on the rotation information received from the rotation information detector 33. More specifically, the error detection determination process is a process for determining whether the transmission 4 is in the neutral state separately from the detection result of the transmission state detector 31.

[0056] As shown in FIG. 3, in the error detection determination process, first, the CPU 30a controls the electric motor 3 to generate a predetermined determination torque T1 (step S11). The determination torque T1 is set to a minute torque so as not to affect the driver as much as possible even if the transmission 4 is not in the neutral state, that is, if there is an error in the neutral information acquired in step S3.

[0057] As shown in the graph of the motor torque in FIG. 5, at the start (t = t1) of the misdetection determination process in which the state information is determined to be neutral information, the motor torque becomes the determination torque T1. As shown in the graph of the input shaft rotational speed in FIG. 5, when the transmission 4 is in the neutral state, from the start point (t = t1) to the end point (t = t2) of the misdetection determination process, the rotational speed of the input shaft 5 of the transmission 4 increases due to the determination torque T1 generated by the electric motor 3.

[0058] The determination torque T1 is set to a value smaller than the starting torque T2 described later. In the present embodiment, the control is premised on the main clutch 21 being in the disengaged state, and it is not necessary to rotate the crankshaft 2a of the engine 2 by the determination torque T1. For this reason, it is preferable that the determination torque T1 is set to a value lower than the torque required to rotate the crankshaft 2a in the engine stopped state.

[0059] Also, when the transmission 4 is in the neutral state, the determination torque T1 is set to a torque of such a magnitude that the input shaft 5 can be rotated against the transmission resistance and inertia force of the gear pair in the power transmission path from the electric motor 3 to the input shaft 5. Also, when the transmission 4 is in a non-neutral state, the determination torque T1 may be set to a torque of such a magnitude that the rotation of the input shaft 5 is blocked by the transmission resistance of the transmission 4 and the drive wheels 9. Also, the determination torque T1 may be set to a torque smaller than the braking torque caused by the driver operating the brake operator. For example, the determination torque T1 may be set to 20 Nm or less, preferably 10 Nm or less, in terms of the value applied to the input shaft 5. The determination torque T1 may vary with the passage of time. Also, the determination torque T1 may be set to vary according to the temperature of the clutch oil supplied into the clutch. Specifically, the clutch state detector 34 may include a temperature sensor that detects the temperature of the clutch oil, and the CPU 30a may set the determination torque T1 based on the temperature of the clutch oil detected by the temperature sensor. In this case, the determination torque T1 may be set so as to increase as the temperature of the clutch oil is lower.

[0060] Also, the application period of the determination torque T1 (hereinafter referred to as the torque application period) may be predetermined. In this case, the torque application period may be set to a period with little influence on the vehicle even if the transmission 4 is not in the neutral state. For example, the torque application period may be set to a period during which the input shaft 5 rotates through a rotation angle less than one revolution by the application of the determination torque T1. In other words, the torque application period may be set to a period during which the crankshaft 2a rotates through a rotation angle less than one revolution when the input shaft 5 rotates due to the application of the determination torque T1 while the main clutch 21 is in the engaged state. Also, the torque application period may be set to a period during which the input shaft 5 angularly displaces beyond the minimum angle range detectable by the input rotation sensor 32a or the output rotation sensor 32b when the input shaft 5 rotates due to the application of the determination torque T1 while the transmission 4 is not in the neutral state. For example, the torque application period may be set to the time until the angular velocity of the input shaft 5 reaches 10.5 rad / s. The determination torque T1 may be applied until the rotational speed of the input shaft 5 reaches 100 rpm. Also, the torque application period may be set to the time when the angular velocity of the input shaft 5 will reach 10.5 rad / s, for example, 50 milliseconds or less.

[0061] Similarly, the angular velocity and angular acceleration at which the input shaft 5 rotates when the determination torque T1 is applied may be set to conditions with little influence even if the transmission 4 is not in the neutral state. The angular velocity and angular acceleration at which the input shaft 5 rotates due to the application of the determination torque T1 are set to values smaller than the angular velocity and angular acceleration at which the input shaft 5 rotates due to the application of the starting torque T2 described later.

[0062] Returning to FIG. 3, the CPU 30a determines whether the output shaft 6 has started rotating, that is, whether the drive wheel 9 that rotates in conjunction with the output shaft 6 has started rotating, based on the output rotation information received from the rotation information detector 33 (step S12). Whether the drive wheel 9 has started rotating may be determined by determining whether the detected value of the output rotation sensor 32b has exceeded a predetermined output determination threshold value R1 (see the dashed two-dot line in the graph of the output shaft rotation speed in FIG. 5). For example, the CPU 30a may determine whether the drive wheel 9 has rotated by a predetermined angle or more, or may determine whether the drive wheel 9 has rotated at a predetermined angular velocity or a predetermined angular acceleration or more.

[0063] For example, the above-mentioned predetermined angle is preferably set to 90 degrees or less, more preferably 30 degrees, and even more preferably 15 degrees or less. Thereby, the movement of the vehicle body in the false determination process can be suppressed. The predetermined angle may be set to an angle exceeding the minimum angle range detectable by the output rotation sensor 32b. For example, the predetermined angle may be set to 2 times or more the minimum angle range detectable by the output rotation sensor 32b. Thereby, false detection due to a change in the posture of the driver straddling the vehicle can be prevented.

[0064] The CPU 30a counts the elapsed time after starting the control of the electric motor 3 that generates the determination torque T1. When the CPU 30a determines that the drive wheel 9 has not started rotating (step S12: No), it determines whether the elapsed time has reached a predetermined time (step S13). The elapsed time may be the elapsed time from the start time of the control for generating the determination torque T1, or may be the elapsed time from a predetermined time point after the start time.

[0065] When the above-mentioned torque application period is preset, the predetermined time may be set to the same period as the torque application period, or may be set to a period longer than the torque application period. The predetermined time is preferably set to a time that prevents damage to the electric motor 3 even if the rotation of the electric motor 3 is blocked. Specifically, it may be set to a time that prevents damage due to an overcurrent flowing through the electric motor 3.

[0066] Further, the CPU 30a determines whether the input shaft 5 is in a rotating state based on the input rotation information (step S14). Whether the input shaft 5 is in a rotating state may be determined by determining whether the detected value of the input rotation sensor 32a is equal to or greater than a predetermined input determination threshold value R2 (see the graph of the input shaft rotation speed in FIG. 5). Specifically, the CPU 30a determines whether the rotation speed of the input shaft 5 is equal to or greater than a predetermined input determination threshold value R2. The input determination threshold value R2 is set to the rotation speed of the input shaft 5 that can be exceeded by the determination torque T1 transmitted from the electric motor 3. The input determination threshold value R2 may be set in terms of the angular velocity of the input shaft 5 or may be set in terms of the rotation speed. In step S14, it is only necessary to determine whether the input shaft 5 is in a rotating state. Therefore, the input determination threshold value R2 may be any value greater than 0, and preferably may be set to at least twice the minimum angle range detectable by the input rotation sensor 32a. This can prevent false detection caused by a change in the posture of the driver straddling the vehicle.

[0067] Before the elapsed time reaches the predetermined time (step S13: No), if the rotation speed of the input shaft 5 has not reached the predetermined input determination threshold value R2 (step S14: No), the CPU 30a continues to monitor the rotation state of the drive wheel 9 in step S12 and the rotation state of the input shaft 5 in step S14. For example, the predetermined time set in step S13 is set to 2000 milliseconds. Also, for example, in step S14, in the transmission 4, if the input shaft 5 is connected to the output shaft 6 that is in a non-rotatable state, for example, due to a brake on the drive wheel, it is only necessary to determine whether the input shaft 5 is in a state where its rotation is prevented. Therefore, the input determination threshold value R2 is set to a relatively small value. Specifically, the input determination threshold value R2 is set such that the angular velocity of the input shaft 5 is 10.5 rad / s, in other words, the rotation speed of the input shaft 5 is 100 rpm or less.

[0068] When it is determined that the rotational speed of the input shaft 5 is equal to or higher than a predetermined input determination threshold value R2 (step S14: Yes), the CPU 30a determines that there is no error in the neutral information (step S15), and ends the false detection determination process.

[0069] When the CPU 30a determines that the drive wheels 9 have started to rotate (step S12: Yes), or when it is determined that the elapsed time has reached a predetermined time without the rotational speed of the input shaft 5 reaching the input determination threshold value R2 (step S13: Yes), the CPU 30a determines that there is an error in the neutral information (step S16), stops the generation of the determination torque T1 by the electric motor 3 (see the two-dot chain line in the motor torque graph of FIG. 5 in step S17), and ends the false detection determination process.

[0070] When it is determined in step S17 that the drive wheels 9 have started to rotate, by stopping the generation of the determination torque T1 by the electric motor 3, it is possible to prevent the vehicle 1 from moving excessively due to the generation of the determination torque T1. For example, when the torque application period is set in advance, if it is determined that the rotation of the drive wheels 9 has started before the application period of the determination torque T1 reaches the preset torque application period, the electric motor 3 is stopped. Thereby, the movement of the vehicle can be suppressed promptly.

[0071] Also, when it is determined in step S17 that the rotation of the drive wheels 9 has started, the CPU 30a may generate a braking torque using the electric motor 3 or the braking device. Thereby, the inertial movement of the vehicle can be suppressed, and the movement of the vehicle can be further suppressed.

[0072] As a case where Yes is obtained in step S13, for example, a case is exemplified in which the transmission 4 is not in the neutral state, the drive wheels 9 are braked by the operation of the driver on the brake operator, and the braking force acts from the output shaft 6 to the input shaft 5.

[0073] Returning to FIG. 2, if it is determined that there is no error in the neutral information as a result of the false detection determination process in step S4 (step S5: Yes), the CPU 30a permits and starts engine start control for transmitting the power from the electric motor 3 to the engine 2 to start the engine 2 (step S6).

[0074] If it is determined that there is an error in the neutral information as a result of the false detection determination process in step S4 (step S5: No), the CPU 30a outputs engine start error information using the notifier 37 (step S7). Specifically, the CPU 30a displays the engine start error information on the display which is the notifier 37. After step S7, without shifting to the engine start control, the engine start related control is terminated. In this case, after the CPU 30a terminates the engine start related control, if there is a start command from the driver, the vehicle is started in the EV mode using the electric motor 3.

[0075] FIG. 4 is a flowchart showing the flow of the engine start control shown in step S6 of FIG. 2. The engine start control starts after double-checking the neutral state of the transmission 4 using the neutral information received from the transmission state detector 31 indicating that the transmission 4 is in the neutral state as described above and the result of the false detection determination based on the rotation information received from the rotation information detector 33.

[0076] Specifically, after the transmission is maintained in the neutral state, the engine start control is started. The CPU 30a controls the electric motor 3 so as to increase the generated torque of the electric motor 3 from the determination torque T1 (step S21). This is because the starting torque T2 required for starting the engine 2 is larger than the determination torque T1. The starting torque T2 is a torque for increasing the rotational speed to the rotational speed required for starting the engine 2. As described above, the starting torque T2 is set to a torque capable of rotating the crankshaft 2a against the inertia moment, compression resistance, and rotational resistance of the rotating parts of the engine 2. The CPU 30a controls the electric motor 3 so as to generate a predetermined starting torque. In the present embodiment, the CPU 30a controls the electric motor 3 so as to generate the starting torque T2 such that a predetermined starting rotational speed suitable for starting the engine is obtained.

[0077] While increasing the generated torque of the electric motor 3, the CPU 30a determines whether or not the rotational speed of the input shaft 5 has reached the starting threshold value based on the input rotational information (step S22). The starting threshold value is set to be equal to or higher than the input determination threshold value R2. The starting threshold value may be set to a rotational speed higher than the rotational speed of the input shaft 5 converted to the idle rotational speed Ri of the engine 2.

[0078] When the CPU 30a determines that the rotational speed of the input shaft 5 has reached the starting threshold value (step S22: Yes), the CPU 30a controls the clutch actuator 22 so that the main clutch 21 switches from the disengaged state to the engaged state (step S23).

[0079] In this embodiment, since the starting threshold is set to match the input determination threshold R2, at the start point (t = t2) of the engine starting control, the rotational speed of the input shaft 5 has reached the starting threshold. Therefore, in this embodiment, as shown in FIG. 5, from the start point (t = t2) of the engine starting control, the control of the clutch actuator 22 in step S23 starts. In this case, step S22 may be omitted. Also, even when the starting threshold is not set to match the input determination threshold R2, step S22 may be omitted. The starting threshold may not be set.

[0080] As shown in FIG. 5, in the control of the clutch actuator 22 in step S23, it is preferable that the CPU 30a controls the clutch actuator 22 so that the clutch engagement degree gradually increases. Along with this, the power transmitted from the input shaft 5 of the transmission 4 to the crankshaft 2a via the main clutch 21 increases, and the rotational speed of the input shaft 5 increases (refer to the period from time t = t2 to time t = t3 in each graph of FIG. 5).

[0081] In this way, the generated torque of the electric motor 3 is transmitted to the crankshaft 2a of the engine 2 via the main clutch 21, and the crankshaft 2a rotates. Thereafter, the CPU 30a starts ignition by the ignition plug of the engine 2 and fuel supply by the fuel injection device of the engine 2 to start the engine 2 (step S24). That is, the CPU 30a generates rotational power resulting from fuel combustion in the engine 2. In other words, the engine 2 generates power to rotate the crankshaft 2a by fuel combustion. In FIG. 5, for simplicity of the figure, the situation where the fuel in the engine 2 burns and the rotational speed of the input shaft 5 rapidly increases at the point (t = t3) when the clutch engagement degree reaches 100% is shown, but the fuel combustion in the engine 2 may be before the clutch engagement degree reaches 100% or after the clutch engagement degree reaches 100%.

[0082] After the engine 2 starts, in other words, after the fuel combustion by the engine 2 starts, the CPU 30a controls the clutch actuator 22 so that the main clutch 21 switches from the connected state to the disconnected state (step S25).

[0083] Also, the CPU 30a controls the electric motor 3 to stop the rotation of the input shaft 5 (step S26). Thereby, the undesired rotation of the input shaft 5 can be prevented. In step S26, specifically, the CPU 30a may stop the electric motor 3. That is, the CPU 30a may stop the supply of current to the electric motor 3 to make the generated torque in the electric motor 3 zero. Alternatively, in step S26, the CPU 30a may control the electric motor 3 to generate a negative torque which is a torque in the direction opposite to the direction in which the input shaft 5 rotates. Thereby, the rotation of the input shaft 5 may be actively reduced.

[0084] In FIG. 5, it is shown that the control of the clutch actuator 22 in step S25 and the control of the electric motor 3 in step S26 are performed simultaneously (see the time point t = t4 in FIG. 5), but the control of the electric motor 3 in step S26 may be performed after the main clutch 21 switches from the connected state to the disconnected state.

[0085] When the rotation of the input shaft 5 is stopped after the engine is started in this way, the engine start control is terminated. When the start of the engine is realized, the CPU 30a can start the vehicle using the engine power by controlling the engine 2, the clutch actuator 22, and the shift actuator 36 according to the driver's start operation and the like.

[0086] As described above, according to the present embodiment, by the false detection determination process, based on the rotation information, it is determined whether there is an error in the neutral information. When it is determined that there is no error in the neutral information, engine start control is permitted. Therefore, it is possible to prevent the engine start operation from being started in a non-neutral state, and to realize the start of the engine 2 by using the power of the traveling drive electric motor 3. As a result, the motor dedicated for engine start can be omitted, and the number of parts can be reduced. Further, it is possible to prevent the power generated at engine start from being transmitted to the drive wheels.

[0087] Also, in the present embodiment, by the false detection determination process, using the rotation information detector 33 which is a detector different from the transmission state detector 31, it is determined whether the transmission 4 is in the neutral state. In this way, since the determination of the neutral state is performed twice before shifting to the engine start control, compared with the case of determining the neutral state using a single detector, the starting torque generated in the electric motor 3 for engine start can be surely prevented from being transmitted to the drive wheels 9.

[0088] Also, in the present embodiment, whether there is an error in the neutral information detected by the transmission state detector 31 is determined using the detection result of the rotation information detector 33. Since the vehicle often has a sensor related to the rotational speed for the traveling control of the vehicle, without adding new parts, it is possible to determine whether the transmission 4 is in the neutral state separately from the gear position sensor. Therefore, it is possible to omit a dedicated sensor for examining the false detection of the transmission state detector 31, and the number of parts can be reduced.

[0089] Also, in the present embodiment, since the determination torque T1 is set to a value smaller than the starting torque T2, even when there is an error in the neutral information, the change in the vehicle body behavior due to generating the determination torque T1 in the electric motor 3 can be suppressed.

[0090] In addition, in the present embodiment, the misdetection determination process is performed while the vehicle 1 is stopped. That is, in order to generate the determination torque T1 in the electric motor 3 while the rotation of the output shaft 6 has stopped, for example, compared with the case of generating the determination torque while the vehicle 1 is moving, specifically, while the vehicle 1 is being moved manually, it is easier to determine the change in the behavior of the vehicle 1 caused by the generation of the determination torque, and the determination accuracy of whether there is an error in the neutral information can be improved.

[0091] In addition, in the present embodiment, when it is determined that there is an error in the neutral information, the generation of the determination torque T1 by the electric motor 3 is stopped. For example, even before the elapsed time of the control for generating the determination torque T1 in the electric motor 3 reaches a predetermined time or the torque application period, when it is determined that the rotation of the drive wheels 9 has started, the electric motor 3 is stopped. For this reason, it is possible to prevent the determination torque from being continuously applied to the input shaft 5 in a state where the transmission 4 is not in neutral, and suppress the change in the vehicle body behavior.

[0092] In addition, in the present embodiment, the engine start control is started, and the generated torque of the electric motor 3 is increased from the determination torque T1 to the start torque T2 for engine start. For this reason, the energy of the determination torque T1 can be used for starting the engine 2. Compared with the case of executing the engine start control from a state where the input shaft 5 has stopped, it is easier to effectively use the energy for engine start or shorten the time until the engine 2 starts.

[0093] <Other Embodiments> The present disclosure is not limited to the above-described embodiments, and its configuration can be changed, added, or deleted.

[0094] When the vehicle is a motorcycle, it may be a sports saddle-riding vehicle in which footrests are arranged on both sides of the seat, or a scooter-type saddle-riding vehicle in which footrests are arranged in front of the seat.

[0095] For example, the vehicle described in the above embodiment is a hybrid vehicle equipped with two driving power sources for traveling, but the vehicle is not limited to this. For example, the vehicle may be equipped with only one driving power source for traveling, or may be equipped with three or more driving power sources for traveling. For example, the vehicle may be equipped with only an internal combustion engine as the driving power source. Even for such a vehicle, it is possible to prevent misjudgment of the neutral state and realize engine starting that suppresses power transmission to the output shaft. For example, by determining the neutral state of the transmission and performing the engine starting operation, it is possible to prevent the power generated during engine starting from being transmitted to the drive wheels regardless of the presence or absence of the main clutch and whether the main clutch is in the disengaged state or the engaged state.

[0096] In addition, in the above embodiment, the vehicle was described as a series hybrid vehicle capable of traveling by directly transmitting the rotational power output from the engine to the drive wheels, but it is not limited to this. For example, the vehicle may be configured such that a starter motor dedicated to starting the engine or an ISG motor having a power generation function transmits power to the input shaft and rotationally drives the input shaft. For example, the vehicle may be a so-called mild hybrid vehicle in which the output of the motor is suppressed so that the motor applies torque in specific situations such as during acceleration.

[0097] Also, in the above embodiment, the misdetection determination process was executed for engine starting, but the misdetection determination process may be executed for purposes other than engine starting. Even in this case, it is possible to omit a dedicated sensor for examining misdetection of the transmission state detector, and the effect of reducing the number of parts can be obtained. Also, misdetection of the transmission state detection can be prevented.

[0098] Also, in the present embodiment, the determination torque was set to a torque smaller than the starting torque, but the determination torque may be equal to or greater than the starting torque. Even in this case, it is preferable that the application period of the determination torque T1 or the angular velocity of the input shaft is set to be smaller than when the starting torque is applied.

[0099] During the misdetection determination process, if a cancellation condition is satisfied, such as a cancellation command for starting request being generated by the driver's operation, the misdetection determination process may end halfway. For example, the cancellation command may be a connection command for the main clutch, a shift command for shifting the state of the transmission to a state other than neutral, an accelerator operation command, etc. If there is any cancellation command, the misdetection determination process may end and the starting process by the electric motor 3 may be executed. Thereby, vehicle control in accordance with the driver's intention can be realized. The cancellation condition may be standing the side stand, releasing the brake, etc.

[0100] Even if the order of steps is different as long as the same operation as that of the engine is performed. For example, step S1 for determining whether the vehicle 1 is in a stopped state, step S2 for determining whether the main clutch 21 is in a disengaged state, and step S3 for determining whether neutral information has been acquired may be executed in any order or simultaneously. Also, one or more of steps S1, S2, and S3 may not be executed. Regarding step S4 for determining the start of rotation of the drive wheels 9, step S5 for determining whether a predetermined time has elapsed, and step S6 for determining the rotation state of the input shaft 5, they may also be executed in any order or simultaneously. Also, one or more of steps S4, S5, and S6 may not be executed.

[0101] Although the start of rotation of the drive wheels and the rotation state of the input shaft are performed separately, it may be determined whether the ratio of the angular velocity of the input shaft to the angular velocity of the drive wheels is a value corresponding to a non-neutral state. Specifically, combining step S12 and step S14, it may be determined whether the input shaft is in a rotating state regardless of a predetermined gear ratio defined for the transmission and the power transmission mechanism downstream of the transmission. In this case, if the input shaft is in a non-rotating state regardless of the predetermined gear ratio, it may be determined that there is an error in the neutral information. Also, if the input shaft is in a rotating state regardless of the predetermined gear ratio, it may be determined that there is no error in the neutral information.

[0102] In the false detection determination process, since there may be an error in the information received from the rotation information detector 33 rather than the information received from the transmission state detector 31, it may be determined that there is an error in either the neutral information or the rotation information.

[0103] The transmission is not limited to that described in the above embodiment. The dog ring is not limited to being axially moved by the actuator. For example, in the transmission, the dog gear may be axially moved by the shift actuator. The dog body that can be axially moved and is realized by the dog ring or the dog gear may have a structure that fits onto the input shaft instead of the output shaft. Also, a structure in which some of the plurality of dog bodies fit onto the output shaft and some other part fits onto the input shaft may be used.

[0104] A direct-acting shift fork actuator may be used instead of the shift drum. The transmission state detector may detect something other than the rotation angle of the shift drum. For example, it may detect the axial position of the shift fork or the dog body. Also, when the shift actuator is hydraulically driven and the position of the dog is switched by hydraulic pressure, the hydraulic state related to the shift actuator may be detected to detect the transmission state.

[0105] The transmission may be any transmission that can take a neutral state in which the power applied to the input shaft is blocked from being transmitted to the drive wheels. For example, the transmission may include a sub-clutch that switches between the connected state and the blocked state of power transmission between the output shaft and the drive wheels, separately from the transmission body that switches the gear ratio. In this case, the transmission state detector transmits neutral information indicating that it is in the neutral state that blocks the power transmission between the input shaft and the drive wheels to the CPU.

[0106] In the above embodiment, the transmission 4 was configured to select a gear position in electrical interlock with the driver's shifting operation. However, it may be configured to select a gear position in mechanical interlock with the driver's shifting operation. For example, the transmission 4 may be configured such that one set of a plurality of sets of transmission gear pairs 7 is selected in mechanical interlock with the operation of a shift lever by the driver. For example, the transmission may be configured to rotate a shift drum by a shift actuator in response to the driver's shifting operation, or instead of the power of the shift actuator, the shift drum may be rotated by manual power transmitted from the driver by the shifting operation. In this case, in order to start the misdetection determination process, an instruction prompting the driver to perform an operation for shifting to the neutral state may be displayed on a notification device such as a display or an instrument panel.

[0107] Similarly, for example, the clutch may be configured such that the state and engagement degree of the main clutch are changed by a clutch actuator in response to the driver's clutch operation, or instead of the power of the clutch actuator, the state and engagement degree of the main clutch may be changed by manual power transmitted from the driver by the clutch operation. In this case, in order to start the misdetection determination process, an instruction prompting the driver to perform an operation for shifting the main clutch to the disengaged state may be displayed on a notification device such as a display or an instrument panel.

[0108] The transmission state detector is not limited to the configuration described in the above embodiment. It is only necessary to be able to detect state information indicating whether or not it is in the neutral state. The transmission state detector detected which gear position was selected from among a plurality of gear positions, but the transmission state detector may detect whether it is in the neutral gear or another gear position. The transmission state detector may be a contact / non-contact sensor that detects the rotation angle of only the neutral gear position of the shift drum 13.

[0109] The rotation information detector is not limited to the configuration described in the above embodiment. The rotation information detector only needs to be able to detect the relative rotation between the input shaft and the output shaft, and may be provided with only one of the input rotation sensor 32a and the output rotation sensor 32b. For example, if the state of one of the rotation shafts can be grasped, such as when the vehicle is in a stopped state, the state of the other rotation shaft may be detected to infer information regarding the relative rotation. For example, if it is clear that either one of them has stopped rotating, by detecting the rotation of either one, it may be determined that it is not within a predetermined gear ratio range and it may be determined whether neutral information is not output. Further, for example, the processing circuit may determine whether there is an error in the neutral information based only on the information received from the output rotation sensor. That is, the aforementioned step S6 may be omitted.

[0110] The clutch state detector is not limited to the configuration described in the above embodiment. The clutch state detector may be a sensor that detects a physical quantity corresponding to the engagement amount of the main clutch. For example, the clutch state detector may be a current sensor that detects the value of the current flowing through the solenoid of the clutch actuator, a hydraulic pressure sensor that detects the hydraulic pressure of the clutch actuator, or a displacement sensor that detects the displacement between members that come into contact with each other in the main clutch.

[0111] In the above embodiment, a hydraulic actuator has been described as the clutch actuator, but the clutch actuator is not limited thereto. The clutch actuator may be another type of actuator such as an electric motor. Further, in this embodiment, the main clutch is in a disengaged state in a natural state where no pressure is applied by hydraulic pressure, but it is not limited thereto. Specifically, it may be set such that it is in a connected state in a natural state where no pressure is applied, and becomes a disengaged state when pressure is applied.

[0112] In the above embodiment, when the CPU 30a determines that there is no error in the neutral information, it automatically starts the engine start control. However, after determining that there is no error in the neutral information, it is sufficient to be able to permit the engine start control, and it is not necessary to immediately shift to the engine start control after the determination. In this case, the engine start control may be started in response to a user operation on a user interface or the like provided in the vehicle, provided that the engine start control is permitted.

[0113] When the processing circuit determines that there is an error in the neutral information, it is sufficient to be able to restrict the engine start control. That is, in the above embodiment, when the CPU 30a determines that there is an error in the neutral information, it ends the control without shifting to the engine start control. However, even when it is determined that there is an error in the neutral information, it is not necessary to prohibit the engine start control. For example, it is assumed that the rotation information detector 33 instead of the transmission state detector 31 has detected an error. In this case, when it is determined that there is an error in the information, the situation where the engine start operation is possible may be restricted. For example, the engine start may be permitted only when conditions that have little effect even if the vehicle moves during engine start are satisfied. Also, for example, even if the engine start is executed, compared with the case where it is determined that there is no error in the information, the engine start may be restricted by reducing the torque magnitude at the initial stage of the engine start. Thereby, when it is determined that the vehicle moves at the initial stage of the engine start, it is possible to easily prevent the vehicle from moving. Also, when it is determined that there is an error in the information, engine output control in a so-called limp home state that suppresses the engine output even after the engine starts may be executed compared with the case where it is determined that there is no error.

[0114] As a method for determining an error in the transmission, the error detection determination timing is not limited to the vehicle stop state and may be the vehicle moving state. For example, even when the neutral state is determined by the transmission state detector 31, when it is determined that the rotation speed ratio between the input shaft and the drive wheels is maintained at the gear ratio set by the transmission or the power transmission mechanism, it may be determined whether there is an error in either the state information or the rotation information.

[0115] For example, during vehicle travel, either driving torque or braking torque may be applied to the input shaft for determination, or braking torque may be applied to the output shaft for determination. In this way, rotational information related to the relative rotation between the input shaft and the drive wheels (output shaft) may be obtained. For example, even if neutral information is obtained from the transmission state detector 31, by applying torque to either the input shaft or the output shaft, if the rotational speed ratio between the input shaft and the output shaft is maintained at a predetermined gear ratio, it may be determined that either the state information or the rotational information is incorrect. The torque applied to the input shaft may be applied by any one of the engine, the motor, and the clutch. Also, the torque applied to the output shaft may be applied by the driving reaction force from the road surface or the brake control device. For example, even in a vehicle moving state, if it is a situation where switching to the neutral state is possible, the above-described misdetection determination process and engine start process may be executed. For example, as a state where switching to the neutral state during vehicle travel is possible, a situation where the influence on the driving feeling is small is assumed. Specific examples of such a situation include a coasting state and a constant-speed driving state in a low-speed range.

[0116] In the above embodiment, the notifier is a display on which engine start error information as image information is displayed, but the notifier may be a speaker, a buzzer, etc. for outputting the engine start error information as sound information, or an optical element, etc. for outputting the engine start error information as light information.

[0117] The state information is not limited to the information received by the processing circuit of the controller 30 from the outside, and may be information generated by the processing circuit of the controller 30 itself. For example, obtaining state information indicating the state of the transmission by the processing circuit may be that the processing circuit generates a command value to be sent to the shift actuator to change the state of the transmission. For example, in the above embodiment, when the CPU 30a of the controller 30 generates a command value for setting the transmission 4 to the neutral state as a command value to be sent to the shift actuator 36, in step S3 of FIG. 2, the CPU 30a of the controller 30 may determine that the transmission is in the neutral state from the command value.

[0118] In this embodiment, the error detection determination process is executed immediately before the start control of the engine 2. However, the error detection determination process does not have to be executed immediately before the engine start control, and may be executed at a predetermined timing before the engine start control. In this case, when executing the engine start control, the engine start control may be permitted on the condition that it is determined in the error detection determination process performed before the start control of the engine 2 that there is no error in the neutral information. This can prevent the engine start control from being executed in a state where there is an error in the neutral information. For example, the error detection determination process may be executed in accordance with the timing when the power supply to the CPU is started or the operation check timing of the electrical components mounted on the vehicle body. In this case, the CPU can store the determination result as to whether there is an error in the neutral information in the memory and use it for the permission determination of the subsequent engine start control.

[0119] Preferably, as an engine start condition, a state where the driver is straddling the vehicle may be included in the conditions. For example, as detection information of the stand switch, a condition for detecting a state where the stand is raised may be included. This can prevent the engine start-related control from being executed in a state where the driver is not straddling the vehicle.

[0120] Also, in the step of generating the determination torque by the electric motor, control may be performed to generate the determination torque while the driver is operating the brake based on the information from the brake sensor. By applying the determination torque in this way, it is possible to easily prevent the vehicle from moving.

[0121] As described above, the embodiments have been described as examples of the technology disclosed in the present application. However, the technology in the present disclosure is not limited to this, and is also applicable to embodiments in which appropriate changes, replacements, additions, omissions, etc. are made. It is also possible to combine the components described in the above embodiments to form a new embodiment. For example, a part of the configuration or method in one embodiment may be applied to another embodiment, and a part of the configuration in an embodiment can be arbitrarily extracted separately from other configurations in that embodiment. In addition, among the components described in the accompanying drawings and the detailed description, there are not only components essential for solving the problem, but also components not essential for solving the problem for exemplifying the technology. Two blocks shown in sequence in the flowchart can, in some cases, be executed simultaneously or in reverse order.

[0122] The functions of the elements disclosed in this specification can be executed using a circuit or a processing circuit including a general-purpose processor, a dedicated processor, an integrated circuit, an ASIC (Application Specific Integrated Circuits), a conventional circuit, or any combination thereof configured or programmed to perform 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 hardware that performs the listed functions or hardware programmed to perform the listed functions. The hardware may be the hardware disclosed in this specification or other known hardware programmed or configured to perform the listed 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 or the processor.

[0123] [Disclosed Embodiment] Each of the following embodiments is a disclosure of a preferred embodiment.

[0124] [Embodiment 1] An internal combustion engine and an electric motor as driving power sources, Drive wheels, A transmission having an input shaft to which power from the internal combustion engine and the electric motor is input and an output shaft that outputs power to the drive wheels, A transmission state detector that detects state information related to the state of the transmission, Separate from the transmission state detector, a rotation information detector that detects rotation information related to the relative rotation between the input shaft and the output shaft, A controller including a processing circuit, The processing circuit, determines whether the state information received from the transmission state detector is neutral information indicating a neutral state of the transmission that cuts off power transmission between the input shaft and the output shaft, After determining that the state information is the neutral information, control the electric motor to generate a predetermined determination torque, Based on the rotation information received from the rotation information detector, determine whether there is an error in the neutral information, When it is determined that there is no error in the neutral information, permit engine start control to transmit the power from the electric motor to the internal combustion engine to start the internal combustion engine, When it is determined that there is an error in the neutral information, control the engine start control A vehicle configured to limit.

[0125] According to the above configuration, based on the rotation information, it is determined whether there is an error in the neutral information, and when it is determined that there is no error in the neutral information, engine start control is permitted. For this reason, since the start of the internal combustion engine can be realized by using the power of the electric motor for running drive, the motor dedicated to starting the internal combustion engine can be omitted, and the number of parts can be reduced. In addition, since it is determined whether there is an error in the neutral information detected by the transmission state detector by using the detection result of the rotation information detector, a dedicated sensor for checking the false detection of the transmission state detector can be omitted, and the number of parts can be reduced.

[0126] [Aspect 2] The engine start control includes controlling the electric motor to generate a predetermined starting torque, The determination torque is set to a value smaller than the starting torque, and the vehicle according to Aspect 1.

[0127] Even when there is an error in the neutral information, it is possible to suppress a change in the behavior of the vehicle body due to generating the determination torque in the electric motor.

[0128] [Aspect 3] The vehicle according to aspect 1 or 2, wherein the processing circuit is configured to execute control of the electric motor that generates the determination torque in a state where power transmission from the electric motor to the internal combustion engine is interrupted.

[0129] According to the above configuration, since torque is generated in the electric motor in a state where power transmission from the electric motor to the internal combustion engine is interrupted, the determination torque can be set low.

[0130] [Aspect 4] The processing circuit controls the electric motor to generate the determination torque in a state where the vehicle is stopped. The rotation information includes input rotation information related to the rotation of the input shaft and output rotation information related to the rotation of the output shaft. When determining whether there is an error in the neutral information, the processing circuit determines that there is an error in the neutral information when it is determined based on the output rotation information that the output shaft has started to rotate, and determines that there is no error in the neutral information when it is determined based on the output rotation information that the output shaft has not started to rotate and it is determined based on the input rotation information that the input shaft has started to rotate. The vehicle according to any one of aspects 1 to 3.

[0131] According to the above configuration, the electric motor is controlled to generate the determination torque in a state where the vehicle is stopped. That is, since the determination torque is generated in the electric motor in a state where the rotation of the output shaft has stopped, it is easier to determine the change in the behavior of the vehicle caused by the generation of the determination torque compared to the case where the determination torque is generated, for example, when the vehicle is moving, specifically, when the vehicle is being pushed by hand and moving. The accuracy of determining whether there is an error in the neutral information can be improved.

[0132] [Aspect 5] The rotation information includes input rotation information related to the rotational speed of the input shaft. When the processing circuit determines whether there is an error. Count the elapsed time after starting the control of the electric motor that generates the determination torque, Determine whether the input shaft has started to rotate based on the input rotation information, The vehicle according to any one of Aspects 1 to 4, wherein when the elapsed time reaches a predetermined time in a state where it is not determined that the input shaft has started to rotate, it is determined that there is an error in the neutral information.

[0133] [Aspect 6] The vehicle according to any one of Aspects 1 to 5, wherein when the processing circuit determines that there is an error, it is configured to limit the engine start control by stopping the generation of the determination torque by the electric motor.

[0134] According to the above configuration, it is possible to prevent torque from being continuously applied to the input shaft when the transmission is not in the neutral state.

[0135] [Aspect 7] The processing circuit, When acquiring a start request for the internal combustion engine, determine whether the state information is the neutral information, The vehicle according to any one of Aspects 1 to 6, wherein when it is determined that there is no error, the engine start control is started, and the electric motor is controlled to increase the generated torque of the electric motor from the determination torque to a predetermined starting torque.

[0136] According to the above configuration, it is easy to use the determination torque generated by the electric motor for starting the internal combustion engine, and it is easy to shorten the time from the acquisition time of the engine start request to the start time of the internal combustion engine.

[0137] [Aspect 8] The vehicle includes a main clutch that can be switched between a connected state that connects the power transmission path between the internal combustion engine and the input shaft and a disconnected state that disconnects the power transmission path, The processing circuit, Determine whether the main clutch is in the connected state or the disconnected state, When it is determined that the main clutch is in the disconnected state and the state information is the neutral information, the vehicle according to any one of Aspects 1 to 7, wherein the electric motor is configured to control the electric motor to generate the determination torque.

[0138] According to the above configuration, since the determination torque is generated in the electric motor in a state where the main clutch is disconnected, the determination torque can be set low, and it is possible to prevent the engine from becoming a resistance and making it difficult for the input shaft to rotate.

[0139] [Aspect 9] An error determination method for a transmission having an input shaft to which power from a drive source is input and an output shaft that outputs power to drive wheels, wherein a processing circuit Obtain state information indicating the state of the transmission, Determine whether the state information is neutral information indicating a neutral state of the transmission that blocks power transmission between the input shaft and the drive wheels, When it is determined that the state information is the neutral information, obtain rotation information related to relative rotation between the input shaft and the output shaft due to torque applied to the input shaft or the output shaft, An error determination method for a transmission that determines whether there is an error in any of the state information and the rotation information based on the rotation information.

[0140] According to the method, since it is determined whether there is an error in the acquired neutral information by using rotation information related to relative rotation between the input shaft and the output shaft, a dedicated sensor for examining misdetection of a transmission state detector can be omitted, and the number of components can be reduced.

[0141] Also, the following aspects are also suitable.

[0142] [Aspect 10] The vehicle includes a main clutch that can be switched between a connected state in which a power transmission path between the internal combustion engine and the input shaft is connected and a disconnected state in which the power transmission path is disconnected, and a clutch actuator that operates the main clutch. The engine start control controls the electric motor so as to increase the generated torque to the starting torque, determines whether or not the rotational speed of the input shaft is equal to or higher than a starting threshold value based on the input rotation information, When it is determined that the rotational speed of the input shaft is equal to or higher than the starting threshold value, controlling the clutch actuator so that the main clutch switches from the disconnected state to the connected state, the vehicle according to any one of Aspects 1 to 8. According to the above configuration, it is easier to increase the rotational speed of the input shaft than in the case of generating the determination torque in the electric motor with the main clutch in the connected state.

[0143] [Aspect 11] Further, regarding the vehicle according to any one of Aspects 1 to 8 and Aspect 10, The vehicle includes a main clutch that can be switched between a connected state in which a power transmission path between the internal combustion engine and the input shaft is connected and a disconnected state in which the power transmission path is disconnected, and a clutch actuator that operates the main clutch. After the internal combustion engine is started by the engine start control, the processing circuit controls the clutch actuator so that the main clutch switches from the connected state to the disconnected state, and after the main clutch switches from the connected state to the disconnected state, the processing circuit controls the electric motor so as to stop the rotation of the input shaft, the vehicle according to any one of Aspects 1 to 8 and Aspect 10. According to the above configuration, unwanted rotation of the input shaft can be prevented.

Description of Signs

[0144] 1: Vehicle 2: Internal combustion engine 3: Electric motor 4: Transmission 5: Input shaft 6: Output shaft 7: Transmission gear pair 9: Driving wheel 21: Main clutch 22: Clutch actuator 30: Controller 30a: CPU 31: Transmission state detector 33: Rotation information detector 32a: Input rotation speed sensor 32b: Output rotation speed sensor 33: Clutch state detector

Claims

1. An internal combustion engine and an electric motor as driving power sources, Drive wheels, A transmission having an input shaft to which power from the internal combustion engine and the electric motor is input, and an output shaft that outputs power to the drive wheels, A transmission state detector that detects state information related to the state of the transmission, Separate from the transmission state detector, a rotation information detector that detects rotation information related to the relative rotation of the input shaft and the output shaft, A controller including a processing circuit, The processing circuit, Determines whether the state information received from the transmission state detector is neutral information indicating a neutral state of the transmission that cuts off power transmission between the input shaft and the output shaft, After determining that the state information is the neutral information, controls the electric motor to generate a predetermined determination torque, Based on the rotation information received from the rotation information detector, determines whether there is an error in the neutral information, When it is determined that there is no error in the neutral information, permits engine start control to transmit the power from the electric motor to the internal combustion engine and start the internal combustion engine, A vehicle configured to limit the engine start control when it is determined that there is an error in the neutral information.

2. The engine start control includes controlling the electric motor to generate a predetermined starting torque, The determination torque is set to a value smaller than the starting torque. The vehicle according to claim 1.

3. The processing circuit is configured to execute control of the electric motor to generate the determination torque in a state where power transmission from the electric motor to the internal combustion engine is cut off. The vehicle according to claim 1 or 2.

4. The processing circuit controls the electric motor to generate the determination torque in a state where the vehicle has stopped, The rotation information includes input rotation information related to the rotation of the input shaft and output rotation information related to the rotation of the output shaft, When determining whether there is an error, When it is determined based on the output rotation information that the output shaft has started to rotate, it is determined that there is an error in the neutral information. When it is determined based on the output rotation information that the output shaft has not started rotating and it is determined based on the input rotation information that the input shaft has started rotating, it is configured to determine that there is no error in the neutral information. The vehicle according to claim 1 or 2.

5. The rotation information includes input rotation information related to the rotation of the input shaft. When determining whether there is an error, the processing circuit Counts the elapsed time after starting the control of the electric motor that generates the determination torque. Determines whether the input shaft has started rotating based on the input rotation information. When the elapsed time reaches a predetermined time in a state where it is not determined that the input shaft has started rotating, it is configured to determine that there is an error in the neutral information. The vehicle according to claim 1 or 2.

6. When the processing circuit determines that there is an error, it is configured to limit the engine start control by stopping the generation of the determination torque by the electric motor. The vehicle according to claim 1 or 2.

7. The processing circuit When acquiring a start request for the internal combustion engine, determines whether the state information is the neutral information. When it is determined that there is no error, it starts the engine start control and controls the electric motor so as to increase the generated torque of the electric motor from the determination torque to a predetermined starting torque. The vehicle according to claim 1 or 2.

8. The vehicle includes a main clutch that can be switched between a connected state in which a power transmission path between the internal combustion engine and the input shaft is connected and a disconnected state in which the power transmission path is disconnected. The processing circuit Determines whether the main clutch is in the connected state or the disconnected state. When it is determined that the main clutch is in the disconnected state and it is determined that the state information is the neutral information, it is configured to control the electric motor to generate the determination torque. The vehicle according to claim 1 or 2.

9. An error determination method for a transmission having an input shaft to which power from a drive source is input and an output shaft that outputs power to drive wheels, comprising: by a processing circuit, Acquiring state information indicating the state of the transmission. Determine whether the state information is neutral information indicating a neutral state of the transmission that cuts off power transmission between the input shaft and the drive wheels, When it is determined that the state information is the neutral information, obtain rotation information related to relative rotation between the input shaft and the output shaft due to torque applied to the input shaft or the output shaft, An error determination method for a transmission that determines whether there is an error in any of the state information and the rotation information based on the rotation information.

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